>> we're going to celebrate their accomplishment and have some fund promotional event and

we're going to be doing tailored information to schools, creating transportation, for example, we're going to create a tool kit saying, here are your bike rods and here are the new stops around the area, and here's your crossing guards and signal so everyone understands what are all the transportation options available to each of their school. and then we'll continue to do our evaluation. so that is our proposal. this is a map just so you can see, this corresponds to the spread sheet in your packet but this shows what school has a high percentage of kids walking to school, so the circles in green are over 40 and you can see mostly on the east side of the city. this actually is in table form and the spread sheet that you have in your packet and i think i'm going to turn it over to chris who is going

to talk about school. >> before you go, i know that we -- i really appreciate these graphs. they're helpful. is someone else going to go over the other graph. >> helen will be doing that. >> thank you. >> i want to talk about school pool. and basically school pool is an online resource where families can log in and find other families at their school to walk bikes, transit and carpool with. it's a support service, and a support for the programs and help the school to encourage pooling to school, not driving alone or in a family vehicle to school. and the goal relate to our outreach is to have a program that schools can use and

continue to use in their transportation tool box and promote it to their parents. the service is part of the mtc 51 sweet of services and it functions very much the same way as the commuter website for finding carpool and van pool matches. s environment received a grant from the air district and the transportation to do outreach and education on this tool. and really to support safe routes and encourage parenting to form walking school buses or bike trains. so our grant cover two years and we just are finishing up our second year. outreach was provided to an a total of 44 schools. and between the first -- for the first year for the 22 schools, we he saw

increases in commuting, so from fall 2011 to spring 2012 we saw an increase by 1.5 percent with carpool, point 3 for .3 for biking, transit went up by 5 percent and the vehicle went down by 1 percent. overall the registrations are growing up, there's 535 currently. and as more outreach is done, it will go up, so other parents can find other parents to pool it. next we're we're planning to keep up the momentum with fsud public elementary schools who are going to expand to the public charter schools and also catholic schools suppose

adviser avalos supports us last spring. some are overlap with safe routes and we also picked a number of schools with high driving rates, a high number of families living more than two miles away from schoolsment school that has been outside and we had a charter that had charter school designation. many of the schools are located where the families speak other than english at home. that was our criteria and distance from school. with that, i'll hand it over to salida. >> before you go, what is the total grant that was received from bokmad for the two years.

>> the total amount was around 120,000. >> per year or two years. >> for both years. >> total? or each? >> total, 120. >> okay. >> thank you. good afternoon, my name is salida and i work with the subdivision of the fmta and this part of the presentation is really focused around one of the questions that came up, that has been raised several times which is, you know, we know that there are things we can do at streets around schools, that are in neighborhoods and have residential streets and things like speed humps and curve extensions but what about

schools that front arterial streets where we have an safety problem and it can be intimidating to its cost and to calm traffic can be one million dollars or more to widen sidewalks or substantially reform out the streets so i wanted to do a quick run through and give you an idea of the range of treatment and cost and how they match to the problems we see for potential crashes that we see on our trail streets so maybe if we can switch to the presentation. there we go. the over view is what should be in that tool box, are the tools right and how we should prioritize. this picture below is called an ergonomic sidewalk and a person in korea came up with this. they don't walk up exactly to

the corner on crowded corners in urban environments so it's a novel idea. a lot of times in traffic engineering and transportation planning, we get stuck thinking there's nothing new under the sun, but there's people coming up with ideas that are interesting and new. so when we think about what should be in the tool box, particularly for arterial streets and collector streets, those faster more complex streets and high volumes at traffic, we're looking at the effectiveness in cost and feasible so implementation and trade-off in terms of increased congestion or people taking longer to get to their jobs and things like that and support for other things besides engineering, so education enforcement, encouragement. these are critical parts of the tool box and particularly potential safety campaigns we see them from time to time, but

they're not often targeted to the specific types of crashes and be they've yore we're seeing -- behavior we're seeing and they're not as sophisticated as a company would do. there's great examples -- this one is from new york, there's one from miami day county and florida. education that reduce fatalities in crashes. engineering is what we're here to talk about, but other parts of the tool boxes can be -- >> what did you say from miami day county. >> they did a campaign that was focused -- they looked at the crashes and where they were happening and they have an area in miami that they saw a lot of crashes occurring so they created trading cards that had figures from asian history and on the back, the campaign to pass out in the schools that

were targets around the kinds of crashes they he were seeing. they were seeing a lot of dart out crashes so kids running out in the street and not a target. so that's what i mean by targeting it to the type of crash and doing something smart other than the campaigns we see which is well intentioned by can be scattered shot. the first issue we see over and over again in pedestrian crashes is speeding and it's well known and understood that your chances of living after being hit by awe car are significantly decreased. if that car is traveling more than 25 miles an hour, faster than 30 miles an hour is likely to end up in fatality. so our number one thing that we want to do to reduce the severity of crashes is slow people down. the other thing we he have a

