Transcripts For SFGTV MTA Board Of Directors 20240712

Can you please call the roll . [ roll call ] clerk you have a quorum. Announcement of prohibition of sound producing devices during the meeting. Approval of the minutes from the october 6 regular meeting. Can we open up the line for Public Comment on the minutes from the october 6 meeting. You have zero questions remaining. Well pause 20 seconds. If no one comes on the line, well move along. Clerk if members of the public wish to address the board on the meeting, please dial 10 to join the queue. And the number is available on the screen, should anyone want to join. You have zero questions remaining. Then well close Public Comment. Directors, are there any additions or amendments to the minutes . If not, may i hear a motion. Motion. Is there a second . A second. Please call the roll. [ roll call ] clerk 50. Item 5, communications. Due to the covid19 emergency, this meeting is being held virtually and all members of the public and staff are participating via video conference. This will ensure the health and safety of the members of the board and staff and the public. We ask the public to participate remotely by writing to the board or by leaving a voicemail message. We have received comments in advance of today and we appreciate them. Thank you for honoring our request. We continue to encourage the public to write to us and to call in, in advance of the meeting day. What time the Technology Allows us to hold these meetings via teleconference, it may not be as seamless as possible. If we lose the connection during the meeting, we will pause until the connection has been reestablished. If you werent able to call in or reach us or see a number on an item previously heard on the agenda, we will allow you to address it later. We thank each and every one of the people who allow this meeting to be run smoothly. Clerk for members of the public, this meeting is being televised by s. F. Gov tv. If you are watching via online, please call the phone line when the number is called. For the members of the public, if you want to make comments on items on the agenda, you can call the number on the screen and use the access code. Make sure you turn off any tvs or radios or if you live stream that you mute the sound. If theres any microphone reverberation, we will hear you. At the appropriate time when the item is called, the chair will ask the phone lines to be opened. If you wish to comment on a particular item, you will be prompted to dial 10 in order to be added to the speaker line. The automatic prompt will say that callers are entering the q a time. You will be queued up in the order in which you press 10. You will hear an automated voice that will tell you when its your turn to speak. At that moment when your microphone has been unmuted, please state your name and begin your comment. We will start the twominute time limit when you begin talking. You will get a 30second warning and when your time is up you will be put back on mute. Madam chair, i will repeat the instructions if some members of the public joined late and did not hear this information. Moving on to item 6, introduction of new or Unfinished Business. Directors, do we have any items of Unfinished Business . Seeing none, i will say that a member of the Disability Community pointed out some issues with changes of access to disability of paratransit on Market Street. I have forwarded that email on and i would like to know of any changes on Market Street. I will be covering that in my directors report. Are there any items of Unfinished Business . Seeing none, we can move on clerk directors report. Jeff tomlin, general manager of the sfmta. Im going to be covering a couple of items. Twin peaks boulevard and park. Were going to be covering the twin peaks subway as well. On vision zero we had two fatalities in San Francisco in the last seven days. Both still under investigation, but the Rapid Response teams have looked into both. Im happy to fill you in on the details. The second topic is Market Street which is moving forward into its next phase. We will be going in to bid in early 2021 from Market Street from fifth to eighth street and that work is expected to begin construction in mid2021. As all of you know, back in january, we completed the quick build phase and learned a lot then. It turned out better than expected delivering improvements for muni and also delivering in january, in the middle of winter, recordbreaking bicycle ridership along Market Street. Weve been learning a lot from that prepandemic. We received for the next phase of work, a 15 billion federal build grant that we have to encumber quickly and get moving on in terms of construction. That said, as you now know, all of our projects are facing deep hits as a result of the financial impacts of covid. We have to not only significantly cut our operating budget as well as our Capital Budget. While we have to move forward on the federal build grant, we dont have the resources to do the entire street which is involving digging up everything from building face to building face on Market Street, the streets, the sidewalks, building poles, utilities, all of that. Not only do we not have the resources to do that, were also deeply concerned about the amount of construction and all that would entail. Working with our sister agencies, what were recommending is moving forward with the inside portion of the street that includes rebuilding the muni islands to make them longer and wider and accessible for the first time in order to capitalize upon the reliability and improvements of muni and allow us to build on that and expand the capacity of the boarding islands to serve even more islands. What we recommend is putting off the rebuilding of the sidewalks, including the critical question of whether and how we could provide separated levels of cycle tracks. If we built those now, those cycle tracks would build overcapacity. The design no longer accommodates the volume of cyclists that we would see once the pandemic restores a somewhat normal level of traffic to downtown. We know that a lot of effort went into the better Market Street design. So were starting a Community Engagement process, including a virtual public open house series and four meetings that will start later this month and run into midnovember to share details and get comments for phase one. Depending on the results of that, we will bring back revised longterm legislation to all in december. Another interesting topic is twin peaks boulevard and twin peaks park. As many of you know within back in the early days of the pandemic, the San Francisco Police Department closed the gates to twin peaks boulevard in order to close the parking lot at the top of twin peaks to help reduce the amount of crowding that occurs at the top of twin peaks. As a result of the closure of the street, twin peaks parks has seen an unprecedented amount of use by hikers and joggers and skateboarders. While the use of the park has received a lot of support, weve also heard a lot of community complaints, including complaints from near neighbors. Weve also heard a lot of complaints from those of us whose most memorable experience arriving in San Francisco was driving up to the top of twin peaks, whether at daytime or at nighttime. Weve heard from people who are just not ready to hike all the way up to the top of twin peaks. We at sfmta are taking our lead from other city departments in order to run an accelerated Community Engagement process starting later this week, in order to help us see if there are ways in which we can design and manage twin peaks park to retain the extraordinary increase in park users by maintaining a safe, continuous path for those on bicycles and on foot to restore access to the viewpoint for everyone, particularly those with disabilities, to reduce the negative impacts of park users on neighbors, and also to support the mobility of the park users, including the use of the parking lot at the top of the hill. We will likely be coming forward back to you once the Community Engagement process is done with some recommendations for some changes. Were hopeful we can accommodate all of those goals by being creating about how we manage the streets and design the trail system. The next topic is our internal training practical. We just began last week a new Training Program called pact. This is an internal design Training Program that is focused on not only improving Customer Service through deescalation training, but also training our frontline workforce to be more confident, to feel more supported, to be less stressed, and therefore being better in productive engagement with the public, while recognizing being a Frontline Worker at the pl sfmta dealing with the public which can be challenging. This training will cover all of our people who interact with the public [indiscernible] a total of 3,500 [indiscernible] were not quite sure where thats coming from, but i will continue. Then finally, i do want to talk with you about following up on the work that weve been doing on the twin peaks subway. As you will recall, back in august we had an issue with splices that were not manufactured according to speck and that caused us to shut down our rail system three days after starting. Its given us an opportunity to replace the splices and being able to look at what else we can do to deal with deferred maintenance and other issues in the entire Market Street and twin peaks tunnels. In order to get to the bottom of that and to begin the work of changing the culture of how sfmta deals with major projects, i asked colleagues to form a task force that is interdisciplinary and interdivision. It includes people from the Capital Projects division, from maintenance, operations, engineers who know about all the different aspects of our systems. Weve asked them to look at everything, to pick up every rock. Well be learning more about rocks later. See whats underneath it and if theres another rock underneath a rock and whats underneath that. To approach the maintenance and infrastructure problems that we have at the agency with a sense of curiosity and with the mission to predict problems before they arise, to get ahead of those problems, and to make appropriate investments. I have said there has never been a better time in our agencys history to keep the subway shut down to catch up on the work needed there. I asked them to come up with what is the optimal amount of sets in the subway that will benefit us for years to come, taking advantage of this current crisis. With that, i would like to turn the report over to the transit director julie kershbaum. Hi, everyone. At the next meeting im going to come and talk about the subway as a whole as a program and really talk about how much good work were able to get done during the shutdown and how that becomes a down payment on a much larger effort to rehabilitate the subway, including addressing tough problems like the train control system that weve been talking about for the last year [indiscernible] to listen to your message, listen or rerecord. Technology is not with us today. If youre satisfied with the message, please one. Can you folks still hear me . [indiscernible] as we stage the work that we would like to get done over the next few months, one of the things we wanted to draw your attention to because it is time sensitive is some work that we need to go back and do and address issues that weve had since this track work was done in the twin peaks tunnel in 2018. In 2018 when we started the twin peaks project and the contractors first began their work, they identified that we had more class one materials than we had anticipated, which is essentially heavy metals materials that are more costly to handle and more costly to dispose of. As a result and in an effort to keep the project on time and on budget, the decision was made to reuse rather than replace the ballast. That is the rock that stabilizes the track and ties in the subway. You dont see it in the street. In the street it is a different design, actually encased in concrete. But in the subway its rocks secured with that secure the ties and the track. This year is an example of new ballasts. You see that its a lot of big rocks that intricately fit together to create a very stable structure, but to still allow enough space for water to drain through, which is key in our subway because our subway is a big part of the citys drainage system. Because of the reused ballasts not being cleaned properly and not having the small particles washed away, the ballasts that we have in the twin peaks tunnel looks more like this. You can see that theres some rocks, but its really more dirt and wet mud than rocks. I want to be really clear that this is not creating a safety issue, that the decision would never have been made to remove the ballasts if it was creating an imminent safety issue. But it does have longterm safety implications because as that mud and dirt washes away and there isnt good rock there to stabilize the track, over time the track can become less stable. Its also a very big maintenance load because our maintenance folks have a subway that doesnt have proper drainage and needs to be constantly monitored for those potential stability issues. We are currently having an expert on subway ballasts and theyve gone in and taken dozens of samples in the subway on very clear stratas so we know what the quality of the ballasts is and where and where we need to replace it. Where we know its going to erode first based on the visual inspections and what weve seen over the last two years is around the eureka curve which is between forest hill and castro and is the low point of the subway. It already has the highest demands on it in terms of drainage. The subway group that has been working together has a strong recommendation that we replace the ballasts at the eureka curve while the subway is closed. That allows us to address this issue without having further impacts to our customers. Theyre working on the final timeline now, but it would mean the subway being closed through january. It allows us in this quiet time of covid to not only get this work done, but a lot of other work done that well ton more comprehensively at our next meeting. With that, before we open it up to questions, i would like to also hand it off to tom, who can talk more generally how were taking ownership of this issue, what we can do to prevent these kinds of problems in the future. Thanks, julie. Good afternoon, directors. So as julie works through the technical issues and we get the ballasts fixed in the eureka curve, jeff was asking to take a harder look at the practices in the Construction Program and see how does this happen and what are the fundamental things not working when we do Construction Projects and what areas can change. Three areas were taking a hard look at is the way we communicate along the Different Division divisions. We can improve the way the engine engineers manage the projects. This is when poor ballasts quality comes up. The second is the procurement processes which are pretty fundamental. They might not be good for the twin peaks tunnel or the central subway tunnel. These are projects we have to get right the first time. We have to get quality work. We have very little tolerance for a lowbid contractor coming in and doing work that doesnt meet our satisfaction and having to go back in and do what were doing now, which is to disrupt the Transportation System with this costly fix. There is a cultural issue in our agency. Were not alone. Many transit capitals have this problem. We need to instill on staff that when things dont meet our standards, these are the last lines of defense for the riders and people of San Francisco. Sometimes you hear the term, the owners rep. Were the owners and the contractors working in the field are our representatives and all of San Franciscos representative. Communications, procurement, and culture are three areas working with jeff and julie. I know we just gave you a lot of information organizationally and technical. Im happy to answer any questions or take any feedback that you may have. Director heminger. Thank you, madam chair. Tom laid out some broad areas that were going to take a look at, but i wanted to ask in particular how were going to go about investigating this specific problem and the fact that were redoing a lot of expensive work only a couple of years after it was completed. How is that going to take place in terms of determining responsibility and accountability . Tom do you want that or do you want me to take it . Ill start. Were working with the City Attorney to go through the records and figure out how we can hold the contractor accountable for work. An accountable contractor should be able to do work like this right. This is basic Rail Construction and we need to hold them accountable. Does that sufficiently answer your question, director . This will play out over a period of how many days, weeks, months . I think its going to take longer to settle that issue than it is going to fix the ballasts in the subway. Thats a matter of weeks. For the section that we believe needs an imminent repair. There will be other places where the ballasts need to be addressed and we will work to couple that with other subway closures to really minimize the public impacts of the issue. Director brinkman, you have a question . Yes. Im going to leave my camera off because i have bandwidth issues. Mr. Mcguire, what are the robeds in our way in awarding the funding when it comes to state and federal funding . Because we have such a diverse set of sources of funding, we get someone for the fixed guideway capital programs. The rules are different depending on whos funding the project. I dont have a specific answer for you yet. Were just digging into this problem now. I suspect there is more flexibility than were allowing ourselves. There are other agencies who have found flexible ways to get qualitybased and best cost and other procurement techniques without going outside the specific rules we have here in San Francisco. Were still figuring out what the Playing Field looks like here. I dont think weve asked ourselves this question in an intense way. Good. Thank you. Thats helpful. Are there any other questions from directors before opening this up to Public Comment . Seeing none, moderator, can you open up the line for comment on the directors report . Madam chair, while shes doing that, i want to remind members of the public. If you wish to address the board, dial the number on the screen and use the access code. Well just wait a moment for members of the public to potentially join. Moderator, is there anyone on the line . Hel hello . Madam chair, let me check through the back channel. Madam chair, the phone line is open. We have a member of the public who is trying to speak, but it seems that we cant hear the individual at this point. I dont know what the issue is on that end. The moderator can let us know. Moderator, can you hear the individual . Yeah, the moderator can hear. Is it only one person or others we cannot hear . [indiscernible] let me see if the bridge line is muted. Okay, great. It seems that the bridge line is muted at this point. I guess well have to unless the person can speak, we can move on and the person who is on the line can make their comments at another portion of the agenda. Ill give it if you could please dial star 6. I may have also muted the bridge line. [laughte [laughter]. Are we able to determine if that is what happened and if its now unmuted . Mr. Director, can you unmute the bridge line seeing as you muted it . Sadly no. I can only mute and not unmute. Im going to ask if im going to give me a moment. Ive asked the bridge line to leave the meeting and to rejoin. Were all trying to make the meeting so that members of the public can access it and its challenging sometimes. Were just having members of the public who will rejoin and add the line back as soon as we can. Are there more members of the public than just the one . There were two, madam chair. Press 7 to place all participants in listen only mode or 8 for talk mode. All participants are now in listen only mode. All right. So members of the public, apologies for the delay. Please dial 8888086929. The access code is 9961164, dial 10 to be added to the queue. Each question will be asked in the order it was received. You have one question remaining. Can you hear me now . Yes, i can. Hello. Are we still on item 7, the directors report . We are. I have at least three comments on that if i can keep it together here. Item 1, i did not see a directors report presentation, but it sounded like there was some notes. Can those notes or talking points be posted on the website so i can see what was presented. And number 2 regarding the better Market Street project that was referenced, are there specific dates for the outreach that was intended or can you point me to the appropriate place on the web. I did hear about the ballast issue, but i didnt hear about other Maintenance Work in the tunnel and i would like to know that. I will leave it there for item 7. Are there any additional comments on the line for the directors report . You have two questions remaining. Next speaker, please. Thank you. Can you hear me . Yes, we can. Thank you, chair and members. Ive been having some