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.

we recognize in the 50s and 60s we remember sdrooin areas for cars we anticipated that every city would be a suburban city. so we're going to refix that >> the third factor is social sections that the street is a place to hang out in providing community space and including transition spaces in front of the of residence there are great streets it is dark but in the a street that has 20 feet clear. >> director ram. >> yes. >> back on i guess two slides ago slide number 2 safe for all ages is the heading where is

this picture taken. >> neil is going to have to help me out. >> there's a new residential street in stockholm swede the home of vision zero so we're all starting in this city we're trying to address those concerns. >> thank you. okay human scale streets in san francisco >> so those are some of the things this happens to be coal street. this is coal and this is 28 street as well >> those are photos have showing they all look at they're about 20 feet or clearance. >> there's 20 feet between the

parked cars that's correct. >> are those some of the large buildings we're seeing. >> a mix you're seeing on 28th mixed mostly 2 to 3 tall buildings. can i go back? there's some taller building here's on that street >> i'm sorry that is 20 feet. >> yes. i believe that's about 20 feet between the cars it varies increase no destined parking lanes per say so the cars take up 7 or 8 foot in width. >> do you have any images or anything you can voibl show us that represents more of the development that's planned for i mean we are talking candle stick and hunters point shipyard.

>> right we were taking samples of existing neighborhood streets and admittedly there are deficiency in many of the streets as well it's a question of we're trying to use examples of the better streets of the city and there are students that aren't mentioned that are narrower. this happens to be on the overhead here. this happens to be bat out of hell dear street it loophole depends on the total numbers of factors in this discussion. the idea of promoting sustainable transportation as we move to a city that's more and more reliable b upon transportation transit relies on people walking everyone that takes public transportation at some point is a pedestrian so perfect comfort is important in

terms of crossing the streets and waiting areas and so on. that, of course, includes the safe bicycling fates and connecting to nature and recreation is an important parts one of the things about candle stick and this hunters point shipyard the 3 hundred acres of open space on the waterfront that's important and the streets play a (roll call.) and finally the community streets provide the gathering for communities and the informal gatherings and must be and it's important their educational to everyone both that physical disabled and without. those were a comprehensive look

at the streets we had to look at all the modes of transportation but look at streets as community space and that's why the plan took a comprehensive look at how we design our streets and come up with a toolbox to design our streets differently for all pedestrian spaces and bikes and community gathering places. we're about completing complete neighborhoods in those streets. i will say that i think it's important to recognition that all the departments have been working together on this effort and we're in a very robust substitution with the fire department and mta and ocii on this issue. we've come to an agreement in candle stick point but we recognize there is more work to

do there's a citywide standard to apply to all the sites i've mentions. it's important i think we agree we move forward open developing clear standards f that works for all the sites and work to be consistent with all the goals for all modes of transportation and pedestrian safety we're willing to do that and moved on that. appreciate that >> thank you and i know after the fire department and dpw announced they wanted to street clearance to be 26 feet instead of 20 feet i think that planning and mta got together i appreciate the departments working together. but under the accumulation or compromises, however, you describe it my understanding is

that the bulk the side streets will have 26 feet cleaners >> my understanding is there will be 26 feet clear on most the streets the non alley streets within park cars. >> so that will mean at times reducing the width of the sidewalks or reducing venerable lands or open space. >> that's my understanding. >> a question is 26 feet now the new baseline my understanding is a lot of people share this the baseline for not aerials but residential size it's 26 foot clear if you're going to go widower or narrower there has to be discussion. is 26 feet now the new baseline presumption

>> i think i don't know the answer to that question. >> you know i think that given the city's department came forward we wanted 26 clear and now it looks like the other departments there's whatever the compromises is being worked out goes with the 26 clear and reduce the sidewalks and so on and so forth it's hard to see why that won't become the baseline for other prongs now that the get departments have agreed with the fire department and dpw's request to have the roads 26 feet. >> i think we agree there's a compromises on candle stick point we'll still like to work together for other solutions.

>> supervisor cowen. >> i wanted to make sure i heard one of your last comments correctly that the street plan is a guide not codified and necessarily as the law. >> no. you do adapt it by legislation several years ago about 3 years ago now. >> thank you, mr. ram appreciate it. right now i'd like to ask our fire chief chief joanne haynes-white. chief thank you for your work. our little disagreement thank you to all you and your department for your incredible work and keeping our city safe >> thank you supervisor wiener and supervisor cowen and others chief joanne haynes-white with the fire department. i would echo some of the previous remarks under mayor ed

lee as well as our elective branch of government all the city agrees are working together collaboratively. i'll make some opening statement and we'll worked with our departments to put together a presentation both mta were there to humane our slides. some opening remarks related to overlay pedestrian safety. certainly the as fire chief we're to save lgsz. notwithstanding anything related to pedestrian safety we feel an integral part of the safety but as evidenced over my 24 years my 10 years as chief we make it work and certainly we've had challenges in your district supervisor wiener and obviously

we want to anytime misses vision zero we're totally behind there recent pedestrian deaths if not for our aggressive program we think there would be more deaths we're challenged everyday by windy conditions and our geography in general the national fire association has ranked us the most combustible city in the top 3 in america. we've learned a lot if you are our history only the 1906 but the fires that raged for 3 days and having widower streets from a fire safety is important they provide firebreaks in a indulging populated city and most parts