have a lot of bicycle and pedestrian activity so there's a large overlap and over all injury maps and the arterial network in the city and unsafe speed i'd like to emphasize if you are speeding you are more likely to run a red light or be unable to yield to a pedestrian or lose control of your vehicle in a situation where somebody else is trying to turn and so forth so speeding is not just by itself it's probably behind a secondary or third factor behind most collisions when you are going slower you can react to unanticipated things in a better fashion and there's also the fact that all of these collisions can be can be non injury or fatal and when you

are going fast it's more likely that the red light running and speeding i think is the critical factor in causing collisions and also in the severity of the collisions. so how do we approach arterial traffic calming? we basically want streets not to have the characteristics that will make speeding attract ive so that means primary traffic signals or other types of devices to make sure vehicles are controlled in that way and streets have an appropriate number of traffic lanes as narrow as possible and there's a lot of research that narrow traffic lanes can be one tool to help slow down traffic and design streets to be attract

ive to all modes. >> this is a picture that was a 6 a 6 lane street as you can see there was not even any medians and kal trans department went in there and these are the kind of situations where you have very low traffic volumes and 6 lanes of traffic there's no traffic controls to stop you and those are the kinds of situations we're trying to to address gradually through our vision zero program. >> what street is that? >> south of 280 i just wanted to mention the example of geary boulevard which is a major 6

lane arterial in a commercial core area between masonic avenue a high commercial area one of the examples of a street that has a a lot of transit and pedestrian activity. and what we've done over time is to signalize all of the uncontrolled crossings so not only are there more controls to control the traffic speeds but the likely hood of pedestrians or motorists being hit decreases so as you can see there were a number of scene of scene of intersections that were not signalized. and we've been able to fix those issues and now in the process of

signalizing one of the last two locations at 26th and 22 nd avenue and if you look at the fulton corridor again that cordon is not as commercial but it does have a lot of residential activity and that's an area where we probably need to go in there and do more traffic controls and to install additional traffic signals on fulton. sunset boulevard is another example of a corridor where it used to be that there was a traffic signal every other block and what would happen over time we had pedestrian and vehicle ar collision s and so again you are seeing primarily safety funding and sales tax and other types of funds we were able to signalize at this point most of the intersections that aren't

signalizesd and in doing so by changing the characteristics of a street we were also able to do a speed limit reduction from 35 to 30 miles 30 miles per hour. >> can i ask you about that speed limit reduction -- are there other arterials that you were considering reducing the speed limit like sunset boulevard? >> what we do when we look at speed limits is do a study based on a regular basis the law requires a study of at least 7 years or more if the street has not changed we're in the process of going and revising all of our speed measurements and using the methodology described in the budget analysts report where we use the eighty percent ile as an anchor and allowed by california law to round down

and round down five miles 5 miles per hour if there are specific seshgz such circumstances such as pedestrian or bicycle safety or residential density. we're in the process of looking at that but at this point i don't have the names of the streets in consideration for lower speed limits. >> and then the effort to reduce the speed limit and create a safer sunset boulevard started 7 years ago and the data gathered 7 years ago? >> no. we reached the point we had installed so many traffic signals that the characteristics of the street changed and we confirmed that that the 80 percent ile decreased so it was a combination of changing the street to be a different type of street and that allowed us through the data to lower the speed limit and it was just basically a gradual process of

signalization in that case to allow us to do to do that. >> you look at at 7 years -- what's the state requirement? >> sorry to clarify -- every 7 years at least you must do a study but the data is gathered at one point in time so it's a study that is done at one point in time but it has to be done in a certain sequence not to exceed 7 years. >> okay. >> the other aspect about the number of lanes on streets san francisco has over time adopted a number of what's called road diets primary safety projects where we look at the number of traffic lanes and can remove a traffic lane and add either bicycle lanes turn lanes or wider sidewalks and this is a map of areas in the city that we've done road diets sixty

over time and this is one of the latest that we did on cesar chavez in the mission a residential street with 6 lanes of traffic at 25 miles per hour but often vehicles not travelling at that speed through partnerships we were able to go in there and do a major redesign of the street with sidewalk widening and new medians and landscaping bicycle lanes and lighting and we were able to then also take down the number of lanes from six to four. and that project is being evaluated now to see all of its impacts on the system. fulton street a street near where i live was taken near the university of san francisco in an area where there's lots of students and residents and was

made into a street where 1 of the lanes removed and one of the other lanes turned into a turn lane allowing for increased pedestrian safety crossing the street. >> in terms of posted speed limits we've seen a gradual over time decrease in the number of streets that have speed limits over 25 miles 25 miles per hour most of most of most of the street in san francisco have that speed limit there are major arterials that have speeds above that and this is a summary of those and tend to be the streets that are more heavy traffic and multiple lanes and we've been in the process of evaluating speed limits using california law to see where there can be adjustments either due to changes in conditions or regulatory environment and this is a summary of speed limits we changed most recently considered and adopted changes on monterey beloved sunset as

