you'll see the figures there. apologies to the chair president who reminded me not to throw figures out. it is important, but i will abide by that. from june 17 to october 20, this grown of officer has issued 1,565 violations with 87% of those being focus on the five violations. the other 13%, those are violations that are observed by the officers while they're doing this enforcement. they are required to take action for public safety. things like using a cellphone while driving or individuals using the transit-only lanes. that concludes my presentation with slides if anyone has any questions.

>> thank you, commander. i believe commissioner fewer does. >> thank you, commander, for this report. we received a letter from walk s.f. and they were very concerned about actually the numbers of citations being focused on the focus on five. so she has written us a letter and i'd like to address -- have you address some of these issues. one is the drastic drop in citation numbers. i'm quoting from the public e-mail that is sent. how is it possible that only 1500 red light tickets were issued, whereas 5,000 infraction tickets were given annually. in 2016, 13,000 speeding tickets

were issued and much less are being issued in the last year? >> one of the first things i did when i took over was to reach out and meet with advocates like those from walk s.f. and the bicycle coalition. i spent time in a meeting with her and some of her staff listening to her concerns and getting her perspective and trying to understand what her concerns were and what they were trying to accomplish. one of the great strengths of the police department is that we work in a collaborative fashion, both internally and externally. the numbers are lower than what they were previously. the conversation that i've had

with mederas is the figures she's pointing to in 2014 and 2015 and the figures we're looking at now, there are some things that are different in the circumstances -- within the circumstances and what we're required to do. in 2014 and 2015, we didn't have body-worn cameras, we didn't have the additional paperwork that we're required to complete for every traffic stop so that the police department is able to collect data about the individuals that we stop, what occurs during every traffic stop, locations. there's a lot of other administrative work that's required. the other piece of this is that the time that it takes to conduct a traffic stop is different from what it was in that period. at that time the majority of officers were still writing citations on paper. a lot easier today.

now officers are using the smartphone. it's a smaller device. it took training. with every bit of technology, it takes time for officers to get acclimated to. some are proficient with it, others it takes longer. the process of completing a traffic stop takes a little bit longer than it did when we had those numbers previously. >> so how many traffic stops and citations would you say in an officer's ten-hour shift that each officer does, just on average? >> i think it's hard to put a number on that, due to the evolving and ever-changing tour of duty that every officer faces in the city. it's different in the tenderloin

district, where officers are dealing with concerns that are different from what officers are dealing with the need for police service in other parts of the city, the richmond district, hay valley. it's hard to put a number on that. >> if you were to say a police officer on the traffic unit and you would see that in one week they did three citations, would you say to yourself that is a low amount of citations for one week. >> sorry, a number? >> on the traffic unit if you find an officer that gave out three citations for one week, would you say you would expect more than three citations in one week? >> my question would be what occurred during the week. what was that person's assignment. i mentioned in one of the earlier slides, there are a lot of different pieces, a lot of different facets to what an

officer at the traffic company specifically is tasked with on a daily basis. again, that changes. so i would want to know what they were assigned to do that week. >> so i'm seeing on -- on the page number 15, is that from january to june 30, that's a six-month period, you said that the total city-wide violations -- there are more violations, but the city-wide ticketing of these violations totalled 21,931. is that correct? >> yes. >> but that includes traffic unit, but it also includes the other units at not the traffic unit, but at district stations. is that correct? >> that figure is a department-wide figure. >> that is a department-wide

figure? >> yes, ma'am. >> in relation to what the letter actually says and also noticing that we have many more fatalities than we would like, we are not meeting our vision zero goals, we are not on tram to meet those goals, we know that enforcement is a huge part of changing the behavior of drivers. as you know my husband was a solo motorcyclist for years. i think that truthfully speaking it is the only deterrent that the police department actually really has this impact, that when you get a ticket once, you think twice about it, or you're trying to run through a stop sign again, you're more cautious. when we look at these numbers city-wide, and i believe we should increase our traffic unit to a higher number, i would like

