was to focus on the high impact corridors first and -- and establish a policy so that all future signal retimings would be done. we did not establish a formal program that would retime the city by a particular year, but based on your request, we can take a look to see what is a current timeline based on some realistic resources and what could we do if we reallocated resources for that project. >> supervisor yee: so the next meeting for this committee is three months, i think that's plenty of time. >> yeah. >> supervisor yee: and if we could speed it up if there's some additional resources to -- that would help speed it up substantially, i think it's worth looking into. is that right, miss chen? can we get additional resources

to this for -- yeah. >> high, commissioner. anna lafort. if you're considering -- [inaudible] >> -- which may include signal timing, such as new mast arms, larger signal heads, i infrastructure that goes in, and if signal timing is part of those projects, we can certainly fund it, but we don't fund stand-alone signal timing projects. >> supervisor yee: and under our category of vision zero funding? zbh so we have several categories of vision zero funding, pedestrians safety, bicycle safety, traffic calming, new signals, upgrades to signals, bus rapid transit,

which typically includes infratru infrastructure for bicycle and pedestrian safety but they don't typically clinclude operating capital. i think what ricardo was referring to, there are several signal projects that are underway that prop k is funding that will retime the signals. probably, the one-third of the signals that he was referring to that have projects underway have some amount of prop k on them. i'm not sure which projects he's referring to, but we do include funding when there is a signal timing or infrastructure project. >> there are various possible funding sources. we would have to look to see which would be eligible for what would be an operational

expense. what we're using right now for the larger downtown retiming is a state grant, a hazard safety improvement. it's an hsip grant. so we can take a look at grants and internal resources. in addition to the capital projects that we're doing, that would be retiming corridors. we can take a look at our project planning as part of our vision zero to see how we can get these kind of improvements done quicker, even though, over time, we have over 1200 signals, so we would just need to allocate both the staff resources to retime the signal and also our electricians to reprogram the traffic sources and in the field. but we'll take a look at it and take a look at funding issues. >> supervisor yee: i appreciate it because this is one thing we know we can do to improve the safety of our seniors and people with disability. speaking of disabilities, i

don't know who's going to answer this question, but over the weekend, my staff, erica, she presented at the girls who code hack-a-thon event. and one of the girls went up to her, and i guess she uses a wheelchair, and she basically said that, you know, for her to get from one place to another, she almost has to do her own research or the curb ramps -- certain places don't have them yet. and then, also, it wasn't just the curb ramps, but she looks for bulb outs, the safest way for her to go from one place to another. she sort of has to do it on her own. the suggestion she made, which

i thought was a good suggestion, since we have apps for every single thing in the world, is it possible for m.t.a. or somebody to -- a department to create an app that would -- in which somebody who is in a wheelchair would know exactly which route to go on that's safest for that person, and -- because it seems like we, in the city, would know where all these things are, where the bulb outs are and where the curb ramps are and the cutouts and so forth. is that a possibility? i'm just curious. >> i this nk that's something can take a look at and we'll talk with our services accessible groups. as you know -- i think that's

something that i can see is a possibility and being able to share that with a larger community. >> i just wanted to -- i received erica's e-mail, and i think it really intersected nicely with a lot of work we're doing on vision zero focusing on people with iblt didisabili. i think it would be great to hear from her on the curb ramps. i think that's something that can be mapped. we have a lot of app experience with the city as well. >> supervisor yee: i thought it was a wonderful idea. as you know, we're -- more and more folks are using wheelchairs, so i think it's a -- for them to have to -- you know, especially if it's not moving in their neighborhood,

and they get off a bus somewhere, they have no idea where they can cross the street in a neighborhood. okay. any other presentation on this? >> now, we're going to turn it over to caltrans. >> thought i'd get out of here without coming up here. i've got a -- a handout, if i could pass this up to you. and we'll also put it on the screen, but i didn't have a chance to get into the materials. >> supervisor yee: and again, state your name and what you're going to do. >> my name is jeff white, and i'm a public information officer for caltrans, and we're going to talk about the h.i.c.

