buffer width along blue zone would be five 5 feet minimum for van accessible spaces. in the slide that's shown the crosswalk points for going from the sidewalk islands to the actual crossing with the bikers there, i didn't see signage or any notes about signage or, my question is it going to be something where a person with a mobility disability is going to be waiting for bikers to slowdown and always having to be vigilant that no one is going to be barreling down where there is no crossing. could there be a stoplight for them so they can stop and go so they know they have to stop?

>> thank you for the question. i'm going to defer to my colleague from livable streets. miriam sorelli. >> it would depend on the example that sandra had an image of. one of the crosswalks at the actual intersection and that would be subject to whatever the normal markings are of the stoplight. in terms of the mid-block location. it's a crosswalk that would yield to pedestrian in a crosswalk. would it be added an extra stoplight that would be as the process. >> can i ask a question as a follow up. we've all been down to market street and seen news reports of bicyclist and running and mowing down

pedestrians. these things, i'm not making this up. but at the same time, i'm happy that you are here though. we all want to help make it successful. so in speaking to that, the fact that adhering to the current standards for well, they are just going to have to wait or ensure that these bicyclist, the way they are going down, it's not like a standard for pedestrian. they are a moving vehicle themselves. so saying that it's okay, we have a current regulation in place, they are just going to that and during multiple mid-point, not just one because these are long stretches here. just leaving it to that, that's being to the point where you are waiting for it to be reactive measures instead of proactive measures. what is in place to be possibly be pro act identify ct -- protective

about this problem. that's a problem. >> that's an issue that we are dealing with in the city. it's a lot more broad than what we are looking at in terms of coming up with these design guidelines. it's an issue of enforcement, issue of education. there is lots of things that factor into that. there are many things that are going on around enforcement in terms of these designs. what we were looking at is not, this handbook, this set of guidance is about designing the facilities in a way that they provide access to the people who need it and figuring out some of those issues is a little bit of a separate thing. i don't want to discount that as a real issue and we have the raised feet in the crosswalk is something we don't so far have and for instance the new, there is a similar design at church where there is a bicycle track behind the muni stop and that doesn't have the raised crosswalk. when we add

something like that in, it's a signal that not just is there a marked crosswalk but you are physically going uphill to enter this pedestrian space and we are hoping that that design will help to address those issues. >> with a yield sign or warning ahead, crossing. i'm sure lots of things will be implemented. one more question, going to the accessible painted buffer in the slide and the control room can find that slide because i see we are trying to reference the slide the public may not be able to see. >> i have it up. >> okay shall , thank you very much. control room. this seems to me a little similar going on with the park with the jfk way. there was strong feedback from that because really it's, you know, despite however you paint it, you are still

trying to transfer out and there is still bicyclist barreling down. they are not going slow. and so, it really doesn't feel as much of a loading zone. once again, the own us really in my opinion should not be on the person with the immobility to be vigilant. if they have a disability, low vision, they can still be independent. this set up still, it seems to me they have to be very vigilant and almost dependent to have a person by their side so they can cross and that impedes them from being able to go out independent ly in the community. is this something we are going to have in place now and later on we'll find new ideas? >> the work we did on jfk did factor in a lot to what we've

advised here. when we are designing bicycle facilities impact always afford to put in an actual raised buffer in the case of the golden gate, the park wasn't interested in that. so the design in the case of the painted buffer is similar recommended to the raised buffer and that's five 5 feet and that's something through the process of the jfk design, we worked to widen those buffers and we wrent able to in all locates. our guidance for the future is that are recommended with the five 5 feet and minimum is 4 feet. there are some other things that we learned through jfk that we recommend for the future which is jfk has an additional issue of the parking lane itself being very narrow. you know, jfk was the first of it's kind in san francisco. we have a lot of guidance from other cities, here is the recommended buffer and the recommended vehicle lane because of the concern

of jfk and we put minimums next to minimums and it's a little tight. the parking in jfk people park into the buffer, but in the width of that parking lane combined with the travel lane next to it. it's something we are always going to be struggling with and to ensure cars are parking outside the buffer as they should be adds a whole lot of width. >> this you for answering that. one more just to really address this. if it comes to the attention and this is jfk, this is going to be going on more downtown. if it turns out that this is not a good idea that the accessibility and harm is great, would it still

be left in place or be taken out. that's with image nothing. we are working on a new plan. do you feel like it might be hazardous to leave this in if it presents challenges. is it better to have nothing so it doesn't get pushed along by accident? >> we are definitely on top of looking at collision data and complaints or praise that we receive especially a painted feature. that's something, if we had seen it as being problematic in terms of increasing collisions, that would be something we would look at. so far for jfk we haven't seen anything in collisions compared to what we've seen before. >> okay. councilmembers, thank you for being patient with me. we have mr. supanich?

