something. >> i don't have that at this point. we're verifying. we initially reported that we had 20 pedestrian fatalities in 2012. in fact that number is in error. it's actually 16 and the reason why it's in error because we didn't take into account at the time certain different other reports. say in one instance we had a pedestrian hit by a muni bus and turned out by the medical examiner's report and report it was in fact a suicide so we initially looked at it as a accident it was a suicide so it wouldn't count. we had another individual who drove into a pole and the medical examiner's office concluded it was a heart attack and doesn't

count in that regard so for 2012 we are in the process right now of verifying every collision report to make sure when we report it a final number to mta is in fact accurate. >> when can we expect that number in terms much the full collisions and injuries? >> in terms of the full universe we have preliminarily just for 2012 -- and i stand by this is preliminary, collisions with injuries was 2462. i suspect that's going to go up. we're not 100% confidence of that number so that's why we're verifying it and in 2011 it was 3111. >> so from my reading of the draft of the mayor's pedestrian safety and commitment to increase enforcement hours and the failure to yield speeding and 20% by next year and i am

curious to kind of the steps taken in order to meet tha.d i know some of that is with the new police officers that we will get, but do you feel like sfpd has strategy to meet that goal? >> most definitely. i think the answer to that goal is a fully staffed police department. your average officer in the field contributes to traffic enforcement. then you have your specialists if you will of traffic enforcers and those are the folks are motorcycles, so as we increase both numbers i am thinking we're definitely going to see an increase in traffic enforcement much to the chagrin of those violating the law. >> my last question is kind of -- has several different concepts, but do you have any concrete stories of success in terms of sfpd's ability to do

enforcement where you saw reductions, things that were helpful getting the outcomes that we want to see which are safer streets? >> sure. >> one thing i want to add and one thing helpful with captain o'leary coming to the work groups and can personally hear from the residents. we found that communication helpful but it's great to hear what is successful in this area? >> sure one of the -- i kind of highlight one of the stations, john garrity in the tenderloin. he is active participate in the monthly enforcement efforts and we have seen because of his engagement with the community and just really encouraging compelling the officers to be more active we have seen a decrease in issues in his district versus years past. it's just that chair mattic

leadership we're seeing in many of the districts oftentimes fueled by public input and really allows us to direct our resources. this analysis that mta completed in 2012 coupled with what we receive from the community really allows towses direct the resources where they need to be. >> i feel very lucky to have captain garrity in district 6. he has been amazing and wonderful to work with. a couple of things i would like to say one thing we hear from the residents especially during rush hour because a lot of the rush hour is south of market and the tenderloin is cars blocking the intersection and stuck at the red light and just having walked down third and first streetcars are very aggressive and as a pedestrian it's frustrating to have these cars just kind of -- because they're bigger and just of in the way and i know that

comes up a lot figuring how to work on the intersections and i know new york city has done the ban the box campaign and i brought that up with the captain and interesting how we can use it and i don't know if cameras are part of the solution there. if you could have enforcement when they're in the middle of the intersection and like running the red light. that is something definitely i heard, but i do want to appreciate kind of the increased dialogue with sfpd and our members in district 6. i think it has been helping to see improvements. >> good thank you. >> thank you. >> thank you.

>> good afternoon supervisors. [inaudible] reynolds. i'm a section leader at the sf mta. i'm going to talk through the on going work that has come out of the analysis that was first and the mayor's safety task force. i think we are grateful and excited by the information and sort of data driven analysis of pedestrian crosswalks and bring it into the work as fast as we can get it, and really looking forward to a real prioritize list of projects coming from the pedestrian safety strategy that will allow us to target that even further. this is a map that we have seen. this is the high injury or pedestrian safety corridors. i want to talk about how we use that data in talking -- sort of taking advantage of unique opportunity with the general obligations street bond passed by the voters in 2011.

