an aerial ladder and if it's 3 feet all around we have instances in san francisco this is candle stick point it's one hundred blocks of a project so if you have a hundred blocks of 20 feet it's extremely tough to fight a fire we were able to put the rigs on the block up but if this was 20 feet and the two blocks were 80 feet it wouldn't wouldn't be done >> i think this is important to see the photos in my district since i've seen a number of fires on extremely narrowed

streets and your department has been heroic do you also have photos of pedestrians who have been killed oirs department responds to the pedestrian accidents i didn't see that in my district or supervisor cowen's or supervisor breed district do you have those. >> because of the act we can't show the pictures of victims but once you've seen someone getting hit by a car that's something you don't forget and we're all for public safety it's okay to get the bulb out at the end where people across the streets on the 20 feet but people shouldn't be jaywalking would

that be acceptable if there were 26 feet and pedestrians crossing at the 20 feet is that acceptable. >> it's important to talk about the fire safeties that's incredible important but public safety it is important so i don't know it was talked about. i was twoermd going to talk about candle stick and hunters point shipyard i gave a presentation to the pedestrian safety committee i'll talk about that if you want me, too >> liz i can't do you want to wrap up and thank you to the public who've have been patient. >> i have a slide.

one slide that was prepared prepared by your expert on the pedestrian safety and in summary he mentioned several measures that we can use to provide for pedestrian safety in addition to not only the streets. one concern that he expressed about the proximity of the pedestrians to a vehicle that are too close especially turning commercial trucks and then narrower streets will minimize the action time to avoid collisions by laughing a smaller buffer zone and the errors by drivers in general there are two blocks tor the traffic chaumg that can be used not only with

the streets >> sir, are you suggesting that having widower streets is safer for pedestrians because of the radius of the turning trucks. >> not exactly there are several measures that can be utilized. so in summary i'd like to say that, you know, we continue to work with the developer, with the our sister agencies on knows implementing the most safe and the best lay out for the development as he continue to work on it to make sure it is safe for all residents in san francisco not only to pedestrians but also to the residents that will be living in

those, you know, now housing units >> thank you, everyone for their patience we're at the. i want to start at public comment by calling up allen jacobs our former gentleman from planning and the world known expert (calling names) thank you for being here >> thank you it's interesting we didn't plan it but my wife and partner elizabeth mcdonald will be on the first page of the paper with a street we designed

octavia boulevard i'll bring that in in a moment into my presentation. safety is indeed an important issue. and a lot of the discussion has been how to approach it holistically that's really important. slides terrible things happen so we show those sometimes to make a point. when street safety they don't happy everyday street safety happens everyday that's an everyday thing. and makes the city it's the only priority our unify priority is fire safety and then don't a lot of things if it's it.

you'd end up with widower and widower streets make no mistake about it you'll lose housing and be a less liveable city that. we're looking for somethings more balanced serving many oufblz like liveability and walkability then narrower streets are more likely to achieve that. narrower streets are safer as you've noted for drivers and pedestrians and cyclists my emergency responders because they calm traffic blow the streets more likely to result in fatality or serious injuries collisions. mr. jacobs can you just finish one way or another warm up saying and i have a question and

there's a lot of the literature that shows that slower streets get fewer traffic and their ecology low better and there's work being done i noticed the international fire marshes was mentioned and work being done right now with the fire marshall's and over the international fire code to be more flexibility than now. and but go to the data in 2007 there were something like 435 thousand plus traffic deaths in this city in the country. 42 thousand plus in 2007 of

which 26 hundred were not have which dealership 26 hundred fire fatalities that's about 5 percent. there were just look to injuries there were $3 million traffic injuries in this country over 3 million traffic injuries in 2007, 16 thousand 4 hundred fire injuries that's less than one percent. one notes it in terms of standards that in realities and van ness cover the curb to curb widths on many streets with parking with parking are 24 to 28 feet. they have lots of buildings greater than 4 stories and

greater. 24 to 28 feet. the standard for new streets in vancouver very purposely and those people the standards for the new streets is vancouver is 3 meters per lane less than 10 feet 3 meters per lane. octavia is a interesting to note the side access radios are 18 feet. we had a problem with that they're two feet two wide the traffic goods two faster on them. the minute i saw they builds them two feet two wide and i called the chief traffic person in vancouver where they were