hard time controlling is pedestrian and behavior. where we see pedestrian, there's health issues or landing issues that may contribute to pedestrian crashes so we can slow drivers down, even if we can't control people's behavior, at least we can give people a chance at surviving those crashes so speed reduction and this will -- this will carry through the slides that look like this where the device is outlined in green are less than $10,000 to implement. in yellow or tan, cost some where between 10 and $100,000 and red is the highest cost, over $100,000 and sometimes more than that to implement. to give you a flavor what's in the speed reduction for arterial and urban streets we have the 15 mile an hour signs which we'll have a map later on for, those were not a great fit

for arterial, but we did them on collectors. the middle are raised crosswalks and in the lower picture, traffic circles and roundabouts. they're very effective at slowing speed and still moving similar number of cars so they're very valuable part of the tool box and raised crosswalks, they act like speed tables, and there are some streets where we can do them even on arterial and collective street and the far right is a curveless street and these are not appropriate everywhere and we haven't been able to do one successfully in san francisco, but they have slow speeds, speeds up to 15 to 18 miles an hour and they're expensive investments, but they're effective. sometimes they're called curveless streets or naked streets so in some of the -- in the beginning of the

netherlands there was removing that false sense of community for drivers that sometimes can occur when a street is over striped and over -- there's a million different color stripes on the ground and got signals and signs, sometimes that cause people to turn their brain off and if you give them a less sense of assurity, sometimes you'll see an increase in caution. there's no more innovative ideas. the other major problem we see on arterial streets and in particular in the high injury core doors is turning vehicles. over a quarter of our cashes are happening with right and left turning vehicles and left turning vehicles out performing right turning vehicles by three to one in terms of the

frequency. so part of that is a vehicle design problem. you can see this is called the a pillar of the car. it blocks the pedestrian and as the car is turning it tracks where the pedestrian would be until it's almost too late to avoid a crash. and then, you know, there's the study from the -- from oregon state university, sometimes drivers aren't looking in the crosswalk when making that left side and as a driver you're waiting to make your left turn, you're waiting for a gap in oncoming traffic and looking in your rearview mirror to see how many people are ticked off and got other things going on in the car and you're not looking for a pedestrian or bicyclist for that matter until its too late. so one of the things we can do -- sorry. here are a couple of quick maps. here's the crashes happening with right turning vehicles and obviously the

sides of the circle corresponds to the number of crashes and here's the left turners so you see the entire city and most of soma is bright way. we've got a lot of schools throughout these neighborhoods and so focusing in those left turning and right turning crashes is really, really important in figuring out what we can do. so a couple of different strategies. one is decreasing the amount of time that the pedestrian is in the street. and there are a number of ways to do. medians up there at the top. ped count downs are good and the middle have separating the left turning cars from the pedestrian through signals. and those are sort of medium investments and on the right is a road diet. san francisco has more road diets than any city in the country and we've been doing them successfully and we

can do them to up 25,000 vehicles a day. the other thing is to end hans -- enhance the visibility. you can see those pictures that show that red triangle shows what the driver's site line is at a crosswalk and cars parked up to the back of the crosswalk, the driver can't see the pedestrian and likewise the pedestrian can't see the driver until they're out in the crosswalk. just a lot of times removing those which is -- we do that with paint because two parking spaces can seem like 200 in some neighbors so that's what we mean by public assessment. at any time we do a project we incorporate this. and daylight is including curve extensions

with those red visible curb which increases the cost. below is the picture of the alvy road and it's continental style even at significant in aized -- signalized locations and you see lighting for crosswalks and then on the far right the most expensive things like pedestrian scale lighting and curb extensions ask curb extensions are the thing that -- i think a lot of people default to when they think about pedestrian safety, they're expensive and they're not always the right counter measure for the crashes that we see. so we want to try and get a way from ams thinking curve extension and be smarter about matching the crash to the tool. to there are a lot of non safety benefits for these

things and security, comfort and making a memorable streets, but when we think about the prove cost effective treatment, this is a list. in particular, left turn protection, turn prohibition, red visible curb zone, and road diets and traffic circles, these are the things i would encourage us to think about near our schools but understanding really doing turn restrictions can have large impacts on traffic congestion and can be difficult enforce if they're not designed well but they're one of the most powerful tool in the tool box. they're a lot less expensive than curve extension. rfb is rectangular rafting beaking. we just ordered -- we have 15 of these. they have

them over in berkeley right now. and what they are, the solar panels you can see on top of the normal pedestrian crossing signs, they blink and they're different from a regular beaking that goes on off, on off. and they have high yield rates for drivers. not as good as pedestrian signal, but better than a regular beeking and people think because they get confused from a police car but we're going to roll several of these out. we ordered about 15 of them and they're a lot less expensive than beaken because they're less expensive. through they're hugely effective.