called 31st and judah. eight, which stop has a 350-foot platform? that is right, 1.14 embarcadero. which station has two fully elevated and separate from street level ramps? yes, that is team embarcadero. which station has seated benches , which station has night lighting, which station has realtime communication systems and occurred -- curved rooftop with signage, that is five points for team embarcadero, and a zero points for judah and 31 st street on the end line where some of us live. so let's recap the total here, board of directors. that's ten points for the team embarcadero station and zero points for my world, which is 31 st near judah street. is complete the unsafe. folks, i know you have the plans

, the ability, the technology to build fantastic public platforms for light rail users. i ask that station inequality and this game and not be played anymore. this is not a game. i make it sounds like one. let's invest in my little area of the world. they light rail line on 31st and judah, let it be the template for your and my community's future success. thank you so much. >> thank you. very well done. >> next speaker, please. >> barry toronto followed by herbert weiner and then dave osgood. >> you are like the bonus round to this game show. >> good afternoon. usually i'm not here this much, but i've got little sleep because i can't go home and make the meeting his i'm proud that i can make the meeting and not be too tired. anyway, i want to give a shout out to philip traina. he is the deputy director, he has taken the time to return my

calls, to actually work on the capstans and to take my concerns seriously. unfortunately, first i wanted to say with the help of samantha, and scott lyons, working on this the thing is, kate torren is still living in her own fantasy world, she is still the donald trump of the taxi industry, and i am not saying this lately, because she lied to you, and she lied to us, because at the airport, we're still waiting a long time to purchase a medallion, that is because the business has gone up and they've added more cabs to the pool of eligible caps that can go through the lots more quickly, because later on at night, there are not enough affairs for the number of medallion still showing up at the airport, so please don't remove them, because it is not the impact.

the impact is the number of cabs being added to the pool by the credit union that we were not told about, and you were not told about right away. it's really not fair, and i want to say you should institute -- reinstate -- reinstitute the four day class for the new cabdrivers because they are not educated on how to work the city you would be doing the public a failure -- favor by requiring that four day class again for new cabdrivers, and so i would appreciate that you look at this issue and you also look at how can we restrict the numbers of ridesharing companies on the streets. i know is out of your hands, but if we can work together and figure it out because it is impacting our ability to work the city. >> thank you. next speaker, please. >> herbert reiner -- weiner.

on the 20th of march, i waited a whole hour, excuse me, for the 33 bass. there were no travel tangles, and i didn't know when and where the bus was going to come, along california street where the bus stops have been relocated, and so have the travel panels, they do not work, and it's been two months now, and i've addressed my concern about this, and they stated it was in progress, but there has been no progress about it. i waited for a whole hour. i take the best n.a.c. for -- i take the bus, and i see for. i sent an e-mail to this board, i sent it to the director of transportation, i haven't

received a response yet and i should. you stole an hour of my life and i don't appreciate it. now, riders on munimobile should have the same status that bicyclists have. we are more in number than bicyclists, and we are at least entitled to equity. this is supposed to be a transit first agency, but right now it is transit first, passengers last, and it doesn't take a rocket scientist to realize that we are -- there are more passengers than bikers. you should do something about this. this is supposed to be a transportation agency that is supposed to provide transportation for everyone, and basically, it is stacked against asked -- as, and it has been stacked against us too long. >> thank you very much, next speaker, please.

>> is this on? >> yes, welcome. >> hello, dave osgood. i have not been here before, but i knew mr. torres when i worked -- >> sorry, did you slide something to be seen on the overhead? it is up, very good. >> thanks. i worked with him on this board on a few neighborhood issues back in the day, it is good to see what can. i want to bring to your attention that there is no bike lane on howard street around maine and beal, there was always talk about upgrading a regular bike lane, but there's nothing worse than no bike lane. i don't know if you can see -- >> we have it on her screen, server. >> there you go. there is construction going on in the area now, as you can see

here, they extended the sidewalk out into the street, making the street narrower, great, we seem to be going in the wrong direction here. the problem is there is no bike lane, but there is space. you can see where that white car is, there is no markings, so cars are using it, bikes are using it, our fear is that m.t.a. staff is being very vague about what their plans are here, and it is kind of fishy. they say they will put in a white zone which equates to parking. people park in white zones, and all they say is that as soon as the temporary terminal moves, we will put in a bike lane and parking and it would be be great , but they not specific about when. for all we know, they could be

during a second presidential term, and they refused to give any specifics about priorities. you could go out there and paint the line now, there is enough space, but there is enough space or parking then the bike lane. cricket -- parking is not a priority. if they put in a white zone, you will hear from a lot of us. if someone gets hurt, there will be a really big deal. so please put in the bike lane and do the parking later. thank you. >> thank you. next speaker, please. >> i cabdrivers. i would like to the airport policy. by adding those 100 sexy cabs, you sabotage your own program. i have not waited at the -- by

