focusing on the most severe injury burdens. this map shows what we're calling the high-density corridors and the key safety streets. there is an account of neither greater that represent more than 6% of the city street miles and include a 50% of the severe and fatal injuries. similar to a pedestrian activity, there is one key safety area. this represents the highest constitution of serious or fatal injuries. the next piece was to develop a capital project list. we had to identify with streets we would focus on. the pedestrian activity factors were developed, heavy pedestrian safety streets were mapped in purple.

if we layer those on top of each other, we have the high priority streets. these streets represent 44 miles account for more than 50% of severe and fatal injuries. given that they have high activity factors and the safety needs, you're the streets we recommend both walking in the safety improvements. the very preliminary capital punishment list included safety improvements and a walk ability and sustainability improvements. associated with those recommendations, we developed cost estimates in the range of $600 million-$700 million, a significant price tag associated with these improvements. there is a significant gap between the needed improvements

and the funding that is available to deliver these improvements. for the purposes of this project, we developed a detailed list for the intersections and corridors that have the highest cd. this is in the report, but the intersections in the corridors are listed on the left. recommended improvements have an x. the cost estimate was developed and ideally, we would like to develop this list. to complement the data and analysis we did, we looked at the existing policies for the pedestrian sector. we propose some changes for the general plan, and as you might recall for the adoption of the better streets plan, there were policies related to engineering and design, we would propose to

amend the objectives and apologies -- policies related to the streets. three new objectives and policies were drafted, these are in the report. complementing the objectives and policies, there are two general plan the maps that reference the network. the one on the left is the citywide pedestrian network of the one on the right is the neighborhood pedestrian streets. both of these are little bit outdated, so we would propose updating those maps with this matter of key walking the streets. the general plan policies and objectives with support prioritizing these for pedestrian improvements, the actual design an improvement types will be based on technologies of the better streets plan. and the last piece of this project were case studies.

designs were developed for 5 locations that fell on the earlier planning efforts or other agency efforts that are intended to illustrate how the recommendations could be applied on the ground. here is an example of the ocean triangle. it gives you an idea of the level of design, they are all in chapter 8 of the report. atom talk a little bit about the next status, i would just mention that this project was really a significant is that collaborating with partner agencies for pedestrian activity and a pedestrian safety lands. lee would like to carry forward with this work. that concludes my presentation and all of us are available to answer questions. >> any public comment on this item? commissioner antonini: thank-you

for the report. i just have a question and it has to do with pedestrian accidents. have you done any research in pedestrian education as to save the -- safety as part of the whole problem? my guess would be the you have a lot of people walking in the street with no regard to whether the light is green or red, almost daring you to hit them, unfortunately. and risky behavior at other times, particularly people crossing in the middle of busy streets. the third type would be people wearing dark clothing at night and in bad weather where it is hard to pick up someone in the street ahead of you if they are crossing at the like.

>> i work at the department of public health and we typically use the educational and promotional pieces around walking into a pedestrian safety. i have helped organize quite a few educational campaigns in the city, not to the level of detail that you are describing, but we have looked at the data collected at the stake in looking at the factors that tend to contribute to the collisions and the severe injuries happening. we focus on things like trying to get the drivers to slow down, highlighting that children live in the area, things like that. typically in the area of injury prevention, we talk about the five e's. education, enforcement, engineering, evaluation and another one called encouragement. the the really need to reduce

injuries and fatalities, they have to happen to get there. doing one on its own doesn't work very well. what is really great about this project is that all the agencies are finally sitting at the same table and we are able to coordinate all of this work. we are able to highlight these corners and that these corners the the street banner campaign were targeted enforcement. we can analyze the factors that are attributed to those collisions, injuries, and fatalities. we're hoping to pursue that work in the event of future funding. >> i think this might be something to look at, we all take advantage of the streets that have the court made of lights like, and, bush, franklin, if you are driving a at a constant speed, you're able to hit the lights. maybe some of that has to be

rethought. i the traffic backs up a little bit, but having it that way encourages people to continue to drive that if they make a quick right turn off of one of those streets, the pedestrian is out there before they have a chance to see them. i am wondering if there is any thought about trafficke calming. >> there is a lot of discussion about traffic calming. mta is beginning to look at bat. -- at that. >> i'm frank markowitz of sfmta. as ana was saying we've had a traffic calming program for quite awhile, but we are looking to emphasize more speed reduction on the major corridors and arterial streets

where serious injuries and fatalities happen. looking at both physical measures, changes to the street design, and things like signal timing and progression. can we slow that down? do we need to reduce the speed limit? for example, there are a number of school areas taking the advantage of a new state law to have a 15 mile an hour speed limits now. we're trying to look at the other main corridor streets to see if changes in speed let would also be warranted. commissioner borden: commissioner borden: i wanted to thank you for this work. i appreciate the methodology by

which to look at different corridors and accident levels. i think that was a strong approach. i would echo the comments of commissioner antonini. people fly down commercial corridors, where people are clearly working. i do not own a car and i live in the center of the city. i am almost hit fairly regularly, and i am obeying the law. i am not running across the street when i am not supposed to. i think that is very helpful. i know it is pretty substantially expensive to have a lot of improvements. you have talked about manners and education and speed production. but can you talk about some of the other programs to looking at implementing that obviously cost quite a bit of money? >> the cost estimates obviously are a pretty high opening. we are talking about 44 miles of streets.

