out and do an improvement on the street with what we can do with paint and post. it happened on taylor street and that will be coming on fifth street which hopefully this board will approve in two weeks. so, this is about $6 million annually and currently really supported through the sales tax from the ssta. again, to reflect the request of this board, we've heard loud and clear, you want to see a quick bill projects on market street as well. as we legislate market street, we will be immediately following up with the turn restrictions on market street to improve safety on market street as fast as possible. this also reflects the huge desire that i heard and my colleagues have heard to think about car-free spaces in this city. so, this is the current action but i don't think this is the end of it. as an agency we also need to

consider where are other opportunities for car-fro spaces just to reflect how much we heard from the community that that was a value to them. should i wait a second? >> keep doing what you are doing. >> ok. so, those were four actions from our safe streets category so as you know, there are 58 total actions across our different buckets of work. those were just four highlights. if you have any questions about actions i did not discuss, i'm happy to take those questions. moving on to safe people, safe people is not intended to be work unto itself. it compliment programs and fill gaps. i'm going to use some of the highlight action to discuss precisely what that means. safe people does not work in a vacuum. it truly compliments the engineering work we're doing and helps the community to come along with us in understanding why we're doing the things we're doing to those streets.

so number one, this is also from the mayor earlier this week. a goal to think about left turns. so left turns are 27% of our fatalities in the last three years. there's innovative work in this area and we're duplicating elements of those and we're piloting these safety treatments at eight intersections. we're working with national safety experts to see how all the things that go on in your brain when you make a left turn which is way more than should be going on when you make a left turn and how we can contribute an education method to see how complicated it is and makes you think this is both complicated and i need to make sure i'm looking for another human being before i complete this maneuver. an education campaign will compliment those safety interventions.

this is funded through the act of transportation program grant and so we have about $2 million over two years to support this specific program. we are first in nation to facilitate training transportations with san francisco motorcycle riders. safe people isn't here to supersede any other work but from the perspective of traffic engineering we have limited tools in our toolbox to address motorcycle safety. they are smaller and they are much more vulnerable. we're trying a opportunity to think about how we can -- we're working. how we can address some of the fatalities that we're seeing. it has been extremely well received by the motorcycle community. my understanding is we offered a training and it has more people on the wait list than can be

afforded in the training. we worked with the police department so the police officers are actually training motorcycle riders about defensive maneuvers. it's been a really wonderful program. this is funded out of the california of office traffic safety grant. the point i'm trying to hammer home is the vast majority of our safe people work is grants that have targeted towards this effort and cannot be used towards some of our infrastructure programs. so we apply for and we're successful and we've done the most we can with the limited dollars that we have in these spaces. i believe the next slide i'm going it turnover to meghan. and the powerpoint is working so you are good. i'm disappointed i enjoyed standing up here with you. good afternoon directors, chair. my name is meghan were. and i have the honor of

co-chairing vision zero and working with sfmta and sfpd, our city and community stakeholders to realize vision zero and our city. i worked on the issue of traffic safety for san francisco for a decade. i'm continually inspired by the progress we made but also humbled by the tremendous amount of work we continue to do. thank you for highlighting this at your meeting today and for your continued leadership. so the next slide i wanted to talk about, some of the work the department of public-health that is responsive to the needs of seniors as the most vulnerable population which she highlighted in her presentation. seniors are much more vulnerable to dying when involved in a crash and the department of

public-health has been doing sustained outreach through the stay straits for senior programs engaging senior as well as senior service providers through presentations, materials, community workshops anden gainment around vision zero and how to get involved, how to communicate feedback to the sfmta and how to stay safe and also funding community based organizations city wide as well as in the most impacted areas to further engage around vision zero. next i want to talk about the critical role of the police department and focus on the five for vision zero which has been a focus since the beginning of vision zero. this is focusing 50% of traffic citations and the five most dangerous driving behaviors that we see continually contribute to our fatal crashes in san francisco. that's speeding, failure to field to pedestrian, red-light