adding those 100 cabs, you sabotage your own program. when i have -- i go and check out that lot, and it is still saying that the purchase medallions -- you really need to go out there and look at it and see the configuration. the purchased medallions are in this thing that they called a wiggle, and it is fathomless. they are waiting, i think everybody is waiting there an average of two hours, probably on average, so nothing has changed, nothing has changed, and i don't think the program will advantage the medallions to pay off the loans. you have just sabotaged your stated goal, which was that, also, i watched the hearing last week about the bike lanes, and what was addressed a lot was there's too many cars in the city, but what wasn't addressed is the element in the room that studies have been done and reported from your agency because most of those cars are

at see, so i also -- barry commented too, how many of these cyclists take cabs where the bus , or do they take the tnt when they're not writing their bike, i also want to thank philip, because we have two new transit stops. i'm so excited because we got one at fisher ' worth, and it is good visibility, and if we can enforce them and keep them out, that would be great. and the second, they moved it to the other side of third street over by the doughnut shop, which is much easier for people because they don't have across the street that way. thank you. >> thank you for the feedback, and we are excited about this cabs stance and we'll count and you guys to give us and staff feedback on how they're working, that will be very helpful. thank you so much. any further public comment on

items not on the agenda? seeing non, public comment disclosed and we'll move onto item number 10. >> item ten is a consent calendar. i have not received any requests to sever any of the items. >> two weeks. i probably just jinxed it. consent calendar? please -- is there a second? any opposed? that is a true consent calendar. >> item 11. >> item 11 is presentation discussion.

>> i'm here to give you an updated medicine the questions you ask on our ability to accelerate projects and turned hours straight our service available of ending traffic accidents. >> we need to get through our approval process faster and service of getting those projects on the ground faster.

i will take a second to explain how we got to where we are now? dr. vision zero in 20. we recently adopted the vision zero to your action strategy which looked at a wide range of activities from specific deliverables smart goals for actions all the way up to big transformative policies that would require state legislation. at the same time, we have had to officially nine fatalities this year including the basic old -- bicycle fatality and a pedestrian fatality. they underscore the need for quicker action in one particular area of the vision zero work program, which is engineering improvements to the streets. and this board and mere breed have it put that challenge in writing. the high injury network remains our guiding data framework for how we think about prioritizing our investments and where we

spend the dollars that the voters have given us and that this board has approved to use to improve our streets. in the 2019 strategy, we committed to a few specific things, 8 miles of high-impact travel lanes, bike lanes, bus lanes, things that encourage not just a safety, but encourage the moche after we will need when we reach vision zero. we promised to reduce our project delivery timelines, and we promised to get near improvements for the entire high injury network and the next five years. you asked us to say, look at the high injury network and tell me which are the most -- which of the streets that have the most likelihood of fatalities and serious injuries recurring, and to prioritize our resources immediately and not spend capital dollars a few years over long the road, again -- get out there right now and make changes first i will give you a quick

summary of the streets that are at the very top of the top. we have a high injury network, 130 miles, but obviously not every street in the network is equal in terms of -- of its rate of fatal and serious injury crashes. these are the ten streets that come to the top. and as i go through these, you will see that for most of these, we actually have a project under construction or recently completed with a couple of really important exceptions. sixth venice, market hide, gary, pulp, mission, broadway and masonic. for every street on that list, this board has taken an action the last five years to legislate major changes to traffic and parking so we can undertake a major b. construction of the street.

again, you asked us how do we get to those streets faster, how do we make sure we get to all of them before our 2024 goal? so the next map i've got here is -- shows the projects that are in design, completed, or in planning right now on the high injury network. this is a zooming of the northeast corner of the city where the recorders are most concentrated, these are streetscape projects or we have major parking and traffic changes. we also have a map, this is the whole city, again, zoom in on the northeast corner where we are making signal upgrades. places where we are changing to signal timing in -- and ways to separate vehicles from pedestrians, separate turning vehicles from pedestrians, introduce signal strategies to reduce the speed of traffic and exposure of pedestrians. so that, again is a wide range

of projects, some of those projects will be done this year, some of those projects are adjusting planning and need to go to public works or need to go to a contractor for a design, which means the improvements will not be on the street in 2019. the way we have started to think , both in the two your action strategy and especially after the call to action by the mayor earlier this spring, in terms of what we call quick build projects, so where as a major capital project can take years to deliver because it requires outreach, it requires often several years of design and bidding and awarding, and then we will cut the ribbon like we did this morning at street, and while the outcome of that design can be tweaked over time, it is set in place in concrete and it is not as reversible as a quick build project.