system. it's the high intensity crosswalk beacons. so what you've asked us to do and what we've tried to do is provide some outreach talking about the beacons in a way that is user friendly for both pedestrians and motorists. all right. we've got it up there. so if we go to the top, we see it's a guide to sloat boulevard's pedestrian beacons. we just went ahead, called it what it was. i think just to underscore what we're talking about, if you look under pedestrians, it says the crosswalk signals are no different from other signalized crosswalks. just follow the signals like you ordinarily would. so we think that that's appropriate and simple, and i think there's a lot of

confusion when people combine thinking about the flashing beacons overhead versus the crosswalk signals for the pedestrians. what we're trying to do with this is to tell people if you're walking, don't look at these signals that are crossing, you use the crosswalk signals. that's all you have to worry about. of course there's an audible, as well, that says when you need to walk and not walk. >> supervisor yee: do they have to worry about looking at the cars? >> well, yeah. i mean, we also would like to stress that any time you're in a crosswalk, you should always look for cars. you should always look for cars if someone's not slowing down, make eye contact. we're limited by the space. this is a mailer, but that's something we can put on the webpage, as well. we have three items of communication. we have this flier, which is also a mailer, we have the

website, and then, we also have the video, which are sort of a combined thing that -- package that we're going to use to make outreach to not only people along sloat but anyone who comes across one of these new beacons throughout the bay area. we're going to concentrate this campaign to sloat, but it's fungible, it can be expanded to other areas where the crosswalk beacons are installed. so we've covered what we wanted to cover for the pedestrians. and then, if you look here on the signal board, you can see what a driver would see, and that's in the left column. and then, the pedestrians are in the right column. and you know, we went to the added expense of making it color rather than black and white because we want it to be as simple as possible. so pedestrians, drivers, can

look at that and see how the signals work. and then, over -- if you look on the left-hand side where it says dark, unlit signal, flashing yellow, yellow, and on down, we tried to simplify those to tell motorists that these are the same signals that you see when you come to an intersection. >> supervisor yee: do you have a video or something? >> yeah. >> supervisor yee: can you show that? >> yeah. >> supervisor yee: i think because -- so i know what you're talking about. again, i'm just imagining if people haven't seen this, and you're just describing from the paper, it's really hard to know what you're talking about, so can you show the video -- >> yes. showing is easier than telling. >> supervisor yee: you can see it flashing. >> so on the handout, on the flier, you can click on this. it goes to the website, which gives you more space to explain, and then, you have the

video. [video]

>> supervisor yee: thank you very much for this. the reason why i wanted this to be shown is i know that when we just talk about it, people don't -- have a hard time visualizing. and as i've mentioned, i've seen car drivers very confused. even when it's flashing, they just sit there, so they don't understand fully how this really functions. so i really appreciate this and hopefully, you'll have opportunities to present the video elsewhere, so people can see it rather than just looking at a piece of paper.

so this is something that we just installed -- maybe started up a few years ago on sloat, and we have a few more now. do we have it anywhere else in san francisco? anybody know? >> i think the city has installed some. as a matter of fact, i think there's several on sloat. caltrans installed five, and there's other systems elsewhere. >> supervisor yee: i'm just curious if there's other places in the city where they're installed. i guess not. [inaudible] >> supervisor yee: okay. thank you. i'll make sure that we give you more opportunities to show this video in the neighborhood. we should go to some of these neighborhood associations and show it there. >> we have plans to show it to

the board so they can distribute it to their staff, and we have a list of senior schools and especially schools in the area. the population swells when lowell and the other schools are in session in that area, so we're going to do outreach to those, as well. >> supervisor yee: all right. thank you very much. >> thank you. >> supervisor yee: anybody else presenting on this item? if not, then any public -- i think there's a part for public comment here for item number four, which is andy gonzalezs r cabrillo. >> good morning, commissioners. my name is andy gonzales cabrera. first of all, i would like to thank commissioner yee for the leadership that has been taken on vision zero and the attention to this project. in particular, i am pleased to see that there's a focus to --

