areas perpetrated for something else. >> i'm here with john francis pavement to parks manager and this parklet on van ness street first of all, what is a parklet and part of pavement to parks program basically an expense of the walk in a public realm for people to hang anti nor a urban acceptable space for people to use. >> parklets sponsors have to apply to be considered for the program but they come to us you know saying we want to do this and create a new space on our street it is a community driven program. >> the program goes beyond just parklets vacant lots and other spaces are converted we're here at playland on 43 this is place is cool with loots things to do and plenty of space to play

so we came up with that idea to revitalizations this underutilized yard by going to the community and what they said want to see here we saw that everybody wants to see everything to we want this to be a space for everyone. >> yeah. >> we partnered with the pavement to parks program and so we had the contract for building 236 blot community garden it start with a lot of jacuzzi hammers and bulldozer and now the point we're planting trees and flowers we have basketball courts there is so much to do here. >> there's a very full program that they simply joy that and meet the community and friends

and about be about the lighter side of city people are more engaged not just the customers. >> with the help of community pavement to parks is reimagining the potential of our student streets if you want more information visit them as the pavement to parks or contact pavement to parks at sfgovtv.org >> i view san francisco almost as a sibling or a parent or something. i just love the city. i love everything about it. when i'm away from it, i miss

it like a person. i grew up in san francisco kind of all over the city. we had pretty much the run of the city 'cause we lived pretty close to polk street, and so we would -- in the summer, we'd all all the way down to aquatic park, and we'd walk down to the library, to the kids' center. in those days, the city was safe and nobody worried about us running around. i went to high school in spring valley. it was over the hill from chinatown. it was kind of fun to experience being in a minority, which most white people don't get to experience that often. everything was just really within walking distance, so it make it really fun. when i was a teenager, we didn't have a lot of money. we could go to sam wong's and get super -- soup for $1.

my parents came here and were drawn to the beatnik culture. they wanted to meet all of the writers who were so famous at the time, but my mother had some serious mental illness issues, and i don't think my father were really aware of that, and those didn't really become evident until i was about five, i guess, and my marriage blew up, and my mother took me all over the world. most of those ad ventures ended up bad because they would end up hospitalized. when i was about six i guess, my mother took me to japan, and that was a very interesting trip where we went over with a boyfriend of hers, and he was working there. i remember the open sewers and gigantic frogs that lived in the sewers and things like that. mostly i remember the smells very intensely, but i loved

japan. it was wonderful. toward the end. my mother had a breakdown, and that was the cycle. we would go somewhere, stay for a certain amount of months, a year, period of time, and she would inevitably have a breakdown. we always came back to san francisco which i guess came me some sense of continuity and that was what kept me sort of stable. my mother hated to fly, so she would always make us take ships places, so on this particular occasion when i was, i think, 12, we were on this ship getting ready to go through the panama canal, and she had a breakdown on the ship. so she was put in the brig, and i was left to wander the ship until we got to fluorfluora few days later, where we had a distant -- florida a few days later, where we had a distant cousin who came and got us.

i think i always knew i was a writer on some level, but i kind of stopped when i became a cop. i used to write short stories, and i thought someday i'm going to write a book about all these ad ventures that my mother took me on. when i became a cop, i found i turned off parts of my brain. i found i had to learn to conform, which was not anything i'd really been taught but felt very safe to me. i think i was drawn to police work because after coming from such chaos, it seemed like a very organized, but stable environment. and even though things happening, it felt like putting order on chaos and that felt very safe to me. my girlfriend and i were sitting in ve 150d uvio's bar, and i looked out the window and i saw a police car, and there was a woman who looked like me driving the car. for a moment, i thought i was

me. and i turned to my friend and i said, i think i'm supposed to do this. i saw myself driving in this car. as a child, we never thought of police work as a possibility for women because there weren't any until the mid70's, so i had only even begun to notice there were women doing this job. when i saw here, it seemed like this is what i was meant to do. one of my bosses as ben johnson's had been a cop, and he -- i said, i have this weird idea that i should do this. he said, i think you'd be good. the department was forced to hire us, and because of all of the posters, and the big recruitment drive, we were under the impression that they were glad to have us, but in reality, most of the men did not want the women there. so the big challenge was constantly feeling like you had

