public health providing a lot of the data analysis. this is something we talk about a lot and a lofty goal that public health and transportation intersect and this project is unique which has made it a better project. we showed you what i call the safety streets, that is the 70 miles or 6 percent of our streets that account for the pedestrian crashes in the city. in addition to the network that you saw which focuses on the street in soma, tenderloin and mission and third street and 19th street, we also identified several intersection that are not on the network but that still represent a pedestrian safety concern. so those are sort of scattered around. many of them intersect with freeway on ramps and off ramps which is

not a surprise to anybody. once we have that focus of those 70 miles, then we really needed to understand what's happening, who is involved, and what should we do about it. that's what the focus is of walk first. the first thing we needed to focus on is now we have a sense of where the problem was and what was happening. we looked at 2300 crash records from the police department and we began to categorize them into what we call crash profiles. crash profiles really tell a story about the trends on the network. and we draw from two data sets to get this information. one is the police records themselves that tell us who was involved and what time of day and the other data set is all the information we have about the physical environment in the city. so one example is

left turns at signal lights at intersection. left turns account for 30 percent of severely or fatal crashes. turns in general are a big issue for us. so left turns is in the police report and then the locations of the places where we have signals is information that we have. so we put those two together and that is a very simple crash profile that we call left turns at signal intersections but they become more complex with more data. i will give you a few examples. so, this is just a little more information about the data that we do have information about the age of the pedestrian involved, but we don't have the, the police do not collect data about whether or not that person has a disability. national data has

shown generally that those vulnerable populations are when crashes happened they are more likely to result in long-term disability fatality, or severe injury. this is what we care very much about and when you see that how we prioritize our location for injuries, that was a place we prioritized because over time those vulnerable population are at risk. so a few maps. we did go through and map each of the crash profiles. we mapped where this one shows where we are seeing more crashes happening with children involved. some of the streets are columbus and on the south part of the city and western neighborhoods. this is for older adults and you will

see the coverage here is much more pervasive. the concentrated and tenderloin and soma which shouldn't be a surprise, but we see an increase on gary blvd and some of the locations on the southeast part of the city. here is left turn and signal intersection. you can see in the downtown core this is one of the no. 1 issues that we have to address if we are serious about making our streets safer. so there are a number of theories about why left turns are so fatal. when the motorist is at fault is because they were turning and left turns out perform right turns about 3-1. why is that? one reason is that as you are executing a left turn in a car you are doing a very

sophisticated aversion in your head, about 20 percent of the time, the driver is not checking to see if the pedestrian is getting off the curb and they are distracted and they miss that and another idea is the design of the car obstructs exactly where the pedestrian is standing and detracts where the pedestrian would be. we don't really know exactly why. maybe there is some car design issues, maybe it's a human factor issue. but we know that separating, turning vehicles and people walking is one of the most important strategies that we can employ in order to bring the severe and fatal crashes down and one that is very controversial because restricting turns or providing

left turn arrows which make the signals longer can be difficulty because it affects people's mobility. here the right turns don't light up as much. a couple streets in soma and tenderloin. uncontrolled marked sidewalks , you see 19, geary lighting up for this one. mid-block crashes. this is interesting because of the soma middle of the streets light up and that's because the blocks are so long. people are crossing mid-block and they are on fast streets where drivers are able to get up to speed and those crashes are more severe. high speed low volume. again we see geary and we see a couple of streets in the mission. high speed high volume. so those

north south soma streets you see those factors begin to pile up. people darting out mid-block and also on streets that have high speed and high volume. you have a recipe for a really severe crash. then we have pedestrian behavior that contributes to crashes. so pedestrians crossing against the signal. you see sixth street is showing up strongly there. pedestrian darting into crosswalk again that is an issue that lights up heavily in soma but it also shows up down on bay shore on the southeast part of the city and high risk factors and this is a collision, a crash profile that looks at streets that have high speed, high volume and high prevalence of violent crime. so more concentration in tenderloin and soma core. so what are we going to do about it? we looked at the

research available. it was pretty weak 10 years ago. it's much better now and we try to identify the most cost-effective counter measure for each crash profile that has strong data. if i look at one of the locations i can say with confidence this will reduce crashes by 20 or 40 percent. that was something we couldn't say about 5 years ago. we have identified 5 counter measures and they will be familiar. they are traffic calming measures to slow people down, there is speed back signs, flashing becons, median islands and walking speeds. so, we are trying to, we have

