paying attention a little bit more, or is it a matter of the resources for our patrolmen that would give citations or reduced because of other issues? >> i would hope to say it was the first example that you gave, that drivers are learning and not only is the person we're citing being educated, if you want to call it that. the person we pulled over being educated, but everyone that drives past during the encounter with the police officer, hopefully they are being educated as well to obey the law. the second part we are issuing citations. you know since the end of november we have focused on congestion-calming, if you want to call that. oblock in the box south of market area and issued almost 4,000 citations to-date, five days a week. that takes away from our focus on the five primary collision

factors. with that said, we'll continue to issue citations and i think the overall measure of success here is that collisions in general are down. >> yes. i appreciate that. do you have any more? >> i don't have any more slides. but i will answer any questions that you might have regarding traffic enforcement. >> why don't i open up to questions from the presentation? commissioner mar? >> i know mr. maguire mentioned the education plan and i'm really pleased about that. and in many ways i think we have moved a lot from being nice/look twice to really good strategies. i did want to say that since the death of sophia liu, the young child on new year's eve, 2013 to mr. yee, the

87-year-old man in my district and two weeks ago the 12-year-old from apto school and i'm really appreciative of the strategies that we're using. but whether it be subcommittees within the education task force, so that community groups and pedestrian safety, bicycle safety advocates could plug-in and participate. >> absolutely, john knox white has details for how that strategy rolls out, but one important piece of the strategy there is a need for it to be authentic and to be culturally competent and there is a need to reach every san franciscan in a language and in a way that is actually meaningful to them. so in some cases that is sort of a formal public service announcement. in other situations it's my much more community-driven education strategy and john

will layout the details of that. >> my apologies for jumping the gun before item no. 5. i wanted to ask about the various efforts of the mta's making progress on 13-miles of safety improvements in the two-year action plan? i am wondering how many of those miles are in communities of concern, low-income, heavily dangerous areas with communities of low-income people in them. >> i don't know the exact number in the 2015 work program, but i would be happy to come back with that. i know a large number of streets are in communities of concern. >> from past presentations you have shown the overlay of 170 miles of corridor that overlaped with some of the lowest income of polluted areas in the city. i just wanted to know how you define what a "safety improvement" is? what separates it from a safety improvement to

more aesthetic or another kind of upgrade of a project? >> we're calling it "safety improvement." anything that uses a tool to improve through research and engineering practice to reduce the risk of crashes on the street. so it does not include i guess what you would call street scaping or beautification, but does include new traffic signals, stop signs, pedestrian bulb-outs and redesign. >> or even daylighting making it safer, it's not purely aesthetic or a renovation of something already existing? >> correct. >> okay. thank you. >> in the past, we talk about the vision zero projects of 24 and to encourage us to look at those other projects that are not included in this, but there is funding to get it done.

for me, it would be the ones that get funded through the participatory budgeting process. is there a reason why that is not included in the report >> well, i didn't put it in the report because i wanted to give a high-level overview of where we are with the engineering. i can go through the nine priority projects from the participatory budget process. >> if you can do it quickly, go ahead. >> this fall we'll be implementing four speed radar signs in four locations in district 7. panorama drive, olympia way, clarendon zool zone and two locations between brotherhood way and st. charles and palmero will be going in this fall.

we're doing the final balloting for traffic-calming speed hump on, noraga and ortega. balboa terrace traffic -calming project with an eye to getting the humps built in the fall. o'shaughnessy, et cetera, that was completed march of 2015. safe access to sunnyside park, a study that we're doing with the rec and parks department. the study hasn't been completed and we're working with public access, open space, and rec and parks to determine the next steps. laguna honda, construction is underway right now