to see the traffic unit doubled because i think their enforcement is so super important in our city. i guess what i'm trying to understand is how much time is actually spent on traffic enforcement, how much time is actually spent on other things such as escorts or being pulled to other stations or also special events, and how much real time is being spent on actual traffic enforcement? perhaps you don't have those figures now, but that is a number i'll come back to you on. how much time do you think that we are putting into actual traffic enforcement and active traffic enforcement? i understand to track citations isn't the way to do it. i am trying to get a handle on how much -- if we were to increase our solo unit to double

the amount of solo motorcyclists we have, what can we expect to see in that investment around vision zero goals and also focus on the first five. that is my comment. >> thank you, supervisor. >> thank you, commander, for the presentation and for the work that you're doing. commissioner fewer, thank you for raising those points and asking those questions. this is obviously not all on your, but i do want to say it hasn't been a minor reduction, it's been a drastic reduction over the last few years on the number of focus on five citations to just over 20,000 in 2018. it looks like we're on track in 2018 to be at about 20,000

again. we have less than half the number of focus on five citations in 2018 and likely in 2019 than we had just three or four years ago. that is a dramatic, drastic decrease. at the same time, most people would agree that the conditions on the streets feel like they're worse. i think the estimate was 170,000 additional trips from uber and lyft alone on our streets. anybody out there can see it feels like the wild west on our streets. i don't necessarily think the citations are the only indicator of how we're doing, but i hear again and again from my constituents that it feels like the traffic safety situation has gotten a lot worse at the same time the citations have gone way done. is there a monthly goal for

citations currently, and if so, what is that goal? >> thank you for the question, supervisor. let me answer that question first because you reminded me of a point that i think is important for all the members here to hear me make. there isn't a specific goal number-wise for citations. we don't have quotations. our goal as part of our commitment to vision zero when we're doing traffic enforcement that 50% of that enforcement is for focus on the five violations. for anyone viewing or as a member of the public those are speed, red light, stop sign, yielding to a pedestrian in the crosswalk, and yielding while making a turn. the reason that we're focused on those violations is that the data has shown that these are the violation are the most

common collision factor in the fatality collisions, which is what we are working hard, when i say we, the women and men in the san francisco police department out at this moment acting as guardians in the community where they are. this is a big piece of it. in terms of enforcement and impact that supervisor fewer mentioned. one of the things that's hard to quantify is when we're making stops doing enforcement operations, there is a deterrent factor for everyone who sees that. i think it's difficult to measure. but i know that it happens. we've been told that and i have my own experience with that as a youngster. whether i got a ticket or a

warning, i changed my behavior. when i would see police officers, i wanted to make sure i was obeying all of the traffic laws. one thing that i should tell you is that all of our districts are involved in enforcement for speed, red light, in the tenderloin the traffic officers assisted. there was a new sign that was installed and they were looking for people who failed to yield to pedestrian. this sign was helping so much that they had to move to another area. in addition to this collaboration between our

traffic company, motorcycle solo cops, the experts when it comes to traffic and all of the officers who are working in the stations, it's a team effort. it's a collaborative process. but we're also working with our public information office to get the word out by social media, facebook, twitter. we know people love to consume information on twitter. there is more work with the traffic company on content and with the public information office so we can get the word out. we were out last week doing the same type of information, and i'm told from the public information office that putting that information out garnered a lot of information and response. that not only tells a story

about what the police officers are doing, but it helps to reinforce that message for people to be safe and what's at stake. >> thank you for that. one of the things that i guess i'm questioning and somewhat concerned about is i understand the focus on meeting the 50% of the citations being of those five citation types, but in the raw numbers we've decreased by more than half in the total number of those citations. even if we're staying at 50% of the overall total, the overall number of those citations is declining. i recognize it's not the only indicator of whether we are helping to create safer conditions on the road. certainly the deterrent effect is a big part of it. although, i hear more and more and it feels like more and more

that things are worse on the roads in terms of the traffic safety and abiding by the laws around speeding and blocking the bike lanes. if there's something that has changed between 2016 and 2018 that is really specific that would be the cause of us having half as many citations, i think we should know what that is and be able to work closely with you to be able to address that, whether it's how the citations are filed or how much time it takes or how to expedite that. that is a dramatic reduction and i know it's one you're focused on. the last thing i wanted to ask is the question about understanding where these citations are and where the focus is in terms of enforcement. i notice here despite the

