the streets bond for design, construction and upgrade of about 1700 curb ramps throughout the city. the locations are prioritized using the city ada transition plan and this map shows locations throughout district 7 that have curb ramps planned. some of the key corridors include various areas . our street scape projects in district 7 include the slope boulevard flashing beak beacon project and that is fund audio there is a million dollars funded.

at the three intersections and those are slope and everglade where we are installing bus balbs and improving the median and we will install these as well as flashing beacons to warn motorists that pedestrians are crossing the street and 23rd and slope we will install the flashing beacons. along 19th avenue we have a greening project. part of it is completed. there is an additional 600,000 in the streets bond for completing the planting between winona and here and this completes my presentation. thank you. >> thank you. the next presentation will be from the

mta and it's ricardo alia. i assume you're not related. are you? >> yes we are. good morning supervisors. my name is ricardo alia and the traffic engineer with the mta so we deal with the traffic controls on the streets, signs, markings and other traffic safety. i will go over district 7 information and some of the things that we do to try to improve safety. in terms of the overall collision pattern frs the city here is a chart. there was a decline in the mid90's

and the 2000's and we have been in a holding pattern and hope to improve soon in terms of trying to get fewer and fewer collisions that injure people each year in san francisco. in terms of the fatal collisions it's of general decline. there is up and down pattern but the fatal collisions have been low in san francisco but there is still unacceptable amount of people killod the streets and that's something that we need to fix. in terms of specific san francisco injury data there was a decline since the 1990's and reach forward to the 2000's but since 2004 the number of pedestrians being injured on san francisco streets have remained steady or have been increasing which is something that goes counter to the goals of the city which is have the numbers go down each year and this

indicates we need to do much more work. we did work in the past but obviously the problem is one that persistent and needs a lot of attention. specifically about district 7 -- >> actually, can i just ask what do you think attributes to the decline of collisions between the 90's and 2004 and the on going problems now? is it funding or are there unique things we were doing at that period and not doing now but what do you attribute that to? >> there are a lot of factors that go into one year's accident total. some is related to street design. some are environmental social factors, demographic changes. the way people drive. state law and enforcement changes so it's hard to say what precisely in society what is causing certain collisions to go down. i will say when the sales tax was

approved for it is city there was a lot of low hanging fruit that needed to be done so when we passed the transportation sales tax i think we got a lot of initial improvements that had a lot of collision reduction associated with them. as time as gone by perhaps the allocations are difficult, more expensive and the changes are more dramatic and require more capital so on the engineering side we're reaching a point where the obvious things to do such as the really high accident locations, locations that didn't have pedestrian signals, all those things have been taken care of over time but we haven't been able to progress but i caution there are probably other factors at hand with one year's total. in district 7 for the past five years which this data goes up to 2011 every year about five people are killed in

district 7 and above average for the districts and 60% of the city wide total. there are over 1,000 people injured in the people and this is average with the vehicle collisions are average and this is the vehicle hitting a tree, a post, something else that is not a person or another vehicle are high and then followed by vehicle pedestrian collisions and vehicle bicycle collisions which are more concentrated in the northeastern part of the city for obvious reasons but happening in this district as well. looking specifically of the break down of factors that are attributed to the district. a third are by police department reports associated with unsafe speed. these are people going too fast and the police officer determined that was the primary cause of the collision. again

there maybe other factors involved but that is tip keap the most common. city wide about a fourth of unsafe speed and the thing to keep in mind with unsafe speed not only does the speed cause the collision but if the person is going fast enough the injuries with the speed increase so focusing on speed is one of the important issues in san francisco because not only does an unsafe speed cause a collision. an unsafe speed can kill a pedestrian, a bicyclist and severely injure motor vehicle occupants. >> excuse me. quick question here. just from your comments. is that why you think the page for that where it shows the number of people killed in collision district 7 has 60% of the total and yet the

pedestrian collisions are 7% of the total. do you attribute the speed for the differential? you would think if you get 7% of the collisions in a city there are a number of people killed in the collisions would concerned. >> yes. i think there are issues at hand and go faster on various streets so when collisions occur on the streets they're more likely to result in the fatal and speeds not likely in a area of the city that is more dense or more difficult to travel at those higher speeds of 40-45 miles per hour. in terms of pedestrian collision totals in one area is going to be a factor of those conditions as well as as the number of

pedestrians, so city wide the heaviest pedestrian and bicycle activity is in district 6, so that's where a lot of them are happening as well so it's an issue of exposure. where are the pedestrians in terms of the concentration of pedestrians? but also what are the characteristics of the roadway and the way the street network is designed? those are all playing a factor in the statistics but looking at the numbers can help us concentrate on what the issues are. the other factors here are very common city wide. auto wide away violation and for example you're turning left and don't yield to the opposing vehicle. stop and signal violations. that's when you don't follow what the sign or signal is telling you and pedestrian right away. that s to a vehicle not veelding to the pedestrian when they cross and uncontrolled krowk or have a green like and