running and stop-sign running. the captain who is here and available for any questions at the end. we really wanted to highlight the recent critical initiative that the police department has launched with having motorcycle officers dedicated to focus on the five enforcements. that will be nine total officers. they'll be exempt from other students that will bdepartments. to date, the team has written over 500 citations. the majority of which were of course for the focus on the five crashes and 75 for unsafe speed. which we know, when we look at whether or not someone survived the crash, speeding is the primary predictors. in addition to co-chairing vision zero, i'm also the lead for developing comprehensive data systems in our city. i have a small but mighty team

and the department of public-health that enjoys the privilege of working across the city family with the police department, m.t.a., the medical examiner, the fire department, e.m.s. and also our partners at san francisco general hospital including trauma surgeons and nurses that are responding to these severe crashes on our streets everyday to both improve our surveillance, to monitor vision zero and also better understand the data to inform targeted prevention efforts. i'm going to talk about our work to update the high injury network using linked police and hospital data. we were the first in the count introduce to link and mass hospital data to capture crashes that were not reported in police data. for a cyclist that is 40% of severe crashes were not in police records. this is significant. it really matters.

when our city-family is given to data driven prevention efforts. this is a high injury network that's been something that has been replicated nationally by other cities working to achieve the ambitious goal of and doing the most to save lives. last year we released our first report on severe injuries using our hospital and trauma center data. this is really important because when understanding the distribution of severe injuries, we both want to ensure that we're capturing the most comprehensive universe of severe injuries but also partnering with our hospital allows us to use clinically determined severe injury assessment so we know we have a better handle on these trends. this work foss our monitoring and also of course goes back into our high injury network and leads to critical findings such

as that 20% of severe injuries are to psyche lists and another 20% are to motorcyclists so again informing where our vision efforts are being targeted. in addition to monitoring the 58 actions in our action strategy we have some critical key metrics that are also monitored on an annual bases related to of course our fatalities but also mileage improved on the high injury network where that mileage is being improved as well as some critical metrics with respect to our safe people initiative. of course, the city, we hope has demonstrated is using all the tools that we have in our tool kit to eliminate deaths and reduce severe injuries on our street and we're engage in national best practice. there's some tools in our tool kit that are not available to us right now and that informs our

transformative policy agenda which i'm going to talk more about that as well as our focus on complimentary goals with other city initiatives that we need to collectively advance in order to reach vision zero and just have the san francisco that everyone has been working towards. but this work is a focus on equity. we will not reach business zero if we don't advance equity and address the needs of the most vulnerable people on our transportation system. as it was described in the opening presentations, people, seniors, people with disabilities, people walking and biking, low income communities, this is where our fatalities are concentrated. these are populations from a health perspective. they're vulnerable toll traffic deaths and to a whole post of high school healtaswell as other transportation system. through a focus on equity, we

will prioritizing and monitoring improvements on our high-injury network. working with our policy at police and other colleagues to ensure our vision implements culturally competent engagement and also our surveillance system that helps us understand these issues and what more do we need to do. this is our transformative policy agenda focusing on automated enforcement, pricing, and reducing vehicle miles traveled. for example, it would be accomplished with congestion pricing and also local regulation of transportation network companies. these policies address both speed. what our robust tools that could have a seismic impact in san francisco reducing deaths and lowering injuries. they also impact on vehicle

miles traveled. they're essentially how many peach are driving around our city in single cars. that's because the more people driving on our streets, the higher the risk of injuries. with respect to automated enforcement and the speed limit setting vision zero is thrilled the state currently has a task force, the zero fatality task force. my colleague is the san francisco representative on the task force and give the honor on being on the advisory committee along with jody ma deros of walk san francisco. they have met so far twice and will be releasing a report at the end of the year. urban speed limits are set on how fast cars are traveling. in some locations, for example,

los angeles, when city traffic engineer and support of vision zero tried to lower state limits, they had to increase them because of the way that speed limits are set. this task force is looking at what are health protectives speed limit approaches that are supportive of a safe system. right now the task force is looking both at an interim short-term solution that would work within the current structure of speed limit settings that could make changes that would be consistent with the changes we know for vision zero and a longer term study that could inform a more comprehensive revision of urban speed limit settings. it will look at automated speed enforcement and making additional recommendations to the part of that approach. we're really grateful for this opportunity to engage with the state around these critical changes for vision zero. and then also, our latest strategies really focusing on the need to add chance