tenderloin has every street on the high-injury corridor, it has the lowest focus on the five citations. if you could speak to why that is and how we're addressing enforcement, and the places that have been the location of many crashes this year. >> we recognize anyone not in a vehicle, pedestrians, folks on bicycles, micro mobility devices, and in that part of the district, the unhoused or people of color are more vulnerable in collisions. almost every street what i recall from my review of the map for the high-injury network shows that every street in the tenderloin is in that network. i'm joined by our captain from the solos, and we've talked

about this map. i'll thank him here for his ladder at the solos and the assistance he's given to me in my time and this assignment. one of the things he's done at the traffic company which i think is something -- well, it's something that we -- that i've talked with the captains about rolling out at their stations. if you go to the vision zero page, everything is there. we need the traffic companies to be certain that these maps are posted, that the officers that are assigned to different areas, that they're familiar with these locations, the violations that are occurring if there's complaints, and they're concentrating their efforts on that. i think that's an important part of our strategy to meet that goal because there are -- there is a tremendous amount of requests for police service throughout the city.

this piece of our public safety mission, traffic safety, we have to be very -- i hate to use the word "focused," but we have been focused and smart with our deployment and enforcement efforts. i think that's why the goal is an important number. i think it's a positive thing that that percentage for our department is trending up. there is a great need for services of the police department. public safety is paramount and this is a big part of it. we're working on it and we have the strength of having a collaborative spirit in the police department is going to help us to move the numbers forward. i hope that was responsive to the question they were asking me. >> commissioner. >> thank you. >> thank you, commander. if the other folks on the roster are wanting to ask the commander questions or comments, we still

have our parking enforcement director, mr. mccormick, who has a presentation remaining. commissioner stefani. >> yes, thank you, chair peskin. i just want to, first of all, associate my comments with supervisor fewer in terms of wanting to see the amount of enforcement doubled. i think that would be incredible. i want to drill down on the amount of time it takes to enforce and write these tickets. i understand in 2016 this board passed an ordinance requiring officers to fill out two additional forms regarding who they stop and why. i also understand that the san francisco police department asked for additional funding to upgrade citations in terms of of better internet connection and things like that and you did not receive that funding. so i need to understand from you what you need from us to better be able to accomplish what we're

asking you to do. >> yes, supervisor. to that point about the process, we have the majority of police officers in the department that are issues citations are doing so on the e site with the smartphone as i mentioned earlier. after making all the entries in the required fields for the data, they're using wireless printers to have the citation printed out. like with all things with technology and depending on the location, there's sometimes issues with connectivity. again, that slows the process down. it's -- sorry, i lost my train of thought there. the second part is we have officers who write citations by hand, because foot beat officers don't carry printers. the officers who are walking the

beat when they see that kind of conduct, they're making traffic stops on foot and writing the citations out by hand. all of the things we do when the police department steps up and we get an ask, we say yes and try to do he having we can to improve public safety. although those things require resources and personnel hours. so even the mining and the collection of the data and evaluating all of that. it's about resources and personnel hours. >> thank you. >> commissioner brown. >> i'll wait for the parking control officer's report. >> while the commander is up here and i acknowledge that he is new in this particular position, i wanted to make a plug for traffic enforcement. earlier in my comments i

referred to the opportunity we took in tearing town the embarcadero freeway and building that surface road, but i've had countless meetings with the m.t.a., central station, traffic, the port about stepping up enforcement on the embarcadero. so any resources that you can aim in that direction, particularly given the tragic death of a cab drive would be greatly appreciated. you need not respond to that. i just want to put that into your thinking. >> thank you, chair and commissioners. i'm the director of parking enforcement and traffic for the sfmta. parking enforcement for -- has many broad responsibilities that go well beyond general enforcement, did the meter get paid, someone's driveway winning blocked. we focus a lot of our efforts on special events, demonstrations,

and we call those fixed-post assignments. congestion is a huge significant challenge in san francisco. our priorities of the city, the mayor has asked us to focus on increasing bike lane citations by 10% following tragic death on howard. transit first policy so we can seep muni moving on the crossroad -- corridors. we strive to address all of these concerns in light of the increased population, the increased vehicle miles traveled. as commissioner haney commissioned. so those are all pulling on our resources and where we go. as you can see in this slide here, we've actually achieved a