of outreach for monolingual communities. i particularly think that the san francisco bicycle coalition has been the lead of the way with the adult educations for bikes in both languages, spanish and chinese. we partner with organizations like the new service center in chinatown to provide and expand youch reaches to our audiences. i miself- -- outreaches to our audiences. i myself speak spanish and english, but i struggle with english vocabulary, and personally i think that communities all over san francisco will benefit in having multiple language outreach. we hope this turns into actual action in reality for all san franciscans and community members who visit the city? we cannot keep them waiting for

change and simply requesting updates on the vision zero improvements. we look forward to work with y -- working with you, commissioner yee, and your colleagues, so that the vision zero by 2024 becomes our reality. thank you very much. >> supervisor yee: thank you. looking forward to working with you. >> thanks. >> supervisor yee: any other public comments on item four? >> good morning, chair yee, commissioner stefani. my name is kathy deluca. i am the program and policy director at walk san francisco. really glad that caltrans is here and really glad to see the video and education and at the same time, having highways that run through our city is extremely dangerous when they're designed like highways

and not like city streets. so in that video, i know we all chuckled, and i did, too, when we saw the person who is demonstrating across the street when they are running -- jogging because it's scary to cross six lanes of a street to get to the other side. so i want to urge caltrans -- i know you're taking pedestrian safety seriously, but i think one thing with sloat, i think it's like putting lipstick on a pig. i think we need to change the street rather than sort of band-aiding what's happening now because two people have been killed at sloat and 36th just trying to get across the street since october, and that's unacceptable. so caltrans, we need you to design these streets as city streets. thank you. >> supervisor yee: thank you, kathy. any other public comments on this? seeing none, public comment is now closed. [ gavel ]. >> supervisor yee: i want to thank the departments for this

item and the last item, really, and the next item or so, specifically to focus on our seniors who seem to be the victims of the fatalities that's been happening in san francisco in disproportionate numbers. and it seems like we are trying to take some proactive measures. i didn't ask this other question, but i will just say it. besides having longer time to get across, i hope we can look into having more of our crosswalks or signals to give lead time to pedestrians, and that's another -- you know, another factor that we really do know that it works. and if we could do more of that, it would be safer for not only -- not only for seniors

but all pedestrians, okay? so could i -- oh, i'm sorry. commissioner? >> supervisor stefani: thank you. i just want to say something really quick in response to what miss deluca, in terms of caltrans and lombard street in my district, it's a high injury corridor, and i think it's something that could benefit from that. if i can follow up with you about that, i would love to do that. >> supervisor yee: okay. and this is an informational item, so let's go onto item -- we might not get through everything, so the next presentation, there's going -- it's going to be fairly short, i assume so, since we've talked about it already, item number five. >> clerk: item number five, community response, priority response, informational item. >> good morning, commissioners.

i wanted to talk about the rapid response to fatalities protocol. we did talk about this last week at the board of supervisors, but in the context of senior fatalities, so i'm going to go overall the fatalities briefly that have happened this year. to recap, last year, november , former mayor lee requested our department provide a rapid response team to each fatality that happens in the city. we've done that. now, if there's a fatal collision, the police department will notify our management at the sfmta as soon as possible. we will then assign staff to investigate the site typically within 24 to 48 hours, depending on the -- the crash. and once that field investigation is completed, we will also look at office information such as fast crash data, past requests, past

projects, and also look at information that we get from the police department. we take it, typically within a week, have a conference call with the police department to discuss more details about the crash, such as where it happened, what were the various parties doing, direction of vehicles, and those kind of details that help us identify exactly what the cause of the crash might be and what we can do to address the problem. we also contact other agencies that might be involved. fatalities can happen on such routes such as caltrans, so we contact all the relevant agencies such as sfpuc for street lighting and civil engineering for other issues such as tree issues. once our evaluation is completed, we will try to make short-term improvements as quickly as possible, and if there are long-term improvements, we kind of cue those up by implementing various partners. this is a summary which we have already discussed, but this is

just to recap, we're at ten fatales so far for the year. the fatales that have happened this year, the first one was at visitation and mclaren park. the second crash happened on a caltrans facility, in the district 11. this vehicle failed to yield to a pedestrian that was crossing, and this -- this street already has a pending project to do another set of h.i.p.s this state route, and this will probably not in project and completion in 2019, and the last crash was at broadway near