complimentary city goals. as they create safer streets we have safer conditions for walking, bicycling and transit that we know is also critical to the reduction and the reduction and driving that we need to reach our climate action goals, to reach our mode shift goals and reach our transit first goals in this city. we also know as we saw with these statistics with respect to homelessness, issues of housing and affordable housing are really critical to achieving our vision zero goal and we're working across the city family to better coordinate with respect to how we can support each other to realize a safer san francisco, a healthier san francisco. that concludes my part of the presentation. i just want to thank you again for your leadership. i know every mta board meeting

focuses on issues critical for us to realize vision zero and thank you for the opportunity to speak today. with that, i know tom mcgwire has closing remarks. >> just to wrap this up, because i think the two-subject matter experts have covered it in great detail, the two observations i would add is that we are fighting headwinds not just here in san francisco but nation wide. nation wide, not just population of jobs are growing but vehicle miles are growing faster than population and jobs and we're losing ground in certain areas. these trends are going up in many cities including san francisco. we're not alone here. also, the issue of people experiencing homelessness being directly affected as victims of traffic fatalities it's a huge concern of d.o.t. nation wide and one of our five fatalities victims are homeless and that is on the rise nation wide as well. in that sense, we're trying to

achieve and drive down traffic fatalities to zero at a time when the factor is they contribute to fatalities are working against us. that said, we're absolutely committed to vision zero for five years and this board has made several moves to push us further. project delivery, we have a quick build initiative back in the spring and we're going to continue to bring projects to you including the seventh street project that we delivered last month and we're going to keep using that direction you gave us to try to transform streets more quickly and finally if the mayor adds this on friday, we're working with our police department to really get laser focused as well as deliver lots of near-term pragmatic tools, some of which we discussed here extending walking times and new signal lights intersections, new corner red zones and turning all that stuff out as fast as

possible. we're not here to say that the strategy that they presented is the end all be all, we're not here to say that we're necessarily waiting for this hearing to take quick action. we've been trying to accelerate our pace of action since you renewed your focus this year and we're excited to have a further conversation with you. >> very good. so, directors, i think we have some public comment on this item. is there questions first? questions that would be great. >> maybe, i know that someone from the police department here. i would love to hear them talk about the new unit and officers dedicated to vision zero and the goals for meeting some of the targets that haven't been met for citations. >> good afternoon, everybody. my name is luke martin i'm the current acting captain at

traffic company. so you want to know a little bit more about the unit we're starting just to give you a background. i've been with traffic company for two years now. so i've been monitoring a different capacity. this june, i took over as the captain, as our former captain was promoted and after kind of examining the numbers i noticed a steady decline in traffic citations. we were hovering just right about 50% on focus of the five violations. i think there's several factors that have contributed to the decline and citations, i'm more focused on how to improve. the first thing i looked at doing was forming a small group of our officers and took away some of the you've tasks tha ote

detailed to. we investigate collisions. we respond to different protests and demonstration and other events that happen in the city as well as help out other districts with traffic control and things like that. i took all those responsibilities away from this small group of officers and just had them go out to high-injury corridors and just hit focus on the five violations with the emphasis on speeding. we got the team up and running right about the end of june. so from then until now they've hit 500 citations with probably 99.9% focus on the five. heavy emphasis on speeding. it was kind of a pilot program. i wanted to see how it would go. we started talking about it more and more and apparently the mayor heard about it. wanted us to increase our

staffing for that. we just added five additional officers to that group so they're going to be hitting the streets doing the same thing this other group is doing. that's a little background how it got start and why it got started. some of the things we'll try to do. another thing, i've been getting feedback from those officers about different issues on the streets. got another light bulb and going to try and work with the sfmta and get with their engineers and our officers out there doing that and see if we can't have dialogue with the issues they're seeing that might be addressed. >> is there anything specific that -- any observations? is it too new to bring it up? >> specifically i don't have anything on hand. one of our officers brought that up but i thought it would be a