the quick build approach is using paint and posts, tools that can be delivered by the sfmta staff, for instance by some of the signal engineers and electricians that you met earlier today. we can be iterative, we can earn from our mistakes, we can learn what works, what gets negative spee -- feedback and make quick changes they are. we have already been doing this, so i thank you have seen, over the last nine months, improvements on townsend his, improvements at valencia, improvements on howard's. these are projects that we did not go through traditional bidding process. it's a project we did with in-house forces, and that track record leads to the question, why can't you do that on every street? that is a good question. so you asked us for a 90 day plan. the first piece of that plan is a commitment to ten quick build projects that we think we can get on the ground by the end of 2019. the projects in this list add up

to 7.5 miles of projects where they would be a significant increase in the safety of the street, the performance of the street, there's often a modal priority for bikes, but also for pedestrians, and there is no need to wait for a long and drawn out contracting process to play itself out. there is a range of features here. we have things like bay claims on fifth street, executing the road dive that you approved a few months ago on sixth street, but executing that with paint and posts, a much higher level of physical protection to an existing bike lane on alamein e. , a rapid delivery of a bike lane that we legislated on brandon street, a mile of traffic combing on california street near where a senior pedestrian was killed in the inner richmond, extended parking on howard street, a bike lane on

indiana street, a road on taylor street and a to a parking protected bike lane on the boulevard. i don't mean to imply these are the only projects that we will be delivering this year, but the spirit of the 90 day plan, the way we have been talking about the munimobile operations, bringing these forward because these are projects we think we can get done months, and some cases years earlier than we would've had the safety improvement on the street. this is the first shot at the quick build approach. [♪] -- >> in the next 90 days, you will see continued construction on some of of the long-term major capital -- major capital projects. we cut the ribbon on pulp today, so that is the first one of these to be complete, you will see continued improvements to venice, lombard, but we should be able to get to completion for quick build projects that we began in the fall on howard,

townsend, and valencia, and we are committing to coming back each quarter with a progress update on the projects i outlined on the previous slide, as well as some of the other rapid response efforts that we have underway. we are also owe a more in-depth analysis behind the network. i described the top-down analysis, that is the right way to take the approach to this prioritization planning, but we can go to a lever -- different level of depth to really dig into places where there are opportunities to accelerate by month or use the delivery of some kind of improvement. my intention here is to come back to you at least on a rolling 90 day basis to talk about not just what we're doing with the approvals and tools we have now, what i want to come back with discussion about how we can streamline the approval process for changes to our streets, whether i think we need

any additional resources to the staff at the materials we have on hand. the project treasure approval, streamlining takes a couple forms. i think we all have really robust discussions in this dream about navigating tricky trade-offs between all the stakeholders who care about safety and traffic flow and transit and pedestrian safety and goods delivery access, we need to try to find ways to navigate those trade-offs more quickly. what i would like to do in the next month is to come back with a proposal to modify the transportation code to institutionalize the idea of doing pilots as part of an iterative outreach process. one of the comments we heard a couple of weeks ago in the context of the bike share station was it is really hard for people to understand -- people can't look and see, and feel and touch a bike share station if we just put a piece of paper on a telephone pole, so i thought that was a very good

comments. what i would like to do is put out a sample version of a protected bike lane or sample version of a pedestrian arm about to let people feel and touch us and -- touch it and tell us what they do and don't like about it. it will give feedback to the board as you make tough decisions on how to design our streets. finally, i mentioned resource needs. i don't have a proposal in front of me today, i think there's no way we can continue to work at the pace and accelerate the pace of quick build projects if we don't bring on some more resources and i will have more specifics about that next time i come talk to you. >> okay. thank you for the comments on the last meeting, and the way you described it this time sounded better than cardboard parking spots. i appreciate that. directors, are there any questions for mr. mcguire? the plan will be questions, public comment, and then

direction after public comment to mr. mcguire. are there any clarifying questions for mr. mcguire? >> so one question i thank you had a slide on sustainable travel lanes, or high-impact sustainable travel lanes as one of the slides. i just wanted to get a definition of what did that mean protected bike lane, or did that include transit only lanes? and then flowing from that, i thank you said it was in the 2019 action strategy that the charger was 8 miles per year. >> that's right. >> just thinking again about how quickly 2024 is coming up on us, and if we think about 8 miles as an annual target, and five years , that would give us 14 miles, but i think it is something like 120 miles on the high injury network. i'm curious how that metric, which is very specific, and i appreciate that, how that squares with the more comprehensive vision zero need to. >> first, i will ask my