i think there is a range of what you could do. you could do pedestrian safety treatments at intersections, which could get you some significant safety improvements. that could be a lower cost. you could be talking about something on the order of what was done on valencia's street recently, where the sidewalk was widened, street lighting was added, and there was a pension to the environment. that could be more expensive. that is one or $200 a block. with capital improvements, and that is something we continue to do. where is it important to do your basic safety treatment? where is the money best used to enhance the pedestrian round in a walkability way? we could be of little more nuanced about where that number comes from. i am going to add one more

thing. commissioner borden: to that point, i know we have a grant. moving forward -- i know at 24th and castro you have the sidewalks, the crosswalk that points out that people are across the street. i know the project would be expensive. it would seem to me it would be expensive. how are we looking at those priority areas? are we doing them first and then trying to get funding for some of the bigger picture things? >> it depends on the funding sources that are out there. there is the prop k money. commissioner borden: i was the vice chair of that. >> so you are familiar with that. there was the grant that played for more longer term.

that is the purpose of this project. ha we have the initial capital project in the report that says you could do some of these things. just to use an example, we looked at sixth street between market and howard, which has one of the highest incidences of pedestrian fatalities in the city. i think there are faces you could do to do that, from the signs or improvements, or signal changes to something more substantial that includes sidewalk widening. through the executive directive, we have been managing that. they can be used in different

conditions. commissioner borden: in conjunction with the bicycle plan, can we look at different ways that bicycle lanes have bumpers from pedestrians in a way traffic wines typically are not? are we looking at that? i know walking is different and suckling. >> absolutely. i think the mta has more of what you would call a complete street focus, looking at all the different modes of transportation and designs at any given corner, for whatever the particular needs and uses of that corner are. there are synergies between the bike facilities and pedestrian facilities in many cases. i think mta would look at that. do you want to add anything to that? >> adam i think covered it very well. i would just mention the pedestrian strategic action plan that we are working on with this

task force is going to come up with strategies to identify and find the most promising measures, once we are using now, or potentially new ones from the review of the best practices. commissioner borden: thank you. comissiomer sugaya: so long as you are up there, wouldn't it be -- tell me if i am wrong. can't we take a lot of one-way streets and put them back to two-way streets? would that not how lot? my take on pedestrian safety and this program -- if you look at it from another standpoint, does it discourage the use of an automobile? the faster you have speeds and timing on these one way streets, which i know very well --

couldn't simply taking a lot of these back to to way, reducing the speeds -- it would not cost anything except for some signaling. >> that is one of the measures we would be looking at being implemented or considered at a number of streets. there are some trade-offs, and not just traffic in parts, but even in the safety. while one way can promote higher speeds, which is bad, it can be a that a bit easier for the pedestrians -- it can be a little bit easier for pedestrians to pay attention to the traffic. we need to consider a number of factors. thanks. commissioner moore: i

appreciate what everybody said. it adds a lot to the discussion. i'd like to acknowledge and see this as a semantic design overlay to the best streets plan. it puts even more urgency to it, because we really get a line of discussion which has the collector streets plan as a big idea, but you are focusing on a project that needs to be done. what i am concerned about, like my fellow commissioners, is the huge gap in what is needed for funding and the very obvious and availability -- unavailability of those funds in the city budget. what are interim measures that could help make some of these things happen? i do believe that as our

sidewalks are deteriorating, and even our curbs are getting less safe to step off, but pedestrian safety is not being really tracked properly, because we do not have the money to implement those things which are long overdue. i am wondering if you are able to identify temporary fixes like the one suggested on castro street, and see at least that the citizens are getting something they can tangibly focus on. >> you are probably familiar with the payment to parks program, which is a faster and less expensive way that gives a buy into them. we have built a number of those out and are looking at other places where we could do that sort of idea, for example with a low-cost corner billed out.

that is under design review right now with our agency and with the mta to do that. i did want to bring up that there are a couple of new funding sources that have recently been optioned by the city. there was the roadway bond that passed in december. it has $50 million for streetscape project. that is a significant piece of funding that was not previously there. the was also prop 8 a, -- there was also prop 8a, which goes in part toward pedestrians improvement. president fong: i am excited about this because it is the collection and use and power of data that we are just getting into at this level and a bunch of different levels around the city.