to prove yourself and feeling like if you did not do a good job, you were letting down your entire gender. finally took an inspector's test and passed that and then went down to the hall of justice and worked different investigations for the rest of my career, which was fun. i just felt sort of buried alive in all of these cases, these unsolved mysteries that there were just so many of them, and some of them, i didn't know if we'd ever be able to solve, so my boss was able to get me out of the unit. he transferred me out, and a couple of weeks later, i found out i had breast cancer. my intuition that the job was killing me. i ended up leaving, and by then, i had 28 years or the years in, i think. the writing thing really became intense when i was going through treatment for cancer because i felt like there were so many parts that my kids didn't know. they didn't know my story, they didn't know why i had a relationship with my mother, why we had no family to speak

of. it just poured out of me. i gave it to a friend who is an editor, and she said i think this would be publishable and i think people would be interested in this. i am so lucky to live here. i am so grateful to my parents who decided to move to the city. i am so grateful they did. that it never >> hello, i'm the deputy assistant manage and project manager for the control system bureau i consider any department as my extend family i know every member of my department the folks are that that talented and skilled and have their credentials since the people in the site are coming to before

they're put in operation it's a good place to visit we share information and support each other the water system is a program we got 26 national level with regards because of the dedication of any team the people are professional about their work but their folks they care about their community and the project i did this is a great organization with plenty of associations in you work hard and if you really do your job not only do you enjoy it but the sky is the limit we had a great job

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>> all right. let's get started. the meeting will come to order. this is the regular meeting of the vision zero committee meeting for tuesday, july 31, 2018. i am supervisor -- i guess i'm a commissioner. i'm commissioner norman yee, and i will be chairing today's meeting. i am joined by commissioner aaron peskin and commissioner kathrin stefani will be joining us in a few minutes. the committee clerk is albertoquintanilla, and the staff would also like to acknowledge the staff of sfgov tv who record each of our meeting and make the recordings available on-line. mr. clerk, do you have any announcements? >> clerk: no announcements. >> supervisor yee: okay. we have to silence our phones

or anything? our cell phones? before i call the first item, i want to say a few words. the vision zero of the transportation committee meets quarterly, but recently, there's been a gap of -- with meetings, so i'm happy to be back on track for the new fiscal year, and hopefully, we'll just get back into our quarterly meetings and be a lot more productive in the coming years -- or coming months. then, vision zero's not about bulb outs and red curbs. vision zero is about, really, people in this case. all san francisco residents and visitors have the right to transverse our city safely as a pedestrian, a bicyclist, a motorist or on public transit.

i look forward to the updates that's going to be presented this -- this morning in our future meetings, also, and want to ensure that actions -- action items will be presented in the future. today, we won't have any action items, but i think we're going to try to start moving into a direction where we actually, in this committee, look at what possibilities there are to move agendas. so mr. clerk, please call item number one. >> clerk: item one, roll call. commissioner peskin? >> supervisor peskin: present. >> clerk: commissioner peskin present. commission stefani? stefani absent. commissioner yee? >> supervisor yee: present. >> clerk: commissioner yee present. we have a quorum. >> supervisor yee: there doesn't need to be a motion on

roll call? >> clerk: no. >> supervisor yee: i didn't think so. so call number two. >> clerk: number two is approve the minutes of the last meeting. >> supervisor peskin: pursuant to public comment, i would move to approve the comments of the april 22 meeting? >> supervisor yee: okay. is there any public comment on the minutes? seeing none, public comment is closed. >> clerk: the roll call for the first action item. >> supervisor peskin: we can do that in committee, but i guess under the rules of the state of california by -- >> supervisor yee: i will do that to make the state happy. roll call, then. >> clerk: yes. on item 2, commissioner peskin. >> supervisor peskin: aye. >> clerk: peskin aye. yee? >> supervisor yee: aye.