colleague who deserves a ton of credit for both the action strategy and the work that i presented to you here today, she can help us define exactly what we mean. >> hello, i am a pedestrian program manager. thank you for the questions. the travel lanes are definitely based on the feedback we got from community groups who participated in the strategy process, which is to think about what are the most substantial changes we can do on mode shift, and get to safety, and our highest tool is a roach diet, with any have to reallocate that space. it constitutes our roads diet, but we have in reallocating that space traditionally to parking protected bike lanes. and additionally, less predominantly because it is so difficult, but they widened sidewalk. that is the projects that you approved on sixth and taylor earlier this fall. so that is a way of reducing the

total number of travel lanes, and that is our best tool in the toolbox for improving safety for everybody on the streets. the full rule out if that will be dramatic. the goal of 8 miles annually comes from a 40-mile over five years, and that was benchmarked against our prior five-year period of 40 miles annually, or 40 miles totally over -- total over that five-year period which was more significant than i had previously anticipated and represented a huge change in how we have been reallocating space on our streets to sustainable modes. that said, goal is intended to be reasonable, but i think we hope to exceed that goal, i think with a number of significant projects coming online, we should be anticipating seeing that, and a lot of credit is due to the transit program who will be delivering van ness and gary and this time space, so we don't want to just be talking about bikes here, i think it is important to give credit to her transit only department.

i think the other -- the balance of that, and we've heard a lot about it is not every street has the context that we should be doing on the high injury network , and so that is where our effective program comes in. we are not being negligent, if it is not the right tool for the job on that street. we're following up with all sorts of other programs, and that is -- we hoping to get better data to be sharing a little bit more about how we're doing on that program, but i challenge you to go to a street on the high injury network and find me a marked crosswalk that isn't a continental crosswalk. if you do find it, please tweet 311 immediately so we can fix it as soon as possible. >> thank you. >> any further questions? [please stand by]

back away from doing the full capital reconstruction of the

streets on the quick-build list. we want to do the quick-build and get, whether it's 40%, 80% of the safety benefits, we want to get the benefits sooner. >> okay. as you develop the 90-day action plan sooner and continue to bring this back at the next meetings. i really appreciate, you know, the look at the data, the different sort of layers you were sort of showing on the screen. just understanding again, just learning as much as we can from the data. so understand looking at the pattern over the last several years, the majority of the -- much smaller number have been bicycle if it wills. what do we know and understand about the pedestrian fatalities happen at intersections, therefore, the safer crosswalks you mentioned nap is the right intervention with the bicycles, where the injuries have to happen. how can we just continue to it rate and get smart, based on what we know from the data and make the interventions more

targeted and surgical. >> i think the quick-build approach is by its nature targeted. i think with the capital reconstruction, we're -- for the projects that we've brought here to think about geary or 6th or masonic, often reallocating road space, aiming for low-chip goals, controlling the overall speed of traffic. that's the ultimate source of our safety problems. one benefit to quick-build approach gives us, if we see a street that has a particular pattern of there's pedestrians that are continually being hit by right-turning vehicles or there's a traffic light that's continually being run, we can in a very surgical way, change the traffic light, ban the right turn on red, so we are addressing, you know, that, as you said, the data-driven source of the problem in interim way. >> so you mentioned may you'll bring back sort of potentially a

policy and assessment of the resource needs. in terms of that larger top-down analysis of the whole network that you spoke about, kind of when can we expect to see that piece? >> well, i'd like to bring some findings in may. i think the -- you know, we've analyzed the whole network. it kind of underpins our capital program. and the prioritization that's in our capital program. we did this real quick cut of the highest of the high in the slide that i showed, showed here. what i'd like to do is maybe show places where there are particular tools like high-visibility crosswalks or right turn on red bans or signal timing changes that might address -- here's 20 intersections where that tool makes sense and we're going to go ahead and do that. now that's iterative, too.

never with this level of focus and turnaround. it will be a -- it will be an evolutionary step forward in the way we use the data. but i don't -- wasn't planning on bringing the other 120 miles after that list row-by-row to you. i was going to suggest that we bring data from the high-injury network and match it to tools. >> to address all of the areas of concern. okay. that sounds good. >> anything else? any other questions? >> i have a question. i know that we came out with meaningful word a few years ago, that has to do with the buses. separately we have the bicycle plan and obviously the project that's a part of our high-injury network, with our capital program. how do they all overlay basically? >> that's a good question. one thing we notice whenever we map ourman -- muni forward