great thing to start doing. >> thank you. >> so, captain, thank you for being here and thank you for your efforts to keep your fellow san franciscans safe. it's most appreciated. one question i have about this program, which i applaud, is what's being done to communicate it. one of the ideas would be that if folks know police officers are out there focusing on these five issues as potential ticket sources, hopefully that will be further motivation for them to focus on these issues and not violate those rules. obviously i suspect you've done media outreach and if not that would be wonderful and the other, this is something our department could support. there are natural groups of drivers in the city. uber and lyft have a lot of drivers and the taxicab are professional drivers so they're not the biggest issue you are having here. i just wonder and just suggest in addition to standard media outreach if there's ways to

communicate to the groups of drivers, you know, homeowners associations, whatever, hey, fair warning, we have a task force out there ticketing on this so you may want to tell your members and your drivers pay attention to these issues. that seems to me like that could be an effective way of communicating the message rather than ticket by ticket. >> i absolutely agree with you. i know our media relations unit just recently got wind of what we're doing. i'm pretty sure we'll start having dialogue about something like what you discussed. >> let me offer this agency support. you guys are well trained in different things. you are trained in a lot of things including law enforcement obviously. if we can partner with them to figure out the best way to communicate with the police to support our gels to educate drivers as to what the focus is, i suspect there are a lot of drivers in this city who can't tell you what the five leading issues are that are causing pedestrian fatalities.

they don't want to hit pedestrians. telling them these are the five things we're ticketing is also a way of saying these are the five things when you leave your driveway or your parking spot you should be focused out there. so i would encourage, with our great communications resource and knowledge of the issues that we support the police department and work jointly with them to announce what they're doing here. any other questions for captain martin? >> thank you for being here. i think your team is an important part of helping us reach the goal here. i wonder, since this is a newer area for me and some of the other members of the board to understand, if you could just help us understand how you think about enforcement? it seems so much about vision zero is actually a numbers' game. we have 130 miles on the high injury network. we have a certain number of miles we're meeting every year and could you help us think about how you understand what is say reasonable scope for each

officer to cover and is nine officers enough to cover the 49 square miles of this city t a reasonable amount to get strong enforcement or are you still seeing gaps in that equation? >> yeah, so, to answer that question, no. nine is not enough at all. we can certainly use more staffing. the department is working hard to try and beef up our over all

staffing so that units like ours and other units do specialized police work have that support. we would triple or quadruple that number and have that number of officers out there that can focus on the focus on the five violations. the reason we don't have all of our officers currently we have about 46 you are looking at 10 to 15 officers working for the whole city and part of our job

duties is respond to go serious collisions and our guys are the experts on doing those investigations. on top of just doing traffic enforcement, we're doing those investigations and several other duties that we often get hold for. staffing is definitely an improvement for us and help over all citation numbers. >> any other questions for captain martin specifically before we go to public comment? >> just as a follow-up, i appreciate an opportunity for further dialogue and to understand is it a certain number of square blocks you think is the right coverage unit so that we can do the math and calculate how many officers would be needed to make our streets safe. >> i'd have to look into that. >> that's fine. that's great. thank you. >> thank you, captain. >> are there any further

questions before we go to public comment? >> does anyone else want to go first? >> so, thank you so much for this presentation. i will note i have been on the board for almost a year and haven't had the pleasure hearing from you two directly. it's great to have you here and have this robust dialogue and i hope we can meet with much more frequency going forward. on the transit side under chair we have surfaced solution zoos we really appreciate this today. the first question i want to ask and you started to allude to the answer is why are we seeing the numbers so high this year in issue ther?why are we at 22 rign september when that is roughly the equivalent of the total number of fatalities in several of the past years?

>> i mean, when looking at the data and in terms of reseptember years, we've really -- like ours lower so as our numbers go down we've been seeing increases regionally and nationally in traffic fatalities. one thing that with respect to fatalities and the reason we also monitor severe injuries is is that they are statistically relatively small numbers so there's a lot of random variations. however, no death is acceptable on our streets. vision zero, our city family and community of course all take very seriously every death on our transportation system and san francisco, as we talked about, we've been seeing increases in population. we've been seeing increases in vehicle volumes on our city streets. we do have a homeless crisis on