>> >> 13 miles identified for the action strategy, yet for 172 miles that we're talking about that are high-entry corridors, how years is it going to take us or what year would we finely get finally get to all the high entry corridors and would that bring us to zero deaths by 2024? >> 2024, that is right. >> 13 miles is what we're talking about now, but yet there are close to 172 miles of high-injury corridors. >> the 13 miles, again are targeted at the highest injure location. even within those 17 miles there are locations with a more severe and chronic crash

pattern. it's important to say that engineering is one of our tools. and it's a really important tool, but if we completedly reconstructed all miles tomorrow, we would not get to zero -- >> in the spot that mr. chang, the 17-year-old high school student that was killed, was that in the high-injury corridor and where sofie lu perished or alfred yee? >> alfred yee was geary -- fulton, i believe. >> it was 26th and geary. it was a high-injury corridor. >> and sofie lu was on polk street. >> and when the young teenager

from lowell in 2013 was killed, high-injury corridor. >> don't exactly know which slope that was. >> so i guess my point, 13 miles strategically is very important, but if we identify all the high-injury corridors, my hope is that we move as quickly as possible in our g-ration strategy, but also to realize there are many, many more miles to reach as well. especially if our goal is about 2024 to reduce any deaths. that is why it was a shock to hear about this 12-year-old as we try to move forward strategically. >> i absolutely agree that we need to continue to make improvements across the corridors. in supervisor yee's district, those are not high-crash corridors, but we're continuing to move through neighborhood traffic calm, school safety and traditional traffic engineering devices like stop signs and speed radar boards. those things are effective

everywhere,? >> the high-injury network is 125 miles. the 13 miles would have the entire network completed by 2024. it's where over 70% of severe and fatalities. >> i have been harping on the death of senior citizens and disabled persons and i am wondering if you could comment on the strategy for safe streets for seniors or other key efforts educationwise and enforcement. i know we're focusing with the richmond district with many of our staff, but if you could talk more explicitly about seniors and people with disabilities, that would be helpful. >> i think many of the tools that we're using on the engineering side are sort of by their very nature make the

streets safer for anybody who either has -- needs a little more time to cross the street. so narrow a road or pedestrian bulb, it makes someone who immediates more time to cross the street or can't move as quickly as a younger pedestrian, gives them a chance to be protected. many of the installations and things like pedestrian bulbs have curb ramps built into this andproofing improving the accessibility of the city. we're looking for those win-win situations and again, many of the locations, many of the really concentrated locations of these crashes, neighborhoods like the tenderloin do have a high number of senior and people with disabilities living in them. and so, sort of geographically, we are targeting our investment to places. >> can i ask you, new york's d.o.t. did the elder zones in chinatown and other places. from your experience, are they

successful when you create more targeted-specific type of strategies like that, or are we already doing that and yet so don't have to really talk explicitly about how around the jacky chan self-help center or richmond senior center or golden gate park on fulton, i guess i'm just wondering why we're not being more explicit? when we know many of the deaths are young teens and young kids, but also people with disabilities and seniors? >>well, i think comparing the new york experience, the safe routes for seniors and senior safety zones down by new york city d.o.t. is a terrific program and shown to reduce crashes, but that program was put in place several years before new york made the commitment to vision zero. so we made that vision zero commitment and mapped our high-injury network first. so we kind of have -- i don't mean this to be a pun, but we

have a roadmap where we need to make our investment and that collision data encompasses all the vulnerable users of the road. it's very clear from the crash statistics that people with disabilities and elderly and younger populations are especially at-risk for traffic deaths and injuries and it's an important fact to remember as john comes up with presenting the education strategy is so important. >> i just want to add to that, the san francisco department of health were in communication with mta when we were developing a grant application around safe streets for seniors and the project that mta led has heavily prioritized seniors and people with disabilities. and we didn't want to duplicate those efforts. we have put together a small

program to deliver the education piece of that and to help be that liaison to walk-first and reach out to people, seniors and people with disabilities and help communicate as that going forward and we're looking for funding for that. we're going to talk about that in the presentation with john. i just wanted to elaborate on that. >> thank you. i have to tell the chairperson i'm supposed to be chairing the public safety and neighborhood services committee. i'm going to have to leave, but we're going to lose our quorum. >> before you leave, i would like to close the meeting. is that what it is? and continue the informational items as the committee of the whole as a workshop. [ inaudible ] are there any public comments on this item?