make a turn and hit a pedestrian so the motorist is in fault there and in discussions with the police department and department of public health we want to focus the resources on unsafe speed, violations of stop signs and traffic signals and pedestrian violations and distracted driving and use of cell phones so those are the key factors we're trying to our limited resources on in terms of enforcement. looking at the district 7 they tend to focus along the major junctions and include 19th avenue [inaudible]. the one location that is not a high volume, high traffic location that is on the list is arch and brotherhood way and the southern point, but we have done changes there to the signalization i think that

address some of the collisions there. the locations listed in the previous map include 19th avenue and slope boulevard and in district 7 and one of the highest collision locations in the city. 19th avenue and here a very major junction in the city. followed by 19th avenue and terrabell and these other areas which as i mentioned is not as high volume location but we did changes there that i hope address the collisions being reported there. 19th avenue and slope is the junction of two state routes, highway one and 35. one of the few intersections in the city where six lanes meet six lanes. we have done changes here to improve safety over time since this location has traditionally been one of the highest collision locations for the city. we installed red light

enforcement and one of the first in the city to get that treatment. there are over head signals for traffic and add this for slope boulevard and cause of collisions and done in 2007 and the 19th avenue collisions have decreased and we also are in the process of retiming the signals to provide additional time for pedestrians to cross the street. a location like this and even if has a lot of collisions one thing to keep in mind it's a highly traffic street so everyday 100,000 vehicles go through the intersection so lately there has been about five collisions reported every here on 19th and slope but in terms of the traffic rate it's relatively low. it's not that we take comfort in that but put perspective on it one vehicle

out of 10 million gets into a collision right now there. the changes that we do there again every year if we see a location that has high accidents we try to do something else, something new to try to improve the totals. looking at the pedestrian map for pedestrians this map shows all collisions unlike the previous map so the smallest. dot is one accident and allows to see the concentration of collisions in district 7. high concentration in this area, high concentration along the ocean and [inaudible] and 19th avenue area. same thing with holloway and westportal and other areas of high concentration and those locations are listed here. these are the intersections with the most pedestrian collisions.

these areas are listed here. vicente and westportal last month was the site of a fatal collision that killed someone and that's a location we will take a look carefully to see what accidents have happened there and what can we do to improve the safety of that intersection. 19th avenue and terrabell is a major transit junction as well as a commercial street so you see many pedestrians crossing at this intersection crossing six lanes of traffic on highway one and crossing this relatively wide street and part of the reason people are here is because of the transit. very major routes. a lot of transfers happening here. a lot of people taking those transit services. things that we have done before in the area we adjusted the signal

timing on numerous occasions and the all red clearance which say technical term where the lights are red in all directions and gives the automobiles an opportunity to clear without the green light. those are invisible changes that we make and add improvements. we added over head signals and something that we completed. this is part of the double fine zone which supervisor yee is looking to extend and we support that and this location is looked at very carefully as part of our transit effectiveness project and we want to make improvements with sidewalks and islands and parking and anything that we can do to improve the safety and the operations for the area. those projects are now reviewed and in design by the staff and we will do outreach to the community

and supervisor on our proposals. overall things that we can improve safety at the intersections and upgrade signals so they're more visible. that's the most effective thing that we did with the sales tax on this side and reductions of 50% of injuries after we do one of the projects. it wasn't that long ago you could cross 19th avenue and no cross down and had to guess when the light was going to turn red and that was quite scary and we worked with the state to make those improvements along 19th avenue. retiming traffic signals. there is a lot that could be done with yellow lights and the way the lights are coordinated and these are invisible changes but effective. regulatory changes. removing parking at corners and remove the sight lines for

pedestrians and vehicles and not as popular with the public and we will do more of and we hope to get support when the tough decisions have to be made in terms of parking removal. improving markings and changing the roadway when feasible. here is a picture done in this area. this location had a lot of rear end collisions and improvements along with some of the timing signal changes have addressed a lot of those issues. there are changes here that still need to be done including those related to pedestrian safety. in terms of other signal type of improvements the city has a plan to upgrade all of the signals so they have count down signals. this is a map showing where they're currently missing in district 7. for the most part once that 19th avenue project was done took a lot of locations. ocean avenue was upgraded and well and there are

ones that remain to be done and sunset and ocean should be done next year and in terms of new traffic signals this is a new one and four in design for district 7. and near the zoo and city college and also a site of a fatal collision which is i location that is shared with daly city but the city decided on its own to signalize it with consultation based on totals reported at that junction. pedestrian crossing times are something the city has been looking at since the 90's. there has been a lot of policies issued. one is the two and a half feet per second crossing time and curb to refuge or curb to curb and implemented city wide and still in effect. i

guarantee the seniors, children, some of our more vulnerable populations time to cross the street. recently the state and federal guidelines have changed nationwide so instead of providing that clearance time which is the average walking speed of average pedestrian, the average determined by studies. that was lowered to account for the fact that we have an aging population and we also have vulnerable populations so city wide we are retiming more time to cross so the signals are on for longer. that was a project when we knew the guidelines were going to be changed so right now we're half done with this project and we expect the remaining half to be done in the next few years and we're devoting our resources to get that accomplished. another change city wide is changing the way the cross walks are marked. the two parallel lines are what