we described and fulton street the latest pending implementation and the outer portion of fulton from 35 to 30 and this is one tool depending on enforcement and also other measures to make sure vehicles do travel at those speeds and also look at doing other things don't just want to change the speed limit sign and think that will solve all of our issues but other changes to particularly the high collision locations. >> signal timing comes up as another tool where you can take the traffic signals particularly in those situations in the downtown area and you can sometimes coordinate them to lower speeds for example on valencia -- if you are going at 15 miles per hour you can get a sequence of signals if you decide to go

faster than that as a vehicle you will just arrive at a red light it's unfortunately not possible to to do that all the time. i wish it was possible but because of the way that many streets crisscross and because of two way flows and because of different traffic volumes in different streets and different needs by by different modes such as pedestrians it's not always possible to have that perfect 25 miles per hour progression but it's a tool we're looking at and now in the process of reevaluating specific streets for lower progression of traffic signals and also we have funding that we're seeking to retime all of our downtown streets south of market tenderloin western edition and looking to see how those streets can can can can can

be adjusted for speed control. so sometimes you can you can make sure that is you have more signs to remind motorists of the limits and sometimes feedback signs which we talked about before so that's a mechanism that tells the motorist that you are going too fast and you can have pedestrian medians that will take those narrower traffic lanes and cross streets in a safer manner or curb extensions to narrow down the streets paired with sidewalk widenings. on street parking is something that adds friction to a street or vanity and sometimes can be used to ensure that vehicles don't travel too fast and always landscapes trees anything to make the street feel less of a traffic sewers.

not only are they attractive to to people that live along these traffic streets with a lot of noise but it's also attractive to the people that use them. there's limitations to engineering we've discussed this that regardless of how some streets can be redesigned vehicles can still travel at high speeds. it's not physically possible to prevent those high speeds and some arterial redesigns can be expensive particularly when you are dealing with ambitious major redesigns talking about millions of dollars per block potentially when you are talking about sidewalk widening and adding landscaping and lighting so those can be major investments and the city is in the process of doing a lot of

those but you know we need to be conscious of the fact that we have a citywide problem and that is a very capital intensive approach so. >> thank you that was really a great presentation and the engineering challenges i really appreciated the graphics and the maps that show us the different road diets and engineering planning going into place in the city that are consistent with our city's effort to reduce speed and

shows how engineering fits in with education and enforcement as an over all strategy that we're using in the city thank you. colleagues with that, let's now go to public comment and i know that we have a number of cards of people that have signed up to speak. if there's there's anyone else that would like to speak, please come forward. >> thank you. i also want to thank the analyst's office i know you have been working hard and can't say enough about our city leaders here today i work with these folks every day and they are really committed to this goal and can't vouch for

how well seasoned they are in their respect respect ive areas. every other day we have a serious or fatal injury on our streets that ends in either death or disability this has become a public health crisis epidemic and appreciate your leadership and along with supervisor kim yee and avenue yee and there's no silver bullet and the to the top strategies are going to be challenging and they are going to require state level policy changes to allow us to just reduce speed limits on our

streets and that's where we're going to look towards you all as leaders here in san francisco to continue to advocate for that for that at the state level and to continue to make the case for all of those of us on our streets when we're walking biking taking transit and driving to make sure we're safe because these are preventible injuries and we don't need to put up with the fact that people are dying or losing limbs on our streets. and one study that i saw was in london where they have implemented it there was a 70 percent reduction in fatalities in streets on london that had implemented automated safety enforcement this is not just speeds but actual people losing their lives and we can reduce

that significantly with automated safety enforcement so i know that there are a lot of competing priorities for the police department and enforcing speeding is one of the main priorities for them and they also need help so automated safety enforcement would do just that and really be targeted towards those streets that we know are not safe as they are and where we know speed is an issue and i'd also like to highlight traffic violence and injuries disproportionate ly back our communities of color and as we continue to work, that is one of our goals at the vision zero coalition to reduce those inequities. >> so our vision zero zero is

about equity especially in lower income neighborhood but thank you so much miss schneider next speaker? >> i'm a pedestrian safety organizer as wells a a member of the advisory committee representing district 6 and as an advocate for pedestrian safety in the low income neighborhood of the tenderloin i see every day seniors and disabled as well as families and children constantly threatened by the actions of drivers who continue to use these streets as freeways by speeding down them and not taking attention to our vulnerable populations who live in our neighborhoods and as an advocate i will continue to fight to make sure that these residents are safe as well as