>> clerk: yee aye. we have approval. >> supervisor yee: can we call item three? >> clerk: item three is information item. >> supervisor yee: okay. we will have a presentation. >> good morning, commissioners. thank you for having us. i'm hava cronenberg. commissioner yee, i think it's been about nine months since we were here, so i'm going to go through beliefly some of our current statistics about vision zero and the progress we've made on our current action trot gee. very high overview. i know we have a packed agenda, so i'm going to move quickly.

we report to you, as well as our committee -- community and committee vision zero task force, which has been meeting quarterly quarterly. i know you've seen this slide, but this is our fatality report from 2017, which was our least deadly year in san francisco recorded history, with 20 fatalities. pedestrians of those fatalities were still overrepresented, so we have a downward trend. motorists still continue to be overrepresented, and bicyclists as well. just looking through midway through this current calendar year, we're continuing to trend

lower on average, but we still have eight recorded fatalities this year. we're hoping to see a downward trend as the year continues. really important, and again, thank you, commissioner yee, for calling our hearing about older adult seniors, pedestrians, people we always see overrepresented in our fatales are older people in san francisco because they are less likely to survive a crash. we continue to see trends on the highway industry next work, which is the very high number of streets, 13% of our streets that represent 75% of our fatales and severe injuries. so just to talk about some of the highlights of our safe streets program, there's going to be really great, stunning pictures come up. we had over 500 measures installed in 2017 citywide to improve safety, so that can

include refreshing a crosswalk or installing a signal. and on the linear side, 56 new miles of safety treatments citywide, and 20 specifically on the high injury network, so we're doing work both citywide and addressing our most critical streets. so these are going to be alphabetical. here, we have 7th, which now has a great protected bike facility. 8th, which had two different phases, both of which are now complete to construct a protected bike facility. turk was a tremendous win in the tenderloin. we've had some really great feedback from our police department as well as our community, so the current senior center has written letters of thanks. this is working -- this street is now working better for everybody for all sorts of reasons. down in our outer

neighborhoods, new speed humps, new safety areas for people who are getting into the park in mclaren, upper market, which is one of our new bike routes, we're continue to look at loading as we work with the merchants on market. diverter on scott street, refreshed paint, refreshed crosswalks, and this was a collaboration with the public utilities commission, so we also have stormwater infrastructure. coming up, now a ten-year-old project, masonic, which is fully green, tremendous improvement for streets that had some tragic fatalities on it years prior, and we hope to see a large improvement and

positive feedback from the neighbors on this project. looking ahead, so currently where we're working here in 2018, we still have a -- 13 miles of improvements planned in the hyde street corridor. i think that shows your strong commitment and our city's strong commitment to this program. how did we pick these projects that are coming up? it's really the focus again, on that high injury network. we're building on the planning efforts completed by the planning department, the transportation authority, and our own group how we're pivoting to the next step for projects. we don't just build something, we hope there's been a strong planning effort prior. we're working both end quarter levels s levels and in areas. so currently we have a community based transportation plan starting in the bayview to

hear more from that community in terms of what they're interested in seeing in terms of safety mobility and all improvements. and as we do install legislate long-term quarter projects, our goal is to immediately put in safety projects commendsurrate. the real goal about vision zero is to think synergistically how we have all those other goals. how do we address vulnerable populations in particular. are we ensuring we have work at the citywide level, are we being responsive to the kind of constituent requests that we're hearing? for instance, resiliency is something that's now really important, as we see the

effects of climate change, so how are we thinking about safety and making our street ready for sea level rise at the same time. and lastly, incredibly important is affordability. so we're partnering with housing grant to have commensurate street projects go in. our education and enforcement programs, i hope you've all seen these bright yellow signs up everywhere. the district attorney did speak at our last meeting a week ago, so we now have a program on senior safety from the district attorney's office? we've been working hard with the motorcyclist's community because they're overrepresented in our deaths. recently won an award is our campaign on motorcycle safety? additionally we have a distracted driving campaign which is supported by our