our streets and we see that with the data. we're also working to increase people walking and the more sustainable modes that are more vulnerable in our city. all these factors contribute to a con tellation o con stellatio. what we see is our high injury network is strongly predictive so that we know that we're investing in the right places. it's where we need to put our dollars and we know we need more tools. while we're focusing on the high injury network with our capital investments with enforcement, with our engagement, we need system wide tools that are depicted in our transformative policy agenda to make that

impact. we need more. with respect to acting captain martin and your question regarding e enforcement, p.d. hs been walking happened and hand with us at the state level in respect to automated enforcement. these tools are resource efficient, evidence based and will be able to make that more sustained impact we know is critical to realizing vision zero. >> i think meghan and i live and breathe vision zero everyday so we get told frequently what the issue is. i want to say, whatever that issue is it's a false prophet. there is so much going on. there's no simple solution, which is why we're doing everything we can with every tool that we have. there's not a single tool that we don't want to deploy and so we cannot come up here and say it's absolutely because of x and so if i told you what the number

wan cause is teenagers on their cellphones with head phones in but i want to be clear it's absolutely not in our data. what is in our data is grandmothers crossing street who are dying and so if we see those people as the people impacted then our solution have to meet them and i would like to hopefully put an end to the teenagers on cellphones with head phones, that is not what we're seeing an issue with and i hope think of our grandmothers. >> there are of course 58 strategies as mentioned in the strategic plan and i appreciate seeing each action has a specific owner and a specific person that has a responsibility for delivering that. how do you prioritize across those.

secondly, you put up 25 to 50 million for one of those. is that enough money? are we on the right course or are you lacking support and you have a strategy, which i appreciate, i also am a big fan of continuous improvement of continuing to get smarter and refine and reiterate and hone as you learn more. how do you balance the idea of sticking to this plan. how much you believe if we execute everything in this plan we're going to hit zero by 2024. versus continuing to review the data, understand the trends, know what is happening and evolve our strategy in response to what we're learning. >> there's about three questions in there so i'll try to address all of them. 58 actions and how do we prioritize. these 58 actions represent the work of 500 people. and because there's an individual owner, we're not saying oh we don't have enough of this we need 2 to move aheadn

this. it was listed because they were physical tally cofiscally conste had the budget and staff to do. we started tracking how we were doing on these actions very specifically. and that isn't to say we're doing 100% success rates. of course there are areas where we're monitoring and saying we might need more support for x so it's a clear example one of our goals was culturally competent outreach training for sustainable street project managers and we will to fill that gap. in terms of are these being done by the same set of people the answer is no so there's not a certain priority of one versus the other they're all getting done and we're monitoring them as a program and thoughtfully so where an action is falling short, one of my jobs is to make sure that the people responsible are filling that gap and so we do that. we ask people to whom we report,

specifically on the strategy are the t.a. committee and our vision zero task force and we ask them to hold us accountable in the same way that we published this and it shouldn't be a document on a shelf. we're hopefully making progress on each action and we should share continual progress so if you pick any of those we would love to tell you another hour long presentation and those of you who came to policy and governance did see one of the 58 which was the advancement of our safe routes to school program. it's hard to take a program that big and tell you 58 things that we're doing but we're happy to report frequently that this board would like on our progress and where we're making success and falling short. another question was about how do we address continuous improvements. we have an entire section related to getting new data to inform the things we're doing. there's a certain percentage of things that say, this data confirms the things we're doing

were on the right track. so some of the projects that are going the ground actually reflect the agency's prioritization of safe before we address vision zero and so polk street, second street, market street, van h van ness came long before vision zero was adopted and yet here at planners we knew that's where we needed to work to address a number of our agencies' goals so we're there. at the same time, we're taking in new information and so some of the actions are certainly in nature. so some of them are very specific and projects because they were grant funded. others are not. that eight miles of sustainable miles is a really good example we're not pre trick as there's new merge from the intersection bucket where it's about what are we doing to retime everything on the high injury network, i get an e-mail from our city traffic engineer looking for funding