the majority was focused around removing streets but there was money set aside for improvement and important to have a funding stream and leave the streets better than the way we found it so this is in the streets bond that dpw is going to repave the streets on top of the safety network. so what looked at every single walk first intersection so within this network the planning department always identified places where there were intersections where the pedestrians, the severity, the frequency of pedestrian crashes were high, and also we had high numbers of people walking, so the crash rate is high. there is potentially to positively impact the people. we looked at all the intersections to be

repaved and looked at feasible itd of doing curb extensions and et cetera and focused that money around that knowing that we needed to get our coordination together really quickly. curb extensions are really a collaboration between dpw and mta and legislating parking removal and feasibility and design and construction and then we tried to take advantage of projects under way that were outside of the high injury network so balboa street is a good example. there was a plan and not part of the network but an opportunity to make that project better. there were transit and bus bulbs and extensions added to that project. we delivered the 15 miles per hour school zones project and qualified schools

for that. there was an enforcement plan that accompanied that and we had the opportunity to work with some of the officers and traffic company to continue enforcement efforts because the sign is only as good as the signs obeying it and we know it really needs to go hand in hand with enforcement and design part of the streets match the mosted sign of the streets. this is actually the pilot corridor traffic calming program so this map has -- it includes the schools around the high jury network to give you a sense of the coverage is. it's an opportunity to take a funding stream that we already have and refocus it in light of the safety strategy and reducing frequency of injuries and up until recently i think it's

somewhat overwhelming to go out to the big streets and come up with a cost effective solution that doesn't end up being $20 million a mile to environmental clear and widen sidewalks, et cetera, but what we can effect and the lighter touch is speed through signal timing so we're looking at streets where we have an opportunity to slow the speed of traffic by slowing down the signal timing so the drivers can't get up to 35-40 miles per hour and we have a pilot and the intention is find out whether this it be effective in bringing the speed down and time them for 18-20 miles per hour and see if we can get it down to below 25 and 30 is the magic number to

stay under to reduce the severity of the crashs. >> which are the three corridors? >> turk between goth and baker. 16 between marketer and bryant and guerrero between 15th and 25th. if we're successful we continue to bring this out and on going program and systematically retiming the streets where we can. now the complexity here is almost the northeast part of the city is on a timing scheme and all connected but there could be a project to retime the entire grid which could have tremendous positive effects in slowing people down. this is a little about continental crosswalks and we have a program to this and you heard about crashes here and

there are huge number of wrashes happening at marked crosswalks and particularly with streets with more than one lane and see the pedestrian step into the crosswalk and slows down and the driver behind doesn't see or they're stopping for no reason. we see rear ends and drivers swerving and we have a multi-threat crash so we have been going through systematically. we have 200 locations like this city wide and improve the visibility of the wrawk and more red on the side of the crosswalk so it's easier to see each other and improve the sight lines and a low cost way with paint so we have about 200 of these and we have 80 left and we have been using variety of funding sources to have a broad impact with a

relatively small amount of funding. head count down signals. we had work that the mta did several years ago that demonstrated dollar for dollar they have some of the best return on investment in terms of reducing pedestrian crashes so the program is something that the department has been focused on trying to roll out. we have 69 intersections to be upgraded in the next three years and you see some of the prioritization criteria that our signals group uses to target those improvements. some signals are easy. you can instawd it with little effort but some signals are older and get under ground and deal with the guts of the signal to make it work so they very in cost and complexity but a big focus of the department. >> just a quick question on that

. once the 69 are installed how many are left? and i am curious how much we will have left after this? >> [inaudible] >> around 100. >> out of 1,000, 1100 intersections. >> [inaudible] >> so we're making great progress there. >> and just another clarifying question through the chair. the 69 intersections are they highlighted in yellow and green? i want to make sure i am following the presentation. >> yes the yellow are programmed to be installed in 2015 and the other dots and colors. the green shows where they have been installed for all crosswalks and you can see the black and vehicle signals only and some of the.s that are green and black where we have partial coverage