traffic company? we have a street team which i hope you've seen at sunday streets or any other community fair or event that are in your neighborhood, but it's engaging people on the topic of vision zero and asking citizens to just think about how streets are in their neighborhood and what they can be doing to contribute to the safety of that street? and they've reached thousands and thousands of san franciscans. on our data systems side, very nerdy, but very important. we continue to refine the collision data that we're getting, and we continue to be nationally noticed in this area. i hope to embarrass my colleague megan weir. she presented at a federal function about the safety data that we collected especially since we joined our hospital and collected data from our hospital about injuries? important to you as commissioners and the supervisors, we need to pursue a legislative agenda in addition to all the work we do here in the city and county because we have goals that we cannot do without some changes

to our legislation, and so unfortunately, i think most of us know that we weren't able to pursue the automated speed enforcement in the assembly in our last session. there are some priorities that include the vision zero task force, and we're hoping that we can use all these new efforts as new bills get submitted in january to spring board or speed enforcement campaign in addition to any other legislation that we see as a city is important for us to pursue our vision zero goals. so that is very brief. any questions? i know that we have a lot of speakers behind me, so i don't want to take up too much of their time. >> supervisor yee: i guess, just going back to the automated speed enforcement piece, what kind of new strategies have we been thinking about to actually, you

know, have a change of direction with the state legislation? >> i think we're definitely going to take the feedback we got about where this was opposition? i think a strategy we've talked about sort of broadly is how do we work with the committee members and family in those committee members' districts who have the ability to vote up or down on the speed enforcement campaign? i don't think we've quite put the full strategy together and i'm hopeful to work with you and your office and our legislative team to help fo formulate that? i'm going to say it's not quite there yet and we're taking input on that as we speak. >> supervisor yee: we would love to be active on that effort and hopefully, we're reaching out to families for safe streets to be part of that strategy. >> yes, definitely. >> supervisor yee: okay. thank you. any other questions? okay. next presenter.

>> thank you very much. >> clerk: item four, highlights. >> supervisor yee: oh. >> clerk: sorry. public comment. >> supervisor yee: this is part of item three, i think. >> clerk: excuse me. >> supervisor yee: good morning, commander. >> hi. i always need help with these things. all right. from our last meeting, there's a -- there were questions about the causes of the collisions as well as the times, and so we

looked at -- at those -- those things and came up with some numbers for 2014 and 2018, and if we can get the slide up. i mean, you look at this slide, we combined some of the vehicle code violations into -- into one, and i can give you those if you'd like. we broke it down into miscellaneous. there were four collisions under vision zero foreseen i don't remembers, one was unsafe backing, one was on the wrong side of the road, bicycle riding against traffic and then being hit by a vehicle, and then a solo vehicle collision, unsafe turn and collided with a parked vehicle. that would be the miscellaneous side. and then, we have two d.u.i.'s,

driving under the influence, five red light violations, one speeding violation. and then, pedestrian in the road way, there were nine. and then, failure to yield to pedestrians in a crosswalk. the thing that was very glaringly obvious to us in talking with my investigators was the amount of seniors that were in crosswalks that were contacted. they told me when they looked at the cases -- and there's a significant amount -- there's 44 cases between 2014 and 2018, but the one thing that was obvious to them was the left -- left-hand turn, which has always been a conversation with the vision zero partnerships, is that that has been one of the larger causes of these collisions, and so concentrating and looking at that is important. and then, i added fatalities by age groups. so the range, we broke it into 65 years and older.

there are 13, 70 years and older, 16; 80, 14; and then, 90, 1. and then, females are 20 victims, and males, 24. and then, the time comparison that -- that the supervisors requested, this is the breakdown. obviously, after midnight, there aren't a lot of collisions. i believe there's just one, but it's obvious that at 13, between 9:00 in the morning and 12:00, and then, 12:00 to 3:00 in the afternoon is the peak time that these occur. >> supervisor yee: just curious, for these -- these during the daytimes, do you know if the seniors, where --

where they were going or coming from? >> we try to look into that from looking into the cases from 2017 to 2018. those aren't questions we routinely ask, and so that would be a very intense -- we'd have to call a lot of the victims' family members to find that out, but we don't do that in the course of the investigation. it also pertains to the investigation itself. >> supervisor yee: i imagine it's pretty difficult, too. i know, for instance, that one of them that happened recently on ocean, the woman was actually -- it was around this time -- was going to do her laundry, so -- >> yeah. no, the gentleman was going on his daily walk. we know that from home. as far as investigations go, i also wanted to give you the numbers for noncriminal versus criminal cases that we are looking at.