support from the capital side in order to help with some of the operational needs of the city based on what they're saying out there so we're always taking in new information and addressing it. further, this is our third so we're happy to take in new information up and date this strategy as is needed. we've just started and we're seeing progress where we're making progress and we're hopeful to make single progress there. so one of the request was take a look at turn collision and what would a program attic no turn on red look like and sustainable and with meghan's team are always thinking about is there a new policy that is emerged from our cities that we could take on that would address the issue. they weren't included because

it's really hard to take when we're not sure the policy. the strategy is not the be all and end all of the work we're doing. if i could just put in a 580 actions i would have. we ran out of pages. did i get to all the questions. >> i have a question. add one thing about the improvement. when we came here, after we had published this strategy and talked about this quick build approach, that was a form of continuous improvement. we written down five miles in two years and you gave us some clear direction you wanted to see faster progress. i was working from my hypothesis that that was not just where our financial and staff resources were but it might be the limit of the political capital we had to build vision zero projects.

with the push for quick build we're finding that there's a hunger and thirst the for these projects and there's not a political limitation but rather we're able to do what is essentially quadrupling the pace of project delivery with these tools. that is just an observation to your point about continuous improvement and how we're trying to take that to heart. >> what are the limitations? we did write a fiscally contained plan. if you offered us another $50 million we would use that $50 million to build additional b.r.t.s or any one of the high-impact sustainable travel miles. we committed to the things we had known or projected funding. i want to say we're probably one of the best funded d.o.t.s in the country so that's why the work we're doing is robust compared to our peers. there are always a financial

limit at what we're at but we're continuing to always pursue every competitive source that we can. we're typically very successful as a city. in order to get to zero we will absolutely need another set of b.r.t.s and absolutely need a full owe protected like lane network through the city and some is political and some is financial, just to be clear about that. >> i don't see any further questions. we can have comments after. >> thank you, mr. chairman. you know, there's been a lot of debate over the last several weeks about whether this issue constitutes an emergency. your presentation brought home to see when you've got a slide with two dozen names on it, that's an emergency. what was missing in your presentation and i appreciate all the work you are doing and i appreciate the mayor's leadership shining a spotlight on this, what i didn't get is what would it take to get that

page to no names? it seems like we're stuck between an incremental approach of some things we can do and a bunch of things that will be more powerful but sacramento hasn't authorized us to do yet. what i am left wondering is have we stretched the limits of our own authority so we're not speeding up incremental change but we're trying to move to some kind of systemic difference on what this high injury network would look like that achieves zero deaths. i just jotted down, and look, from a place of much more ignorance than where you operate but i jotted down five ideas. the crosswalks that used to flash, i don't know if that's daylighting, that's one idea. scrambles.

a third is banning right-turns. a fourth is banning left turns. a fifth is removing corner parking. i believe all of those are within our existing authority and i expect that all of them would be pretty tough going as well. but, that does seem to be a place where we have authority. we don't have to ask someone else's permission and we might have a chance of making more significant changes much more rapidly if we were to try that. i just wonder what you thought about that and i would be certainly interested in your answer after today, not just on the spot. i had do think we have to break out of this box we're in. we're waiting for someone else's permission and what we can do just isn't getting the job done. the numbers keep coming in year after year.

>> so i think you listed five things, which were flashing beacon, scramble, no turn on reds and removing corner parking and we're doing all of those things. that's included -- >> when you say you are doing them, what does it mean? >> in the tenderloin, we day lit every corn. you have have a 20-foot red zone so you can accurately see a car and cross the street. >> pardon the interruption. why don't you do that at every corner on this network? the thing about the network, it seems to me that it's so powerful is it is a network. it's a system. and so, why can't you do -- not why can't you but why don't we try to do something on a system basis and see how that works versions picking at this corn versus that corner? >> so the tenderloin was an example. every time you see a package so

you approve fifth street in two weeks skull be approving wholesale suite of daylighting and in addition we're doing it through multiple factors so we're doing it both at the neighborhood and the system level and with every projects and that's absolutely what we're doing. that's what we're continuing to do. you will hear people come to this board with concerns about the daylighting that you are recommending. i appreciate your enthusiasm for the program. >> i fully respect that. do you have a system planned that says we're doing this intersection this week and this one the next week and we will be done with this strategy in year blank? >> we committed to daylighting the high injury network in five years from the strategy and i will suspect that we'll have -- you know, this happens to be one of the assets that is trickier to track so we don't have a curve. having looked at our own work, we probably substantially completed a lot of it on the