seeing one -- >> hi supervisor. i'm nicole with walk san francisco. i did want to just provide a quick public comment. that we had a vision zero coalition meeting yesterday with our community partners engaged in this effort. some of the things highlighted by the coalition were some of the things that we discussed just now. so i do want to reflect the sentiments of the coalition that the focus on the 5 reaching that goal is really a priority and the lack of movement towards that goal over the last year was worrisome to the coalition members, especially in our low-income communities and communities of color. and sharing data is also another priority for the coalition, making sure that the open source data resolution is

divided by -- that was adopted i think last year by supervisor farrell's leadership and making sure that all agencis have access to data and that data is available to the public on those citations and the collision information. i know we are happy to work with the police and have been working with them well and hope that this becomes a priority. i know that also, the police department gets asked to do a lot of other enforcement efforts. so i want to make sure that you guys know, if any of you are asking for other enforcement efforts, that that pulls resources away from the focus on the five. and then finally, i just wanted to add that we have been in communication with the mta to talk about their methodology for the 13 miles and look forward to working with them on that to make sure these are the safety treatments and they have been open to sharing with us

and we look forward to that and safe streets for senior is important and we're gathering intel from community partners how they can actually contribute to that program and outreach to senior centers? so we would love to be a partner on that effort. thanks. >> thank you. any other public comments? come on up. >> so good afternoon. i'm one of the youth leaders from chinatown cbc. we need to ensure that every piece we use for education are multi-lingual and multi-cultural. many seniors who live in chinatown could barely understand and write in english. and sometimes some of them cannot understand english at all, like my grand parents. so sometimes i can translate for them, but there are thousands of seniors who live in

single-room occupancy and don't have anyone taking care of them. these are the people who need the education the most. so one of the vision zero outreach in chinatown with seniors who live in sros and they don't understand english. so we translate our materials for them. which came out great. the seniors learned about vision zero and how to reach the goal of vision zero. we also received a lot of feedback from these seniors. they talk about their experiences, and many of them are very passionate about city engineering and law enforcement. they remind me there are a lot of people in this community that has something to say, but they can't talk about it because of the language barrier. therefore, we need to ensure that all the outreach materials are multi-lingual and multi-cultural. with the materials, the education for vision zero can

be talked to not only the seniors in chinatown, but everyone in the community. thank you. >> thank you very much. you want to adjourn now? is there any other public comment on this, because i keep on thinking you are the last one. go ahead. >> good afternoon, supervisor, i'm a young organizer for chinatown cbc, we're really excited and encouraged that you are having thation safe route for seniors. we were thinking about education component, we're hoping that you consult a gerontologist and take into consideration the behaviors and changes as you age. so that we're really creating a curriculum that is comprehensive and takes into account human behaviors and really looks to the needs of

individual communities. so that we are hearing also feedback from our elders in terms of what they want to see? thank you. >> thank you. any other public comment? seeing none, public comment is now closed. [ gavel ] i would like to have a motion to adjourn this meeting. >> so moved. >> without objection, the meeting is adjourned. [ gavel ] we'll continue to other items as a workshop. it won't be on the record, but whoever is here will be able to hear the information and comment on it. okay. so why don't you call item no. 4. >> item 4. automated safety enforcement presentation this. is an information item. >> good afternoon commissioners kate breen san francisco municipal transportation agency and really appreciate you taking the time to hear the presentation this afternoon about automated speed

enforcement. automated speed enforcement or the opportunity for automated speed enforcement is actually a key component of adopt vision zero action strategy. and it has been included in the city and county of san francisco, as well as the sfmta's 2015 legislative program. so this afternoon, clair phillips performance analyst from the controller's office is going to give you an update on the body of research that really supported the recommendations for automated speed enforcementment while we didn't get an author this yeah, in the middle of a two-year session we'll continue to develop this concept. claire, if you would like to come up and walk through the presentation.