and not total coverage. so the other thing i wanted to talk about was around outreach and it's something that can have really -- can be have a great return on investments so we had an opportunity and a grant that we had recently, a safe routes to school grant, to spend $55,000 on outreach. this is unique thing. most of the grants are for capital and we have it for outreach we like to take advantage of it. we base this on a program from miami-dade county and they did rigorous analysis of the crashes and they came up with a strategy that targeted the behaviors and they cut the pediatric pedestrian crashs in half in one year, so it was a hugely successful program. new york did something similar. they did focus groups and most didn't

understand that 25 miles per hour is the default speed limit and they had an ad campaign and that's that kind of approach so we want to do it in miniature and we have a grant to do it city wide that we can do shortly that is very exciting, so this map shows most of the crashes in this area are clustered around the arterial streets and the commercial district. they're happening around schools and school age children are over represented in these pedestrian crashes and the time of day they're happening is in the sort of the pick up -- when school lets out. it's between 330 and 4:00 p.m. and that told us a lot and we wanted to do a campaign that was focused on the drivers. the messaging is to the drivers so putting them along some of the arterial and corridor street wrist we see this happening and

having a campaign focused around the commercial district s and the merchants using a shopping bag to get the message out about pedestrian safety, and we're still kicking around the idea of doing something on the sidewalk itself, something temporary, and evaluating that and help inform the city wide program that is coming right behind it, so that's sort of the kind of high level look at our approach to dealing with speeding, corridor safety, intersections and outreach and we're really excited by the prospect of getting a prioritized list of pedestrian safety list of projects in the next few months so we can focus that work further. >> just really quickly we want to wrap up so we can have public comment but it's great to see the numbers in the action plan. have we determined -- when we say 184 intersections that we want to improve or increasing

pedestrian crossing at 390 intersections do we have a sense of where -- have we identified those areas already based on the data that has been collected? >> i think tim can correct me if i am wrong and i think the numbers came from a combination of the need, what we're doing now and understanding the need and taking those into account to come up with the recommendation so i think it is based on trying to hit everywhere that we need a head count but we have a prioritization method of figuring out in what order. >> also i notice there are two areas that we're going to prioritize where seniors maybe hit more than other parts of the cities and have we identified those two senior areas already? >> have you identified the senior areas already? >> [inaudible] >> okay. >> what are the two areas? >> it's two annually. is that right?

>> yes. >> okay. >> it's really focused around the senior centers just like prioritizing schools and looking at where the senior centers are and dealing with two of them every year. >> okay. i want to make sure because we had so much process already and i don't want to create more processes that we determined the number and have another process to determine what those numbers look like or where they are when i think we already have so much data all right. thank you. >> good afternoon supervisors. i am christine olaila and a project manager and i lead the street scape team for department of public works. dpw is aware of its keen role in implementing the pedestrian strategy by designing and constructing a lot of the improvements that are recommended by the strategy. our pedestrian safety efforts fall into three categories.

first maintenance, second, enhancement, and helping the city develop policy so under maintenance we have the sidewalk inspection and repair program and as well as the street resurfacing. we add enhancement through repaving. the curb enhancement program and the screet scape program. in developing city policy we were participants in the citizen strategy as well as the better streets plan. in addition to federal and state grants and prop k funding our primary source of funding for the next three-five years is the 2011 road repaving and safety bond. this is a break down of the funding and you can see there is $50 million that was specifically for street scape, pedestrian and bicycle safety. the projects have been selected for that money but the pedestrian high injury

corridors were used to help select those projects. it was also the first time we did follow the paving effort where we looked at streets being repaved that fell on the pedestrian and high injury corridor map and included improvements, not only for pedestrians but for bicycles as part of that. we also worked closely with mta and city planning in developing those projects.dpw's schedule is driven by our goals. for repaving the goal is up to 70 by the tweer 2020 and current leer we're at 65 and we're are trying to make sure to hit that target in about seven years from now. our ramp program uses the ada