is done at most locations now but we're shifting to the continental pattern and the school crossings which are the yellow crosswalks and that pattern will be done at all locations and one of the easiest way to get this accomplished as paving projects come along we will shift to the continental pattern. uncontrolled crossings of particular area of concern. this is area where the pedestrian didn't have the benefit of the sign or construction and this indicates best practices should be at uncontrolled crosswalk. a median so people only have to worry about crossing one direction at the time. the continental walk and highlights this and these yield ones which the government recommended and for vehicles from stopping right up against the crosswalk and if

they go further back it will prevent the multiple threat collision and one vehicle stops and another passes and hits the pedestrian and the theory in the research is the further back the vehicle stop the passing vehicle has the chance to see the pedestrian crossings the street. monterey in the bold and street lighting and sign are important. again the red zone keep vehicles like the truck here blocking the sight of the pedestrian. we have traffic calming and in residential areas and revamped the program to devote resources to arterial traffic calming so that's something we're going to start now given the interest in improving pedestrian safety and they're happening on major commercial or traffic streets. we wanted to have the resources

to address those collisions as well as resources to address the more neighborhood traffic calming needs, and finally road design and slope boulevard and fatal collision involving a 17 year old and a student at forest view. that street that is -- was six lane wide. the state actually on its own initiative decided to narrow the street to four lanes and add a bicycle lane which is a good idea when you have multiple lanes and you reduce some of the lanes it reduces the pedestrian factor. obviously that wasn't enough to prevent the fatal collision from occurring because vehicles whether have six lanes or four are going fast and not yielding sometimes as required by law so we're doing as the department of public works indicate pursuing a grant to make improvements at that location and others and we

will work with the state on one of the longest stretches in san francisco without signs or signals and we are having meetings as we speak in getting the work done. finally in with the enforcement and they can devote limited resources to address the concerns and based on the collision date that is being indicated so we provided that information as well to the board of supervisors, so if you need to see that let me know, but just a report that has this kind of level of detail and your offices can work with the police department in terms of addressing some of these issues. regardless of what engineering that we do there is still the issue that motorists need to be aware of pedestrians as they go through the city. if motorists

are not looking for pedestrians and not careful we these situations where they run over pedestrians legally crossing at crosswalks and some of that has to involve awareness on the part of motorists in terms of the responsibilities they have in a dense city like san francisco. they have to be looking at for bicycles as well and pedestrians. the important thing just to mention to the public even though that we look at high collision locations we always look at collisions no matter the collisions they have. we have about thousand complaints a year. i look at all of them. the easiest way for the public to get a a hold of us is call 311 and you can report it in the website or in writing and mail. my email and my address is here if people need to contact us in those

ways as well. thank you. >> thank you mr. alial. next up and -- >> can i ask a quick question. i know someone from senator yee's office is here and increased fines on these areas and i am wondering if enforcement -- increased enforcement efforts like that help to reduce the number of collisions or killings in areas like 19th avenue? >> i think that's an issue that -- again because of the multiple factors with what causes collisions. at the same time double fine was implemented there were other changes happening on 19th avenue. i think the police department could comment on the actual enforcement of the double fine zone. i think on a street like 19th avenue we appreciate having the tool and the message given

to the motorist this is a particularly sensitive street for them, and so that -- what that has resulted in terms of collision reduction it's difficult to tell. it's difficult to tell how a collision pattern was affected by a change in legislation, but the problems are still there. i would not say that 19th avenue has been cured. 19th avenue cross over drive are still some of the problem locations in terms of collisions. >> and similarly with data on areas like 19th avenue and how doubling the fines and other things impact that and also the red light cameras and intersections in the city and useful to know if that helped to reduce the number of collisions in those key intersections where we have the red light cameras and i know the department of public health always argues the

reduction of speed limits saves lives and reduces collisions and i would like to know in school zones and 15 miles per hour at school times is effective if there is data from the mta in the future as well. >> in terms of the red light camera program we noticed decreases where we have used them. again there were multiple things we were doing at locations to improve them so sometimes it's combination of enforcement and engineering change. overall red light camera collisions are down significantly from where the program started so i would say we are going in the right direction and they decreased overall through enforcement and engineering and other measures. speed enforcement is again another issue that we're looking at. right now there is no state law allowing automated speed

enforcement but perhaps as a city if we agree on what method we want to pursue to talk to sacramento and see what the possibilities are in terms of legislation. in terms of the 15 miles per hour speed limit that is a change in law that he we implemented recently and we need to have time before we can say this has resulted in a statistically reduction in speeds. i do know that the community and the school district has expressed appreciation for the changes so over time the question of how effective it was statistically speaking we have to wait for the data to be robust and we don't to speculate at this point but it's definitely school areas, safe areas of grants, improved signage and markings and something that the city has been doing and will continue to do.

>> thank you. there are a few more presentations and i want to get through as many public comments as possible so next up is the department of public health and they will be presenting on injuries and the cost to the city and their resource to apply predictive modeling to prevent pedestrian safety injuries. >> >> i thought the presentation -- [inaudible] >> do you need some time to get