>> my question is for both of you. i went to drive through jfk boulevard or parkway and when the pilot program began and it was clearly evident that people did not know what to do. you go down and these green lanes are already on market street and i have on several occasions seen cars in those lanes. so i am concerned that we will revamp a radical new system of transportation in this city without adequate signage and without adequate community education before hand. can you give me assurances that there will be an adequate budget to educate the public. it's really messy when a car gets in a bike

lane and of course tempers flare and there is already enough an animosity between drivers and bicycles. is there going to be a system and how will that work? >> that is a much more broad issue than specifically related to the guidelines and that is something we are cognizant of and working on and partnering enforcement and education and working with non-profit partners. we do have some coming up, i think outreach and around education around those things, but it's not actually, i'm not familiar with the details of that but i know that education is something we want to do, having it be green as opposed to jfk we weren't able to do the green treatment. we are figuring out each thing to do to make it clear. our goal is to make it clear as possible

for people for what they should be doing. when people understand where they should be, that will be more smoothly. >> i would like to encourage you to work with the mayor's office on disability on these matters and also council. >> to the chair, quickly. i think those are really very good suggestions and some of the conversations we had out of jfk were looking at things like pavement markings and signage to really communicate to people where is the parking zone, where is the buffer zone and bike lane zone. i think that's constructive feedback for this document. thank you. >> councilmember wong? >> hi, there. i saw you yesterday at the committee. today i have the second round at hearing the presentation and finally it's sun ken in.

i was looking at the bike lane that should be 8 feet minimum. page nine. i like the idea of the improvement of the double crosswalk. currently most of these islands, we could not get to the intersection because of the crowds. like market street. when we board on the island or get off the island and there are crowds in front of the intersection, we just wait patiently but having this improvement will be great and better factor market street to have double crosswalks. and this observation, i noticed that most of these don't have guard rails. you know, parentally

market street had guard rails to guide them and once they get off the bus, they don't know where to go and they have an aid as a guard rail that will be helpful and also for safety. people tend to want to jaywalk anyway. so anyway, i just kind of throw that in for the time being. i'm sure we'll have further discussion about it. thank you. >> councilmember kostanian? >> hi. one of the things when i do go out. i don't go out very often, but when i do go out and have a chance to go to some of the neighborhoods and/or to the park, i still see bikes and skateboarders going at a reckless speed and

have no concern about people or anybody. except on one thing, to have access and speed. when you are talking about education, i think these are the people that you really have to sit down and say, this is very serious. the city of san francisco has to pay for these things. i think it's important to sit down and have classes and have people come and talk and ask questions especially youth. because if they don't start putting that into place, who is going to listen? thank you. >> now i will turn it over to comment from staff. okay.

let's go to public comment. we'll start with, if you will be kind to hang back if there are questions. we have a speaker. >> thank you. for your presentation on accessibility on bike lanes. i have a question and concern and also a rhetorical question. will there be, should there be, could there be installed on the medians on the north south, east west, roads such as gary and van ness an aps push button on the median to assist pedestrians crossing over those routes which in

those two examples are also highway 1, which is van ness is 101 but equates to lombard which is also 101. can that be installed to van ness, market and gary and lombard? >> thank you. next. we have comments from howard chad ner. >> hi, good afternoon. thank you. couple things. i have not had a chance to really digest these guidelines but i was one of the people advocating against the folly at the jfk drive. it's interesting in relation to cochair zarda's comments. in case it doesn't

work, would you change it. jfk doesn't work, bicyclist tell me that, drivers. the only thing that doesn't acknowledge that it doesn't work is the mta. there is no mentality at the mta streets department, livable streets, whatever. there is no mentality of acknowledging when they have made a mistake and starting over because they don't really consider themselves accountable to the people of san francisco as a whole. they are captured pretty much by special interest. couple things, i think this maybe an improvement, thighs guidelines. but anything that puts a pedestrian having to cross a bike lane particularly with mobility disabilities should not have to cross a bike lane. the way i read these guidelines would still

have as one of you pointed out in terms of the parking along one of these buffer zones, you still have to cross a bike lane. is that the 30 second bell? okay, the other thing is that one thing that's not dealt with in these guidelines is what is an accessible space? they define accessible space as a technically accessible space without taking into account the fact that most parallel spaces are defactor accessible to most people with disabilities. i have had correspondence with ed reiskin, he doesn't acknowledge that fact. you have to look at how many faces that are defactor are limited with these projects. thank you. >> thank you. next, we have comment from tyler frisby