technical issues here. I hope its not because ive been calling from out of state. Youre allowed to travel. I really am concerned about a subway that is closed in its entirety when im seeing that the legendary and historic new york city subway was able to perform a rehabilitation of the 14th street tunnel without having to close completely. It did require quite a bit of single tracking and innovative construction techniques, but they were able to keep the Service Going because the people of new york complained loudly that 220,000 people a day should not be denied Subway Service so they figured out a way. In order for us to keep this city going, we need a subway testimony. Not everyone can afford to use t. N. C. To get over the hill. We have to worry about getting this system open. As far as Market Street goes, it needs to be a multinodal corridor, including the bikes and the scooters. There are many people with disabilities that use these, including veterans like myself. We need to remember that most Important Community that needs mobility to get around Market Street. We cant let our lack of resources mean reduced services for disabled services. Thank you. Thank you. Next speaker, please. Good afternoon again. I dont know how much you heard before. We didnt hear you at all. Okay. All right. This is the Market Street concern. We are there to pick people up and drop them off on Market Street. Particularly late at night. The micro mobility people, the scooters, escooters, motorcycles, mopeds creates problems and makes Market Street useless. You want to serve the public by using Market Street. You do not interfere with buses. Youve done great things for us. Business street is better if you want to go all the way downtown. The problem is to restrict us on this is a problem. We hope you will revisit this issue and hope we can get more involved in this project and in the hearings and the meetings before this comes before you or goes fully into effect. I urge you to revisit this issue. Youre only looking at the highpeak hours, thats not right because a lot of us only use Market Street before 7 00 a. M. And after 7 p. M. Thank you. Are there any additional callers on the line . You have zero questions remaining. We will move on to the next item unless there is anything to be added. There will be no Citizens Advisory Council report. Item 9, Public Comment. This is an opportunity for members of the public to address matters in the jurisdiction of the sfmta board of directors not on the agenda. You have one question remaining. First caller, please. Thank you. Can you hear me . Yes, we can. Thank you. As i speak in general comments here, running muni isnt easy and i seek clarification. I hear often terms thrown about. We talk about the most vulnerable, but yet we dont ever state who they are. Well, what about veterans . I as a veteran speak of the importance of micro mobility and about having a consistent, accessible bus and rail service. Reduced fare must never mean reduced service. At least veterans who have a 50 Service Connected disability rating or greater are able to get reduced fare clipper cards. I think everybody should have a clipper card just as much as everybody should have a drivers license or a state i. D. My i. D. Is from nevada, but it works just fine in california. I want to have this global perspective that muni needs to be an agency that serves the global community, as we just need to focus on the basics of running a railroad. 30 seconds. I ask everyone at muni to do the best they can. Our next caller, please. Hi. First i was going to spend all this time giving giving accolades to the staff member leaving. I want to applaud the relationship of the chair and roberta boomer that is a really great relationship and i appreciate the organization being run this way. I want to thank chair borden for supporting taxis. Of all the chairs, i have not seen any chair being more supportive of taxis and i want to thank her. The last topic is the castro street stand. Enforcement is sporadic. We need people to go there instead of us calling all the time. Of course the person is going to be gone because it takes a halfhour up to an hour for someone to show up to cite the vehicles sitting at the taxi stand. Its a very busy stand and in heavy usage. It would be great if we got some letter letters about the enforcement. We need to give people to respond. 20 days is not enough time to allow people to respond when many people are currently not even living in the area. We appreciate that you take a look at this issue and respond appropriately and with a little more compassion during this time period. Thank you very much. Next caller, please. Im talking about safety on board the buses today. It feels crowded on these buses and the capacity is high. 20 people on a 40foot bus. All the other agencies have l s less. How did we get 20 when all the other agencies have the same buses . If its still sixfoot distancing, how is that possible . Its not its ridiculous. I was on the 5 yesterday. A senior said she would not get on, its too full, im not going to risk it. The driver said they were not at capacity. People are having to take safety into their own hands because muni wont keep them safe. We dont have masks on the buses like these other agencies. Theres no hand sanitizer. Instead, we have these ambassadors that are standing around not being at the stops. Theyre sitting on their phones in the corner and its not helping. You need to figure out the safety on these buses because its not working. The numbers and the capacity is just too high. Next speaker, please. You have two questions remaining. I have three concerns. One is there is not enough buses available. Two years ago those buses were underbudgeted and instead the money was spent on other projects that are highly questionable. Two, those streets are really creating congestion. If you continue this process, youre going to have real congestion. California streets have congestion. It was formerly a peaceful street. Three, i dont like the fact that the bus stops have been distancing on 19th avenue. Im a resident of richmond. I dont usually use those buses, but i can think of the hardships of seniors having to walk a longer distance. This is really cruel, and unfortunately cruelty is part of the vocabulary of m. T. A. I really resent the fact that you are discontinuing bus stops with the misery that follows it. You really need to take a look at it and take a look at yourselves. Our next speaker, please. You have one question remaining. One item since barry toronto mentioned roberta, i will also mention her and again we dont know if this could be her last meeting, but i do note that the board of supervisors today and item 43, their agenda is set to recognize her for her work. Perhaps this meeting will be over by that time and well be able to spend some time recognizing her work. Thats all. Thanks very much. Thank you. Moderator, are there any additional callers on the line . You have zero questions remaining. Wonderful. With that, we can close Public Comment and move on to our next item. Madam chair, i wanted to ask a question if i could. A point of clarification perhaps. Im following up on one of the Public Commenters. We cant discuss things not on the agenda. We technically cant address it if its not on the agenda or maybe its on later. Im not sure it is, and i guess im a little puzzled. If a member of the public makes a comment, why cant i follow up on it . It was not a Public Comment on a particular item. Therefore, you cant have a follow up. A director can ask a question for clarification, ask a question for follow up. But when it moves past the question and answer, then it becomes a discussion. Thats the process. Maybe i could enunciate my question and when i get a reply will be up to somebody else. I was surprised to hear one of the commenters mention that different transit agencies have different standards for different occupancy in the same size of vehicle. The question, i guess, is twofold. Number one, is that true . And number two, if so, why . We would be happy to discuss at a future meeting all of the work that were currently doing to protect the health of our passengers. We will move on to our next agenda item. Clerk youre on the consent calendar. All of these matters list ed hereunder constitute a consent calendar, are considered to be routine by the sfmta. I will read the entire consent calendar and open it up for comment on any of the items [indiscernible]. 10. 1 amending the transportation code, division ii, section 801 to implement parking restrictions on bryant street except for cityowned San Francisco Police Department vehicles displaying a permit issued by the sfmta and approving the following parking and traffic modification 10. 2 authorizing the director to request that the metropolitan Transportation Commission program 1,127,352 in Funds Available under its lifeline Transportation Program for the essential trip card program. explanatory documents include a staff report, and resolution. 10. 3 authorizing the director to execute contract modification no. 2 to contract no. 1247r, presidio bus lifts presidio trolley coach facility presidio bus lifts, with makai solutions, to substitute subcontractor calcon pumping, inc. With d d concrete construction, for no additional cost and no. Moderator, can you open up for Public Comment. You have two speakers remaining. Can you hear me now . Yes, i can. Im speaking on item 10. 1, several concerns. Both the agenda item itself, if you look at page 4 of the agenda at the top there, misspells bryant, comes out as byrant. And also page 5 has a similar type yo. The determination for this matter is not available on the website, i looked all over the place, and the case number is not referenced in the staff report. If someone can provide me with a case number, that would be helpful. The environmental case number should be included in the staff report and the resolution and it is not. That is on page 3 and page 4 of the packet. Item 4, the Planning Department has moved to 49 south n. S. And that is not properly reflected on page 3 and page 5. Those references are incorrect as to their address. Item 5, the Planning Department offices are not open at this time, so their records are not available for review by the public. Six, i want to emphasize i have no substantive concerns about this item, but i would like it to be handled correctly. Item seven, i urge you to continue this item to the next meeting to correct these issues and consider it properly. Thank you. Thank you. Our next speaker, please. You have three questions remaining. I wanted to speak in support of 10. 2. Hopefully we can continue this essential trip card to keep those off buses with capacity limits that are too high. Thank you. Our next speaker, please. You have one question remaining. Im calling to speak about the agency card and who put it on the agenda. We want to keep this going because it has been a huge success. It has kept the cabdrivers busy and also to allow people who dont have easy access to Public Transportation to be able to get to their appointments and their shopping in a timely manner, without having to wait to get on a bus and possibly risk themselves on their health and safety. I want to thank you for that. Maybe your Communication Department or Accessible Services can keep the taxi community apprised so we can help lobby for this money and possibly send out a press release when this information will go before the m. T. C. Thank you very much for making this request. And for the record we are very happy with the work of the creators. Well see if we have any more Public Commenters. Are there any more comments. You have one question remaining. Next speaker, please. I do think the essential trip card has benefitted a number of people. I would like to express some cynicism of the intent behind it. It seems like sfmta is using the essential trip card program as a way of justifying cutting a lot of funding lines. Im a little bit uncomfortable with applauding sfmta with this essential trip program when its a way of cutting corners and its throwing some money at one group of people while cutting bus lines and overall crowding people on the bus lines. I think we need to be focusing on things like making sure there are enough buses running, buses are running to where people can go. Right now where the buses run to is fairly limited. Im kind of cynical about this program. You have zero questions remaining. With that, why dont we get staff to explain the City Attorney can address whether or not there is any issues with the substantive lack of details or mistakes on details related to 10. 1 errors and if we cant fix that. I think the items that were mentioned would not be considered material. Maybe staff knows where the environmental exception could be found for this project. He is welcome to submit a request through the appropriate channels and we can provide him with the documents. If adopting the resolution, we can make corrections to the spelling, et cetera, if we wish. Staff, if you can talk a little bit about the lifeline Transportation Program and how its different from or not related to our other bus lines or how the two are not mutually exclusive. If kate is on the line, she would be the best to answer that. This is a result of the agency facing the worst economic crisis in its history. We have allocated a small amount of money for the Supplemental Service for the people who would otherwise completely be left behind. It creates the advantage for our regulated taxi drivers who are also hurt in this economic crisis. Thanks, team, for the hard work on this. For a lot of the essential workers, its great that we have this service. Are there any other questions from staff on this or on the consent calendar . With that, directors, are there any questions or comments related to the consent calendar . If not, perhaps someone would like to make a motion and amend 10. 1 [indiscernible]. Is there a motion . Motion. Second. [ roll call ]. Five votes in the affirmat e affirmative. Then we are going to move on to our regular calendar. Clerk item 11, presentation and discussion regarding the vision zero program, including recent efforts and progress toward achieving San Franciscos vision zero goal. I understand we have quite a few members of staff. We have tom mcguire who will introduce the item. Very brief, i just wanted to thank the whole board and particularly the director for the ability to present our work on vision zero. We are working hard to elevate this priority. This is work that weve been doing for many years and were glad, given the number of new Board Members that we have here today, to present a summary of our work. Not only the work that were doing in terms of our Capital Projects, but also the advocacy work at the state legislature in order to legalize the tools that have been proven around the country and the world in achieving our goals. I would be happy to turn the mic over to tom. Good afternoon, directors. Im very excited to be bringing this item before you for interaction and discussion. In february 2014, this board took the historic action and made San Francisco the second zero vision city in north america. I know this was the first body to take that action. You put m. T. A. In the drivers seat and made the effort to achieve vision zero. When we committed to that pledge, we said we were going to get to zero by a specific date. This was an important pledge when we made it and remains the energizing principle. Its why we come to work in the morning. Honestly, its one of the reasons i came to San Francisco six years ago because i saw how committed people were on vision zero. Over the past six years weve implemented a huge number of improvements to our streets. Weve worked with engineering and design and done things were proud of, and yet we see far too many fatalities on our streets. We are not on a trend line that suggests were going to get to zero in 2024. Today is not about celebrating what weve accomplished, but about asking the hard questions on what it will take to get to zero. Were going to go through two presentations. A former colleague who now runs the vision zero network. Its the nationwide network of cities that have committed to vision zero. She is probably the person who suggests what works and what doesnt on vision zero in the u. S. Shes also wellversed in whats happening in the other International Cities that are, frankly, much further along in this journey than we are. Weve learned a lot about what works and we also know where some of the barriers are. After she presents, ryan reeds will give a presentation going through the details of what our vision zero strategy looks like, what were working on. Well take breaks throughout our presentation and come to you with specific barriers that we think as staff we feel were facing and would like your input on. These are the barriers that are preventing us from getting to zero. This is moving away from the overall culture of car fatalities in San Francisco. I also want to quickly acknowledge the staff. Well call on them as necessary. These are our inhouse subject matter specialists. We have a number of specialiss s who have been working on this vision. First im going to hand over to our colleague from the vision zero network. Thanks, tom and the board. I want to just say what a pleasure it is to be with you all. I have so many memories of being on the board, sitting with you on the board seats and also advocating from the other side, which is the other end of the room. Really excited to be with you. Im excited about the effort from 2014 and it still surprises me how frankly and enthusiastically we had support from the m. T. A. Director, the mayor at the time and the board of supervisors. I know there have been strong leaders throughout. There is a chance now to really gear it up to the next level. Im going to share some slides and hope that it works. Here we go. Give me a second if you would. Its not that. Can you tell me if youre seeing the slide now . And ill ask other members of the board to go off camera. Thank you so much. Just a little bit about who we are. Its a vision zero network. Were a Nonprofit Group working on vision zero but also across the nation. We want to share with you what were seeing in other places and hopefully to learn from that. What the Vision Network is doing as a nonprofit is helping to promote and explain vision. What is it and how does it differ from the traditional approach. What are we learning . Were adopting from other countries but also making it right size for our culture. Im going to talk about three areas of the status of vision zero in the u. S. Really looking at a path forward for this vision. I always like to start with this image. I wont go through everything here. I think folks are familiar with this, but its important to emphasize for anyone new or listening, vision zero is not a tag line or a p. R. Campaign or a program. One could say we started a new program in the year 2014, its not that. To be effective and successful, its a paradigm shift. Its a different way of thinking. The idea that traffic deaths are inevitable to the idea that traffic deaths are preventable. As tom mcguire said, you all set a goal of zero traffic deaths. That approach, not only is that number and that goal significant, but what we learned from other places is when you set that ambitious goal, you do so clearly. This is actually a shift of how work is done. We want to talk about that. This map is Pretty Amazing because when i was with the San Francisco Bicycle Coalition, there were only two dots on this map. One was new york city, the first city to commit to vision zero and the second was San Francisco. Thanks for your leadership. Pretty amazing. This is what youre looking is more than 40 communities that have committed to vision zero. You have the biggies like chicago and austin and others not so big, loredo, texas, orlando, florida. And its interesting to see this commitment to vision zero growing. I want to pause for a week. We dont have time to talk about all of this. As a reminder, we are working with all the communities. Were trying to help everyone learn from each other. The truth is we can all learn from each other. We can all learn for each other. I want to name a couple of things im thankful for San Francisco leading on. I commend you on a lot of webinars and talks. One is being the leader having a Public Health and transportation partnership. Really glad that Public Health is here today and i think a lot of the success and progress and reframing that youve been able to do is in large part because this is not just a transportation issue, but a Public Health issue and a social justice issue and youre doing that better than anyone in the country. So that social Justice Partnership is huge. Related to that is your leadership on the zero Injury Network. Its amazing to me that not all cities have done it, but more and more are. We have shown them your work as an example. Your Strong Equity focus has importantly helped from the Public Health and datadriven approach. Having the epidemiology tied to it shows how this is an intersectional issue. This is tied to everything else, so many other things, of course. Access to jobs, et cetera, et cetera. Really having the political engagement, which is what youve