7.4% increase over the previous numbers showing violations relating to congestion, obstructing traffic, blocking the bike lanes, double parking, those vehicles are blocking traffic on the street. we continue to focus to alleviate congestion. >> this includes citations issued through the cameras mounted on the buses? >> yes, it does. so to support some of the transit needs, we have -- we have fixed posts. you can see some of the locations to try to keep transit moving on a daily basis to make sure the intersections don't get blocked. we put p.c.o.s on post and their

job is to keep vehicles from actually getting into the intersection and blocking the intersection so that transit can move on key corridors. we focused our attention on these safety-related violations, both from a perspective of keeping the public safe, keeping traffic moving, keeping congestion down, trying to reduce the frustration factor where people will accelerate because they want to get through an intersection to get to the other side when it's not safe to do so. the question come up about blocking the box. we heard it before. you can see it on this slide about 2015 and 2016, there was a significant increase in the number of citations for don't block the box and you can see that number is significantly --

as long as we weren't there, they blocked the box. so to physically have to be there at every intersection everywhere was an impossibility. so we focused on putting people at key intersections to keep the intersections from getting blocked. that was the challenge. clearly the number of citations has gone down. the number of vehicles on the streets have gone up. vehicles are still blocking the box. we've taken a new approach. we need a combination of both. we're going to have people managing traffic at key intersections. just this week, as supervisor brown knows, we started anti-gridlock, don't block the box enforcement. just in the last few days, well over 150 citations in two days for blocking the box in one intersection. it tells us that it is absolutely necessary. we're going to continue to stay

focused on similar intersections until people start to behave differently and then we'll move on to other intersections. there's lots of intersections throughout the city. they're in soma, out in richmond, on 19th avenue. we know there are lots of locations, and we are focused on doing more of that enforcement. all of these require resources. we're getting pulled in a lot of different directions and we have additional residential parking enforcement zones added. we have more special events with the chase center opening and a lot more activity with that. we're working diligently with our finance department to work on ways that we can increase our available resources so that we're able to continue to provide the service to the city and what the city needs.

with that, if anyone has questions, i'm happy to expand. >> there are a lot of questions. relative to the cameras that are mounted on the buses that you have folks in your shop, i think two of them, who look at all of the footage and then issue citations through the mail, can you break down that universe for us how many of them are issued through to the cameras as a result of the cameras? >> i can't give you an exact number even as a percentage now. it's not a huge percentage because there's only two guys doing that work and it takes a significant amount of time to review that video to find a violation. they average probably 30 to 40 citations a day. >> that sounds right. i bumped into one of them the

other day on his lunch hour. at any rate, i was asking him how many of them are t.m.c.s versus not. do you have any data on that? >> it's going to be in the range of 40 to 50%. there are as many non-t.m.c.s violating. it could be higher, as high as 60%, but running in the 45. >> if you could send us an

e-mail that breaks that down and what the percentage of t.m.c. versus not that would be helpful for those trying to figure out how much of the additional congestion is attributable to t.m.c.s. >> i want to thank you for being out there on octavia and giving out 156 tickets for blocking the box in two days. that's amazing. we know people that live around there know that it's very dangerous because it is a freeway entrance. i've actually asked the t.a. to do a traffic study because the last traffic study that was done for that area was before all the t.m.c. explosion. to actually go further west to see how we can divert traffic.

did you also try to give tickets for people being in the bike lane on page? >> we focused yesterday on [ overlapping speakers ] -- and in the afternoon we did octavia. we wouldn't issue a citation for somebody driving in the bike lane. they would have to be stopped. >> a lot of them are just stopped in the bike lane because it's a queue and they go around the queue to get further. they sit at the bike lane. >> we've seen it and are aware of it. if it qualifies as a parking violation, we would issue it. >> we're looking at redesigning that area and not allowing the cars to get on there and just having it on oak because of that

blocking the box and just a couple cars going through. did you go over to hape and get the cars sitting on the red line transit only line for the bus? were you able to get on hape also around there? >> most of those violations would be a moving violation. >> even though they're sitting there. >> even though they come to a stop, it's still a moving violation. >> i would like to see us use our resources to -- if you're low on resources, have them down there ticketing people that are