network, i think of the 20-odd corridors in the muni forward network, three of them are not high-injury network corridors. that's why the geary project is going to have pedestrian bulbs everywhere, the street that's really important for transit. but it also has -- it's one of the streets where pedestrian safety is a big concern. so there's a pretty close overlap between high injury and the muni forward network. the bike corridors we're trying to find places to build bike lanes that are not on high-frequency routes to create some separation between those two modes. there are also a lot of high-injury corridors that don't have muni service and that are bicycle routes. without showing you a map, that's kind of how it lines up. >> it would be interesting to see. in the context of the other plans we have studied a lot of

these and contemplated projects in some instances in these areas. it would be interesting to kind of overlay kind of the work that we've already done for those areas with the work we're doing now. because i do think that often when things happen, people act as if we just thought about it yesterday, when these things have always been in the works. and kind of, you know, in the background. they've been study -- had environmental studies take place. i think it would kind of help better inform the public, as to what wow overall strategy is. because i think there's a lack of understanding that we have a strategy. and i often direct people to the strategic plan, which speaks more to goals and kind of tactical things that are bigger picture and not so much to like individual-specific projects that people are interested in. so i think, you know, however we can better communicate how all of the things that people have heard about in the past relate to vision zero, which is now what people are hearing about today, will better help corral support and understanding for what we're doing.

>> what? >> okay. any other questions? before we go to public comment, i have one. the market street still very much a part of that high-injury network. very dangerous street from the charts we've seen today and here on other days. do we know what sorts of vehicles are involved in the crashes that are going there? and in particular, is it a relatively concentration on private automobiles involved in the crashes on market street? >> i do not know the answer. but i can bring you back that answer. >> i do know that in advance of seeking your approval for the safe road market street project, which was from 3rd to 8th, that the basis for that approval to restrict private vehicle traffic on that stretch of market street was

disproportionate share of serious and fatal collisions on market street, accounted for by private vehicles. so that was -- that was why -- that was what made the case for those restrictions. so that was the case at that time. >> right. >> so we would have to bring that analysis forward to see how that's playing out, in that area, where there's still some places where vehicles can legally enter and many places where vehicles illegally enter, as well as the rest of the corridor to see what that data looks like. but that was definitely the case, that the private vehicles were disproportionately responsible for the serious and fatal collisions. >> well, proving that we've been doing this together for eight years. you saw exactly where i was going and not distracted by my shoe bling. i mean, here's the reality. if we're trying to speed this up, and we've got a portion of market street that is waiting for the better market street project, but a portion of market street, where the crashes and

the pedestrian danger is disproportionately caused by private automobiles, could this be one way that expedite this? and i don't think we know the answer today. i think we need some more information. i'm sorry for turning the questions into the sort of speech part of this. but director reiskin prompted that. >> the draft was issued at the end of february. the current schedule, it's an ambitious one, would have the a.r. certified i think around september. our plan is to bring to this board the parking and traffic changes, that come out of that process soon there after, at which point, we have budgeted for this, $2.2 million in the capital project. we have budgeted for near-term improvements, after the environmental is approved. should you approve the parking

and traffic changes. we're already planning on -- have budgeted for near-term improvements on market street, as early as towards the end of this calendar year. >> yeah. okay. well, and, you know, 90 days is 90 days. maybe this is quickly as we can go there. but that would be something that would interest me. if this is the timeline that we're following for that, that sounds ambitious. but hopeful as well. okay. miss boomer, do we have public comment on this item? >> yes, mr. chair. charles, followed by kevin stall and then jan. >> charles, welcome back. nice to see you. >> thank you, chair. you, too. directors. charles, senior organizer at the san francisco bicycle coalition. first, on behalf of our 10,000 members, thank you to this board, to staff for really quick turnaround on this 90-day action plan. pretty remarkable to see it come back to the next meeting. after two weeks ago, you know,

we had hundreds of people demanding protected bike lanes. and we didn't have that many answers about how to get there. so this 90-day action plan is the first step towards getting there. but it is a first step. i'm going to comment on a couple of the actual elements within the 90-day action plan. the first is the list of ten quick-build projects, to be built by the end of 2019. again that's a good start. that will close gaps in our high-injury network. the list needs to be bigger. these are all projects that have some foundation of design work and outreach done already. so that we can move them forward quickly. many of the projects fit those two criteria. so seventh, valencia, embarcadero is a really big one. page, 11th, bayshore, market street, thank you, chair, for bringing that one up. we want to see some progress on in the next six months. certainly by the end of the year. so we want those projects added

to the list. we want to see that list expand. we also need timelines and milestones attached to these projects, so this 90-day plan can be more accountable, so we can hold yous all as directors accountable right now. we have this end end-of-year timeline, but some of these hopefully can be done quicker. [bell ringing] we want to see timelines attached. so these are low hanging fruit. once we get them in the ground, subsequent projects will be -- and approvals processes. so this morning we cut the ribbon on polk street, which took over half a decade to get in the ground. we can't have that process repeated. it just doesn't work. so we need to rethink every aspect of a project's lifespan, design, outreach, environmental approvals. and as bits of that here -- [bell ringing] expanded and hopefully we can see that in a report back in may. >> thank you very much. next speaker, please. >> after kevin stall and jan, it will be kathy deluca.