matched many of the counter measures at many of the locations. we know what is happening and we know what to do about it. we are emphasizing the trends and adults and children being hit over time as well as emphasizing the municipal transportation agency commission community of concern. these are places that have lower income, higher concentration of immigrants and places where the city has not historically invested. we are looking at all of those things to reduce iniquity easy and looking for this need. the total need is $212 million. so we've got $17 million and we

need $212 million. i think one of the things that carla spoke about was the mayor's transportation task force recommendation. that is critical to achieving our goal in cutting pedestrian traffic injuries in half to fix the mistakes on the streets when they were built. one last thing i will say because we have such an intense funding constraint, our list of projects does focus on temporary measures. so if you have gone down sixth street you have seen in the last couple of months the sf mta put in temporary curb extensions. this is what we do with paint and safe hits while we wait for the program to come and funds to be available. it is critical for us to slow drivers down

especially as they are making turns and to raise the availability of pedestrians. the project list that we have is focusing on the temporary measures and will make permanent as the funding comes online. that's all we have in terms of the presentation. i will give you a sense of what's next. our goal is to pull together this list of projects in february that will be put before the sf mta board for adoption as part of their cip and they vote on that in april. that's where we are right now and that's where we are going next. >> so, the cip process is something that happens every 2 years. the goal for this process is to have a prioritized capital list that

are budgeted for the next 2 years but span 5 years worth of improvements. that means every five 5 years we are going to repeat this process which takes into account to the outreach we hear. i want to give a key example is something that came out of the senior and disability focus group was the concern about complex intersections. as the team finalizes the list what we are scanning for are we addressing the needs that people have spoke about regarding complex intersections. they are clearly on our list and are we seeing them on the 2-year list and why are they not possible. and so we talked about the task force. a lot of the funding can be

used of a go bond can be used for pedestrian improvement. that is important. temporary measures cannot be used for bond. they have to come from another source. one of the questions is this a citywide project. the reality is there are going to be projects that are easy to do and they will be in front of the board and others that will be more difficult and we are looking for public input. hopefully you remember that we came here and talked about this and why we made the decisions we made and always looking for the feedback and we'll have a wrap up to give any information back to anyone we've spoken to as to the final decisions of our process in february. any questions, i'm looking forward to hearing them.

>> thank you very much for your presentation. we will have questions from the councilmembers first and then we'll have public comment. councilmember derek? >> thank you, cochair. this one is for carl a you said in that last bit that you hope to keep people abreast and we look forward to hear more input. what recommendations would you give to those listening how to track this forgive. -- information. what would be the best way to stay in the loop. >> sure. the steering committee

is every 6 months and so that sounds very far apart but of course capital improvements takes a while and that means every department that is responsible for talking about this strategy will be reporting out on their progress. so i think that's a wonderful opportunity to hear more and get input. another is the pedestrian safety advisory committee which meets monthly and is really our opportunity to share what we are doing and hear feedback directly from the public and then for more complex projects, just like any other mta project of complexity those will be getting their own outreach process. >> thank you. >> harriet? >> hi, i was just wondering do

you think the recent or the many accidents might be due to an increase use of cell phones while people are driving because i have been in a cab where the cab driver is on the phone and he's driving me, my other question is does the city use crossing guards? >> so the data that we had from 2007-2011 did not indicate whether or not a driver was distracted or using their cell phones. but the new data that we are getting directly from the sf p.d.will have that. i

will agree with you that certainly distracting driving by all users is having some kind of effect including people bicycling and especially people driving when it's dangerous to everybody else on the road. that is something that we'll be tracking closely and paying close attention to. unfortunately we don't have the data right now to make that sort of position fof san francisco. as far as the crossing guard, it was fully staffed for the first time last school year. any school that qualified and asked for a crossing guard received one. that is a program that the sf mta still does fund and continues to grow.