doing that thing, blocking the box where you have to walk around them. so i just -- for me, i know that you need resources and it's something that we have to think about next year. i just think the priority should be safety and then ticketing expired meters. thank you. >> thank you. >> commissioner haney. >> thank you. i appreciate your work. for the intersections, is that every weekday and what hours? >> it's every afternoon, monday through friday, and it varies, but it usually starts about 3:30 and it goes until there's no more congestion at that intersection. >> and -- in terms of your capacity to expand to additional intersections, that area down there around soma, freeway, and

also around 2nd, it can get to a level of craziness that i think you're aware of. how could we have more intersections covered. >> a lot of times what we'll do is as certain intersections no longer have congestion, we'll move those officers over to the other location to address the congestion and blocking the box at those locations as well. we try to double up where we can. we're able to first help transit get into the trans bay center, as most of those buses in that area are trying to get to and make sure they can get through the traffic for those backing up blocking intersections. >> yeah, i definitely think there are more intersections down there. in terms of being responsive, if

somebody is parked in a bike lane and somebody sees that and wants to report it, how is that dealt with? is there sort of a more reactive element to this? i get a lot of things coming from my constituents saying there's somebody parked in a bike lane and there's nobody able to respond to that. >> most times, with the exception of delivery trucks, those vehicles stopping in a bike lane to pick up or drop somebody off are fairly short-lived events. what we primarily do is when people report double-parking and blocked bike lanes, we're taking that data and agoating -- ago -- aggregating it.

fulsome is busier than embarcadero. we strategize where we send people based on those complaints coming in because it puts people where they need to be. >> there is no response to a delivery truck immediately? >> not immediately, but the officers patrolling are looking for those violations. the challenge is some of the delivery companies just accept the citation as the cost of doing business and it doesn't change their behavior. so we've talked to many of the drivers. they say the boss will pay for it. >> townsend or fulsome. >> all of those. >> thank you. i wanted to just check in with you on your ongoing work on

valencia street. as you know, when the red lanes went in on mission street, there was an overall design plan from the m.t.a. that in the heart of the mission, south would be the main thoroughfare for cars and valencia for bikes. valencia is unsafe for bikes that that plan has never been in effect. many bikes feel safer riding in the bus lanes on mission than they do in the bike lanes on advance iie iia -- valencia wit reason. we have the schedule for the rest of valencia that construction will happen in the spring of 2020 and then finally the middle of valencia in 2021.

have you kept up that increased enforcement and t.m.c.s blocking the bike lanes on valencia and how is that going? >> we continue to assign people to valencia primarily on the weekends, so thursday, friday, saturday, when people are going to the restaurants, bars, and nightclubs, because that's when a lot of that activity is occurring. we see that and expand it into other days of the week as people are available. it's not just thursday, friday, and saturday, it's other days of the week as well. we've removed some vehicles from the bike lane for that reason as well. it doesn't happen very often that that vehicle will stay there that long.

it would clearly not be on a regular basis, but the areas where the safe hits have been put in place to protect the bike lane, we're seeing in some cases people driving around those and getting inside of those. so we're issuing citations for that as well. >> it was about a year and a half ago that we started this increased enforcement. have you kept that up the whole time? >> yes. >> have you ever done a comparison sort of pre-increased enforcement, post-increased enforcement whether or not that is impacting behavior? >> we haven't done a study about people's behavior because all we've seen is an actual violation. we don't have any data on how

many did we miss, versus is it getting better or worse. even adds the numbers were flat and we were catching less of them, it wouldn't be a better situation. >> is there a greater violation for blocking a bike lane in a protected bike lane area? is the amount of the fine higher? >> no, under the vehicle code it's the same. >> it should be higher because it concerns me in the small area of valencia i have heard from constituents that drivers continue to block that. at that point, what are we supposed to do to make it safer. so we should have a massive fine for blocking in the middle of a protected bike lane to really put a stop to that behavior.