had. These are all things i want to commend San Francisco for and there are so many ways you have been such leaders. This is not just the city committing to vision zero. Its to some degree at the federal level. Certainly not as much or as strongly as i wish, but a lot more than i used to be. This is an image from a report that was started by the u. S. Department of transportation, now run by the National Safety council. You havent seen it. It sets the goal and lays out plans i wouldnt say plans, but highlevel strategies, these four strategies for reaching zero traffic deaths nationwide by 2050. They dont get into the detail or put in the money, but we hear directly from a group that helps with national work, the folks at the National Level are looking at the cities for whats next and that maybe doesnt surprise you so much, but this is percolating up. What youre doing, what were doing at the local level is really, really bubbling up. Im happy to share examples of that, button wont get into that. Thats the positive part. There are some negatives. This was an analysis done by city lab media in november 2019. What youll see here is five cities charted and their traffic fatality rates. San francisco was trending down, meaning fewer deaths, which has been trending back up. Were talking about new york, but in some of the other cities there is a significant rise. This doesnt show all the vision zero cities, of course thats not everything. This is an important place to show why is this happening. They didnt all start at the same time. L. A. , d. C. , chicago all started later than us. This is a bit misleading. What i want to point out here, is should we be troubled that were not doing better . Sure, we should be because we want safety for everyone. Does it mean that vision zero is not working . I want to talk about that. When we create a plan, nothing changes on day one. It takes a lot of time and a lot of change and this is where the paradigm shift comes in. Simply by making a commitment and words and writing up a plan didnt change anything. Thats putting something down on paper. We need to change. The reality is were up against some really big and i would say pretty tough trends nationally. Folks know that last year there were a little over 36,000 traffic deaths in the u. S. Thats 100 people in the country every day. Thats unacceptable, a huge number of traffic deaths. Vision zero cities are generally doing, in terms of rate, better than the national rates. Let me say that we were doing better before. This is not just abra ka da b bra abracadabra. This is just tremendously bad. What were seeing is last years pedestrian deaths was the highest in 30 years in the u. S. These are traumatic numbers. I want to share Something Else i just learned. This is a study published in the Public Health affairs. They compared Child Mortality rates in the 20 wealthiest nations. U. S. Kids health fared the worst of all 20 of those nations, specifically around traffic fatalities compared with the other 20 wealthiest nations. This is significant. We know that our federal transportation policies and i would contend some of the state policies are obstacles for us. We know that unfortunately the pandemic has made fewer trips and more speeding. Also the link in rise of suvs related to pedestrian safety, there was an 81 increase in pedestrian deaths, people hit by suvs between 2009 and 2016. I say these to remind us that we are thinking and need to continue to think. How are we engaging with the policies . One important opener here setting the stage is that datadriven work around vision zero, were much more data driven around this and thank you, San Francisco, for having a greater awareness. This is around Racial Injustices. We cant deny these numbers. We are thinking about how people in lowincome communities are disproportionately impacted by traffic violence. How are people in africanamerican, latino, people of colour communities impacted. This relates back to the work were doing. And i want to emphasize the equity piece. We cant enforce our way out of these problems. The greatest emphasis needs to be on the built environment. If anything is shifting our approach on these pieces regarding enforcement, just practically speaking we know there are not enough police and there never will be. There are questions about the effectiveness. Most urgently right now, we wouldnt want Police Officers on every corner, given the concerns on Racial Injustice and biases. Weve got to double down on building selfenforcing roadways and encouraging safe behavior. We cant depend on enforcement. Switching to how is San Francisco measuring up. Were going to kind of come back to this at the end. I would simply put it this way and this is simplifying. We have the traditional approach and that is engineering, education, enforcement, emergency medical sources. I would add evaluation. Were urging equity and engagement. Part of what vision zero is reemphasize the ease. I would say political will needs to go to this and rethinking enforcement and education. I will absolutely give the city of San Francisco credit, we are leading in that space of vision zero cities. There are others doing great work and many doing great work. A lot are at the newer stages. Obviously San Francisco is further along and were getting further along. Yet, as you can see from my plan or spectrum, were not where we need to be. Im going to start by talking about new york. That may be annoying. But we can learn a lot. I really want to emphasize to snow whats possible. I think many cities should be going there. New york is the longestrunning u. S. City in terms of u. S. Cities. In their first years of vision zero they adopted in 2014, but were looking at 2013 numbers. Just to be clear 2013 was the final year before vision zero. Then looking at 2019 from last year. These numbers are amazing traffic and pedestrian deaths down. Were talking about a city of eight Million People and over 6,000 miles of roadway. This is significant. I do want to note, i know they did tick up. It was a better downward trend, but it ticks back up in 2014 and is similar in 2020. Notably any death is too many. Even though they ticked up in 2019 and 2020, those numbers are significantly lower than prevision zero. Its still notable. How are they going to do that . Im going to hit some highlights. In 2019 alone before i do that, let me speak what they started with. When they kicked off in 2014, the area they focused the most political and agency and advocacy and energy in early on was managing speed for safety. Number one, they lowered their actual speed limit. It wasnt easy that happ. They had to go to their state and fight for it. It wasnt easy, but they did it and lobbied to bring that down citywide to 25 mph. That really raised awareness and why speed matters. They have a robust Speed Enforcement program or Safety Cameras that started in 2014. They started with just 140 locations it sounds like a lot. These are around school zones. In the early days, the first phase, they saw a 60 decrease in median speeds in those areas, so really significant. Because that was so successful and effective, theyve since gone back. They had to lobby at the state level. Its still school zones only, with 750 school zones, really significant. I really want to emphasize that they were also doing many things. Now im going to quickly read, in the similar time frame between 2013 and 2018, bike ridership increased 53 across new york city. Im going to share a quick list of things they did in 2019. Granted, it was precovid. 2019 would have been year five or six. They added 21 miles of protected bike lanes, new one. They did retiming, they retimed the traffic light on 120 miles. They traffic calmed 79 locations specifically with the leftturn trafficcalming treatment which ill come back to. I mentioned the cameras. And i wanted to mention one other one thats important. Look at the bottom right, its 14th street. You may be familiar with that. If not, check it out. It is an important bus way and it was a bus way where buses were getting caught in the congestion and it was a mess. Not good for pedestrians or people on transit. Last year, just over a year ago, and i want to note with relatively little, not a drawnout process, they decided to make 14th street bus only. What theyve seen is bus ridership is up 20 . The crosstown commute is down about 10 minutes. Notably trips for other vehicles, they went to other streets. The travel times on these other streets were less than a minute longer. Tremendous success. Ill pause here. I wouldnt be wearing my good San Francisco resident hat to hear how worrisome it is to have Market Street delayed again after 20 years. Gosh, i would love to hear how new york city moved on 14th street so quickly. Its a smaller project, but a great example of scale and that we need to be thinking of scale. I mentioned that leftturn calming treatment. I hope this looks productive and youll gear up. This is not just a project. Its important to mention that vision zero does not bring a new toolbox. Nothing here is a new trick. Really what its about is frankly having Stronger Public urging, political commitment and will, faster turnaround, willingness to try things, all things youre doing and know about, but will have mentioned more. Early in their work, new york city was really wise in saying, hey, we cant constantly be chasing the crash that happened yesterday or the death of the severe injury that happened yesterday or over the last five years. Yes, you to that, but what we want to see is what are the trends showing us . They identified left turns and a certain type of left turn were three times more likely to cause injuries and death. Instead of saying, lets go fix those x number of problematic leftturn areas where someone has been hit or injured, lets not just do that, lets proactively say, hey, if these 20 locations have been very problematic and we have another 100 locations that have that same general design or usage, theres pretty good reason to believe the other 100 will have problems too. They proactively identified the areas that had this Similar Movement and they proactively address a little more than 200 locations. Here they widened their turning radius for the cars. Paint and post. Maybe a higher visibility crosswalk. In some of the areas where the situation was more dire, they would block listeners and not allow them or time the left turns. Again, the strategy isnt so different, but where theyve done this cross city, across the city, not just a bit of roadway, but across the city, they have seen median speeds at these locations decreasing. 98 of fewer drivers are crossing the line, so not infringing on the other side. Red lights, i do want to talk about Speed Enforcement cameras. I know that San Francisco is thinking about automated enforcement, not only are they far more effective, but they bring a greater degree of equity because theres not a chance for racial profiling if the program is done well, but also red light cameras. New york city did a before and after analysis of the threeyear window of the red light cameras. Where they have red light cameras, overall collisions decreased 23 and collisions with pedestrians decreased 32 . I know San Francisco has the opportunity to use healths red lights. Its truly exciting to see whats happening in these other countries. London dramatically, dramatically opening up their networks to walking and biking only and transit only, dramatically limiting car space. Part of this is coming out of the pandemic. I want to be clear about that. Its not that it was brand new. Im going to talk about that report, but the responses to covid19 have shown potential for systemic changes to the mobility center. Places like london, paris, brussels are taking advantage of that. Maybe we cant compare ourselves to paris, but its a big and complicated city getting things done. Basically their post pandemic plans are to add 650 kilometers of bike ways. They want to make an ecological transformation of the city so people can walk or ride in 15 minutes. The mayor there has pledged to make the city more people friendly. One of the major ways to do this is to remove the majority of onstreet car Parking Spaces. The plan is to go from 83,000 onstreet car Parking Spaces to 23,000. So removing 60,000 out of 83,000. As people may be rolling their eyes or gasping in shock, the mayor announced this plan and the plan for the 15minute city, she announced this a bit ago and since then she handily won reelection as mayor of paris. Really showing that leadership there which is exciting. Always doing a better job. These are not just the european friends, but other places around the world. Bogota is adding 50 miles of dedicated bike lanes. In mexico city theyre lowering more and more of their speed limits. Theyre using automated Speed Enforcement. I really love this quote from the bogota plan. We want a city with more public space for children than for motor vehicles. It sounds so basic and compelling. How do we get there and sell that. We come back to a basic idea. How do we move past the traditional ease . How do we move out of those silos and think about the core elements. I know you do that in your vision zero action plan and to think about the areas and how they overlap. There are two lessons for me that i learned through this work. Number one is how lets trust the science. If theres one image or one little factoid that you take away, i hope it is this one. This is a basic, indisputable, and i know sometimes people are debating the science of things, but we wont, an indisputable combination of physics and biology. The human body can only withstand so much. Here is what it can withstand. For more frail and elderly folks, these numbers are more extreme. For the average middleaged health person, these are the numbers. If we know that my chance of survival is quite good at 20 mph and miserable at 40, why are we designing, setting, enforcing, or doing anything for the high end where there will be people walking and biking. The numbers matter a lot. Lets trust the science and everything we do will be based on this. This is not Rocket Science or brand new to everyone. This is just an example for the speed piece, we know what works to lower speeds. We know if we lower speeds, crashes are less frequent and less severe and people die less frequently. When and how are we doing that . Im glad theres more guidance and support. We have 25 mph across the city in places where it makes sense. I encourage people to check that out. One statistic that i learned that is really compelling and maybe this will be the number two stat that you take away, this is the Highway Safety manual and the stat is on average a 1 mph decrease in average speed can result in 17 fewer fatal crashes. Pretty huge. Were not talking about huge numbers to make a huge difference. I want to highlight this because i know i ran through international and new york city. I want to give credit to st. Petersburg, florida. They have a plan and an opening letter in which the mayor writes. He talks about speed being a problem. On the road we invite people to drive too fast. This is not a finger pointing at anyone. This is a legacy. This is a footprint that were working in. We need to look at what we need to be doing. We need to move around whittling around the edges and shift the base of what were doing. I want to harken back for a second back to real life. I want to pause for a second and emphasize that this is real life were talking about. If we know that these speeds have these effect, what can we do to help not have another parent lose their child . These are known things. These other countries are doing it. This is not impossible. U. S. Traffic death rate, this is national, were between 12 and 13 traffic deaths between 100,000 people. The other countries netherlands, u. K. , are in the range of three to four traffic deaths. What do we do . Obviously things are not going to change without real effort. Ive been thinking here as i wind down, im really encouraged by the paradigm shift were seeing around sustainability and awareness of Climate Change. So if you looked back of the environmental movement, the picture probably looks like 1970s folks riding their bikes. What a shift weve seen in awareness of Climate Change and awareness of action of Climate Change. Certainly not everyone, but what a difference. We know we are seeing Business Leadership and government leadership absolutely in california. I want to commend Governor Newsom for talking about this. Were part of this transportation, but also to show that these things can change. This is a paradigm shift. I mentioned or referenced this report earlier. This just came out about a week ago. The World Economic group was part of this. Ill harken back for a second to the Market Street project. Its flat out disappointing to hear that thats image this quote addresses that and so much work well. This quote says, a recurring and dangerous distraction is that the transport system is expensive. In absolute terms, it is expensive. But its actually vastly cheaper than the efforts to perpetuate unsustainable mobility. There were two cities in europe that went a year without a pedestrian at the time. They made big changes. They had significant speed loweri lowering. They are really thinking about how theyre tying these things together. Coming back to what does it all mean, the big picture. Im impressed and know you have this already. The action plan talks about lower speeds. Its a matter of doing them now and on a really big level. We need to be shifting from the shot spot approach. The highInjury Network is important, but how do we think broadly and look at being proactive and systemic . It is lowering the speed and in all the ways. There are cities moving to 20 mph, seattle, portland, d. C. , they are lowering on the residential streets down to 20 mph. Could San Francisco be the first to go 20 mph city wide . We would have to get the approval from the state which is not quick but possible and knowing that would reduce traffic crashes and save lives. We design for it, educate for it, enforce appropriately for it, that would mean fewer deaths. Thats a political and a policy question. I wont get into this. If folks are interested, there is a great new United Nations report on how to get to the global goal of zero traffic deaths by 2050 internationally, a pretty big goal, but you see emphasis on speed and speed management. I know you have this in your plan. This is a place youre accelerating. This is connecting all these areas. I think its now about the action of it, right, and about thinking big, that example of twin peaks. I dont suggest that is the best place to do this. Does pushback to change keep us from vision zero in the future . Hopefully thats not the case. Its going to need a big commitment from you guys and the board and the board of supervisors and looking to make transformative shifting change. If theres ever a time for it, its this time. I will wind down there. Ive got my contact information. I like to end with this happier slide. There is gloom and doom, but in the end were looking for more time and loved one and more goodness to share. Thank you for the opportunity to share. I apologize for going longer, but i couldnt help it. It was poignant to point out that the reduction in the speed limit by 1 mph, when you think about the entire globe is shut down to preserve lives. We know of the risks. It seems to me if its ever been pointed out as the imperative to take action is important. We live in a world we want to have access to more slow streets and open spaces that are safe. If we cant do it now, i dont know if we ever will. Its a sad statement on humanity if we dont want to save a few or all lives. Thank you for your presentation. I dont know if the directors had any questions before we move into the staff presentation. Thank you for your presentation and all of your knowledge and hard work. Its moving to hear it all. I wanted to ask a couple of questions. One is thinking where we are right now. The director keeps reminding us that we are are going to have to make really tough decisions on budget and we are in an unprecedented budget challenge. You talked about an evolution approach on vision zero and how you want to transition us, knowing that were going to be facing this budget challenge for some time. Does that shift at all what you recommend to us as we think about our priorities and the different types of priorities how were going to have to bring a costeffective lens . Great question. I want to pause. You all have a hard job. It was hard and got harder. Because its harder doesnt mean that we cant or shouldnt do it. I dont pretend to have the answer to such a challenging question. Is this in many ways the hardest time or the most ideal time for change . I think given that people have been forced to make change as the chairperson was saying, in some ways maybe its more appropriate to make the change now. What can we be doing thats not as beautiful and perfect to do in some ways or maybe its worth putting the money in and taking the backlash that will come. I think its about needing the strong actions and knowing we can get creative on funding. I dont mean to sound overly simplistic, but cities have done this before. I saw a great article in the guardian