>> do you have adult crossing guard. >> the only one i know about is a school crossing guard. >> i was going to ask too because i live over by the m line. that line is so dangerous, not just that line but other lines. what about suggesting that they do have some type of guards at different business hours or something like that. i'm just suggesting. >> we do have parking control officers and traffic company that goes out and does manual traffic control at specific intersections. typically those are downtown in the peak evening at the bridge or at big

events like the giants games that let out. >> for pedestrians? >> yes. exactly. >> thank you. i'm going to turn it for public comments oovment thank you. we have john loel. >> thank you. i'm john, i participated by the program that walk first campaign has initiated to have public input. the forum i attended saturday last week was not as functional in need for people with disabilities and seniors. it was titled as such and not

functional and it's how it was carried out by the consulting group to hold the event in the hispanic latino room in the san francisco main library on hiden grove and market. that was my issue. >> john, i have a note here, due to the constraints for time that we should limit our comment to one minute if possible. >> thank you. next we have richard. >> richard, if i come down from city hall i should have three minutes to speak. i have heard this before. i want to know why it takes a year to put a red

zone in. one of the corrections from the pedestrian safety council and from the mayor's study group was to have a community court. i wonder why no mention of that is made and why don't they have the court. that would be an educational process for the bike -- bicyclist and the pedestrians and why nobody returns phone calls at mta. >> thank you. next we have bob planto from california walks. >> i have maybe some good news. if california walk is going to have a pedestrian safety council mid-may. this morning because of the recent initiatives, i sent an e-mail to every city staff inviting them to present a coordinating

presentation. i will let you folks know. i do want to responsibility about the data on disabilities. that's been presented several times on the pedestrian safety task force. years ago we tried to get it change. chp sat on it and we sent another effort and they are now considering it. we said put in these questions. we are going to take a different route, but there were command staff from parking and police level at the task and safety task force, why it didn't get here, but it didn't. >> next we have charles muss.

>> thank you. charles mister, members of senior and disability actions. i know how to get a million dollars quickly from mta about transferring people that har as munis riders to find out they get. they only get one dollar. i don't see city of san francisco going after the bankers who stole trillions from us. i have been around the world as a merchant sale and have seen the traffic control officers in dangerous intersection. it's a simple matter. why can't they do it here? thank you.

>> last we have jerry grace. >> good afternoon, a lot of people are watching across the street and i know the cars are going too fast. the people need a wheelchair walk a little slow and they can not wait. that's really wrong. i do agree about the cell phones. they have to walk slow. and if they do that, that would be fine, if they are no the doing that, the police or camera will catch them and if they do that, a lot of people are doing that more and

more. thank you. >> thank you. that was that thank you all. if you can wrap up those conversations, we are going to get back to our meeting. our first one of the year. and again, thank you and welcome for coming to the mayor's disability council meeting. we appreciate it. i really appreciate you councilmembers coming out today

too holding up the fort. thank you gary. he's helping me cochair. okay, we are getting back to the agenda and information team 7. the geary street bus rapid transit. >> thank you. i chester fung on the mta. i will be giving the presentation on the transit. the focus is the staff recommended alternative. that is the news that i'm bringing to the council today. before i start, i just wanted to acknowledge and thank sf mta staffing paul bernardi who has

part of the team during this project. this has been a partnership between the transportation authority and sf mta. the project is in the environmental review process. i will talk more about this. we are putting together the interviewal document and we plan to release that in the summer of this year. i will give a project background and talk about the staff recommended alternatives and details and next steps. the geary quarter is a six 1/2 mile corridor. the busiest bus lines in the corridor that sf mta operates. 60 thousand trips are carried per day. the 38 local and 38 limited are the current

and main line that run on the geary corridor. very heavily used very high frequencies today to 6 minutes at each peak. they travel less and not as reliable to show up when we want them to show up and when they show up, they are crowded when they get behind schedule. so these are the kinds of issues that we are intended to address with our project. our proposal is what we call bus rapid transit. brt which is most prominently figures for the dedicated buses on the streets and a number of improvement that will speed up all the operations on the bus including when it's in motion going through corridor on the street and loading and

unloading passengers particularly operating low floored vehicles to make it easier for people to board the bus . we are also looking out to improve pedestrian sections in the corridor. we heard how geary corridor is one of the high risk pedestrian corridors in san francisco and looking for opportunities to address those issues where we can in the project. for the geary project in particular, what brt applied on the street means that the services and the local services will remain and the bus rapid transit service. i will try to speak into the mic.

a little bit about the process is the preferred alternative is to advance to the next stage of engineering design. at this point we have for a number of years planning design, analysis and community input. we have done several rounds of community input. we think think this is the culmination of the planning and the preferred alternative as we go forward. the project team has been coordinating with a number of agencies about this what could become the local alternative. we feel it's a pretty good alignment among the agency for the design. at this point we would like to share this with the community for