rock t stockton, and that crash involved a pedestrian crossing the block being hit by a vehicle early in the morning, and that construction was under completion. [inaudible] >> -- such as the broad case, and then, projects that are pending implementation where we have projects that are coming but they didn't, unfortunately, come soon enough for the fatal that happened. this was a picture that we did on manzell, again, this is -- mansell, this is just an indication that this is not a safe place to pass other people. we are looking at more changes along the corridor, but again, this is a project that had recently been completed, so it

had a lot of other projects built into it. like i said, construction can be an issue. this is a case where we worked chosely with public works in the case of the fatality that happened on broadway. we wanted to make sure that the construction was not a cause or a contributing factor to any of the crash details, so public works staff was on the field with police department immediately after the fatality, and i was able to be at the site at well and talk to people about the crash details. so that's the case of a project that is now completed. there was a ribbon cutting yesterday for the broadway project that has additional improvements in terms of pedestrian sidewalk areas. for the second quarter, fatalities included ocean and victoria which we discussed as a senior fatality last week. we are making a series of changes to ocean in terms of signal timing and markings, and based on your request,

commissioner yee, we are also doing a no turn on red for victoria at ocean, so that will be implemented shortly. there was a fatality at 19 avenue and winston, where we visited the site at night where the crash happened and discovered a streetlight light wasn't functioning, so we indicated that to the sfpuc. arthur and cargo way was kind of a case linked to a criminal activity. vehicle ran and crashed into an intersection. we did not feel that there was a lot of engineering things that we could do at that intersection for the crash itself, but we do have a pending project there to make some changes. at 20 and castro was another case of a fatality where a tow truck lost control of a vehicle and it slid into a work site and it killed one of our fellow city co-workers, a very tragic incident.

and this was considered to be a crash, but again, it was more of a work related incident with a tow truck and the work site, so we have not looked at that location for engineering changes, but instead, other parties are following up, including the parties that investigate the tow truck and the work site conditions. and the embarcadero and sansome, this involved a pedi cab driver being hit by a motorist in a corridor that was under study for cycle track and other. . s and staff has also gone out to the site and looked at other things we can do, shorter than the long-term projects. and finally, the fatalities that happened in july, a fatality happened at 16 and mission, where a pedestrian was walking midblock and was hit at mission. we are doing some changes at the intersection of 16 and mission in terms of extending a

transit bulb. we had already done a red lane project on that street. and then, finally, the crash we had just discussed with caltrans at 36 and sloat, where caltrans the prior week had activated a new h.i.c. beacon, and the pedestrian was crossing the street. >> supervisor yee: okay. thank you very much for your presentation. by the way, i'm really happy that we have this response team that's been created so that the different departments can actually share the same information and data and do the analysis together because it seems like in the past, there's been a lack of coordination. from your presentation, i can see that you're doing a lot more what we call reactive strategies, i guess, after the fact. and one of the things from even last week that i mentioned is

that we can't forget to also be proactive in trying to get this -- use the information you're getting to look at other situations to say even though it hasn't happened in the particular intersection, let's be proactive and just go ahead and do the -- whether it's engineering projects to improve the intersections or to put a signal or whatever, you know. i think those are important steps that we take. thank you very much. >> yes. i was to emphasize that my presentation is purely focused on a reactive part of the work we do. i think it's important, but obviously, the agency and the city are also working on a proactive basis to look at where could the next fatal happen, install traffic signals, signal beacons, additional markers, regulations. we're retiming the entire

downtown area, and we're looking at what additional safety recommendations we can do. there's a very proactive component as well, and whatever lessons we learn from the crashes, severe and fatal, we also try to extrapolate and figure out how can we learn from these so they don't repeat themselves and apply them in a proactive fashion where they don't happen again. >> supervisor yee: thank you very much for your work and your presentation, mr. oleja. >> thank you. >> supervisor yee: any public comment on this item? come on up. >> thank you. kathy deluca. we know that vision zero is just bigger than responding to individual crashes but it matters to people who are