newspaper. They talked about many cities doing a green recovery. A couple of quotes from l. A. s mayor. The mayor says people felt that they owned their neighborhoods again, they feel connected to it. People are biking and roller skating and goes on to say that you can only have a stimulus where you champion mask wearing and youre not stuck in traffic. These are the questions to be asking and the bar to be setting. I know its not just your job. You need to have the mayor and the board of supervisors and health folks and such, put you can ask these questions. I think yall do have an Important Role to play. I wanted to highlight the example of the left turn example you gave, that lets not wait for the director to tell us after this thing happens, so we can analyze our city and understand our cities in certain intersection intersections. If we know something works, lets fix it ahead in other places. If theres an effective framework that you know from all of your other city work that we should simply adopt here, where we can create a list of the challenging places that we know from ryans presentation coming up that the top three causes of fatalities in San Francisco and how would we do that. Were trying to get past these questions. My head comes back to the speed management piece because the left turn piece is about slowing the cars down. What they did was not some dramatic they were doing different types of fixes and some were repaving and some were restricting left turns. The goal is where you will have the vehicle crossing this busy area, they need to be going very slow. This is not a speed issue or an enforcement issue, that is totally a design issue. One ways to look is what are the problematic movements or locations where there is a theme and how do you slow those cars down . Its essentially basic, but we know we can slow cars down more, but how do we do it. Seattle did something similar to new york city in that crosscity analysis and approach and in their efforts to shift from a reactive to a proactive approach, seattle showed that 65 of their fatal and severe injuries were at locations where there were no serious injuries for the prior 10 years. Its interesting. I dont mean to diminish the importance of a highInjury Network. I was able to talk to a lot of folks from sweden about their work. They started with a hot spot approach and then built on that and didnt stop doing it, but they shifted to the proactive predictive. They saw, sweden, at six years, six years into their program they saw a plateau. Thats when they came back and said, wait a minute, we cant just do the hot spot approach, but we need to do the systemic, forwardlooking. Were at the next step. Thank you, madam chair. I think i learned the three es from you. And at the time they were engineering, education, and enforcement. Today you seemed somewhat equivocal to use another e about those three. I couldnt tell whether you thought we should add a couple of es or throw a couple of the boat. Can you be explicit . Yes. Ill be very explicit. Thank you for that question. This is an area i feel ive learned a lot on and a lot of us are still learning and its a learning curve. The idea of the es has been around for many decades. The es have not been around for this long. Interestingly, the way vision zero was created, the to youest form of vision zero, which i would say were not doing in the u. S. And ill take some of the blame for that. Weve brought vision zero in and put it on top of the es and done other things differently, but its still on the basis of the es. I know ive learned for two reasons we need to move past that. I wouldnt say were dissing or dropping the es. We need to shift to a safe systems approach. How do we focus upstream on the behaviors that matter the most. I want to say a huge thanks to the Public Health crew out there. Its similar to Public Health thinking on this. We could go out. Lets pause for a second and talk about the pandemic. We could say to everybody, lets all do what you need to do to stay safe or we could say, lets wear masks and socially distance. Were not going to let you decide what are the things you need to do. Were going to have an upstream design for this. At the top is the roads and the speed and how theyre designed. The pieces of education and enforcement can help encourage that, but if we can bring the education and enforcement in without the safe road design and speed, this is not going to work. Youre probably reading more about the es being i dont want to say evil, but egregious in some ways. When we think about those es in a flat line and being equal, were saying, lets go to those neighborhoods that have been built environmentally and speedwise in a less safe way. There have been certain neighborhoods that havent been as engaged or frankly problematic years ago. We are going to ticket people there now, when in relate their environment and situation is not safe. The idea of how do we come in and build up the system better . I dont think its good to call it safe. My impression is a lot of the folks speeding through the tenderloin are not going to be on safer roads unless we change the roads. If we fear that were going to pick on the residents, we might be picking on the nonresidents. Thats a great point. As you move forward with more automated camera programs, thats an important consideration. My gut is the same as yours. I wonder about other cities, for cities that are maybe a little more suburban in style, does that hold true, i dont know. It might be city by city and something to look at. Thank you, doctor. Thank you for the presentation. That was a lot of information at least for me. Im relatively new to this board. I might have missed this, but i felt like i didnt i still dont quite understand what was the cause of the uptake in San Francisco for traffic fatalities. I think in your presentation you mentioned there is a link between suv ownership and federal policies, which i would thinks applies more broadly nationally. So im wondering what do you think is the cause in 2017 when the uptake started again and why is San Franciscos Inflection Point later than the other three cities that you cited, i think l. A. , chicago, and im forgetting the third one. Great question. In all honesty, i dont know. Its really hard to honestly separate out what was it, right, because everything is happening at the same time. One thing we see if you think of it as national numbers, one trend is if the economy is better and people are driving more, there are more vehicle miles traveled and more deaths. Also when gas levels are low, people are driving more. When our economy was booming were there more people, i dont know. Our uptick and i think the map was misleading. Our uptick was similar to places like l. A. The difference is they were at a higher number and rate to begin with. In all honesty, San Francisco was doing better prevision zero than other cities. Its still doing better than other cities, but still dropped a little bit since. I guess i would say this back to the vision zero piece. Someone could say, youve been doing vision zero for five years and its not working or youre not going in the right direction, its not working. I would bring it back to we are understandably in this growing mode and we havent made nor have the other cities, new york is the leader and seattle and portland, we havent been making the big paradigm shift. But a lot of that is around managing the speed and vehicle miles traveled. Those will be the big expediences citywide. Those will take time to be in place and to show results. I dont expect this overnight either, but how are you setting those high bars and measuring and looking at the data for what happened to say, if we did this citywide, what would it look like. I know thats not a very complete answer. Its a great question and we need to try and figure it out. One of the things i can feel is there are so many different pieces about it. Theres just a whole laundry list and it seems in our last Action Strategy it seems like there are 60 or more substrategies. What do you recommend in terms of focus and prioritization and relative effectiveness of strategies. Again, part of how we have managed and we have not hired for certain positions. We just again are probably going to have to make hard decisions about this versus that. I took clearly from your presentation speed management and the key take away, using that as the key thing we should be focused on. I just want the pie chart of our effort. If we had to divide up our teams time, what is more important than others . Is there anything thats less effective and we shouldnt be doing as much . Im sure the director would say no. I just really wonder if you can direct us to think about prioritization and what are the most effective things. How do we think about the framework of these 60plus strategies and create a plan that we feel will get us to that ze zero. I think a really high level, even before we get to what strategies work on the ground, i can see San Francisco doing this because we are capable of doing this. A paradigm shift even in what youre doing and why, back to the question of money, thats in the m. T. A. s budget. I bet the hospital and obviously the hospitals are dealing a lot with covid, but the hospitals are spending less because theyre not going out to that many crashes. The Public Health have given a great analysis on the traffic reaction and services. There are lawsuits to the agency. The governor has set ambitious statewide goals and the work were doing could tie in directly. As a city, were not just nibbling on the edges and staying in the budget. Were doing these things that could include environmental funding. And everything were doing is going to be looked at as the crosssectoral benefits it is. For many years, it was those bike and ped advocates are asking for this. This is helping meet the climate goals. These are big asks, but at a time of change in the pandemic, its the time to do that. I say, manage speeds. I know its a wonky and vanilla term and i use it a lot, but its slowing speeds. People talk about culture changes. We need to make the changes. Leaders need to make the changes which leads to culture change. If this were 30 years ago, we would be smoking in these rooms and on an airplane and at the hospital. I mention it because its a poignant and the young people on the call have no idea what im talking about. And quite frankly my grandparents would have had a couple of drinks and gotten in the car. We didnt wait until people got it, it came from leadership and sticks and carrots. Its not going to come easily. Just given the scale of the theres a citywide problem. I thought this was so interesting. It feels like if we are so successful in encouraging 80 of people to walk and bike and to use transit by 2030, then people are going to be walking and biking in more places and the collisions will be occurring in expanded places. If you talk about speed management and these approaches were talking about, are they fundamentally about slowing speeds, they are about safe Driver Behavior and left mitigation. How do you compare the effectiveness of the citywide challenge, going 20 mph citywide, which might have an effective everywhere with targeted, surgical, strategic changing of the streets. We talked about automated Speed Enforcement. Again be i would just like what is the closest thing to a several bullet here that we have to potentially go after knowing that we just dont have the money or the resources to fix each intersection one by one. If that feels like a whackamole challenge and were behind it, is there anything more systemic citywide that we should be approaching instead . I think you guys have done some great work with light retiming. That can be a measure. I dont know how robust a measure that is. You hit on it. Is it this or this . I think one thing i get worried about thinking about the strategy of it being best to have the automated Speed Enforcement in and approved first. Sure, that would be best, but maybe thats not the best way to go. But maybe theres a way we lower estimates and redesign some major streets that are problematic and then bring in the automated Speed Enforcement. I guess not waiting for the enemy of the good type of thing. This is not easy stuff. The questions that youre all asking is what other cities in the u. S. Are asking. I think a lot of them have it figured out. Bogota and mexico city are not perfect, but they are extensive Speed Enforcement programs. They are doing this in the areas where there would be a lot of walking and biking and it is problematic. They are doing those things. We are challenged by norms here that push back against that change, our individual freedoms of driving and such. I think it was said well, thinking about the pandemic and safety and the good of the whole. Thats really what were talking about here. I have no doubt that the amazing staff of the m. T. A. Knows how to do these things. The tools are wellknown, not 100 , but wellknown. I think this is more of a political challenge than it is a technical challenge of how and i think thats right. I think there is a question and then were going to get to the staff presentation, but one of the things i hope staff can address is if we know there are two things, the reduction of speed and the changing of the lefthand turns. Lets cost out maybe if we have a sense of if you did a blanket change, is it increment or per intersecti intersection. Maybe staff can address these questions in their presentation. Thank you for the presentation. Its always so good to be reenergized and to have our resolve brought back up on this issue. Ill echo what you said. In the Staff Department they know what to do. This is so much more a political problem than it is a physical problem. We know that automated Speed Enforcement is not coming quickly to us. Thats not an easy fix. That is out of the citys hands. I always have found the idea of how much money other departments in this city save when we can bring traffic injuries and fatalities and simple fenderbenders down. They have a cost too even if no one is injured. Do you have knowledge of any other city that has managed to reprioritize that funding and keep track of the money theyve saved as theyve made Traffic Safety changes and then been able to sort of harness that money towards Traffic Safety changes . Im not aware of any. Its a great opportunity, but im not seeing it yet. Is that analysis even estimated. Could that be shared at the board meetings. What is the cost of not making the safety change and publicizing it . Maybe the Insurance Companies would like to sponsor that. We know that staff has a presentation and well have more consultation along the way. Well turn it over to ryan. While ryan gets ready, i wanted to thank lea for all the insights and the energy. One of the last things she said is its a political challenge and you talked about how we may know what to do, but its not always easy to do it. As you hear ryan go through her slides about what all the different pieces of these program are, one thing that struck me is there is lots of stuff in there reacting to the different policies and circumstances. We have focused on the neighborhoods and using some of these leftturn tools that ryan is going to talk about. Were also focusing on the highInjury Network when it was clear that the approach we were using was not viable to get us to zero. Were also working under the political constraint of being careful about not removing Parking Spaces. The shared spaces programs have shown us a whole different way of thinking about the street. We want to make sure that as we come out of covid, talking about a green recovery, asking ours f ourselves whether some of these changes could be a part of a postcovid mode shift. How do we take that on as a political and a policy challenge. Excited to hear the board on that. Political obstacles are falling by the wayside as we go. We started this vision zero before there was reform. Weve now removed the level of service as an environmental standard. Sb288 makes this no longer a thing as an obstacle to the way we design the streets. Im going to hand it over to ryan. Great. Thank you. I assume you can see my slides, but let me know if there are any problems. I am the vision zero partner lead at the agency. I will be providing an update on our vision zero work, including reviewing data on trends and severe injuries, identifying the effective tools. Go through some of the transformative policies that we know we need to get to zero and talk about the next actions. Ill be pausing throughout the presentation to field some so the presentation on data and trends through september of this year we had 19 traffic fatalities including eight people walking, two people biking and two People Killed while riding vehicles. This is similar to the fiveyear average weve had in fatalities but we know even one fatality is too many and so we have much more work to do. Our fiveyear fatality and severe injury trend in our High Injury Network and visualizes with the majority of our injuries and fatalities occur and 75 of all severe and fatal injuries occur in 15 of our city streets and half of our Network Represents areas that have a higher portion of low income communities and people of color and other vulnerable populations. Unique in San Francisco is our High Injury Network is based on Police Records and Hospital Data which helps ensure Accurate Information on the sef eert severity of injuries and 30 of injuries not report through police. Recent fatality data continues to align with our highInjury Network. Half of our fatalities have been there and 50 in the community of concern. We also know seniors are disproportionately burdened with 40 of all pedestrian deaths are senior. We know who is most impacts impact impacted. The goal of vision zero is to to reduce fatal crashes and weve seen a 50 decrease during shelter compared to the same time period last year. This is comparing police data only year over year so its not comprehensive in that it doesnt reflect the serious injuries that are only identified at the hospital and also includes all Injury Reports so without the Hospital Data we cant ascertain the severity. We wont have a full picture of our injury trend until our partners at Public Health release the Injury Report for a better accounting of the injuries but we wanted to share this preliminary shelter in place trend information. Year over year the primary cause of collisions remains the same. Since 2014 weve continued to see consistent trends to causes for fatal and severe injuries including failure to yield pedestrians at crosswalks and unsafe speed or speeding and not stopping at a red light and youll see were focussing a lot of our work on adjusting the dangerous behaviors in the design of our safer streets and employing the tools proven to be effect officer addressing the behaviors. Ill pause briefly here and hand it back to tom to walk out through some of our destruction on the national and data trends in San Francisco. Will thanks, thanks, ryan. One thing i connected in looking at the two presentations is the change during covid19. Ryan talked about how much of our engineering focus to date has been on the highInjury Network. Thats the stuff we bring you and often have vigorous discussions about at the board. There is however, quite a bit of work ryan will talk about later on where weve taken proven engineering tools and used them in a more systematic way city wide and wed want to look at the focus versus the broad approach and particularly if covid changes anything. One of the fascinating opportunities of covid is so many changes weve done things like build City Wide Network when you count the networks is 50 miles and growing now it strikes me an appetite to make some of that stuff permanent for the appropriate level of process would help us in the vmt goal and for the safety improvements off h. I. N. I want to throw that provocative idea to the board and about any other data or anything else. I think youre saying is the idea of potentially formalizing the flow of streets Network Moving that to be a bit more of a permanent improvement to our city. Can i confirm thats what youre asking about . Thats what im asking about. Okay. The numbers were seeing for the public support is blowing away my expectation you shared 80 of the comments you received from public is positive. Id be challenged to think about anything we did with higher support than that. I think thats a wonderful indicator were on to something here and anecdotally just front of mind in my own network have expressed what a change weve seen for the better. I think we have something here thats quite promising. I would be supportive of that conversation and that direction. I also had a question about the very last slide i think ryan was showing about the three top causes of the fatalities we were seeing. And just curious if that is a framework for how we think about organizing our work Going Forward and we these three thats clearly coming out of the data and try to tie a lot of what were doing to these three. The crosswalk right of way thing and well talk about a leftturn pilot similar to what weve seen in new york and failing to respect the crosswalk is something we have a lot of tools in our toolbox and doesnt require legislation for sure or a lot