from sf bicycle coalition. >> thank you very much for having me here today. i'm the policy director for the san francisco bicycle coalition. i want to take a moment to say we are very supportive of this document and represents a great deal of work on the mayor's office on disability and other stakeholders and one of it's first in the nation to set up a broad standard when they look at accessibility and biking improvements. we've had difficult conversations and this is the way to set up guidelines and pieces more accessible for people on

crutches and people on bikes and wheelchairs. to address the question about people stopping at crosswalks and making sure to yield to pedestrians, we intend to take this document once it's formalized and use it for soik -- cyclist and children and their families. we want to engage these guidelines and we want to understand what these signals and markings mean and have a clear understanding of where we want this to go. we want to make this useful for all of us. thank you. >> thank you. next we have comments from evelyn present.

>> i never see bicycle laws enforced. okay. yes, one rowdy with me and said, i'm wearing a helmet. well, dark jacket. i know bicycle coalition people the real ones wear it. necessity neon vest should be a law. the barreling down residential streets. i saw it at sanchez and 14th. running and not even looking, no helmet. just driving through. now, do they and i see no enforcement of this, none. nobody pulled over. so it's

almost which do you follow, pedestrian laws or bicycle laws. it's very unclear still. but one problem with the enforcement, one more thing, i just noticed it with a friend. let's say on the intersection of oak and divisadero. there is a bicycle lane on the right. that's fabulous and well marked and wide. it gets narrow because there is a right turn for automobiles on the divisadero. how should one cross with the green there. how do you cross that green thing and also entitled to your right turn with a traffic arrow? anyway, that's something for the green zone people, but the main thing is

enforcement, is it pedestrian bicycles. it's mostly i'm concerned that it's helmet already but the neon vest. >> thank you. we've got comment from wendy. >> hi. my name is wendy. i wanted to echo the previous comment about enforcement. yes. collisions will probably get marked. but near collisions don't get noticed. or scare the people with hearing issues. and i have seen this countless times is that the curb cuts are used

by bicyclist climb onto the sidewalk and go directly to the door. they do not dismount at the curb because they don't want to get hit by cars. is surfing between the two zones of pedestrians and cars. and it used to be i have to watch even after the light turns green for me. i watch for cars. these days i stop and i watch between cars and make sure that there are no bicyclist barreling down on me. the reason i want to say this is, i had a friend who was on a motor scooter and she was hit by a car, a drunk driver. she lost her leg. and

august insurance is $15,000. okay. what happened is bicyclist don't have insurance. okay. if we get hit as a pedestrian, who is going to cover our cost? okay? how is this going to affect our further quality of life? thank you. >> thank you. is there nin any other public comment in the audience ? any public comment on the bridge line? no. okay. thank you very much for your presentation. moving ahead to the next item on our agenda. we have item 8. a history of the disability

rights movement. information item. this is a presentation of a serum internship project researching the history of the disability rights movement from the perspective of a youth with a disability. presentation by anna bernick youth works intern at the mayor's office on disability.

>> so in conjunction with this situation. we want to celebrate why. in disability there are two sets models. the first model of disability states that disability is a bad thing that should be fixed or put away causing ableism or discrimination against a disability. as you can see from a picture is an a little bit of a drawing of what a medical model looks like where the individual is a problem and the impairment of chronic

illness impose real difficulties but not the main problem. the traditional view shows disability is caused by physical, mental impairment. if the person is impaired, it's a problem. the focus on the medical profession is a cure or lessen the effect on impairment. the social model states that it says disability is neutral. neither good nor bad and normal part of life. disability isn't need of treatment. it's ableism or social barriers that are the problem, there is a social model that are societal barriers for an individual and environment and languages and communities and attitudes and prejudicism and stereotyping and the organizations are

flexible with procedures or practices. from the late 19th century to the mid-20th century, parents were encouraged to institutionalize their children. those who were mentally regarded or with cerebral palsy were not allowed and that the parents could not take care of them. these institutions were not taking better care of them. the landmark civil rights act was signed july 2, 1964, which makes discrimination based on race, religion, gender or sexual oration illegal. a disability rights movement for those with disabilities vment these include accessible and

safe transportation, opportunities and independent living, equal employment and freedom from abuse or neglect. the father of the disabilities rights movement was ed roberts. robert contracted polio at 14 which left him parsed -- paralyzed from the neck down. robert was final accepted to uc berkeley in 1953 becoming the first disabled student to attend. he then became friends with other disabled students called rolling quad. you can see a picture of ed roberts. where