impacted, to communities who are impacted, so i just want to thank the sfmta for their quick work and responsiveness. >> hello. commissioners. my name is kristin lecke. in the days following the hit and run on the embarcadero, i was regularly in touch with people who new kevin manning, the pedi cab operator who eventually passed away from injuries from the crash. i am concerned about the people who are impacted by these traffic collisions are not yet being supported. in the days following kevin's death, we were immediately working with his close friends and family for a ghost bike memorial event. where was the c.r.t. then? then, we turned out for an m.t.a. board meeting. while we appreciate the condolences from director ed reiskin, there was no mention of the rapid response team or the results of their engineering team to bring near term improvements to the

embarcadero. time and time again, it is instead up to the friends and family who are grieving after loss to push for more. on behalf of our 10,000 members, we urge the city to do more and to do it faster. if even the loss of life isn't enough for immediate street safety improvements, our city is failing our people. commissioners, thank you again for bringing this to the attention and let's keep pushing our city departments to do more. thank you. >> supervisor yee: thank you very much. any other public comments on this item? seeing none, public comment is now closed. any othermen comments, colleag? seeing none, then, this informational item -- let's move quickly to item six. >> clerk: item six, update from vision zero community groups. this is an information item. >> supervisor yee: miss deluca. >> good morning, noonish, good afternoon. good afternoon, chair yee, and

commissioners. i am kathy deluca, the project coordinator for walk sf. so first, i'll start with the senior and disability work group. so this group forms in -- formed in 2016, and ad vocates from several departments came together and decided we needed to do something. it wasn't okay that two was killed. we knew that market was a high injury corridor. so we quickly formed this group, and we actually rallied together and made some changes. we were able to get leading pedestrian intervals on market street after we joined

together. we got better turn restriction signage because we know on the safer market street project there are a lot of turn restrictions, and is it ae confusing -- and it's confusing, and we were also involved in the city driver training, so we've been getting a lot of good things accomplished together. the city has been putting in a lot of protected bike lanes, which is really good, but there are a lot of consequences, and so we got a group together to talk about this. basically, when you have protected bike lanes against the curb, you lose access to the curb, so folks who used to pull up to the curb and get out on the curb, which is really important for seniors and folks with disabilities, that access is gone. and now if you're getting out from the curb, you have to cross a bike lane.

so we wanted to really talk about this and make sure that improvements that are really important for bicyclists that should happen could also work for seniors and people with disabilities. so we had a big workshop in march. we invited city staff from all different agencies, advocates, consultants, and we even had folks from oakland department of transportation come. and we had a great day really opening up this conversation and talking about the challenges that these communities face and coming up with solutions. so -- and i just wanted to give you a few examples because i think visuals help kind of understand what we're talking about. so when we have transit islands, when the bike lane's against the curb, and we have a transit island, it could be harder fore people with disabilities and seniors to get off the island. is it a ramp and only on one end of the island? that could be difficult for seniors and person with disabilities. if you're blind or a person

with low sight, and you're used to going to the curb to find your bus stop, and then somehow the bus stop moves out into the street, how are you supposed to find out where that is? so we were talking about how can we make this work? we talked about sidewalk level bike lanes, which is the city is planning in some of our corridors, which again for seniors and people with disabilities there are a lot of concerns with that mixing. we know that those people are more at risk if they're in crashes, so we talked about how to design these so that they were safe. floating parking. so if the bike lane is protected by parking, this is -- this is causing all sorts of challenges for folks with disabilities and seniors. so again, you used to be able to step out of your car onto the curb, but now you're stepping out from your car into this hatched zone. so sometimes folks find that hatched zone isn't big enough to get your walker or stroller

out. sometimes instead of, again, you used to be able to step right onto the curb. now you have to travel down this zone and try to get onto the curb which is a longer distance to cross. and the group also found there were few you are accessibility parking spots. we could go into this forever, and i like to -- oh, again, post protected bike lanes, just an unintended consequence is how are folks who need to get to a destination right at that location accessing it? it's blocked now. so we had this great discussion where we talked all of these -- these problems out, and we came up with a handful of solutions. and so the group really talked about hey, if we had raised crossings across the bike lanes, that would really help pedestrians be safe and visible. if we had really visible and predictable crossings, that's going to help people find these transit islands.