i'm wondering if we can -- if we could look at -- he's taking notes. if we could work on that together. that was really disturbing to hear pch . as we increase the protection of bike lanes if it's not going to stop them, then that's scary and troubling. >> i understand. >> commissioner stefani. >> thank you. just a few quick questions around your outreach to uber and lyft. have you been asked to inform the drivers about our vision zero efforts and have you informed them that we will be increasing enforcement? what has been our communication with them around this? >> i think my colleague can answer that better, but from an enforcement side directly, we

have been in contact with their liaisons from both uber and lyft. they're somewhat concerned, but i don't know where that goes from there. >> what have they said when reaching out. >> i'm not the person who did this work, but i will share in coordination with the bike coalition we created a number of safety videos. we have made pro-active steps to share information. very specifically some of the feedback we get is when you're operating in san francisco, it is just not the same as sacramento, so we need to be providing key information about how our facilities are different. we would have a protected bike facility, which your average city would not.

we encourage them to share this with the drivers. that is the pro-active steps we have taken, given our limited authority. can you remind me the second question? >> what was the response? >> what was the expanse. i will have to get back to you. i'm not the best person to answer that question. >> i would like more information about that, considering the doubling of vehicles on our streets due to t.m.c.s. if we're not actively and pro-actively reaching out to these companies and demanding some kind of response from them that they are educating their drivers, we are failing. a majority of the violations i see out there, especially the bike lanes and things like that. if that is not something we're very concentrated on, i think that we need to be. >> yes, we'll be happy to get back to you about the work we've

done on it. >> i have no more questions for folks. is there any additional presentations. >> i wanted to give a presentation on the red light camera program. the red light camera program in san francisco is one of the oldest in the states. our city leadership was instrumental in getting the state to adopt the red light program in the 1990s. we have been able to keep it, although many other jurisdictions faced challenges both legal and popular outcry about the systems. i think in san francisco because we have had a safety-driven system we have been able to keep it for context. red light-run violations are the third-most common.

one of the focus on the five. the majority of crashes involving red light running involved vehicles. we had made progress in san francisco in terms of addressing red light crashes. this chart shows how we've had a -- so this is positive in the sense that we've been able to see dramatic increases. however, in recent years the pattern has been more stubborn. that's where we need to focus on how do we get these numbers to further decrease. we have been encouraging that in the last year we had one of the lowest of running red lights and hitting pedestrians with crashes. i want to briefly mention some

of the other tools we use at the m.t.a. to address red light running. one is signal timing, which involves pauses in the lights which are called clearance phases. we coordinate the signals and we have longer yellow lights. we want to make sure that we're exceeding standards, particularly in terms of red light running. for camera the yellow is very sensitive because a lot of the red light running caught by cameras is fractional, it's what's happening after the light turns red. we want to make sure we don't have any issues with the setting of our red lights. like i mentioned, we used some transportation sales tax primarily to upgrade our traffic signals and make them more visible. some people are just not paying attention. we want to make sure those type

of crashes are addressed. we have upgraded most of the city. what remains to be done is very corridors that we will continue to work to improve. this involves removing poles, installing signal heads. here is an example, you can see a hill with trees. if the lights are not properly positioned, they can become hidden. so we want to make sure that motorists are not looking for traffic signals, that they're proximity and avoid safety issues. we've done this since the 1990s using trapsing sales tax. we saw dramatic improvements in safety in the order of 50 to 60%

reduction in crashes. now we're in the process of doing improvement improvements pedestrians and red light running. the red light running program started in 1996. it is undergoing a $2.5 million upgrade that we expect to be completed by the end of the year. we took all of our cameras and put in new equipment, digital cameras that will work better in terms of capturing violations. we have 19 intersection approaches that we're enforcing. what we do is pick intersections by the incidence of red light running approach and we make sure the intersection has all the changes made to them so that we're addressing by combined

changes and enforcement. we're in the process of an expansion to the program to add more locations to the ones we currently have. as part of this evaluation process, we look at locations we want to continue and locations that we don't. this is an example of how signal upgrades improve certain intersections. we installed a red light camera that we discontinued. we want to make sure the red light cameras are at the positions that we have today. we want to reevaluate the program. other jurisdictions had issues with their programs being challenged because they were perceived to be not safety driven. we've had red light cameras and various changes made, but some