>> thank you, kate. good afternoon, i'm claire phillips with the controller's office and i'm here today to give an overview of some preliminary research on automated speed enforcement. so first i would like to start off with what "automated speed enforcement" is and talk about how it works and go through a couple of case studis from other jurisdictions that we reached out to and then talk about some legislative challenges. so first of all,

automated speed enforcement also known as ase is the use of speed camera photo enforcement that has been proven effective to reduce speeding incidents. the data that we have collected and looked at from other jurisdictions across the country, and also in other countries, have shown that automated speed enforcement is an effective way to reduce speeding, and also severe injuries and collisions as a result of speeding vehicles. automated speed cameras can be fixed on existing infrastructure, or they can be mobile usually by way of vans that can be moved around to different problematic locations. currently california vehicle code allows use of automated enforcement for red light, but it's specifically prohibits the use of automated enforcement for speeding. so a legislative

change at the state-level would be necessary in order to implement a program like this. so how it works is very similar to how a police officer is currently catching speeding vehicles now, which is the use of radar. and so the they use radar beams to individually capture the speeding vehicle. typically two photos are taken of the license plates, and the speed cameras are set to a particular threshold. so when a speeding vehicle is going through that radar beam above the set threshold then that is when the camera is triggered. and it would take a photo, zooming in on just the license plate of that speeding vehicle. you see this map shows currently the jurisdictions across the country that use

ase, as well as -- for speed and also for red light. you will see that the jurisdictions in green are those that have red light and speed enforcement systems currently. you will see that california is in blue; which signifies that we have red light cameras, but our legislation right now, the vehicle code prohibits california from using speed cameras. and in total, there are -- as of right now, 134 communities across the country that have speed camera programs. when you compare that to the red light program numbers, there are 459 that have red light programs. so a lot more red light programs than there are automated speed enforcement programs, but there are 134 currently across the country. and so based on this research our office worked with mta to

come up with a draft proposal based on fixed jurisdictions that we spoke, chicago denver, seattle, new york city, permit, seattle and washington, d.c.. based on the preliminary research we gathered, working with mta to draft a legislative proposal. included in that proposal would be both fixed and mobile cameras. the enforcement area would be within a quarter of a mile of a school or senior center. again, really targeting those vulnerable populations, and public announcements, 30 days in advance of when speed cameras would go into effect. most jurisdictions give anywhere from two week to two

months and so this proposal included 30 days, where instead of a ticket or citation that they would receive a notice that lets them know you were speeding and you were speeding at this location. and this is the photo from that camera. and two photos of the vehicle license plate. there would not be a photo of the driver. and so a violation would then be sent to the registered owner of that vehicle. so coordination would be needed with the dmv to get names and addresses of those who were in violation and citations would be sent to the registered owner of the vehicle. revenue use would be treated like a parking ticket, rather than a moving violation. this would decriminalize the

speeding -- for speed cameras only. so if a speeding camera was in place and a violation was sent, that person would pay the ticket just like it is a parking ticket, rather than getting points on a driver's license or having insurance premiums go up and those other types of things. and then also this proposal included the revenue being tied to road or safety programs if there was additional revenue would be directed to safety and street improvements. of course this would need to be a collaborative effort. based on the other jurisdictions that we spoke, typically the city's department of transportation, the police department, the dmv and also the state department of transportation.

and in some cases also the -- in california's case, the chp. so a couple of case studies that i wanted to share today that give us an idea of how different cities implement these types of programs and kind of the different options that san francisco could have are the comparable jurisdictions that we choose for today are chicago and new york. so chicago, the police department and the department of transportation, as well as the mayor's office of legislative affairs pursued state legislative change to allow automated speed enforcement and targeted the population in state of over a million. that is how they really focused in and zeroed in on chicago. and so their program was specific to that city.

they created safety zones, which were an 1/8th mile from a school or park and that is where we they were able to implement their cameras. when implementation first started they had 40 cameras. and their revenue did go to the general fund, but about 5% was invested in safety initiatives. they have a 30-day warning period, and their warning was per license plate. for the first license plate, they didn't have to pay a fine and got a warning. by threshold, if they were speeding between 6-10 miles over the speed limit, it was a $35 fine and beyond that was a $100 fine. new york city passed legislation in july of 2013, and when we spoke to them, they said it was ten years' in the making. it took them ten years in order to gather the