universal design was talked about a lot, which is just making sure a street -- a design of anything, street building, works for everybody, so we talked about that. the group also -- you know, we tried not to get mired in write offs, so this group just thought we needed more space for people. and then, flexible designs where you can try things -- this was a short-term low case transit island that the city put in, and trying these out and seeing how they work. and finally, the group found the need for multiple access and crossing points. sometimes the island is really long, and there's only one ramp at the end. so that is a ton of info -- okay. that's a ton of info, but i

skbru just wants to raise this info because i don't think the group was talking about it, and we want to make sure that vision zero includes everyone. we're continuing this conversation, and the senior and disability work group is -- we're actually going to form a temporary design review group with the city to make sure we're looking athe some of these new designs and really getting some standards down that will work. we're also going to be putting together a toolkit with all the information that's easy to digest that we can handout and share with other cities because we've gotten input from other cities because it's really not happening elsewhere, so that's the power of this group. >> supervisor yee: could you remind me this group, when did it finish meeting and come up with these solutions? >> these -- so we met -- this charrette, this workshop was in march. so we have been meeting with the city since then to figure out next steps, and then, we

recently decided to form the design review group, and so we're still working on this toolkit, too, so we're going to get that done in the next month or so. so that's kind of a lot of information for you about the senior and disability work group. we're going to keep working on the protected bike lane work because we're not done yet. and then this year, we're going to work on safe streets for people with disabilities. we love the safe streets for seniors program, and we really want to see an equal focus on folks with disabilities. so that is the first group that we are fortunate to be involved with. the other group is near and dear, i know, to supervisor yee's heart, san francisco and bay area families for safe streets. so commissioner stefani, i don't know if you've had a chance to hear about this group yet, so i'm excited to get to tell you about it. so walk sf has the great privilege of working with this group and supporting this group, which is why i'm here to tell you about it. so sf bay area families for

safe streets is a group of people who have survived crashes or who have had loved ones who had have been in crashes or loved ones killed in crashes, and they came together to basically support each other and advocate to the end of preventible injuries and deaths on our streets. so they're an amazing group of individuals, super inspiring. here you'll see one of our members. elvin lester, speaking with acting mayor breed in the beginning of the year to really announce that vision zero victory last year. this group has accomplished a lot in two years. they formed two years ago, and then, subsequently put an event on in 2016 and 2017, and every year, participation has just gone through the roof. so really great way to raise awareness of this problem.

last year, we were super excited, our members -- so we're a bay area wide group, not just san francisco. some of our members live in san jose, and they lunched their first day of remembrance in san jose, so we're really excited to continue that again this year. automated speed enforcement, which we all know about. this group, san francisco bay area families for safe streets was the heart behind getting this bill to sacramento, was the heart of getting this bill sponsored and the heart of getting this bill the furthest any bill has ever gotten for automated speed enforcement. they haven't given up. they're going to keep meeting with folks and keep testifying and keep working so that no one has to die from speeding in this city. they worked a lot with the department of public health on a traffic fatality response protocol. it's not the one that ricardo was talking about. that's the rapid response. this is when a traffic fatality happens in san francisco, this

is a protocol that all of our city agencies work to come together to basically make sure when someone's killed in a crash, there's a quick response, tfamily gets sort of a -- not sort of, gets a quick response. a lot of times, the victim gets blame. they should have had a helmet on. that sort of language does not work for people suffering trauma, so the families were able to work with city agencies, talk to the police department, talk to fire, talk to the department of public health, and the city respond does with this amazing protocol, which i think is really a model for the whole country. the group has been involved with ad campaigns with the sfmta and john knox white, to really spaed awareness of traffic campaigns in our city. we had our first retreat this

summer where we came together and stepped back and start today do some planning, so that was really exciting. and then finally, just last week, the group won the golden wheel award from the san francisco bike coalition which was a really big honor and big deal. so i will end by telling you what we're going to do now. they're going to go to new york in december for the nshl bike cities conference. we're planning day of remembrance, which will be november 18, and we're hoping you'll all join us, and we're doing a lot of foundation building for the group. we kind of got out of the group really quickly with a.s.e., and now we need to step back and get some things in place. but we're really strong and really excited, and so i hope that the group can come -- i hope some members can come and meet you all. it's hard. some of the members have full-time jobs and they don't live in the city, but i hope you can get to meet some of them in person because i'm just