plac plac plac places there is still a need to keep the cameras in and we got permission to do so. the san francisco police department assign one full-time staff to review citations. all citations are reviewed by a uniformed police officer. this is a summary of the loecketss which are also on our website. these are the existing locations that are upgraded and the locations we will be expanded to. all of these will be active to the end of the year. the last slide is a location showing the highest crash locations for red light running in the city for the past five years. we are looking to make a combination of engineering changes. from this type of list, we would be drawing the future locations for red light camera locations, making sure that we've addressed all the engineering changes that

we can, and also looking at the whole city for potential cites. that's my formal presentation. thank you. >> thank you. are there any questions? seeing none, why don't we open this up to public comment. >> supervisors. i'm tired listening to this presentation. it's a very long presentation and it's very convoluted. so i have qualified experience having established the infrastructure group, maintenance technical support group, and being a project manager linked to a.d.a. i'm going to take two areas so you can see a bafoonery.

right here for three days they did not work. this went on for two years. your vision group and whoever took time to have this presentation should talk to those that retired so they can tell you what happened with vaness. it has caused a lot of congestion and traffic issues that overflow into some other areas. i came here once -- not once, but three times. on san bruno, it took you three weeks to repaint the crosswalk. we talk about vision zero. we had people -- we're all over

the place talking about valencia, talking about this and that. but we pay our contractors, but they don't do the work. and we put our children and seniors in harm's way. so this presentation must be to the point. anyone can give presentation and get the statistics. they have to be to the point. thank you very much. >> next speaker, please. >> >> good afternoon, commissioners. my name is richard rothman. i live in district 1 off of fulton street. that is like the international speedway. cars speed there. i represent district 1 on the park and open space advisory committee. one of my combols is to make that safer for people to walk to

the golden gate park. i never see any traffic cops on fulton street because there hasn't been a collision. i was almost hit by a car. i will not -- only cross at a light. i will not make a left turn on to fulton because it's not safe. friday afternoon i saw at least 15 officers, if i'm wrong, you can let me know, 15 officers on a special assignment. if they have 15 officers on a special assignment, why not on fulton and slow down the traffic? like the commander said, if the people see the cops there giving tickets, they'll slow down. i don't think the traffic lights they put on there -- in some ways they speed up the traffic

because people want to beat the light. i wish the traffic company would start assigning motorcycle officers off of fulton street and maybe that would help slow down the traffic. thank you. [ please stand by ]

>> we encourage the mayor breed announce she would double the dedicated traffic officers and we heard, then, from captain of traffic luke barton state we would have tripled this number. what will it take for the sfpd to meet its focus? are they on the high injury network. they have yet to receive the

locations for these citations and we would like to see where our police stations are focused energy and driving behaviour. once we know this, only can we make more strategic decisions where they will keep us all safe? we only get so far without the curbing dangerous drive askingi. thank you for your time. >> mr. goodman. we work with supervisor norman yi with schools and seniors trying to implement safety precautions at transit platforms in the outer districts and we have suggested ideas for striping didn'striping and paino between the curb and platform it's coloured in a specific colour. that was a suggestion the

state's rules state you cannot colour things different, concerns about colour and how it impact user visual driving through these area. i think we have to take steps further is beyond what we've done on transit and traffic speed reduction in the excelcior and bayshore. a lot of pedestrian cross-walks where people have almost been killed by cars veering around other cars that come to a complete stop to allow a person to cross and allowing the person in a wheelchair or senior trying to cross and it's mainly speed that will kill them and we've seen this numerous times in all districts didn't that's where we need to focus our attention. we need to look at different alternatives, even paint, just simple paint on the streets and we need to look at reducing speeds in those areas to a

minimum to get down to the number of fatalities to zero. thank you. >> thank you. mr. lebraun. >> i don't really drive in san francisco. i use public transit and i walk and i've been that close not once but twice to get wiped out in san francisco. the first time was getting off the train at fourth and king and trying to go across the platform. the traffic stopped, so i started walking, and the bike didn't stop and went threw the e red light at 100 miles per hour. maria remembers it because she wrote it down and the situation was written down. next time i got nearly wiped out was right here in front effort steps entering city hall. i waited for my time to cross and as i went across, a bik