implementing documents the project can't move forward so those bubbles at the bottom become important and they're formed by the relationships between the developer all the time and the inner agency infrastructure plan. and i thought i'd remind folks here alice griffith shown on the screen in the blue dash outline is one part of the larger 2 hundred and 50 unit project for everyone's ed fashion the alice griffith site is subject to a $30.5 million from the upper vp the first unions for alice griffith be completed nor loorns september 2016. i have robust projects build

around that unfortunately through e minutes city coordination we've been able to get the first map approved and renewed to the city departments and accident final plans are nearly complete and we spent that lenar will break ground in 2016. that's good news and it should not be impacted by the conversation, however, there are additionally in this area where the current stamped there is an additional affordable and inclusionary unions on this site and in order for the developer to move forward we need to complete the subdivision regulations and the vesting tenant map both of which reflect the outcome of the plan >> the outstanding issue on the subdivision map is the distribution to try to change

the street clearance from what was approved from 20 feet to 26 feet. >> that's correct. >> without that change we'll be in a position to redo the map. >> until we get this resolved we can't process the map, however, the city planner it here to talk about that issue. >> okay. >> i'm confirming lenar the master developer is here working with the fire department and dpw and other departments to look at this street with issue. they've developed a proposal that will increase the unobstructed width by narrowly some of the parking lanes by museums that are epilepsy 2

inches tall and narrowing the sidewalk width by reducing the intelligence and shaving off inches of the development land and making use of a thirty foot path for fire access. if you want be further details lenar is here and ocii staff are currently considering the proposal. we have to look at the affordable housing and is impact on impact on our parks we've received preliminary analysis their scrambling back to the office but on a preliminary base it doesn't substantially impact that. in addition, i use this as an opportunity to remind folks there are not all those project

documents but we have to look at those the protecting maurtd plan and the open space plan and the design for development all those documents in section .2 has to be looked at when considering a change so we first have to look at that and all the other considerations how we impacted the trust lands. are in the streets and impacted the affordable housing housing with ocii any sequa under the environmental review process and the state is looking at us the department of finance which is also some time something to take into account when you make changes we're finally conclusive preserving in 2012 and, of

course, there's proposition g h that has mandates. so actually, one more point we feel an obligation singles this conversation there are people here i think it's important to take this back to one hundred advisory committee and thank you for your time and concern and make sure that project is implemented >> i appreciate that laced point because we have a plan that under goes that many years for the side streets 020 feet clearance and 4 years later the 11th hour there's to expand to 26 feet that has implementation

around square footage i think that it shouldn't be happening among the departmental discussions i know there's been departmental discussed this fire during this trial we've had shouldn't have been a fire drill but those should have been aired in 2010 if there's an issue so their pg&e out how to accommodate the fire department so when we make this and that change and meanwhile we have citizens that have been working on that for years and years this should be a public process. thank you >> okay. next i'd like to call up the san francisco county transportation authority to talk about street design and safety and specifically the

transportation authorize for the ryan proposal. >> thank you very much supervisors. as you mentioned i'm the transportation planner with the san francisco county authority. i have been working this year to help provide staff support for the new vision zero committee and the goal of the committee is to shine a bright light on the safety issue we have a crisis and all eyes on the issue to make sure we move forward and part of the violation of the committee is to also help support the culture change around vision zero as was mentioned to design our streets as safe as we can to make sure

that the design itself promotes the behaves. to that end i'll be speaking about and refreshing some of the research at length on street design and bicycle safety. i think many of us are familiar with the research but to inform the sdrugs discussion to revisit what is research evidence suggests i'll present a few things connected around the country. and there are a number of examples on that the topic. the first example to highlight one in colorado where the authors were phasing simple discussions in their city. they wanted to look at the relationship of collision frequency to street width in the

city i believe it was colorado they selected they looked at a database of all collisions only low volume renal streets and linked the collision frequency to the street width. i'll briefly present those and this is a regression analyze it indicates that indeed in this example there are other examples the street widened widower street lengths are linked to collision frequency it goes up this is true ♪ stance to control for vehicle volume so there's an unique looked like - likelihood

>> why. >> two reasons the relationship actually, the next study you'll show you this. as was done here in the bay area where we had consultants did an analysis also looking at lower volume residential streets and lincoln this collisions and this is a regression street width increases we see higher speeds and along simple lines with the next evidence which is that there also on a again body of evidence lincoln increased speeds to i read wizarder lane lengths. this is a graphic exerted from the recent urban design guide.