doing a multi way boulevard we had designed and he lowered it by 2 feet. there are - >> mr. jack's in terms of comparing to others cities you mentioned vancouver my understanding is that new york city and boston have departments of 18 feet to 20 feet clear and seattle and portland are 80 feet clear. >> that's correct. >> if there's automatic sprinkling sprinkling in the building. >> there are more and more of them especially related to new developments going on. davis has such a up there north has such as oregon skinny streets program has these.

the - it's worth noting that in san francisco the land area taken up by public right-of-way that's public right of ways is well over 28 percent that's the largest single use of land in the city. there's a real housing connection to that. the could have a lot more housing and it's comfortable if those streets out in the way out in the west were narrower you'd have a lot more housing in this city. our experience by the way, in relationship to standards is about careful be very, very

helpful someone also caves. what that repeals let's say 26 feet in proportion to the public right-of-way is over 65 percent of typical street that's a lot of space. the terrible things happen not often we deal with them to make standards based on that the occasional terrible thing it's more than a little bit questionable >> thank you, mr. jacobs.

>> gjdz and thank you for holding this hearing and accept chair wiener this is an important topic happy to be here 3 people are hit by cars everyday in san francisco had bicyclists died last year those are real families that would be our neighbors and in many cases are and those are system ethics issues that are due to the transportation system we know you're most dangerous streets are wide faster streets are where people are getting killed. so pedestrian safety our streets our streets that are built for speed are the ones that are at

least safe so earlier this year we adapted vision zero and right now implement that vision zero to 40 miles of streets we can't make the same mistakes in the past. as is t s strardz i shared the guidelines we've adapted as a guideline encouraged 11 maps for safeties we also know that the fire department cares about safety we know that loud and clear. to me what's evident we know that 75 percent of the fire departments emt responses are related to collisions let's figure out solutions we can work on to make sure our streets are

safe for pedestrians for bicyclists and drivers so the fire department has what that he need we need to find beneficial solutions and implement vision zero thank you >> thank you very much. >> thank you, supervisors i'm with the san francisco bicyclist coalition i want to rope something go to the data this will hopefully lead us to the issue we know that is different viewpoints this raises cradle issues to retrofiting the streets we're spending money and political capital on skining streets to look at 7th and 8th

and of the united states and howard no office supervisor cowen you know your district has the majority of streets. those are not perfect examples particularly here but we're michael important choices we've learned a lot of lessons and the data about one way streets and wider travel lanes clurdz collisions and more fatalities this is what the data shows. so, i say go to the data don't disregard our traffic engineer. i'd like to ask you as policymakers keep history and but focus on the data. talk to folks in new york city and portland and use the guidelines that's the national

association of traffic officials we're fortunate we have enough resources from smart sources from other cities >> you know thank you. i neglected to call one person mr. bonner i apologize. i meant to call you up and it got away so my apologies i'll give you an opportunity with the company that's creating that project >> thank you supervisor wiener thank you very much supervisors for holding this important hearing. i think the most important thing to us is that we get this right. this is an hugely important development we've been spending times with the community folks and others we believe in nodding

we getting got it right as you know, we voted for an entitlement process which means we went to community meetings tens of meets, if you will, with the commissions and a variety of department heads here and came up with plan that's a conceptual plan the blue print how to move forward. it was signed by the appropriate people and came up up to the board of supervisors and side board of supervisors gave it's blessing and it was signed into law. we went forward with the blue print. i'm not happy we're visiting 4 years later so things we thought was clear. i'm sure you're aware of once we

gain our entitlements we dwlo a fairly extensive plan based on the fact we're entitled and approved per the laws and rules of the city. so the bad news is candidly we're in the process and i must say i had a flashback i thought i was back in 2009 going 0 through the process of rethinking this. we can't afford to rethink this. the good news we have shown an ability to work closely with the city with the officials of the city and the department heads we've had to sit down with the various department headings heads and better understand what they're trying to seek from our plan. i can tell you that i would be thrilled to have the plan that