>> good afternoon. my name is kevin stall, i'm the chairperson for the pedestrian safety advisory committee. i'm 100% in full support of these quick-term improvement projects. i also am in full support of the long-term projects that will definitely help improve the safety of our pedestrians, bicyclists, all throughout the city. but quick-term improvements is what is most needed, especially for areas that have the most vulnerable population, especially the tenderloin, which is 100% on the high-injury corridor network. and that is not fair for the residents there. we have the highest concentration of seniors and disabled people and families with children. and on a daily basis, they try and cross these streets and then the traffic is to dangerous, that a lot of them do not get to do what they want to do, go to the store, go to school, things

like that of that nature. and we need to like do -- obviously we're trying to push for more safety in the city, though. but, i mean, it's definitely going to take a long term. but quick-term solutions are definitely 100% will get things done a lot sooner to make people competent enough to be able to do their daily needs. and i know that as a former resident of the t.l., i experienced that on a daily basis. [bell ringing] so i highly encourage you guys to do as best you can to try and get these quick-term solutions done as soon as possible, so everybody can feel safer in this city. thank you. >> thank you very much. next speaker. >> jan van der loot, kathy deluca, winston parsons. >> hi, i'm stepping in for kathy today. my name is jody.

>> clerk: -- thank you, director reiskin for mentioning walk to work in your report today. thank you to tom mcguire and his team, who put the report together. it was really great to see the priorities. i know the liveable streets team is working really hard to do the planning and project work to get the safety improvements on the ground quickly. we are happy to see taylor and 6th street ant quick-build projects, two of the major safe. improvements campaigns passed in 2018. and for including california street on the list for 2019, with the pedestrian fatality earlier this year. we know that that desperately needs expedition of safety changes. one of the most delayed and very important projects that we feel is missing from the list is mission and geneva. this project lass suffered years of delay. we originally saw the plans in fall of 2015. it's gone through three years of community outreach, designs have been vetted by the supervisor and hopefully we'll see legislation this summer.

like charles, and the bike coalition, we would have liked to see the list a little longer than just the ten projects. and walk san francisco really wants to see the projects focused on pedestrian safety. 70% of the projects on the ten quick-build list are all bike lanes. yes, they do help pedestrians. but they aren't the comprehensive treatments we need to get on our most dangerous corridors. [bell ringing] we're hopeful that the next report on the comprehensive analysis of the high-injury network, will include a priority list of paint and post treatments that we've been advocating on all 100 miles of the linguistic network. -- high-injury network. it includes daylighting, high visibility crosswalks, left-turn traffic calming and, of course, our increased crossing times. [bell ringing] >> thank you very much for your comments. next speaker, please. >> clerk: jan, followed by

winston parsons and then alice rogers. >> welcome. >> hi. thank you. my name is jan. i was at her house a week before she passed. she's a cyclist that passed away on march 11th. on the one hand, it -- it exhilarates me to see like these projects moving along so fast. on the other hand, it makes me very sad. i looked back and i saw articles from 2015, listing howard street as a problematic street then. and finally we're going somewhere. one thing i see now at howard is measures have been taken, but cars and especially you can see drivers, which are unbounded in number and they're often not from the city and don't get any training. they still park -- they still park there. and i tell them like you can't park here. i'm just picking someone up.

and you're forced again into like high-speed traffic and it's very dangerous. what i would like to challenge you on is can we get law enforcement, police involved in this process? and make sure that they -- they ticket people for this. like i've never seen this. i've never heard anything about this. it's always people from like the bicycle coalition, like as a reporting hotline, you can take pictures. like uber and lyft, you cannot even send -- i tried to contact them. [bell ringing] hey, this driver is parking illegally. they don't have a way of sending complaints about drivers. zero. so i would like ticketing enforcement and like signs for these companies, if they don't get their drivers to obey the law. we can design out of the bike lanes we want, but if cars are just going to park in them, i don't know how it will help us. thank you.