high injury network and now we're just looking for the areas we might have missed as we pull through corridors or look at intersections ourselves. it's just a much more fine grained tool that we don't -- it's hard to report specifically on 20 feet of paint but it's not something we're not 100% committed to. i encourage you to take a look at that board packet and you will see no parking all over those packets. that's what are approving and the consent calender is another great space to see it because that's where we're getting the work done so it doesn't come vocallally to this board. it's something that is true in new york city, is that correct? manhattan. >> no-right-on red? >> it's banned city wide in new york. so it's something that is a really blunt tool in our strongest peers, we put up a fine that everybody ignores. we want to make sure it's the

right tool for the job so we're working on a policy bev that will be released next year to help us make sure we're making a data-driven decision that informs whether we're getting that job done. our work is so much broader than the strategy can encompass is the signals program. we're building new signals all the time. most of them are now on the high injury corridors. that includes count down signals where they're needed. we're putting in new signals to improve visibility so the old signals are kind of on a stick in the corner and approximate we put them in mass arms where people are driving they're more likely to adhere to them because they're more visible and so that's what your capital improvement program is really going towards is these signal improvement and every muni forward project, every vision zero projects and in addition individual programs are just done to tackle signals. if the beacon is the right thing

for the job as opposed to a signal, that will be a tool we absolutely use. scrambles, i don't know in this board hazarded them but they're a very blunt tool in our toolbox. we want to make sure we're using them at the absolute most needed place before we deploy them. >> you are using the word blunt ma jor activity tive ly. >> i'm asking whether or not there are tools in our kit, as you call them, that we are not deploying even though we have the authority to do so. do you feel like you are operating under constraints along those lines? >> i would maybe go across the program the transit and the street side. i think the only time in which that is the case is what we see a agai genuine trade off.

and scrambles, i think the word blunt is correct. scrambles can create immediate pedestrian safety visibility improvements and also create serious impact on transit reliability. again, there's places where that's the right trade off to make but there's places where we can do something different with the signal to achieve pretty much what the scramble would have achieved without impacting transit. so, there are tools that we're trying to roll out. the mayor's announcement talks about daylighting and signal timing changes and things we can stamp out all over the city. many things, even without the board's approve, there will be locations. stockton street was an example where made the trade off between the scramble and the reliability. there will be locations where we have to have that conversation and we bring those locations to

you as best we can. >> it's a privilege to work in san francisco specifically. we have the permission to us not only the standard toolbox but we're constantly evolving the things we're doing and i think are protected by facilities are a great case. we're nationally leading so it's exciting to work in a place where we have every single opportunity at our disposal. no one has tools we use and everybody is firing with everything they've got. so, i don't feel like that is where we're at and i think -- it isn't just that we can't do it because the state won't let us, it's incumbent on to us help the state evolve. when you said what is it that gets to zero, the speed enforcement and speed limit

setting and congestion pricing, like, we cannot glaze over the impact they would have. they're game changing for us. they help to us move the dial incrementally and i fully agree with that. they're incremental and we're going to see what we can get out of them and we'll max out the benefit but the things that moves us, is the transformative policy. they have them and use them. that's where we're at. >> >> there are transformative as opposed to waiting for and you talked about how complex. i made how tricky it is to make a left turn. your response is educate drivers to think carefully on left turns and his response was ban left turns. i think that's we're encouraging you to think about. are there things we haven't put on the table that could be

transformative that we have the ability to control here. on our large high injury network, i think about sutter because tom said we just improved sutter. it was textbook. we did all the engineering improvements you said are the foundation of this work and we had someone die because of a driver making a left turn. should we make more aggressive steps that can prevent the problem? >> we do have left turn prohibitions encore core on core about it on the corridor and if that is the request of this board to look at more corridors that's something we can do. >> are there any other questions for our staff? >> pardon me mr. chairman and i'll conclude with this one. i fear i'm being a little misunderstood. what would be helpful to me is the picture, again, of what that network looks like.