a full-time representative. so that's all. thank you. >> supervisor yee: thank you for your presentation and any questions? seeing none, any public comments? >> hello, again. i'm kristin lecke from the san francisco bicycle coalition. i just want to take a minute to thank walk sf and the working group for the great charrette they held this past march on how the city can design bike lanes that are safe and accessible for all pedestrians. through my own work to extend healthy saturdays year-round, i've been lucky enough to work alongside rec and park and the mayor's office on disability in regards to access ibltiblity --

accessiblity issues in the park. we're very excited to be a part of these conversations and we look forward to making more spaces accessible for all ages and abilities in the city. thank you. >> supervisor yee: okay. any other public comment on this item? seeing none, public comment is now closed. i -- oh . okay. so the recommendations from the disability community, i know you're putting it altogether, and i know at some point, the -- i guess sfmta would look at it, but in our next meeting, i want to make sure it's on the agenda that we get a response in terms of what has -- how

sfmta will be utilizing some of these recommendations and -- and whether or not there's a plan to move forward with some of these recommendations. so that should be on our next agenda. okay. thank you very much. so this information item, can i have the item number seven. >> clerk: item seven, bold ideas update and next steps for action strategy. this is an action item. >> supervisor yee: bold ideas. >> good afternoon. my name is ryan reeves. i work at m.t.a. at our vision zero program lead. i'm going to talk to you very quickly because i know we're the last item about a recent workshop we held for the bold

ideas and how that feeds into the next action strategy that we're developing. so we held this some response to the vision zero coalition as well as supervisor yee's office to really think about the longer plan for vision zero. our goal was to talk about what else we needed in the city to really move the needle beyond -- move the needle for vision zero. we had more than 70 people attend, including about half representing community groups or advocacy organizations, and we also offered a scholarship or a stipend for people who wouldn't otherwise be able to taebd to increase our -- attend to increase our outreach and participation. these are long-term initiatives that we want to advance that might have significant political challenges, perhaps

have high costs, perhaps are equity concerns to really think through carefully or might require legislative changes to achieve. so these are the six bold ideas that were elevated by our community groups who attended the workshops, and i'm just going to briefly go through these. we also have a report in more details that we can share with you. so the first is this idea for major street redesign is that we could really continue to do these even more transform ative projects as part of a larger citywide conversation about a lot of the tradeoffs that tend to hold us back. in terms of high visibility community engagement, so this is really thinking about a culturally per sesive marketing campaign about behavior change? think about something like an antismoking campaign. something we've been thinking about is how we can get our

vision zero out more on an informational level? how can we really extend our marketing and -- excuse me or education and outreach to really reach the broader bay area. for automated enforcement, this is building not only on automated speed enforcement but also thinking about enforcement opportunities for things like illegal turns? so this is something that would require legislative change for us to pursue? curb side management, so this is really about how we are currently using our curb space and are we really reflecting the flexibility of the needs of the curb that we're seeing today for pick ups and drop offs? again, this would require a larger city conversation around parking relative to other needs in the kmubt. the next one is about changing urban speed limits?

so this would involve legislative change that would allow you to change the methodology in terms of how we set our speeds, and it would reflect safety and mobility goals a little bit more than our current methodology that we're authorized with? so again this is something that would require political support and legislative change. and this last one is pricing, which is really a demand management strategy that has potential cobenefits for safety? and they're really opportunities to think about this beyond just a citywide pricing strategy but also like a quarter pricing or pricing for emerging mobility services. and so we would need a citywide conversation on the value of doing something like this. so this is just the beginning of the conversation, and these are the gold ideas that community and citigroups at our workshop really elevated that they're looking at us to think about more. so in terms of how theed bold

ideas feed into our next action strategy, we're developing that to release in march of next year as a policy platform for some of these bold ideas. so our first action strategy in 2015 really laid what the vision zero and established public safety as a public health crisis. in 2017 we moved beyond the five e's that are defined at safety and started thinking about vision zero as a safe systems approach? and now we see this next action strategy as a real opportunity to elevate these bold ideas as a policy platform. so just at a very high level, some things that we're envisioning that would be different. again, this policy platform for our leaders to think about at our next meeting, what can we think about pursuing. synergy is thinking about the cobenefits that we need to achieve our other citywide