41% of the 44 cases are noncriminal, and the criminal is about 59% that we've actually gone criminal and submitted to the d.a.'s office for prosecution. >> supervisor yee: and how many of these criminal cases were hit and run? >> hit and run? you know, the only -- what i saw was two. >> supervisor yee: only two? >> yeah. the pedi cab was one, on embarcadero. >> supervisor yee: yeah. i have a question to presenters. is there anybody actually presenting on item four for the seniors? because it seems like we're heading these -- the notes, any ways. i don't know who's presenting.

>> good morning, commissioner yee. we had planned for item number four to have commander euens present on the known statics followed by a presentation on the hawk, and then i was going to present a couple slides representing the overview of the hearing. >> supervisor yee: sure. i realize we're hearing some of the information. >> i apologize. we should have had a more formal introduction. >> supervisor yee: yeah. was anybody else -- >> actually, we are planning on turn it over to caltrans for specific questions on the hawk. >> supervisor yee: we're on item three right now. >> we're on item four. >> supervisor yee: so anybody else presenting on item three? okay. then, is there any public comments on item three. all right.

item three is now closed. please call item four. >> clerk: item four, highlights from board of supervisors meeting on senior injuries and fatalities, and recommended improvements. this is information item. >> supervisor yee: come back here. >> good morning again, commissioners. my name is megan weir, and we'll just present a brief recap of our hearing on senior pedestrian safety that we had last week. thank you, again, for -- to

commissioner yee for calling the hearing and bringing attention to this important issue. in the hearing, we briefly provided an overview of our multiagency -- thank you -- collaboration and approach to addressing senior injuries and deaths in san francisco, including work by the department of public health to monitor senior injuries, our outreach to seniors, as well as sfmta. our district attorney's office targeted safety campaign. our police department spoke with respect to enforcement, and also, our interagency coordinated responses to fatalities, both the rapid response addressing injuries and the crisis response, which is an agenda item today, so i'm not going to cover that in this presentation because my colleague will be going into that in depth. briefly, from the department of public health, our safety streets for seniors campaign focuses on education outreach

to seniors and services providing services to seniors and have reached over 1300 seniors to date at 40 locations. i wanted to highlight there's currently an r.f.a. out. an important piece of this multilingual community based initiative is providing grants to seniors serving c.b.o.'s and there's an r.f.a. out right now for another two years of grants to those awardees. we also highlighted a map that my team recently completed, looking at locations where seniors, as well as people with disabilities are injured, overlaid with attractors that senior particularly travel to which included senior centers, libraries, a paratransit locations as well as areas with high densities of senior injuries. we are excited to share this

work to inform a proactive approach to prioritizing investments for seniors. we also talked about sfmta's recent policy change to increase senior pedestrian crossing time citywide and this was in response to a lot of the safe streets for seniors advocates who really helped elevate this issue to the city to helped proactively address signals city -- crossing at signals citywide moving forward. we will be evolving the traffic calming program to address some other locations, including a lot more community engagement. and finally, really, the seniors are the most disproportionately impacted

population for vision zero, particularly pedestrians, so through our education and communication campaigns, how can we raise senior visibility and we're really excited about our senior safety campaign. at the hearing, we also heard a lot from our community stakeholders, including the youth commission, walk san francisco, our senior c.b.o.s that are working in soma, and chinatown, and we look forward to continuing to advance that work in the coming years. >> supervisor yee: so in the other presentation by the commander, she mentioned that there's the issue of the left-hand turns. is there -- are we -- do we have any plans to address that? i mean, now that there seems to

be some data to support that it is a problem. >> i'm so excited that you brought that up. john nexway is leading an education campaign that's going to be focusing specifically on left-hand turns and working with our team at the department of public health on data analysis as well as behavioral psychologists to really take a deeper dive, you know, into what -- what happens with respect to left-hand turns and how vision zero can more proactively address that and i'll look to him to see if he has anything else he wants to ad. yeah, i'm -- add. yeah, i'm sure he'd be happy to answer any questions. >> supervisor yee: tell me about the education piece on this. >> the shore answer is we don't know yet, so we are convening a group of experts in september to look at how we can best communicate with this.