the use of technology and cartography skills, i think, are beautiful. looking at the maps and seeing patterns of how people use our city. we could maybe use more of that data when applying for money federally. it is hard to argue with data experts. i know i am excited about it. but as keep going. next item, please. >> commissioners, you are now on item 15, a case for 259 broad street. >> michael smith, planning department's staff. you have before you to request for a conditional use authorization to modify the conditions of approval placed on the existing residential care facility in motion number 14958 to allow for the construction of

a one story brick addition that would add rooms for a caretaker's unit to the existing facility. it would add approximately 1150 square feet to the building and would contain bedrooms, a bath, and a living room. it would not add an independent dwelling unit or increase the facilities overall number of patients. the property is located at 259 broad state -- street between capital and orizaba. the facility operates as the merced facility and provides long-term care for 12 individuals with alzheimer's or other forms of dementia. the sponsor presented a similar project to the commission that was approved in may 2011. the project was proposing to construct a third floor addition

that would add an independent polling unit to the property. in making its decision, the commission found the addition of an independent dwelling unit would greatly increase the development intensity of the site to an extent it would no longer be compatible with the single-family residential neighborhood. the applicant's desire has always been to provide space to the facility for caretakers. the department has not received any comments from the neighborhood on this project. the department is recommending approval of the project with conditions. the additional space would serve as the caretaker's space, which is a normal feature for a residential care facility, and the additional space does not contain a separate kitchen and is well integrated into the facility, making it difficult to convert the space into an illegal dwelling unit, which we felt addresses your earlier concerns when the project came

before you. this concludes my presentation. i am available for question or comment. president fong: project sponsor, please. >> good afternoon, commissioners. i represent the owner. this project was approved in 2000 as a residential care facility. since then, the owners have always needed a caretaker to be on the residence. for the last 10 years, they have not been able to do that. last year, we did apply to have that facility, but commissioner moore made salient points which

led to its disapproval. those points were taken into consideration. we went back to the department. the basic criticism was that it was too independent. it was meant to be a single family unit, it independently accessible, with a parking space and a kitchen. she thought that would have been an intensification of use. the commissioners unanimously agreed with her. we went back with the planning staff. "we did was we changed most of the things she had commented on. we took out the unit. we established a direct access to the residential care facility use place.

we pulled back the one story addition to make it smaller, from 1600 sq. feet to 1200 square feet. that is necessary. it is a two unit still, with a single bathroom, with direct access to the facility downstairs. as i said, and the existence of a caretaker on this particular facility is a need. it is not a want. there is only one kitchen in this facility. we canvassed the neighborhood to see if there is anyone in opposition, explaining it to the neighbors. there is no opposition. as you heard planning staff

say, they did not receive any comments of opposition to this project. we are here, ready to hear your comments and views. obviously, as the planning staff has said, they are going to put conditions of use on this project. thank you very much. president fong: is there any public comment? commissioner moore: i assume i owe it to push the button first, because the questions the commission raised last may were addressed, those things anchored in the code which speak to an intensification in a residential area. they were not invented by me, but the lead to a closer look at exceptions which could not make. here i am, fully expressing my support for the project, because it does exactly do what it needs to do. it creates a full expression of a facility, a care facility with

a caretaker living in the right setting, with the right access, etc., in this particular building. i am delighted to see you so sensitively respond to the questions raised last year, and fully support it. i want to say we are at a time -- and the president can speak to that, as ken these on administration -- where there are a lot of reinterpretations of the code, and we are debating the directions expressed in the code, trying to guide people to why that are important. i make a motion to approve this project. commissioner antonini: second. >> thank you. the motion on the floor is for approval. commissioner antonini: aye. commissioner borden: aye. commissioner moore: aye. comissiomer sugaya: aye. president fong: aye.

>> the motion passed unanimously. you are now on item 16. it is for 14 08 california st.. scott sanchez: before we start, i am pleased to introduce michelle stahlhut. she joined us in may and focuses mainly on wireless use. she is initially from indiana, but has lived in chicago and beijing. she received her master's in planning from the university of wisconsin, madison, where she focused on land use improvement and planning. after moving to california, she worked for san jose, working on planning and green building, but left to live in china for two years. she started in september. i am pleased to introduce

michelle. welcome and thank you. >> of the afternoon, commissioners. before you is the conditional use authorization proposed by at&t to install a new wireless telecommunications service facility at 1408 california st.. it proposes a up to nine panel antennas located on the rooftop of a five-story 37-unit apartment building with ground- floor retail. that set back from the edge of the building by 5 feet deep, which makes them invisible from the primary for a son of the building. this is a location preference 6 site, which requires an alternative sites analysis from the applicant. this is included in your packet today. the analysis revealed no public buildings for echolocation