of Public Outreach to get to those things. Ryan, anything else on the other two violations . Some are specific measures linked to hes behaviors. Youll see them in the specific examples that speak to those dangerous behaviors. Director had another question too. Thank you. Great presentation so far, ryan. Good information and again its so good to take another close look at this. And direct mcgwire, the response to the streets has been fantastic and about the mayor of saying people are getting their neighborhoods back and thats what im hearing and last night i had dinner out on the sidewalk of grove street with three dear friends and we had a lovely time. This morning i rode home with a shovel and having page street to do a trip like that was fantastic. I agree with you we do need to formalize this network. We need to do the work to get these in and do the work with the Fire Department to make sure they can work with the streets and i keep going back to what chair borden said linking our Covid Response as a city to our vision zero problem. We all have what it takes to keep each other safe and we proved it with our Covid Response and the mayors announcement today that we manage to loosened up restrictions more we have to take the resolve and put it towards Traffic Safety as well. Thats kind of a tall order for you to do but i think it sounds like you have the support of the board and 80 of the comments positive i never heard that before the last time was around our rapid net works when we did the bus changes. Its a fantastic thing to hear. Director hannigers question. A comment and question. My comment is to say ditto on closed streets and restaurants. If we can get more restaurants on the street the better im concerned because i dont think many people want to eat inside a restaurant for a while. My encouragement would be to expand both programs before we try to make anything permanent because these are going to become less popular over time as traffic builds and the rest of it. So now it seems to me is the time to strike while the irons hot. If we can go back to the prior slide that director eaken mentions because i had a question on it too. My question is i know were having a hard time getting automated Speed Enforcement through sacramento but we have authority to do red light enforcement correct . Yes. So how much is the second and third item here related . Theres a lot of speeding that goes on when people run a red light . Are those two things additive and putting more red light cameras out there would have an effect on speed . Ill ask our city traffic engineer who oversees the Red Light Program to chime in on that. Are you with us . Good afternoon. We were one of the first cities to initiate the program in 1996 and weve since then done other things to improve signal upgrade and theres a relationship between speeds and running red lights and were trying do the best we can to address the crashes were seeing with a variety of measures including enforcement. So you see the overlap . And if people are going too fast they wont be able to stop in time for the yellow light so theyll run the red light in those situations. There is a relationship between both speeding and red light running of vehicle by the Police Department that determined the crash was primarily a red light running crash, theyll put that down the two sometimes are in combination leading to fatalities because the red light running us was at a high rate of speed. Red lied cameras are not a cheap solution. Theyre often the best solution when we put them out. Theres a reason why we do things like better marketings and bike lanes to narrow the travel way to try to control the speeds before they get to the intersection because we can do at a quicker and greater scale than the red light camera. The red light camera is a tool of last resort for that particular problem. The director had a question. We can stay on the slide because i have a related question. It seems the highest level of fatality is in the first category of drivers yielding to fail to the crosswalk right of way. Do you have a further breakdowns to what types of movement is correlated with the fatality. Is it half is turns or i dont know what the other categories are but can you talk about the pattern . Ryan ory cardo do you know . Ricardo . Its on signal light crosswalks its a brad category. For example, if someone at a signal light intersection is turning and hits a pedestrian with the right of way and if someone hits like with a crosswalk without a stop sign or traffic signal it would also be this category. I dont remember the division between straight, left and right but we need to distinguish whether its a signalized or unsignalized location. If the location is uncontrolled we would be looking at making crosswalk improvements perhaps adding Traffic Signals, beacons, slowing down traffic. If the locations happening at a signalling intersection wed do some measures well be talking about about slowing down the turns and doing signal timing changes where the pedestrian is given more of a head start over vehicles so those kinds of things were looking at in great detail to try to see exactly what is happening below the collision factor because its hiding a lot of different types of crashes at different types of intersections. Thank you. I agree with you. That type of searching is something we should look at particularly because it some like that say category of injury we have relatively a little bit more control over than say the all the automatic speed and anytime we can make policy and framework changes it certainly has a multiplier effect. With regard to that first category, it seems to me that a lot of those would be very location specific. There may be some unique circumstances about a certain design at a certain place that could lead to more fatalities or not so its probably its probably a location specific analysis. And i think to address toms question about flow streets i also follow others comments that i think we should look at what the pathway to evaluating a more Permanent Network looks like and hope when you slow streets you meant the shared spaces and i think that others and you probably agree the slow streets is not possible in all parts of San Francisco and were using play streets or other shared streets shared spaces programs to akeefe achieve the equity goal we have in mind. I want to make sure were not only processing the evaluation of slow streets but all other types of shared right of way analysis. They meet the speed and regulations. Director eakin had a followup. Im glad you ask the question director. If we learned 90 were right turns on red that might be a consideration and we talk about the pools sacramento has not given us but as we as an agency done everything we can from a policy standpoint to tackle the challenge . I think theres amazing work about daylighting and different design mitigations. Theres also any policy solutions that we as a board could consider taking to address some of these and we had a conversation about this previously and we can look at potentially restricting left turning movements on arterials. I want to make sure as were calling on other leaders in sacramento to make the tough decisions we are doing everything we can to sort the efforts and mainly if we can look at not just the fatality data for their relatively noe low numbers thankfully were working with but the injury data may gave us data on the ways in which its not safe to be a pedestrian in a crosswalk which is so wrong and what could we do as a private board and policy body to address some challenges. Maybe thats a followup conversation we can have. How do we codify that so its now the baseline. And bringing the city gritty details. We had a team of people sit down with every injury crash in the city and looked at them to get a detailed understanding of what was going on because of the small question about the light and the vehicles doing and what was the pedestrian doing. We can share that with the board in more detail and we can take a deep dive because its a larger universe of incident we can learn from generally speaking, turns are not the majority. The majority are due to vehicles turning when the lights green. Thats something that was confirmed by other studies. We can share those results later. The director had another question but i have a question about that followup quickly. We were doing a hold in the light from turning for pedestrians. We were allowing them walking time and maybe well get more in the interventions and how that is done and how easily it can be done. You can mention the dichotomy from what we need to get from sacramento and what we have here and i think thats an important one we try to try to exhaust as much as possible the question of the High Injury Network and whether it ought to remain the focus or not and tom id be interested in hearing from you about that. And for example, if its going to remain why arent we focussing all of our red light cameras on that area of town. Those areas of town instead of putting them elsewhere . Ill take the questions in reverse the reason we dont have red light cameras on every corner is because we want to only use them in areas where we have documented red light running problem so theyre bulletproof in court and we have to control the speeding and bad behavior. They cost 250,000 each. They dont scale as well as tools like safety zones and better markings and all the engineering tools ryans about to walk out through in the next set of slides and with the network our focus, our program for streets and traffic is built around the area of building a highInjury Network within the time frame and theres capital dollars we spend and the parking is zero dollars. We dont have any programs that are meant to increase speed or flow of traffic. Were focussed on highInjury Network safety and even then well talk about in a minute we dont have enough money in the Capital Improvement program to build a highInjury Network and it will be taking political risks and looking at arterials and applying systematic tools and they should pick up many of the 30 of crashes that take place off the highInjury Network. Tom, youve mentioned a couple times how expensive the cameras are and gets back to the point the director made about priority. To the extent its a Capital Project and we have many others i think we have to give this one priority. That doesnt mean we ought to throw money at the problem. I think it does mean when weve got that choice to make well need to get the done. We have a target of zero fatalities by 2024 and were not on track to meet that target. It seems to me we have to change the target or change our strategy. Four years is still enough time to get something meaningful time and if it means an elevated sum of money during that stretch, i think we have to look at that in terms of priority. If i may interrupt i want to point out how radical his statement is, we spend zero on parking or capacity enhancement or cars or speed enhancement for cars, zero. Though i agree we have to fund the programs and theres no excuse for pedestrian or other trafficrelated fatalities in for instance streets, we we found speed and capacity and in order to allocate more resources to safety, well have to cut muni. Well also have to tap our reserves which are the same source of funding were using to pay for basic operations once our care funding runs out in december. I understand and i think its a provocative comment you made about tapping reserve. I dont think weve come to the board and said were in a crisis and we need this much reserve for vision zero and i think its a really good idea. Its four years. Id be delighted to do that if i were confident we would still be able to pay the salaries of our staff 18 months from now. I think it gets in the numbers and its important to elucidate how much though it seems its just that persons salary and its more complicated when we were calculating the cost of intervention and the process for getting that to a place and i think if we can focus on lefthand turns and speed limits alone without hopefully getting some Police Enforcement when necessary but if we can start lowhanging fruit with speed limits maybe we can understand what that takes that could be helpful. So back to ryan because shell tell us all the things weve learned since 2014. We made this pledge and well look at what has been proven to work on the streets of San Francisco. Thats what we want to focus on Going Forward. Go ahead, ryan. Thank you. We just saw the slide in the presentation but vision zero is proving away that traffic deaths are inevitable and instead designing crashes knowing mistakes will happen but people should not die. We brought together a number of key partners on our work. We have our partners at Public Health, Police Department and public works and bringing these partners together is a key part of delivering the systems approach. Designing safer streets and using the data weve been talking about in the previous picture. Working to advance safe behaviors and in terms the technologies they can be an important pool. We have Public Health team leading the Data Analysis and Government Affairs team leading for legislative analysis. We know speed is the single thing we can address to save lives. Everything from our engineering to education is focussed just on slowing speeds to save lives. Youll see the emphasis on speed in the next slides but ill walk through the tools we know are effective. We know through our lane reductions and traffic calming we can reduce speeds to create a safer environment. Showing here summaries from recent projects range from 13 to over 30 reduction in 85 percentile speeds that refers to the speed at which most drivers or 85 of drivers are driving. Through strangs such as traffic calming or crosswalks as well as speed bumps we can slow speeds to save lives. A major part of our work linking back to the crash factors yielding to pedestrians in the crosswalk. Anything we can do to increase pedestrians ability will be a key strategy. One thing we to is daylighting and theyre intersections that improve sight lines and visibility and we found we had a 14 reduction in collisions. We also know we can improve visibility and improve the building behavior to pedestrians and crosswalks. This strategy reduces conflict by clarifying the right of way with posts or paint. We know from our work we had 100 of drivers that yielded to pedestrians after implementing the infrastructure and over 98 of drivers making the turn at or below the speed. Were also employing safety pedestrian zone to improve visibility for people in crosswalks and reduce conflicts. Pedestrian safety zones have been shown to increase how often drivers are yielding to pedestrians by 28 and slowing vehicles by 50 . Theyve been shown to reduce collisions by 60 . We also i wanted to note the our colleague at the state at cal trans reached out to us about the policy as an example they want to share more statewide as well. When we employ pedestrian bike ways to reduce vehicle the numbers it will also slow the speeds we know will save lives and from our work on valencia street we had a 100 reduction in blocking and close calls. We also employ our Traffic Signals to reduce conflicts on 18th street we have close calls reduced from 17 to 1 after and we had bed my last slide is to show that we have a number of strategies for reducing signal Violations Including such as improving signal head sizes or all red signal timing. The strategies are proven to be and we did some broader signal upgrats. Ill talk about how were employing the tools and where and ill pause here just to have tom ask a few discussion questions around this. The two other areas id like to tee up is funding and budget and when ryan talks through her quick build and Injury Network asking about outreach and public acceptance. The reality is as well see in the next section theres not enough money in our Capital Budget to rebuild the entire highInjury Network and were in a situation where the Capital Budget is shrinking. Theres no meaty answer to that and the closest and theres advancing transformative policies well get to the end of the presentation and things like giving the city more control over the speed limit settings we dont have now that can truly unlock for little money a major dip in the fatalities and were facing these impossible choices. I wanted to reinforce the struck ald from a Capital Budget point of view and amplify what was talked about is not free but low cost. With that lets get your feed backon cost feedback on Cost Effectiveness and on the program. Maybe you can pull up the slides showing the costs. For slowing speeds, what does that entail in terms of staff time and review and outreach and all those sorts of things. And we have a lane reduction and the crosswalks and i dont really have the cost on those things to give as an example. I dont know if you want to speak to the range of costs. The range of cost go from around a little over 1,000 to daylight the first intersection up to 15,000 for a crosswalk. Boarding islands are often 100,000 each. Theres a huge range of cost baked into these but well see in the next set of slides all extremely Cost Effective when you compare them to the corridor projec projects that cost 20 million to 25 million each for a little over a mile of street. I know theres questions. I see the directors have questions. Thank you for sharing some numbers. Theyre helpful see how effective these things are. I feel theres other indicators in terms of what we can do. So i dont know if you can flip a few slides ahead to the protects intersection one where we force the slowing and i feel thats a particularly effective one, 100 , 98 . My question is here is like in her presentation, great, we have an intervention that clearly works. I would love to see a map of how many other intersections in the city we need to do the exact same thing to. Just to have almost like a tracker of weve got 400 more intersections and weve done 10. I would say were behind the curve on the next four years and are we going to set goals and trajectories for ourselves to say by the end of 2021 well have done 100. By the end of 2022 well have done 200. To give us the sense and reassurance that what were doing and able to control were making progress to hit 100 of our goal by 2024. Does that make sense about where we need to do these things and do you have it mapped out in terms of how were parsing the city we live in . The question makes sense. Director hemminger had a question. I have a couple comments. First i want to start with the good news and thats to compliment the staff on all the incredible work they are doing on the engineering side in getting improvements out quickly and a few are clever. I think they deserve a pat on the back for that. I think as we heard from leah, theres a limit to what any one e can do. And whats becoming clear to me is we have a number of points intentioned with each other. Jeff mentioned one just a minute ago that we dont have a bunch of highway projects were funding with our capital program. Its safety and muni. I love muni as much as the next guy but muni didnt have 30 fatalities on the routes last year the streets did. And the other thing thats intentioned is our goal of 2024 in trying to get something out of sacramento in Speed Enforcement and it seems to be a slow slog. I think you mentioned kate green is on the call. I think we mentioned new york city focussed on school zones for their Speed Enforcement. I wondered whether we tried that in sacramento or whether theres a way of skirting the opposition a little bit by putting the huggable school kids in the poster and saying this is who its about. The issues with school zones is its been in for instance where people are dying. San francisco where people are dying. To use the tool we set a found augs of a datadriven approach. I agree with you if theres annageal we could enlist the Parent Community and ptas and schools and everybody else that could be a good step but is it effective in seeing the change we need. In school zones the limits are 15 miles an hour and people tend to go slower in those area and thats not really the issue for the highInjury Network. I want to make sure and steve im happy to answer any other questions and i want to be mindful that i think the transformative policies are at the end of this and i want to make sure we have time to have a robust policy discussion srchz youd like to as much as youd like to do that so share where we have come since 2014 in terms of advocacy at the state level and ill tell you it took 10 years for new york to get all the needed approval the first time. Steve, youre right, these things just take a long time and to think before 2024 will be tricky. Ill stop there unless somebody would like to ask more questions or move it to the transformative policy section of the discussion. Director brirnkman had a question or feedback. More feedback. The director was asking about prioritization of the fixes ryan and ricardo and jamie presented. I wanted a quick input from somebody. The lane removal to add a lane on sell street and to slow the turning call down and to slow the leftturning calls down are more on the less expensive part of our tool kit and are they something we can employ using the knowledge we know or