all of the residents and as san francisco grows in population including our neighborhoods that are more densely populated, we need more actions to make sure that we're safer as well as make sure the politicians hear our cries and fight to make sure that we continue to be a vital part of this city and i thank you very much for continuing to work on all of this action and it's much needed and i'm surprised it's taken this long to actually implement something such as vision zero and as a long time resident of san francisco thank you so much for paying attention to our needs and i'll continue to work with you all as long as it takes. >> thank you. next speaker. miss if i . miss frisbee

sfwloo first frisbee. >> first of all i wanted to say thank you obviously supervisor mar for holding this hearing and supervisor christensen and i know this is not your first hearing but the first one where i have gotten to see you behind the desk so congratulations again and welcome. this is a critical issue and you don't need me to tell you anymore statistics because you have heard amazing data and research from the mta team and the la team so i'm not going to go over that anymore but i'm going to say i hope what you heard today drives home a very clear reality if it's going to save lives in san francisco we need to slow down our streets it's really that simple. i think the other thing that you have heard while that's a clear directive it requires a multipronged approach. changing the streets engineering

and it also requires bumping up our enforcement we're looking forward to supporting commander mannox and also working at the policy level at the state to support the mayor as he goes out to lower speed limits in san francisco and to apply automated safety enforcement those are really critical parts of creating a safe environment and safe culture on our streets and very much believe it's critical to engineer our streets correctly in that process which is where tom and ricardo come in and their team make a huge difference and as supervisor christensen pointed out those improvements don't just impact safety they often make our streets more vibrant and attract ive places to be and

people are more comfortable being out and about in those spaces. finding ways to slow down the traffic and help everyone be aware and have that attention is critical both for creating safety but also sort of helping support our neighborhoods during the time of change. >> thank you. next speaker? >> hi. i'm very gaveful supervisor supervisor mar that you are having this hearing i want to let you know in 1978 i moved back to new york and i got a real taste of what wild driving is like my brother warned me about it true to his word the traffic back there they almost try to run you over and it's not something -- i loved that city but i didn't

like that and california never was like that where i came from in la and it's sort of getting that way here now and i find it to be a little bit off putting and i'd love if we could change the state law i think it has to be done at a state level k to remedy this situation but we're also going to have to have the political will to enforce it i think that's what it's going to come to thank you. >> thank you. is there anyone else that would like to speak? public comment is closed. colleagues are there any closing remarks? supervisor campos. >> i just wanted to say thank you supervisor mar and to the legislative analysts and city agencies and partners that have come out it's going to take an effort by everyone involved and it's all about the 3 things we talked about throughout this whole couple of years discussing vision zero you know

it's about education it's about engineering and it's about enforcement, so i'm very excited and i look forward to continuing to make progress on this very important issue. thank you. >> supervisor christensen thank you. i just wanted to say thank you for the enlightening remarks from the different speakers i especially like i especially liked mr. maguire's framing that we need to move from a culture of speeding to a culture of safety and legislative ly and i learned a lot more insights into how critical the engineering pieces from mr. aleja and the mta staff but as always the community representatives that spoke are urging us to look at this as a crisis and especially demonstrate i epidemic as we move towards making vision zero

even stronger so san francisco doesn't doesn't fall behind the other cities identified in the report and tharng thank so much fred and kathy and i'll make sure that supervisors avalos kim and yee make sure that they have the reports and the findings and outcomes from this committee i wanted also to acknowledge that we'll continue to follow up with the mta staff and others to move forward the state level ideas but also the local ideas that came forward today and thank you to commander ma mannox and we look forward to working with the police department as well with that colleagues can we -- is it tabled this hearing or -- i think that's the motion? can we table this hearing?

>> motion to file without objection. thank you. >> thank you is there any other business before us. >> thank you everyone meeting adjourned. >>

good morning, everyone. i'm the ceo of ucfs medical center of children's hospital. this is a big day for us because on this land where it was for many years, the rail yard, the wrong side of the tracks the warehouse buildings. about a year ago there was a vision that this site would be the hospital for the people of san francisco in california and the country in the world. today

we celebration this vision becoming a reality. on monday of this week at the far end of this block, we began seeing patients in the conaway medical building outpatient center and in just 3 days on sunday morning we will start caring for patients in the women's hospital, the baker cancer hospital and the children's hospital of san francisco, the lobby of which we are sitting in right now. it took a village to make this happen. there are so many people in this room here today who were critical to its planning, it's construction, it's operational planning. it's approvals and support to make it happen. we will introduce some of those people later this morning, but i in particular want to bring your attention to the generosity of