which actually recommended a lane width of nor greater than 11 feet width and the font is small but the overlay trend we're looking at links to hire speeds >> so to be clear both overall street width as well as lane width the widower the street the more the collisions and the widower the lanes the more the collisions. >> that's correct. >> i'm sorry would you walk through the graft. so >> so you'll see along the y access this is in the guideline. the y action he is represents speed so the farther left it the

9 feet 10 inches and the other 13 feet so you see this is data actually from texas i wish we had the same set of data in san francisco but other studies have fined the relationship >> it's the width of the traffic lane. >> what do the green dots represent. >> that's a sample they went into the field and took the lane width and measured the lanes so their samples of different locations and again do they regression analysis is there a relationship positive relationship. overall this is a positive relationship between the higher lanes and speed all equal, of course, other factors impacting speed but lane width and curb to

curb width play a role >> i'm sure there will be a suggestion of if we put the lane back to 10 feet but increase the overall lane of the street the overall width of the street is also as you get wizarder and wizarder accidents increase. >> that's the overall relationship that's correct. >> and, of course, many of us know the speeding issue has an implication we've seen the graphic here from the advocacy group in atlanta but this is based on the study as speed increases deaths increase upon impact around 20 mile-per-hour

there's about one and 10 chance a pedestrian will be killed on impact when struck as it increases slightly from a driver prospective many of us see a slight increase in speed from 20 to thirty mile-per-hour has an impact you'll see 5 out of 10 pedestrians killed at the thirty mile-per-hour and if the pedestrian is elderly there's a higher likely hood. >> so the severity of the accidents. >> yes. >> the widower the street. >> on average that's correct. so that's the main content i wanted to present there are tradeoffs but wanted to present

that research background as sort of to represent the interests of the vision zero committee of the board >> i appreciate that can you e-mail that around and put it in the public record that will be great. thank you. we appreciate the report >> so next we'll hear from our municipal transportation safety. >> good afternoon, commissioners i'm the city trafficker with the sfmta we have a role in the street design and a lot of the work we do right away right now to make improvements on our streets for pedestrian safety and so we're going unconscious aware on a day to day work how the skin. >> can influence safety and the

speeding issues so probably the rest of my lifetime is trying to fix the streets we've build a long time and those are relatively expensive so it's important to get our new streets correct one of the factors is how wide does the street need to be to serve all the needs for the vehicular at the sfmta we look at safety and the need to carry large vehicles that's an important factor and emergency response all our changes are received by the fire department so we work closely with them not to impact the safety response. in terms of the street design the consensus the professional consensus has been a lot of american streets were built two

wide so there's a lot of work by the transportation engineers and by the congress to have an agreement about skinny or narrow streets and have them be as narrow as possible we're talking about residential not all streets are a this narrow like in the case of candle stick they're not entangled by the 16 feet issue but we're going to be talking about the residents streets and streets that were parking 7 feet for parking 10 foot los angeles or lanes, two 10 foot lanes. so if you do the math 34 square footage streets. this would be a kind of one of the narrower streets for example, in noah valley like the

clipper has the configuration the 10 foot travel lanes and the sidewalks. so this is the 34 feet is curb to turn u curb the width but in terms of the street you described the cleaners the clearance on those typical streets is 20 feet >> yes. this is if you have to design a street in abstract without looking at the issues that will be discussed about fire emergency responded what's the best for the resident streets. there's many streets in san francisco that are narrower but two-way streets with one lane so there are streets narrower than that and alleyways for example, is defined is to be 25 feet curb to curb space. the centers we're talking about

when you have 26 feet clear for parking the mathematics 7 feet on both sides is the 26 feet will be curb to curb with 40 feet so that's a standard 12 foot lanes and 8 foot parking that's kind of the avenues in the sunset and the ned, circumstantial evidence avenue like 20th avenue and all the avenues like that have the profile of 20 feet. so those changes are subtle but typically when we're looking at the best design again emergency issues aside have the road as narrow as possible so the vehicles feel the friction and travel at slower speeds the friction could be lost so people

feel the tendency that the speeding will have less consequences if you traveling on a narrow street they'll have slower speeds so if the streets are wizarder perhaps there will be more spooedz are. the effects of mta has been working on the interacts where the streets have bumps and humbles and other types of things that you probably deal with in your work as supervisors but when were you looking at kind of redesigning streets fresh we try to consider what we've learned in the past to make those kind of positions >> you mentioned sort of accepted urban transportation design standards for streets.