>> thank you very much. next speaker, please. >> clerk: winston parsons, alice rogers and then rachel heiden, who is the last person to in a speaker card. >> good afternoon, commissioners. my name is winston parsons. i work at the richmond senior center at gary and 26th avenue. every day our center serves over 100 older adults a and adults with disabilities. and i'm here to start with a thank you, because as you may be aware, we have a petition online and on paper titled six california street now. specifically in response to the killing -- the whole segment from 18th is a high-injury street. we have almost 400 signatures thus far and it's still growing. so seeing this on a quick-build project, that's great. thank you. but i really urge this to be as robust and comprehensive as possible. if we're doing daylighting, please protect it. people are parking in daylighted areas and you can paint the red

curb, unless something is put there like a bake rack, i don't know what, people will park there. lastly, i think this should lead towards a capital project. these quick-build fixes are great. as we heard, they're interim fixes. i also think there's a reason or good reason to focus on transit improvements with many of these projects. transit first should be a primary vision zero strategy. and again i'd like to echo what another said, we're glad for see the quick-build projects. but we would wish that we had more pedestrianable project -- pedestrian projects on this list. i would say lastly the biggest things my clients express to me with how little time to cross the street. it's going to be years, five years before we increase pedestrian crossing times across the city is absurd. [bell ringing] and whatever resources that need to be allocated to change that sooner, rather than later, please allocate them. if there's anything we can do as advocates to help make that

happen, we will do it. because that is something that they experience daily. and just crossing fulton to catch the five on the way here, i witnessed a senior stuck in the middle of the street, she crossed right at the light. [bell ringing] still not enough time. >> thank you very much. >> alice rogers, rachel heiden. >> good afternoon commissioners. i'm alice rogers, president of the south mission bay neighborhood association. more importantly a member of the vision zero coalition. and i'm mostly here to jump up and down and thank you very much for this very robust conversation that you've been engaging with with staff, the back and forth is fabulous. it's moving things forward five years and the clock is ticking. so we need all of this accelerated work. thank you very much. i'm also here to second or third or fourth the motion of walk san francisco. to please not leave pedestrians

behind. the bike projects are very important. everybody who changes mode is a savior. but the pedestrians cannot be the vulnerable people left behind. just last week i was walking down market street at rush hour and between 4th and 5th, and a cyclist, no arts were involved, a cyclist clipped a senior. luckily nothing too serious was done. but i think it just makes the point that we need management of all modes, so that we don't build conflict in. we need to engineer for everybody, so everybody can go together. thank you very much. >> thank you very much. thanks, speaker. >> rachel heiden, last person to turn in a speaker card. >> thank you, chair heinicke. i was sprinting down 4th

street during the meeting, i want to thank director brinkman for the missing transit only lanes, just to let all of the directors know -- and we would love to see those comments come back. i'll be sending a long letter. and while i have you, it is your -- which means you design streets that put transportation first, not cars. and this seems to be an egregious -- the lane is going to come back. so i want to talk really quickly about director mcguire's presentation, specifically as it relates to the ten quick-build projects, which don't seem to touch on public transit whatsoever. and we know that paint on transit-only lanes is a great way to make muni more reliable and speed it up. and also i think something that we're completely missing is that transit-only lanes significantly improve street safety. so this agency, staffer,

leadership, directors need to start talking about public transit as a real true solution to vision zero. when we can get -- when we can make public transit competitive, they're not driving, that means less cars on the streets, that means our streets are safer. sop bringing it full circle here, we need to see the transit-only lanes back. people are hit by vehicles, they're dying on our streets. and we have real tools, real solutions to fix it. really quickly, 100% support tom mentioning of piloting projects. how about we pilot some transit-only lanes on mission street as part of the excelsior project. thank you. >> very good. any further public comment on this item? seeing none, we'll close public comment. directors. >> i have -- >> please, rubke. >> thank you to the advocates who are here. i thought the public comment on this item was really, really helpful. i have a few follow-up questions

based on some of that. just before i forget on the signal crossing time, i just had a question about our rollout of that. because five years obviously seems like a long time. but as i understand, it will be rolling that out. i'm just wonder going there is any sort of -- are we prioritizing certain locations, where we know there's specific problems and what -- anything about the rollout where we can kind of do it in a day -- data-driven prioritization sort of way would be helpful i think, especially given that long horizon. >> so i think, you're right director, rubke. in response to a previous question, i said we were going to dig into our high-injury network data and look for ways to match tools like extending crossing time, with the actual patterns of crashes perform with we don't have the answer today. that's an approach we're going to be taking. the other answer on rolling out things like signal timing improvements, if we can get more