was presented to the commission the ocii commissioners earlier this are i'd be thrilled the 25th street was grand plan i think it kept all the urban design integrities that everyone fought for but it turns out we don't get the final say we have to go through the departments and as such we're directed to change certain things and the street width is one of the things we're required to revisit. so i would only say that sure this process is important it may have citywide ramifications but i would only again note that we believe we're moving forward on an approved process with the approved guidelines and, yes while interpretations that was

approved in 2010 may differ from department to vice president it's truly imparamount that process is the time to determine those kinds of issues is people can move from the point in time to move and build the project envisioned. i hope we can moved and again thrilled with the plan we put forward a few months ago we are in the business of complooimz and that's what we have today, the numz we have great relationships with the department heads and the chief take a look at at some of the plans and we could move the street width we did.

where we couldn't he stated clearly we couldn't because we felt that will under might be the design integrity and the chief was willing to look at our decisions so far but we're not happily tooicht because we've gone beyond this >> supervisor cowen. >> thank you for coming up i'm listening to the presentation charge will say impact be are are we talking about reducing the open space or roougdz the single-family homes what is the impact going to be and frankly, i think this community is the one that pays the costs. >> at this point, i, tell you supervisor cowen that we don't -

we believe we've adjusted the plan to retain the number of single-family homes and your offeral entitlements we'll lose some space but will be able to adjust to some stent we have some design work yet to do this is a 10 to 15 year process so as we go along we've been able to adjust along the way so fundamental feeling right now all the comments we've heard with respect to the number of homes and with respect to to the parking spaces and the number of homes we'll retain ma of the traffic calming measures and keep the the bulb outs and we've

accommodated some plays but where we thought we couldn't and shouldn't we reduced the widths and made the recommendations he i believe dpw accepted the recommendations. >> i understand had a i guess there's a vote that's happened at the dpw they've accepted the map? >> for alice griffith but not candle stick. >> okay. thank you. thank you >> my understanding is that on a number of streets not all of them to accommodate the increase in strth width the sidewalks are being reduced from 15 to 13. >> yes. we've frankly reduce the areas with the infliction

areas and we're elongated them as opposed to to keeping the width. >> my office went through the material that grifbt and ocii gave us, however, you want to describe it that there was some park space mann than bs been reduced that was described as four or five months ago but overall to 2010 that was some increase to the project and as a result of the square footage devoted to the streets there will be some loss of parking space. >> i speak that's true we only

have socialization spaces so we have to lose something somewhere. >> thank you. >> i mean somewhere in this binder you have done an analysis some sort of study san francisco do you not have that in front of proven of you. >> i did not. >> maybe we'll safe that for another hearing. i want to say not only it this is significant change to the project but this is some of the questions we had with dpw and mr. ram as well the question about whether 26 feet is the new adult space line 20 feet being the default babies without this hearing this decision would have been made with zero public process with no sunset on it

conversations among the departments that would voluntary led to the presumption of widower streets whether or not right or wrong i respect people that disagree with me but the public should be aware >> the only thing i want to acknowledge ocii has not take the opportunity to go over the analysis to see how the change impacts. open space, bikes lanes and more importantly my considerations are the public housing correct me if i am wrong i see the yes signs they have not had a chance >> i would say point to the fact it my sincere hope this is not yet the beginning of a new

set of processes with respect to this particular development because all that meanings maples we have to stop and wait for the outcome maybe in the grand scheme of things not necessarily front and back anyone here we were supposed be in a process to move forward by a plan that was adapted by the board and signed by mayor in 2010. so inadvertently stepping into a significant process who be belie everything that the first process was to set aside so this is critical for this hearing >> thank you, mr. booer. >> thank you supervisor wiener.

this is a very important hearing not only because we get new community right but having the right strdz standards to reclaim the right streets from traffic danger. you've heard the testimony the fastest roads kill and wide roads kill. there's a huge body count from bad streets designed. and it's probably the biggest safety problem we have as a city. it also makes the city less liveable for all of us we've turned our streets into bad things this is gentiles the elderly and the children that are the worse impacted by balanced designed roads. the