and so again not talking about aerials or major streets but side streets is 80 feet clear of clearance park car to park cars is that what you did expert would consider to be the appropriate >> yes. a that's pretty standard in the 20 feet clear follows the fire skoed code and there recent proponents of having even narrower streets there's a possibility ever having streets that have narrower profiles depending on the parking so you can get around on a narrower profile we succumb in san francisco the parking lane will be a constant obstruction but if you have a street you can have narrower profiles but the standard kind

of narrow residential street where volumes are low below 5 thousand vehicles a day that's pretty standard. >> you mentioned before the request that i constituents for traffic calming i know first of all, my hat off to you and your colleague i know we forward those how many requests for traveling calming do you receive a week. >> i don't have the exact numbers some of them take the form of stop signs and more former traffic cadging questions we have a program for 189 that handles safety containments and operational issues handles over a thousand a year. >> i can speak from my experience a significant number

of those requests are requests to show you make the traffic go slower because people don't want the speeding on their streets. >> yes. right in front of where we live. >> when you have the sort of the wide lanes that you distrusted of 26 clear you described that will tend to lead to faster car speeds. >> yes. that's where we end up doing the speed humbles. >> thank you just in connecting the dots this is a technical exercise but not. we know that people in this city, you know, do not want lots of speeding through their neighborhoods and one of the ways you insure that there's

going to be a lot of speeding having wide streets >> yes. there are measures that can be done when streets are that wide but measures through actively devices and corner bubbles and try to get at that. >> (speaking foreign language.) >> >> is that ideal. >> the ideal is also to have the street so to speak that's the narrow profile us putting paint on the ground is added to the street but to have the street have the design be what invites the users to on behalf of appropriately. >> supervisor cowen. >> question for you, sir. clarifying question you mentioned 20 foot clearance is this for one or two way streets >> the 80 foot is from the fire

code it doesn't matter so it did i understand as 20 feet is two-way for us as being two, 10 foot lanes in each direction you can imagine how to have that but typically in residential streets we would like to have two-way it's beneficial for the speeding issue we're talking about. so if you had a one-way street and only needed one lane you'll talking about a street that is every narrower >> would that be the street our describing. >> that's the streets that are all right. built in a different era and an alleyway you'll have a one way. sometimes, we get a request some people want to turn them into one way streets by a because

it's hard for two-way traffic to in fact the streets and sometimes, the residents don't like the two-way friction kooets keeps the traffic down once you take a 2-way lane and turn it into a one way people feel they can speed down that. implicit not what we're talking about but only 1 lib lane in two-way traffic >> that's problematic? >> that can be problematic people feel like there's not enough room to safely in fact, it so sometimes they making maybe coming a a different way a that's a different issue but i was mentioning there are streets in san francisco had e that have the profile and only one lane and two-way traffic.

>> thank you. appreciate that. next i'm going to ask our planning department to come up john ram. and followed by the fire department and the department of public works >> thank you, supervisors i'm going to step back and talk about the holistic look at streets. and why this issue is important to creating great neighborhoods one pharynx in creating good neighborhoods. we'll get the slide show up. just to set the stage a little bit. while we're often considered to be a built out city we have a number of big projects that are in the approval stage that will - are essentially being built on new lands. so the results of that is that

there are besides candle stick and hunters point shipyard there are susan vail and ca temporary and treasure island you all those projects require no infrastructure and new streets being built on repurchased land so this totals in terms of housing 27 thousand housing units. all those projects have been approved with the specification of susan very vail projects. the shipyard site has a fair amount of commercial space as treasure island but most of the projects are residential projects. that's important to take a step back and recognition what we're talking about here is that pedestrian plays we note in the better street plans the street

right of ways are 25 percent of the city land area they represent more los angeles police department than the parks so this was to look at how we do our streets and address the needs of vehicles and all modes of transportation and comforts in our area we look at the of principles for our streets. there are streets that are comparable for safe for all ages and social and promote sustainable transportation and provide come municipal spaces. those these facts and circumstances combined with the land use make a great neighborhood everyone from the traffic lanes to what types of design treatments to the parking and it provides a buffer on

street parking between moving vehicles and has to do with the terms that we slow down traffic as well as other features with the sidewalk and the native and all those things contribute to make a great street. those quickly obviously, the streets have been be comfortable and the sidewalks a place to stop and rest and lighting and ways to temper down noise and making them safe for all ages we live in an aging population and odor population insure availability at crosswalks ate an important factor we sometimes forget and provide visible areas for drivers.