resources. we could do that faster. as i said, we'll be coming back with a recommendation on resources and more of those terrific electricians you met earlier today, that will help us there. >> that's really helpful. then i have another, more of a comment, we received a letter from -- i'm always getting the working group's name wrong. [laughter] the working group for the vision zero coalition. kathy deluca is shaking her head. she knows i got it wrong. [laughter] the working group sent a letter about expediting protected bike lanes in particular. i'm the most impatient person in the world. i want too see the projects yesterday. all of them. but the letter pointed out we need to make sure part of the process in providing these quick bike improvements and protected bike lanes is to make sure that people with disabilities and seniors are not adversely

impacted by the design. they're coming out with some tools, some principles that we should consider in our engineering process. and i just encourage staff and i know you guys will do this, you know, and encourage you to meet with them and make sure that's really baked into our process so that we can get these improvements in the ground quickly and accessible for everyone. >> absolutely. we've seen that letter, too. and we agree. we're not -- this is the list of projects where we think we can get really, really meaningful, useful things in the ground, including but not exclusively parking-protected bike lanes. places where there's a really complicated issue, where people might need to get auto boarding island. we're not quite sure how to make the transit and bikes work yet. that needs more design, more work with stake holders, including all of our stakeholder communities. so, yes, you're right. we're not going to raise

something that doesn't meet the needs of people with disabilities. >> okay. any further? please. >> thank you. thank you, mr. chair. so, you know, on the crossing times, i feel like that is an issue at a number of intersections. i kind of wonder if anybody looked at technology allows you to say -- hit a switch that gives you more time than the default, in order to have an extra minute or whatever it takes on a very wide intersection. >> yeah, our approach historically has been to increase the amount of time for all pedestrians, so that we don't ask pedestrians to ask for more time. we kind of give it as a default. especially when you look at this map and you see the concentration of high-injury corridors like chinatown and the line and south of market, where so many seniors are living. we probably ought to time the signals, you assume a senior is present. that's been our approach, to achieve what you're trying to

achieve. >> i would say that more in some areas like california or geary or 19th avenue. we're seeing people stranded in the middle, because they were moving slowly. it just wasn't enough time. thank you. >> related to that, we don't have -- do we have sensors that track pedestrians. i know with our -- we have signal prioritization for buss. is that possible to do that for pedestrians? just like you could sense that people were still in the crosswalk. i know some jurisdictions do have that. and i don't know if that's something that we can look at. i think it's a real issue. i know the light usually holds for a few seconds after changing. but a number of intersections. it's true. i think i have complained before the intersection at bush and sampson is like seven -- counts down from 7 seconds, longer than 7 seconds. but it's not a whole lot of seconds, considering it's downtown, right by the muni bart station. luckily the traffic is always

stopped up on the evening rush hour. so people can walk at their leisure basically. but that never made sense. i definitely had an experience many years ago when someone i dated was hit by a car and he was young and he was walking with a walker. and every time he crossed lombard street, he could never make it across lombard street with one light change. right. because even though he was young and able-bodied, other than the fact that he was now using a walker, it took too long to get -- for him to get across the street to get, you know, with one traffic light. and he was young, right. so i can't imagine how long it takes for other people. and i think that's something, if we can look at sensors, because i do think as we talked about this before, the population generally starts to age, this is going to be increasingly an issue for people. and i don't think that there's ago going to be a one-size-fits-all necessarily on just countdowns. >> could you help us to understand -- let's say we did decide california street or

whichever street, you know, it's a minute and it needs to be 2 minutes. can you help us understand how difficult it is to make that change? is it a major engineering change, is it a major cost change or is it we can reprogram the signal to give more time and that's something we can do relatively quickly? >> well, we need to -- actually the change is a key part of what it takes, that requires an electrician to go out to the field. on a street like california, we have frequent muni service, we want to be very careful to make sure that we don't make signal timing change to let's say extend the crossing time to cross california. and suddenly throw the coordination out of whack or slow down the thousands and thousands of muni riders we have there. so again we have traffic engineers who are able to weigh those balances, it does require some traffic engineering analysis before we just -- it's not something as simple as flipping a switch. >> okay. is there environmental analysis that goes along with that?

>> we don't do analysis for signal timing. >> okay. great. and then it seems related to that then is the concept of transit signal prioritization. and i see you could give a longer crossing phase for pedestrians. if it was a muni vehicle, you could give signal prioritization to the vehicle. can you help us understand that a little bit more? >> okay. so transit signal priority is something we have on i believe close to 50% of the signalized intersections that muni passes through. and it's -- it's a very, very complicated engineering challenge, because you've got, you know, muni is carrying passengers -- we're not the kind of city where everybody travels downtown on the bus in the morning, travels back out in the afternoon. so you've got to decide give the inbound priority to the outbound. you add the pedestrian variable into it, it becomes even more