it's infrastructure, its enforcement policies that is at zero. at least for me, i can only see 20 and 25 people dying a year and i can't see where the glide path is to zero. and i think it would be very helpful when you put that picture in place, to use it to inform us and other policymakers about what kind of progress we are making and what kind of tough calls that they will have to make to get us the additional progress we need to make to get so zero. zero is a really hard number to reach, as you well know. if it means in some cases muni has to slow down a couple mines amilesan hour i'd make that tra. if safety is number one it's number one. which means it beats number two. that is what i'm after here. and please don't interpret the question as hostile. i am very supportive of what you are doing and i appreciate the mayor shining such a spotlight

on it so we can do better than we're doing. that's what we have to do. >> for what it's worth, nothing you said came across as hostile it came across as caring which is most appreciated. >> two specific questions about two actions that are listed. one is the action with respect to the safe streets for people with disabilities. i'm just focusing on these because we know people with disabilities kind of overlap heavy with our senior population and other populations of concerns when we talk about traffic fatalities and injuries. very focused on this population. can you give a little bit of background to the action? the strategy or the action is two traffic calming projects under that program and just to purview the second question with respect to the two down from

there there's audio, a.p.s. and the number of signals that are going in i think is 75 in the next five years which seems like a really low number. i understand the background around a.p.s. i'd like to hear kind of an update on both of those things. it would be interesting to hear about any data that we have around the efficacy of a.p.s. on the streets not just people with disabilities but others. >> i'll take those in reverse orders. a.p.s. first. audible pedestrian signals are for low vision users and they actually buzz so they're something you can feel as well. i was actually just going to -- meghan just sat down. [laughter] >> your question was, how are we

deploying the a.p.s. we just have a convening with the mayor's office but we can expand our a.p.s. goal and we've looked at similar to is a program attic look so there is in the request pool of about 75 requests for a.t.p. sp.s. so soe with a disability and would like an a.p.s. we think there is low hanging fruit so we're going to go into our sales tax in the next year and then try to double the number of a.p.s. we have on the street in the next two years but similarly, our commitment is when we build the new signal, that we're building it with a.p.s. so that's a big step. if you just think of again, everything we do double dips so v.m.s. is my personal pet peve because it does not have count down signals so when that comes in, it's going to come with this

huge safety improvements including count down signals and a.p.s. and so we're tackling it at one at a time where we can and at the same time, our corridor projects are spending funding on these additional improvements as we rebuild the system and so i actually think 75, we also heard, in the same way we've expanded our program because that's wildfires we got a lot of feedback i think we'll double the number of a.p.s. we've committed to in els termsf 75 and it's really great. that would double the number we have on the street. or 50% increase of the number we have on the street. and then you asked a little bit of our traffic calming program. i brought meghan back up here, she used hospital data which is protected in terms of hipa and health protection so i can't look at an individual line item that came from the hospital but not from the police but meghan was able to work with her health

privacy data officer in order to create a map for us that specifically looks at where our attractors for seniors and people with disabilities so our paratransit data and other land use or transportation data that we have, and over lays where we see collisions that happen to a person with disability or a senior. [please stand by]

>> let's take a pause for public comment and then we can come back. too minutes apiece. will you call them? >> richard rossman by harold findly and maderoz.

>> i'm richard rothman, a district resident and i want to say that i'm interested in transportation issues and there's two projects that we want to improve, two intersections in rich monday. richmond. everywhere in richmond, including the last two supervisors want to make changes there, except shawn kennedy and muni refuses to approve them so they won't get approved, because the engineers won't override his decision. and i think this is wrong. you know, the 31 and the two are aren't major. you think it's important for pedestrian safety in crossing the street so the bus can stop for two minutes at a stopsign.

the other is 34th and fulton. there's a serious accident, five, six years ago and why has it taken mta so long to upgrade the signals there. every time i talk to the engineer, he gives me a different story. i could write a book with all of the different stories they tells me and they're still not going to fix the problem. you should read this book here by john massingale. he has radical ideas saying the people should run the streets. seattle did away with their red book, their engineering book. also, mta, the same old streets need to be reorganized like the planning department, where you have teams in each section of the city. i realize downtown, the eastern need more engineer and planners, but still,ac