anticipating where well see the next injury crop up. It scored in terms of effectiveness per dollars. It did involve removing curbs. The lane removal has changed the area so much and we were sitting in the panhandle and it was so much quieter because the cars had one less lane to speed along and we need to focus strongly on the things we have in our control and we talked about this before, theres so much not in our control. So the things that are, we need to really push those out while moving for the transformative legislation talked about. If were going to spend dollars we should achieve as many goals with that dollar and the way weve used transit boarding islands and red carpet lanes to both get out of that part between safety and thats the kind of breakthrough thinking were trying to get to as well and why its not and why we cant simply rely on and proven that leading pedestrian goals works and some that get out multiple lang for bang for the buck take forethought to make muni mere reliable and muni more reliable and streets safer. I was going to try to hold off on my question or comment until we got to the money section which i know is coming up but we keep dwelling on the conversation around prioritization and money. I think i need to comment now. My recollection is some of the dollars that we get and some are funds are tied to the area. We work in collaboration with the supervisors who have discretion to spend on the program. Dont we get infrastructure dollars from projects and it goes to things like all the types of projects were currently talking about, right . So then my question is how much of the cal improvement budget is tied to physical or geographic areas because its out of the development pot and the related question is how do we then balance the equity question and are their neighborhoods that havent seen the Development Growth and wouldnt have the Development Dollars to split for the roadway roadways . First our Street Funding is pretty complicated. I think we have 12 different Funding Sources at least. At a high level id say it break downs approximately into quarters. Roughly a quarter of our Capital Funding for streets project is tied to Development Fees and most are either in the sow soma area and a quarter is specific to the geographic areas. About a quarter is from sales tax and a quarter is from the 2014 general Obligation Bond which is running out but still funding a lot of projects and grants at the state level and so overall we have a lot of we do a little bit of money thats tied up to specific geographic areas but we have enough thats flexible over the course we try to make sure we have a geographic balance throughout the city. Thank you, thats a great answer. Thank you. I think theyd like to move on to the next portion of their presentation. Next well walk through our approach to employing some tools described in the previous section and talk about the amount of work that remains to be completed as well as how were making sure we are exhausting our Current Authority while we also pursue or transformati transformative policies. Our work has long been focussed on the highInjury Network but began first with a focus on the major Capital Projects. For example, as listed here for van he is and gery and we know they can take years to design, build and implement and we know we can pivot for other resources and achieve similar goals for projects and for Second Street here we were able to reallocate roadway space to create slower speeds for vehicles and more space for biking and walking. But fifth street cost 2 million and the other was a 20 million capital intensive project. So our approach has evolved therefore to build in the additional quick build projects. Again knowing we can cover more ground to cover the effective projects at a lower cost. Our quick built program is about a tenth of the cost of the m maj major projects. And we completed more than 50 miles of corridor miles with another 30 miles in design or planning phase. So again with the focus on the High Injury Network we know where we can make the biggest impact. And we know we need more to complete corridor projects on the High Injury Network we do plan to keep focussing on making the biggest impact by using low cost quick and effective tools and weest may we can complete improvement for around 85 million. This is again a rough estimate but would take at the cost of doing major Capital Projects to do treatments across the network just under 2 billion to complete major capital intensive work. We know we need to depend on our quick build strategy. And we know not every roadway can be redesign and the geometry of the roadway play limit what design can be we advance city wide updates to our crosswalks and so these are our high visibility crosswalks and they significantly increase visibility for pedestrians as you can see on the picture on the right as compared to traditional sidewalks seen on the left and we have about 85 of all n. S on the High Injury Network have been updated with sidewalks and weve committed to completing the remaining network. We also have a programme to update our signals with lower walking feeds known as walk speeds 3. 0 and the locations which we expect would be completed and constructed by 2022. And as the red light cameras are one tool to reduce red light running and weve also seen our signal upgrades to be highly effective in reducing red light running as well. Just as this example here where a is seen at the bottom picture you cant see the signal at the top. D. C. Is doing this as well so mta is evaluating how delineate ors and paint and mini rubber speed bumps can harden the centre line in the photo here. To really encourage drivers to slow down while theyre turning and make safer turns. So we have seven locations that have been installed and we are evaluating their effectiveness and we also have an Education Campaign that Just Launched this week as well that will also be veievaluating the effectivenessf that work. Looking ahead and especially speaking to the question around are we exhausting our, in terms of work that were doing, we are planning to advance work to reduce speeds to 20 Miles Per Hour in the tenderloin and were working with our partners there to conduct additio additional o. Its something where were really look to go again exhaust our Current Authority and share that we have the speed surveys that prove we can reduce speeds in that neighbourhood and as you know, tenderloin has a highest concentration of High Injury Network streets so we want to work to we have heard a lot from our advocates and the community about an interest in doing more around turn restrictions for those so those are two upcoming things to share. We also will be advancing some slow senior zones around a dozen streets corridors throughout San Francisco exhausting our authority to do what we can while we wait to pursue the state ledgetation to push even harder on how speeds are set. Lastly, as i mentioned, were going to be continuing our proactive daylighting work on High Injury Network with our prop k funds. That we have a request for. In addition to our quick build and programme attic work as you know, weve been working a lot on our Covid Response which of course has an important nextus and 30 shared spaces lane closure and 15 corridors with transit emergency only lanes that are either proved or in the planning phase. And, moving just briefly to our work and safe people, and well pause for more discussion, so, we do depend on education and outreach to really reach more residents and to amplify the messaging around slowing speeds and saving lives. And so, weve worked within this safe people work to really connect more deeply with communities both linguistically and culturally so for instance, we have a chinese Language Campaign called face street year of the rat that we launched february of this year. We also have developed several programmes or campaigns around the top crash factors that we saw earlier in our slides. So safe speed campaigns, to really focus on speeding and it stops here campaign that you see on the bottom that really addresses failure to yield. So these are campaigns that typically run each year. Prior to covid19, we had a dedicated street team with inlanguage embassadors that were attending events throughout the city to really engage with residents on this. And then, lastly, just in terms of looking ahead for our safe people work, major campaigns coming up are our left turn focused campaign which is funded through the active Transportation Programme and this is a neighbourhood, were doing neighbourhood outreach right now around the left turn traffic from the intersections that were implement and out outreach that will begin in january and we will start a motorcycle cave tee and this provided in the past but beseeched opportunitying from it was office of Traffic Safety to provide hands on safety skills training for motorcycle riders and motorcyclists are one of our vulnerable users that are at risk for more severe and fatal crashes. Due to the budget, the left turns education work will be the main photographic us for our safe people work and it will continue in 2021 as well as the Motorcycle Safety campaign and so tom i will paws for discussion and around this approach or people have as well. Great, directors, there are great nuggets of cost and options. Who would like to kick us off . I can ask one more provocative question. Can you speak a little bit more to what those limitations are that we have around the setting of speed limits . Yeah, id like to know that. That is say good point, so in california, we are especially restricted by the state in the way that we set speed limits. We have a default speed limit of 25 Miles Per Hour which works for our streets. The way in which we change the speed limit on a street with a higher traffic volumes or assigned at a speed higher than 25 its a rigorous process dictated by state legislation and we have latitude to work within the structures but we have to go out and do a radar speed survey and we have to follow the custom that the cars driving at the 85th percent tile which means the 85t 85th slowest card on the road defines what the speed limit will be. Theres legislation and i can ask kate to talk about how were trying to change that and here in San Francisco, we dont bring a lot of speed limit changes to this board was we again, are working within the authority we brought seven or eight like pine and bush last year and that was all the major streets that we had the Legal Authority under the vehicle code and the state law to change the speed limit. And so, a little more restrictive. I was recommend missing because i was in my office and i dugout and we worked to try to get a little more freedom to change the city speed limit to 20 Miles Per Hour and i have these signs made up in my office but its really tricky to change the california speed law and we have not been successful in doing it so far. We no getting cha change will help us and help cities that have wider and faster streets in San Francisco and which say priority for our colleagues in los angeles. Right now were engineering the streets because we cant post speed limits that we prefer to post getting back i. We have been working hard to remove the pointless, timeconsuming and expensive legal obstacles that get in the way of our being able to do our good work. We worked really hard inaudible the director knows how history from long ago around sb743 to get rid of level of service and replace it for percapita miles traveled. Our hard work and support of scott wiener sb288 which has allowed us to move forward with the quality act review and existing project rightofway and our real work and. What we should be doing right now when were simultaneous in a publichealth and safety and financial crisis is doing the hard work to remove a counter productive policy obstacles and that absolutely includes legalizing our ability to set speed limits, based upon safety outcomes, which we currently cannot do in San Francisco by state law and also, legalizing critical tools like automated Speed Enforcement that are proven all over in the world to be effective and not violate privacy considerations. These primary tools remain illegal in california. I see that director heminger has a question. Yes, i do. I have mostly comments but maybe i can start with a question. About this last topic. I guess im surprised we dont have more authority over setting speed limits. Even as a charter city if thats the case. The vehicle code applies equally to all city and counties. What about under anybodys Emergency Authority . Could the mayor do something about it in a covid pandemic . We havent explored that. The mayor is not right and ill leave it to the City Attorney to chime in here but, my understanding of the mayor is that the authority under covid19 is she has considerable authority but only covering those directly related to covid and our Traffic Safety problem very much pro dates covid so i would not want to stretch the authority in the Emergency Declaration and we have taken significant advantage of the Emergency Declaration for programmes like flow streets and for people to exercise safely outdoors and people get around while muni service is significantly reduced by covid. Slow streets have had a significant Public Safety advantage as well and theyre rooted in the publichealth crisis. Yeah, they are. But we were talking earlier about whether we could somehow make them permanent and what just occurred to me is that a way to deal with this society we have in sacramento . What if we didnt change the speed limit but had a lot more slow streets . I accomplish the same objective. You are trying to slow traffic down . I think were just, yeah, i mean, thats another way of saying maximize all the tools you can use under the authority and if its 20 Miles Per Hour signs its one thing but if its impossible to drive over 20 Miles Per Hour weve accomplished the same thing and the latter has been our approach. And i think putting this slow streets on a defense able legal tab would follow that approach for sure. Well, let me just make my comments then, madam chair. And ive got five of them that i just jotted down. Im hoping that we will keep the target at 2024 and see how much good we can do between now and then. It would largely rely on our existing authority, because i think expecting new authority in the span of four years, might be expecting too much. Who knows. So, i think all of these except a couple have been said out loud and i wanted to organize my own thinking. The first would be to expand and make permanent the slow streets and shared spaces programmes of some scope to be determined. The second is to max out our existing authority whether its red light cameras, lowering the speed limit where possible and third would be, this is being mindful of jeffs admonish we have to keep maintaining muni too, is to max out our Funding Partnership with the board of supervisors through prop k. They always have more of that money than they say and to the extent weve already got them started with daylighting and some other things, i just think that theres probably more we can do there to bring some new funding to the table to avoid as much as possible our internal conflict with muni. A fourth one, is to develop some kind of Speed Enforcement programme with the sfpd and i dont know whether we invited to this today and this hasnt been discussed until now and i continue to believe that look theyre the guys who could enforce the law now. Until we get automated enforcement and i just got to believe we can do better than were doing now. Interesting, statistics i picked up, just in doing the research for this meeting, in 2007, there were 100 murders in San Francisco. Last year, there were 41, almost a 60 decline. Coincidently there were 41 traffic deaths in 2007 and last year there were 29. Only a 30 reduction. Now im sure theres all sorts of factors that determine how many murders we have in San Francisco. The fact is, that is a very significant drop and i think i would suspect that at least some of that has to do with the priority. That department puts on those cases and the factors that lead to those cases. The fifth one would be some kind of Education Programme and i know in the slides weve got some ideas already. The Education Programmes that seem to be most effective to me are those in the schools andly a mentioned that were not smoking during our meetings anymore and a lot of that is kids just telling their parents to knock it off. Its why we all recycle now. Because the kids just wont let us get away with not doing it. So, i thought that some initiative with the School District might be a good place to start as well. So, those are for what theyre worth, madam chair, those are my five two cents. Thank you, very much. I think thats great. Director brinkman. Thank you. Thank you chair borden. Tom, this is all such great presentations and i think that what you are seeing are the Board Members really wanting to help and put forward ideas and i think that im sure in staff, they have such fantastic ideas and asly appointed out, staff knows how to do it and i said that before so to bring us some big ideas, bring us some out of the box ideas. Try us on some things and with the understanding that you know, maybe some of these things wont work the first time. Maybe the first iteration wont be perfect and maybe well just have to work through them. Im hearing in the city with my own ears and hearing from a lot of people that one of the things thats really distressing right now is the prevalence of sort of the muscle cars speeding and the s. U. V. Speeding that were seeing and we have someone do doughnuts right at our intersection, which has never happened in the 10 years ive been on this street. These parking button things really help with that because its hard to do a do nut when theres something that will trip up your car. There are some ideas like that that can help. When the director was talking about the murders in San Francisco, i remember when mayor newsome was in he and put in the shot spotter cameras and i thought if we could use Something Like that for the sound of a and we issue a noise violation to a car and ideas like that that maybe theyre a little pie in the sky and maybe theyre out of the box and stretch ideas and lets give them a dry because anything we can do that within our they will continue to build on a network of safer streets so lets keep being really thoughtful and really inventive about what we can do. Thank you. Drink or eakin. Thank you, madam chair. I just wanted to offer some thanks for the work to put together that 285 milliondollar estimate for the entire High Injury Network. Its helpful to see for that amount of money and thats clearly you are finding the Cost Effective approach its just so helpful to have that tangibly in front of us for 85 million we can make improvements in the High Injury Network so that feels like one sort of indicator or a sense we have a plan and roadmap and we can get towards that and i saw a number planning to spend 20 to 30 million over the next five years and so i had a question about those two numbers and it seemed like in some of the slides that ryan showed, we did have some of a clear sense like for example, we have done we have done 85 of daylighting so weve got a sense of where we have relative to where we need to go and its helpful and just will observe that sort of it seems a little bit uneven across the different years where it seems like some places and we know where we need to go and were 85 and other places we want to get 100 and were at 65 and 70 . Maybe its just because its a new treatment like some of those things like a intersection and it doesnt we have a roadmap where we need to go and we have got a still work that we have to do and it would just be great to kind of level set of all up to that same standard and just really super clear park et for each of these fantastic its almost lick a dashboard of all the different tools and where are we along our path to get to our goals. Sorry, i was on mute. No worries. So, i want to echo the expectation that without say legislative change we probably cannot reach our vision zero goal by 2024 and i would like to take staff up on and we can feesly achieve. I recognize what staff was saying about wanting to highlight and under core that the historical practise of physically slowing speed, i would expect that could be continued important tool that we need to look at and then in terms of the Spike Network and just generally the higher the increased demand in levels of sharing the rights of ways as were doing right now through this pandemic, basically putting a lot more different modes in the same space and same right of away and the followup question, i hope the answer is no, are we going to be seeing actually an increase in projected collisions or fatalities and is the 85 milliondollar estimate in quick fills to address Current Conditions or future conditions. Ill try to answer those real quick. So, the issue of more conflicts in the same rightofway, i think as engineers and planners would shy away from conflicts and thats largely because of the danger to pedestrians and bicyclists when the cars are moving at a high rate of speed but if we can control the speeds then a lot more people can