what we do know is left turns are not simply a function of people not understanding the rules of the road but there's a lot going on related to making a left turn. people's sense of self-preservation. the brain often focuses much more on the perceived threats or concerns than let's say the pedestrians who we are obviously very concerned about but our brains can filter that out. so we're looking at how we can communicate and make changes in the environment to address that. but we haven't developed a specific campaign that we'll be rolling out yet. we'll be back later in the fall with a clearer idea of how we're moving forward. >> supervisor yee: so i'm assuming that the focus is on the drivers. >> yes. i -- i would say that the main focus is on drivers, but we are remaining open to -- we're clearly not going to do something that's going to make

it difficult to cross the street, but if there are anything that come out of our analysis that help keep people safe, we would certainly not be closed to the idea of talking to pedestrians, as well. >> supervisor yee: in regards to the -- those incidents, the collisions with the left-hand turns, do we know whether or not these are basically small streets turning into larger streets or larger streets turning into larger streets? and the reason i ask is that if -- if it's the more than two lanes going in each direction, streets that are of concern, that it seems the logical thing to do is put more no left-hand turns or have a left-hand turn signal there. i know it's harder for those

sort of residential streets with those left-hand turns because of the -- it probably doesn't make too much sense. so do we know whether or not, in these collisions, where they occurred? >> not -- not yet. we haven't gotten to that level of analysis of those collisions, but that will be something we'll be looking at. we'll also be going out to some of the higher impact level of intersections and watch what's happening, besides the behavior, what is happening on those -- in terms of the design, absolutely. so next time we're back here, hopefully, we will be able to answer that question. >> supervisor yee: yeah. i personally think those no left-hand turn signals are effective. >> yeah. >> supervisor yee: be only to the drivers but also to the pedestrians. they seem to understand that when this is green, when there's a turn, they don't cross. >> yes. >> supervisor yee: okay.

thank you very much. >> thank you. >> supervisor yee: in regards to -- i really appreciate the -- the effort of extending the pedestrian walk time. how are we doing that? are we focusing on particular intersections or are we going to eventually make this universal for san francisco? >> i'm going to ask ricardo oleja who is implementing that to come up and speak to that issue. >> good morning, commissioners. >> supervisor yee: good morning. >> yes, we are in the process of updating our crossing times for pedestrians. this is the time that the pedestrian count down signal uses to display the pedestrians, and it gives us the current time of 3.5 feet

percrossing persecond, and we'll be using a 3 feet persecond. >> supervisor yee: this is for all of san francisco? >> yes. currently, federal guidelines allow that on a case by case basis, but we decided since san francisco has a senior population present at many intersections, we didn't want to make that distinction, so we're gradually going to be doing that all over the city. >> supervisor yee: and how long will that take to complete? >> when we went from 4 feet persecond to 3.5 feet persecond, that took about eight years, so that was at a time when we weren't doing as much signal timing. i think we'll be able to do that quicker, because we're doing the downtown area as a well, which includes the western addition, north of market, and south of market, which is already about a third of our system. we're working on implementing that change, and looking at major corridors like geary

boulevard to change that, and we are doing that on ocean boulevard and other sensitive vision zero corridors. we'll be able to get there quicker, but i don't have a timeline because it somewhat depends on staff resources and how many intersections are we touching? because each time we touch an intersection, i will make those changes. >> supervisor yee: when can we get a timeline? i know you're saying it depends on the resources. for the resources that we have now, what is the timeline? and then, if we can get additional resources to speed it up. i mean, i won't know if it's worth trying to get additional resources without knowing it's capable -- not you, but if an agency's capable of doing at this point. so with the current resources, how long would it take

approximately, do you know? >> i don't know. we haven't really planned it out. the policy was just adopted, and like i said, the main goal 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