goals to really accomplish and achieve vision zero. within safe streets, we really want to emphasize engineering aspects, and so thinking about how do we link more of our capital improvement program into our action strategy. lastly, for safe vehicles, our current action strategy is really focused on city fleet, and we've seen with all the emerging mobility trends that we really want to better address how we're going to think about autonomous vehicles and other emerging technology. and across all of these, we will continue to have a strong focus on equity as a core principle. so we're currently in our outreach process for action strategy, and we'll be developing content in the fall with the goal of releasing in

march of next year? and for my last slide, i just want to briefly highlight some of the outreach that we've been doing? so we had a workshop yesterday with the community? we had about 70 people attend a four hour workshop to talk about the new ideas and the things that are important to them as we move forward? we're going to be holding something now that we're doing that we're calling coffee talks in your districts as well as across all the districts in san francisco to really go to the community and to the public to make sure that they are engaged -- people who aren't otherwise to spend half a day with us to talk about the action strategy? so we're going to places like senior centers, food pantries, to really get that input. so we really want to make sure in this action strategy, we're reflecting what we've heard from the community? and we look forward to sharing more with you as we move through the outreach process. thank you. >> supervisor yee: thank you.

could i ask, with the strategy -- not the congestion, but the one before that, with the -- >> yeah, the speed limits? >> supervisor yee: the speed limit. what was the thinking beyond that? >> i -- i think it was -- just from what we heard, being able to reduce speeds across the city, and there's been some state legislation that would look at changing the methodology in terms of how you can set speeds to better reflect safety? that state legislation has changed a bit in terms of the scope, and it's now being proposed as a state task force to sort of explore these issues more? so we don't see the actual legislation moving forward in its original state, but it's an opportunity to really think at a state level of how do we

better think about safety in terms of setting speeds. >> supervisor yee: what's -- what are our restrictions for setting speeds in san francisco? i know -- >> [inaudible] >> supervisor yee: i know if it's caltrans or whatever, it's a little more difficult. it took forever to slow down monterey boulevard, but we were eventually able to do that, and we were able to do the school zones to be 15 miles per hour. is this something that the state controls or can we just lower speeds? >> hi, commissioners. i'm an engineer with the sfmta. currently in the state of california, we're required to follow the provisions in the california netcd for setting speed limits based on the 85th

percentile of flee flree flow traffic, so our hands are kind of kind of tide when it comes to reducing speed limits. we typically do a speed survey, we sample 100 vehicles in free flow conditions, we take 85th percentile of that speed, we then round up our down to the nearest five miles an hour increment, and we can typically reduce that on things such as land use, population density -- we typically take that reduction in all studies that we do given the land use and density in all areas of the city. >> supervisor yee: so i think i heard that same explanation for monterey boulevard in which they originally said they couldn't slow down because they tested it, and it -- are there waivers to that or is it just just

you have to follow that particular requirement area? and then, the question i have, i don't know if you mentioned this, but london, the city of london is exploring or maybe implemented for the city core area, central area, that they're going to slow their traffic down to 20 miles per hour, so is that something that we're thinking about for san francisco? at least, if not everywhere, i mean, in the core area of the downtown and financial district and so forth? >> i can answer your first question. in terms of waivers from the 85th percentile, speed seeding methodology, we can arbitrarily set lower speed limits, but they're not enforceable through electronic means, meaning sfpd cannot issue citations using

lidar or radar if there's not a valid 85 prs tile speed survey. in terms of -- i'll turn the mic back to ryan in a bit, but in terms of setting speed limits as part of our north of market and south of market retiming project that ricardo was describing earlier where we're retiming about two thirds of our signals citywide, we are typically lowering it to 20 miles an hour, so we are trying to do as much as we can under the legal framework that we operate under. >> supervisor yee: thank you very much. >> on your second question, it's not something we're currently exploring that i'm aware of. i think this bold idea that we heard from the community groups is really just about changing the methodology to give us more flexibility and better reflect safety as a real goal in