use the road and a lot more different ways without those conflicts turning fatal. As far as the 85 million, thats the High Injury Network as its mapped today and theres definitely some variables there and we havent talked about how much time well spend doing Public Outreach and engagement with the neighbours and the stakeholders in those blocks. I heard this boards expectation is we reach every stakeholder and everyone feels heard and they have a chance to comment on things so by the time things come to you, you only really are hearing the irreconcilable stakeholders and another way to answer your question would be to move through the outreach processes more quickly and bring more ideas to you, not as fully bookecooked but faster. I will defer to staff on that, i guess. I think part of my question is really that, in the earlier slides where staff has showed the trend of fatalities between the flip between cyclists, pedestrians and i guess the vehicles, the bike fatalities have increased out of the whole annual pie since vision zero rolled out and i guess i want to echo director hemingers comments on the importance of education including focus on developing a generation of future safer drivers pedestrians and its important to just the and it sounds like we need continued partnerships with other agencies like sfufc to do this work and my cursory understanding is that mt provides funding and contracts to some of the advocacy groups like the Bike Coalition and walk sf to do some of the works so can staff maybe talk a little bit about how the shared responsibility plays out in these other groups and how they can be part of the solution. Yes, either be available to answer that. Hello. [laughter] well, im sorry. [please stand by] so yeah, so San Francisco the Bicycle Coalition actually offers the m. T. A. Bike education classes and has for about a decade, so they do all sorts of bike riding education. Everything from how to ride a bike, on road bike riding, how to do is safely, position yourself, etc. We support bike to workday. Were one of the major sponsors there and encourage bike and walk to work. Walk to work San Francisco and Bicycle Coalition are two of our biggest partners in the safe school. Lastly, we sponsor the world day of remembrance every year to really mark the passing of people who have died in traffic deaths. And while you didnt ask about it, ill say also, because motorcycle deaths tend to go somewhere in terms of total fatalities, somewhere between bicycling and walking, we also work with motorcycle groups, as well. We work with them to train core voices within the group so that they can also talk to riders themselves about how to ride more safely in San Francisco. So a followup question to that, particularly around the Bike Coalitions work. My understanding is they would formally provide these safety instructions and classes at the sfusd certain campuses, but obviously under covid, i understand this is a temporary hopefully Distance Learning thing, but im just, like, staff going to be continuing to explore that to make sure were not dropping the boall on managing that contract. And then, just to point out from personal experience there are very few private classes in the city to teach kids how to ride a bike, which theyre great, but they have limited space, and their space fills up within minutes every time. We have four years to do this work to hopefully meet the goal, and i agree with others would have already stated this before, that we shouldnt really change the goal but look at how we can speed up our pursuit of reaching it. Thanks. Yeah, absolutely. And we are heavily engaged, many meetings every single week with the walk San Francisco and their safe schools contracts, so we are working very closely. Actually, the head of our safe routes to School Program is the liaison to the School District. As everybody is aware, everything is changing, almost every day in that realm, and we are adjusting our plans almost every day. So [inaudible] unfortunately is not here, is, you know, talking to the skrikd, etc. Were working to support their hub learning centers, were working to support their Walking School buses, so were shifting resources to support kiddi kids getting to school and teaching safety and all of that. I will state that that program is slated to end or is not slated to end, but has not solidified its funding after june of next year, so thats an ongoing conversation in this fun place. So were looking at how we can slim down, if necessary, some of the work were doing and consider to offer services to the 103 schools that we currently try to serve. And we are looking for a dutchstyle garden on one of our medians or campuses in San Francisco, so let us know if you have any ideas. They do both biking in class in middle schools and also at all the slow streets programs, they have learntoride events every time we do the sunday streets every month. All right. Someone is not on mute. Someone whos talking in the background, youre not on mute. All right. And i see i think that is director eaken, you had a question . No, just a quick comment. One is just to thank director hemminger for just putting out those starting frameworks. Its something that i would like to be able to caarticulat as we go into the world. I dont think we have a concise sort of our summary about what is our mission, what is our approach, but i like what you put forward, director hemminger, and i would absolutely second more engagement with sfpd on the enforcement question because we have to work through the authority that we have, and i think we should just continue that collaboration and conversation. And then, to your question about what does the board desire around outreach, just with director tumlins warning echoing in my head, that were going to have to make touch choices when we dont have all the resources, it just seems weve got to get more efficient with that outreach. So i wonder, reflecting on that very helpful staff, 40 of all the fatalities was from left turns. Weve heard director borden say, why dont we focus on left turns because that seems to be a bigger part of the pie . Rather than quarter by quarter or section by section, what if we had a left turn program, and we could do all the information and outreach for the program and then get it implemented citywide . It seems that were going to have to get it like that with the amazing effort that your staff does, and we can do that outreach. Thank you. And then, director elias, you have Something Else . Okay. We can move on. Okay. I think weve got three more slides on this discussion. All right. So we are on our last section here, and i know its something that a lot of people do want to talk about around the transformative policies. We of course do know that we need more, and we cant get to zero without these transformative policies by 2024. So we are investing a lot in our engineering resources, but those Solutions Just wont be enough to get to zero. And so we do have a lot of local support around these transformative policies, and were continuing to do our work around legislative changes, and ill just give a brief update where we are on these things, and kate can help answer questions afterwards, as well. So for changing speed limits, we do continue to support the work of the state. The zero Traffic Fatalities Task force, which was convened by the state last year to determine how speed limits are set to get away from this 85th percentile speed to think about a safe distance approach. So the land uses, whos using the street, are there Senior Centers nearby, that sort of thing. Weve also been working with other task force cities, including oakland, sacramento, san jose, as well as los angeles to really elevate this work, and we are exploring legislative opportunities. In the meantime, as i mentioned in the previous slides, we are exhausting what we can do around speed limits with without legislative change. So for example, the 20 Miles Per Hour in the tenderloin that were looking to advance, as well as slower speeds near Senior Centers and senior zones. In terms of automated Speed Enforcement, we are in conversations for next year, and so looking at on you automated Speed Enforcement can reduce dangerous driving behaviors, but especially with a racial and bias equity lens. So weve been participating in the u. S. Department of transportations work to update the work around these cameras, and we expect the guidelines to be released early next year. And our colleagues at the Transportation Agency are continuing to ban together against congestion agency, which of course is a major mode shift strategy that does have safety benefits. And outreach is being conducted, has been conducted, and there will be several scenarios that are being analyzed now with the t. A. On track with a plan to release in the spring. That again, that would require still legislation to change to allow us to use pricing in San Francisco. We of course continue to recognize that to achieve our city commitments to reach vision zero, we do need to reach these other city commitments, including mode shift, housing issues, Climate Change, and transit first policies, so as an example, we continue to see challenges around safety for our homeless populations, and we know that People Living on the streets are inherently more vulnerable to traffic deaths, so just really thinking about interconnectedness of all of these other city commitments that we have. So looking ahead, we are looking to update the current strategies. We worked last march to update the plan. We would like to come back before the board to have more of an indepth discussion to build more on these ideas that youve shared with us already and make sure we have your perspective and direction as we move forward. So that does conclude my presentation, and tom has a few comments, and kate is here to answer questions, as well. We are kicking the door open on congestion pricing and basically our Speed Enforcement, but theyre still big rocks, and theyre still out there. Great. Kate breen has a lot of information about who to talk to whos fluninfluential, if y want to have that conversation now . I did represent San Francisco on the zero Traffic Fatalities Task force, and its just been a journey to see others come along to understand how speed limits are even set, and we find ourselves having that opportunity to provide education around that question. Director lei asked that question in the transformative policy arena. And i will often say that im optimistic. [inaudible] the reason i say that is we had partners that we could not count on in the past. Seven cities are moving to adopt a vision zero platform that focuses on a platform adoption to the 75th percentile. And within that work, we have a very open and positive partnership with folks at the california state Transportation Agency and caltrans, who are working within the structures, if you will, to change the culture. For example, bringing in the National Transportation safety board to talk to c. H. P. About why Traffic Cameras work to change driving behavior. I think with everything going on and with all the momentum that we have around vision zero that we talked about, we really do have prospects for success, both for speed setting and automated law enforcement. Having said that, to director hemmingers point, you say it this year, you implement it next year, and each one has the ability to reduce fatal crashes on our streets. Ill just stop there. I can talk a lot about the work that weve been doing to build coalition and continue to do this work with the advocates, and interested in your questions and thoughts. Great. I saw that we had director brinkman had a question. Yeah, thank you. Kate, over the years that weve worked contin worked together, you continue to give me hope. You have moved the needle really, really well. I know were not there yet, and its still quite a ways away, but thank you so much for being so focused and positive about it. Im looking forward, tom and ryan, to the next vision zero booklet coming out. The last one was so helpful in giving people an understanding of the challenges we face in making our streets safe, and i had one more thing i was going to say, and now, i believe i have lost it oh, yes, ive got it back. Kate, do you think that changes at the federal level will help us in any way to achieve more of our safety goals, either in, you know, having the federal governments help, as you mentioned, having this, you know, talk to c. H. P. . If we have changes at the federal level, are we going to be able to see more of that, and is it going to help us . I think weve been doing so much amazing work at the National Level, as well,. We have been looking for ways to influence the policy, if you will, in the context of reauthorization, making sure that vision zero, as much as it can be, is a priority within the federal programs, making sure that our investments are eligible, things of that nature. I think that nihtsa coming out and supporting this just brings credence to this work. When california is one of the last remaining states that continues to relay on the most antiquated form of speed setting that prioritizes motorists over any other mode user, theres a tip point, right . Where people come to understand how this has come to be and how it needs to change, im hoping were getting closer to that place. Great, thank you. We have director eaken . Thank you. Kate, i was hoping you could speak a little bit more, you know, because some folks have said a little bit earlier in the call, our barriers arent technical, theyre political. I would love to hear he just reflect a little bit so this board understands clearly, what are the barriers to cities getting control over speed management and setting safe speeds, and why is this so difficult to get the audtomate speed equipment from sacramento . I will answer that question and say that the landscape has changed, and its changed in such a way that all of us that are working in this space are really trying to figure out where do we move with automated Speed Enforcement and speed setting in the context of racial inequity, social justice, and recognizing that thats how we have to move forward on these policies . So in our past forays in collaborating with Assembly Member david chiu in efforts to seek automated Speed Enforcement, it sort of came down to a very pronounced opposition from the automotive perspective, the triple as of the world, c. H. P. , who recognized they dont have the resources to have officers out on the streets. But the union views it as a technology issue, technology out on the streets instead of officers. In addition, theres a dynamic that were engaging with now with social justice and equity advocates. Organizations like the western center on law and poverty and the aclu, some of the organizations that have worked in fines and fees reform. Those organizations have opposed the use of Automated Technology as a form of endorsement. And we are, again, back to the Racial Equity conversations and justice equity conversations that are underway now, looking for a way to bring those things together. How can we have those conversations now in this new time and place that are supportive of advancing, you know, the appropriate forms of enforcement but that are not what do i want to say . Its been a long afternoon. But maybe getting pulled over by a cop is not the thing that we want to be enforcing right now, and maybe we can monitor changes in population behavior without issuing a ticket to an individual. These are the conversations that weve had, and they have been an incredible partner in that and leader with some of the other advocacy organizations that were working on. All of that being said, director eaken and directors, i think is going to help us figure out which horse we need to get on for this first year of the session. Like, can we find enough alignment around changes to speed limit setting in the first year that could lay a foundation in the second year to something that would give us the authority for automated Speed Enforcement . I think leah mentioned specifically, is it possible to pursue both at the same time . There are problems that arise when you Start Talking about lowering speed limits and finding new ways to enforce that. So those are some of the dynamics. They are deeply, deeply entrenched. There are folks in sacramento who will tell you that thats great that San Francisco is interested in that, but the rest of the state isnt quite as interested, so its taking ourselves out of our sort of mindset and putting ourselves in from the perspective of the rest of the state, what is it going to take to get to a place where the 85th percentile is just no longer deemed the way it should be. And kate, i have a question on that. Yeah. One, is there a way to do a carveout . For example, when we wanted to create new liquor licenses in San Francisco, or even when they were looking at the 4 00 a. M. Bill, that bill was more narrowly focused on jurisdictions that were interested. Is there any way to have legislation thats San Francisco specific or that basically you would allow jurisdictions i know the more controversial way is to allow jurisdictions to make the decisions, but is there a way to opt out San Francisco . And secondly, you talk about some of the groups that are focusing on communities of color that are in opposition to the Speed Enforcement, can you talk about what the arguments are because understanding kwwh the arguments are are critical to working through the issues. As a member of a community of color, we have an impact on the dogooder mentality that comes from the majority. Yeah. And whats interesting about that is we . Just putting it in a vision context, if we look at the communities of color, its the communities of color that are more highly impacted. So can we have a conversation where were talking about the impact to the community and the tools to save lives and have that implemented in a way that feels fair, right . So if its so traditionally, the western center and some of the organizations, the back on the Road Coalition have opposed these this type of enforcement because of the impact that a traffic ticket will have on a lowincome person. So right now, if you get a speeding violation, its a moving violation, its a point on your record, and it can be upwards of 500. So that is a bucket of concern that has to be addressed. Theres also just the notion of enforcement having bias, and so one of the arguments to use automated enforcement is its not biased because its color blind, and yet, the question becomes, well, then where are you placing those cameras, right . Is it a community that wants to have that kind of enforcement . You know, just as an aside, if i can, i had the experience this weekend in one of the hot lanes on the east bay that just opened, and not only are they terrifying because theyre going 70 Miles Per Hour and cars are just pulling in, but theyre camera enforced. We have cameras our highways now. They are being used on the toll bridges, and the argument that theres too many cameras is a bit of a red herring. We looked to do a twocity pilot, and one of the problems is youve got to get everybody else in the state to vote for it. That became clear to us that a carveout is probably not going to be the way to go. One alternative would be to have the state develop guidelines that folks buy into, including the c. H. P. And others, who have a clear stake in this, and that cities to opt in. So you opt in under a set of agreedto guidelines that the state and stakeholders have become comfortable with. And it, you know, kind of the skys the limit. You all have talked about being creative and flexible. Maybe its a program that issues warnings first. Maybe its you know, theres even some other kind of notification that people receive. But i think that the guidelines for framing a program have to be something that is agreed to by i mean, otherwise, were not going to get a bill signed. But by organizations like the california Highway Patrol and others. There is interesting in looking at work zones on the state highway system, where state workers are at risk for speeding. Theres also interest in looking at routes like highway 17, where you cant pull over a speeding vehicle, and cars are going, you know, extremely fast on a very dangerous roadway. Those conversations are happening now within the administration, and so it gives me some hope that the socializing of these concepts within the department is continuing in such a way that we will be able to find our way ultimately to some kind of program. Great. I know there were a couple others. I know that i think i think you got your question answered, director lai. Is it director eaken next or director brinkman . I know we want to try to wrap these up because weve got Public Comment, and i want to open it up. Okay. Thank you. Kate, it reminded me something you talked about highway 17 and you talked about the work zones. Is automated Speed Enforcement in San Francisco or automated Speed Enforcement something that can only have legislatively or can it be put out by caltrans or by the Highway Patrol or does it have to happen legislatively in sacramento. In california, using cameras to enforce speed is explicitly prohibited. Not silent on it, its explicitly prohibited. Police are using radar