transition plan to help prioritize locations. the focus is on requests from the disabled, access to public facilities, and transit routes. we also recently started adding bulb outs to the projects and the first is geary boulevard and worked with mta with what intersection were getting ramps as part of the plan and add curb bulbs to that project. >> and specific to that and i don't know if you heard my opening remarks. is that evaluation -- my understanding that is happening city wide and a couple of districts and we were disappointed that it happened without the evaluation. >> i heard your opening statement. we are coordinating with the mta. the challenge is

having a steady funding source. there is no funding for that. we have a capital request for that but that is the regular challenge having regular funding. >> i know there could be funding challenges or after it's analyzing a bulb out doesn't work. i think it's personality that we are at. >> >> least asking the question and in my experience dpw it's a very nimble agency in a lot of ways and it's smaller than the mta so things can happen a little more quickly and sometimes dpw to its credit moves quickly and sometimes other agencies are not there yet, so i'm glad to hear there is that broader coordination happening. >> right. with repaving in coordination with the mta look at streets repaved two-three years from now so we're

starting the process in advance so it doesn't slow down the repaving schedule. we looked at the next two years as part of the streets bond and the repaving effort so it's now getting ahead of the eight ball getting to those future projects. >> great thank you. >> so one of the key efforts that will help bring the pedestrian strategy to reality will be coordinating with our street scape projects or our street scape programs. the pedestrian strategy hopes to improve 1 mile a year of high injury corridors with full design large street scape projects. our projects typically include pedestrian and bicycle safety improvements as well as landscaping, street lighting and street furniture and certainly the street lighting helps improve pedestrian safety. in 2012 the board passed an ordinance to help street line the review of

the bulb outs and that will help with the projects reduce the cost and reduce the time that is required to get these improvements approved, and finally i just have a project map for this fiscal year of active street scape projects. you can see they're spread throughout the city. these are great street projects funded by federal and state grants using prop k as a local match and the ones in blue are funded by the street fund and that concludes my presentation. >> just quickly when you say 1 mile per year for the widening and greening and traffic lights, et cetera. do we have a list of where the 1 mile is every year? >> we don't have a list right now. i think the emphasis is

the high injury corridors but we need to figure out which mile each year? >> and when will we determine that so the board has a sense of the timeline for the high priority corridors this year? >> [inaudible] >> early 2014. >> great. thank you. >> in terms of the 1 mile a year goal -- it's certainly better than 0 miles a year but we would love that to be a higher number, and is it -- in terms of -- i know this is formulated by the task force at the mayor's office set up. in terms of the constraints having that be a higher number. i know cost is an issue, but is cost the primary issue or is capacity in

terms of staffing? what really is the primary issue or obstacle? >> right. what would it take to get more than a mile. >> yeah. >> i think the pedestrian strategy states 5 miles a year. it's a mile with higher levels improvements and 4 miles of lower cost improvements, so part of it to go beyond that i think would take a larger investment from our city. the streets bond was a one time in flux of money that will end -- we're going to have the second bond sale and one more after that so i think funding is definitely part of it. with funding would come more resources, staff resources, as well as -- well, i guess staff resources as well, so combination of things that would i think help us get higher or

more improvements. >> and i know it's risky to compare us to new york city but new york's program i think is more miles per year. i think -- i have heard they are able to do some of the things less expensively if that's it than we can. any in sight there why they're able to do it faster and i think cheaper? >>i think new york has done a really good effort at putting their payment to parks program converting unused street space quickly and easily. they're slightly different. they have been able to find the space on one way streets where they did have a lot of extra capacity. streets that didn't have parking to begin with so they were able to claim that space. dpw is looking into efforts to reduce the cost of bulb outs and other

improvements, looking at potential temporary improvements. we have done that through the payment to parks and our park programs so it's something that we're actively looking into. >> yeah, my understanding is also in new york it's much more -- as i asked, there is more of a person in charge. i can't remember her name. >> jeanette. >> yeah. and it just happens and there is coordination and people -- so i think -- again we're not new york city in many, many ways but this is something they have done exceptionally well, and i hope we're trying to learn from them in terms of process improvements as well. >> they're set up differently. jeanette heads the new york dot and like mta and dpw here and as the dot they're able to -- it's