guns, not cameras. Its the same technology, but cameras are not to be used for enforcement of speeding. And what would change the california vehicle code . How would that happen . Thats what were working on. So thats the only way, would be to change the california vehicle code. Yeah. I think, always when we thought we found a window, youve already thought this through for years and years and years skbl ok years. Okay. So with that, why dont we prepare the moderator to prepare the Public Comment so we can invite speakers to join this. Director eaken, im going to step away to turnoff the alarm on my stove. Members of the public, if you would like to address the board and are already on the public listen line, please dial one, zero to put yourself into the queue. If youre watching sfgtv, dial 8888086929. The access code is 9961164, then dial one, zero. Thank you. Are there any callers on the line . Operator you have 12 questions remaining. First speaker, please. Good afternoon, board of directors. My name is clare moblay. Im the director at the San Francisco bicycle coal i am. I grew up in the tenderloin, and im here alongside my colleagues at walk San Francisco and slow down tenderloin. Achieving vision zero means doing the work to prioritize underserved historically disadvantaged neighborhoods like the tenderloin. Doing the work means making sure noble for early 2021 implementation because we know that Bicycle Safety implementation projects are low cost solutions. It means installing crosswalk scrambles and stop lights, and it means finding safe streets a permanent expansion moving forward. Wed like to thank sfmta for the 20 Miles Per Hour pilot and no left turn in the neighborhood. The tenderloin being such a diverse neighborhood, we are concerned with how these pilots will be enforced. Were interested in working with m. T. A. Staff in the future to come up with alternatives to policing to enforce these projects coming through the pipeline. Ive spent a long meeting. Thank you so much for everything that you do. Thank you. Next speaker, please. Operator you have 11 questions remaining. Wonderful. Did we lose that person or were they able to finish their comment . I think she finished her comment. Okay. Next speaker, please. Can you hear me . Yes. Okay. Hello. My name is parker day, and im a resident of district 6. So to start, i want to applaud sfmta for adopting vision zero. The presentations and discussion today bring up many great examples of vision zero success and some of what we need to do to get to our goal. I agree that here in San Francisco, there have already been some great improvements, and i do think were slowly starting to make progress. But having said that, at the rate were going, San Francisco is going to be underwater from Sea Level Rise before we reach our vision zero goals. Were two thirds of the way to 2024, yet there are any ways to point to show that San Francisco is not taking vision zero seriously enough. The Fourth Street quick build that is starting soon has zero safe piece for people on bicycles. Some directors on the board balked when there was a push to lower speeds on polk street. This stops us from reaching our vision zero goals. If you havent yet, i suggest biking up the recently redesigned Taylor Street in the tenderloin. This is unsafe for vulnerable users. Based on our infrastructure policies, cars are still king in this city, and we have the deaths to prove it. In the tenderloin, were finally getting more pedestrian scrambles, but how many of them are reactions to people getting killed first . What we need now are citywide left and right turn restrictions, a comprehensive protected bike network, a citywide speed limit of 20 Miles Per Hour, and a proactive approach instead of our current reactive approach. Its 2020. With know how to build safer streets. Fix the streets. Thank you for your time. Thank you. Next speaker, please. Operator you have 11 questions remaining. Next speaker . Good afternoon. My name is [inaudible] cassidy, and im an urban planner living in noe valley. Im calling because, like everybody, i use sidewalks to move around the city [inaudible] due to the pandemic and associated economic fall out, its unacceptable for the city to hesitation to take action against dangerous drive. A few weeks ago, i joined walk sf and other volunteers to canvas the Mission District and collect data on the presence off lack of daylighting on high injury streets. We found that over half of intersections in the Mission Still have not been day lit. Todays presentation showed the difference ldaylighting has mae in the tenderloin. We know about basic safety measures, like walk lines, international crosswalks, and daylighting. This is the perfect time to leap back into a bold pursuit of vision zero for San Francisco. I urge you to value human life, to understand the fundamental role walking plays, and to create a city that is healthy, safe, and inviting for all of us. Thank you for your time. Thank you for calling. Operator you have ten questions remaining zwr good afternoon, sfm afternoon. Good afternoon, everybody, and thank you for calling this hearing. Y i think that this has been a truly historic meeting. We saw in the presentation, though, that theres still no plans for 50 of these streets. A revised vision zero strategy has to address this or the progress will continue to fall far short. But it also has to embrace what lea has talked about. Thats why i continue to urge you to not overlook the basics, which in combination will go a really long way. A lot needs to be done, but also, so much can be done. We do have the affordable tools to prevent traffic crashes that have yet to be scaled up so they can have the systemic impact. So while weve heard the word strategy a lot today. Its clear that a detailed outium plan is required to make sure we gain transaction in the next two years. I also want to offer, walk San Francisco is here, were ready to support and in any way we can, so lets start now fixing our streets this year. Thank you. Thank you. Our next speaker, please. Operator you have nine questions remaining. Next speaker . Good afternoon or almost its good evening. My name is richard rothman, and i am a resident of the Outer Richmond district. And you know, this was a great presentation. Its almost like what you heard before. But i find im a native san franciscan and working with m. T. A. , and used to be Parking Authority its very frustrating, very hard to communicate with them. I took ten years, there were at least one or two deathed at 43 and fulton. It took at least ten years to up two deaths at 43 and fulton. It took at least ten years to upgrade them every time. We want safe streets on balboa and clement streets, and why should sean kennedy have a veto power over 31 stop signs . We know whats best for our community, and as far as the speeding, now that you closed j. F. K. , just take those signs, tom, out of your office, and put them up on the street and then let the state sue us or whatever. Were living in an emergency, so let the mayor declare an emergency or ask Governor Newsom to declare an emergency and just you know, and just do it. And finally, theres going to be a new problem coming up. They want to close the great highway, the lower great highway, 19 avenue construction, so how are people in the Outer Richmond supposed to get to the south half of the city in chain of lights they dont want cars on because bicycles are crossing . Somebody needs to come up with an overall plan. Thats why sfmta needs to be reorganized so they can look at districts as a whole and not as individual products i mean projects. Thank you very much. Thank you. Next speaker, please. Operator you have nine questions remaining. Next speaker . Next speaker . Sorry. Can everyone hear me . Hello. Yes, yes we c, we can hear hey. My name is alex holly, and i live in the Richmond Districts in d1, and our walk sf number, and im calling because im happy, but im also concerned. You know, as a parent experiencing the slow streets that you have set up and carfree spaces, its given me and my family and many other families a taste of a different future for San Francisco, one that can be safer, more climate friendly, and help build on your vision zero goals. So i know that youre facing a lot of pressures, and just going through the [inaudible] that you created, there are many different options to consider and a lot of budgetary constraints. But i think in the same way that people have been challenged with facing catastrophes, you need to think boldly and not look at the minutiae. If you do that, we may actually approach a vision zero goal. But without that, just focusing on minutiae is not going to get us there. But i love what youve done. Thank you. Thank you. Next speaker, please. Operator you have eight questions remaining. Next speaker . Yep, hi. My name is marta lizzy, and im the Communications Director at walk San Francisco, and i really want to thank the directors for asking for this deep dive today. I think vision zero is important and merits the time that weve spent today, even though its 5 37 wow. So we cannot pin our hopes on speed Safety Cameras, which kate breen said will take time if we can get them. I want to urge you to think about speed management grounded in what we can do right now. Speed is the biggest problem in our city. Can speed bumps or traffic lights or raised crosswalks be added right now . Where are all these existing speed humps, and how can we use all the tools in concert to lower speeds now, not years from now . I think its a plan can start saving lives long before that first speed safety camera will. I also love that lea talked about left turn calming as a speed management tool, so lets add that into this plan, and director eaken urged a citywide program. I really want to know what the plan is for expanding left turn calming, which is only being piloted at six intersections. I think if theres a takes away from today, we need to be taxing out every solution like this to see more systemic changes on every street. Thank you so much. Lets do this together. We can. Thank you. Next speaker, please . Operator you have seven questions remaining. Hello, caller . Hello, can you hear me . Sorry about that. Yeah, you have a lot of feedback. Okay. Sorry. Im in a small apartment. My name is [inaudible] im a Richmond District parent [inaudible] user of our sidewalks and streets by foot, by transit, and sometimes our family car. Based on the number of cars i see [inaudible] in our neighborhood on Park Presidio and elsewhere, when i found that sfpd issued 299 citations this past july, in the entire month, the last month that they provided data, because they havent provided any data since then. [inaudible] as they continue to track the historic lows of sfpds enforcement of the top five most dangerous driving behaviors, i have to ask if theyve given up or deprioritize Traffic Enforcement without a preplacement system available and in use like red light cameras. [inaudible] was considered a key piece of vision zero [inaudible] but given that it isnt happening. Sfm happening, sfmta needs to urge to pass this. [inaudible] as part of the revised vision zero strategy. Given the fact that this will take approximately two years for the eight realized red light cameras, this will need to be impummented now. Thank you. Thank you. Next speaker, please. Operator you have six questions remaining. Next speaker . My name is harold singley, and i live in hill. Nob hi your presentation shows you know what to do but youre just not doing it. You cant stop acting like the directors of street crafts and hierarchy of privilege. All that you do puts cars first and people last. Your agency even goes as far as working hards to end sidewalk parking just to avoid hurting hurting to avoid ending sidewalk parking just to avoid hurting peoples feelings, i guess. You know its causing a problem, but you just have to let them be there and protect people from them. I dont know what youre scared of. The rise of political power is on the side of people and to save the planet. We need you to find a way to work past your biases and fears. We need you to join us in a brighter future. Thank you. Next speaker, please. Operator you have six questions remaining. Next speaker, please. Hello . Hello. Is that mr. Pillpot . Can you hear me . Yes, we can hear you. Hi, im eugene gregor. Im a resident of the inner richmond. Thanks to the opportunity for all the encouragement for vision zero. Im an active user of golden gate park. Its a great walkway across ocean beach. Let me just highlight a couple of things in my d1 neighborhood. First, we just had a fulton Street Safety project go through. My understanding is the speed limit on fulton will stay at 30 roughly for the foreseeable future pending future rule changes in sacramento. I think theres an opportunity, and some people today have discussed this, to use Traffic Engineering techniques of various kinds to slow the speeds on fulton incrementally and iteratively so even if you have to use the 85 rule, progressively reducing the posted speed. So i would be interested to observe whether theres a strategy that can be articulated to achieve. That the second is a comment also relating to fulton. There are a number of crosswalks that dont exist on the high injury map in fulton, and i would hope that people would reconsider if it makes sense as what of an Economic Strategy to paint crosswalks either along or across fulton in the High Injury Network areas along the park because theyre going to get a lot more use. Thank you. Thank you. Next speaker, please . Operator you have five questions remaining. Hi, can you hear me . Yes. Hi. Hi, my name is olivia gamboa, and im on the board of walk San Francisco, and im a physician in San Francisco. When i get paged in the middle of the night about a transfer from San Francisco general, my heart drops because i know its going to be a Senior Citizen hit by a driver with major injuries. I hear a lot about this strategy, that root gee, but the out comes we strategy, but the outcomes are going the wrong way. We need universal daylighting, we need a timeline, we need to say youre going to act on the scale thats commensurate with the prices. This is a moral imperative. You say that red lights cost 250,000 apiece. I have Cancer Patients that have treatments that cost 20,000 a month. I wish you courage in moving forward to create a better, safer city. Thank you. Next speaker, please. Operator you have four questions remaining. Next speaker . Yeah, this is barry toronto again. Shoot, sorry. I want to let you know that im trying to do a monetary zoom call. The meeting went so late. Its late, and i had other things plan, but i wanted to chime in. First, about the tlifr redrivers, and polk street. If all the street is taken up for outdoor dining, you have no place for the delivery drivers, and some of them are getting tickets for double parking. The problem is the restaurants dont always have the food ready. If theres a quick and go, it would be different. This is related to the vision zero because then, the drivers have to block bike lanes, they have to block crosswalks, they have to double park because how else are they going to pick up the food that is providing income for not only these people to have jobs, the delivery, b deliveries, but a lot of them arent doing outdoor, theyre only doing deliveries. I want to say the traffic levels are at least 75 only about 75 of what it was before the pandemic started. Its pretty hectic out there during the rush hours. Now later on at night, because there are no events going on, then, the traffic is gone after 9 00 at night. But before that, between, like, 7 00 and 3 00 and 9 00, its everywhere, especially in commercial districts. The best thing is i think its important to reach out with the Bicycle Coalition and walk sf is they also have to be careful with the cars. I agree theres a lot of unsafe driving going on because the drivers are not being safe out there because theyre desperate to make money. Thats why i say, the last thing is vote no on 22. You wrote down, it says regulate locally the ride Hail Companies and delivery companies. You cant really do that under the current state law, so what needs to happen is to at least provide the tools to allow them to do the tools safely. Thank you very much. Thank you, mr. Toronto. Next speaker, please . Operator you have three questions remaining. This is herbert winer. Vision zero has failed pedestrians on the sidewalk. Its true that a vehicle moving at slow speed can kill or injure a Senior Citizen, but so can a bicycle, so can a scooter. If youre asking for a culture change, you clearly have to ask bicycles from riding on the sidewalk. Another thing is that Parking Spaces are for cars, and playgrounds are for children. This idea of reducing the Parking Spaces in order to create playgrounds for children is really unrealistic because it causes congestion. And what im really wondering is, has congestion caused more traffic collisions . So thats another concern. Bicyclists do exactly the same thing as cars, and you really have to have a culture change, just in the way that smoking was stopped on the buses. So basically, you are overlooking a certain part of the population. Youre favoring certain elements over others. M. T. A. Is supposed to be more everybody, its not supposed to be for bicycles only, for vision zero only or for the Transit Riders Union only. Its supposed to be for everybody, and that includes the motorist. You should have a motorist on the board to have a balanced decision. Thank you. Thank you, mr. Winer thank you. Next speaker, please. Operator you have two speakers remember. You must remember that each fatality is a person thats no longer with us, and for every fatality, there are many more that suffer every day from what happened to them on sfmtas roads. If a Company Released a project that was injuring as many people as our road networks, it would be recalled immediately, and there would be so many lawsuits, the company would be shutdown, but we never take the step of shutting down extra car lanes until a street can be made safe. I suggest keeping this front and center by having a subsequent minute of silence on each fatality and having a report on their death, and moving 1 million into the San Francisco budget in their name to stop similar issues from happening again. If as we heard, kids are not being injured near schools, its only because parents have given up on letting them walk and bike by themselves to schools. Thank you. Next speaker, please. Operator you have one question remaining. Somebody needs to put their cell phone if youre not talking, please put yourself on mute, please. Thank you. Hi. My name is stacey randecker, and im a 20year resident of San Francisco and a homeowner, raising two kids in district 10. Over the past 25 years, homicides have basically been twice the number of traffic deaths in San Francisco, but in 2019, there were 42 traffic deaths on our streets and roads, while homicides were 41. What did we do to prevent homicides . We need to implore the same money from city budgets to stop the loss of those lives. [inaudible] the societal harm cl of over 1 billion for those 42 people and the years lost. Thats just in one year. Can we afford vision zero . My opinion is we cant afford not to have vision zero. Also, our planet is burning. We lost 4 million acres to fires this year. We had orange skies. Were heading in the wrong direction on vision zero. Vision zero and Climate Change are linked. We need fewer cars, period, but especially in our city. Please eliminate them. Bring life into our streets. Follow director hemmingers notes and close streets now and make them permanent. Thank you. Thank you. Next speaker, please. Operator you have one question remaining. Next speaker . Hi, this is evan [inaudible] with the central city s. R. O. Collaborative and the tenderloin Safety Task Force. Im calling to really implore the sfmta to think and act boldly while tackling Traffic Safety issues in the tenderloin. As we have extensively talked about in our community meetings, and weve heard today at the sfmta board, this is a safety issue, this is a matter of money and resources. Where you spend your time is a reflection of your values, and im encouraged by what ive heard today, particularly around some of the collaboratives around reducing speeds for cars to 20 Miles Per Hour. So i really want to encourage thinking like this and using these programs aggressively in the tenderloin to tackle this sooner rather than later. And i want to further emphasize that the community and the tenderloin Safety Task Force is here and is ready to work and continue to work with the city to get this done now, so we look forward to working with you going into 2021 and preventing these tragedies from happening. Thank you. Thank you. Next speaker, please. Operator you have one question remaining. Next speaker . Umm, hi. Umm, im a resident of the excelsior, and ive lived here my whole life, and ive seen my streets ignored, umm parking streets used for revenue, and no enforcement of red light speed limits or any type of safety. The vision zero should be about saving lives, not about getting rid of people who cant make enough money. We need to actually enforce the rules for safety and prioritize saving lives, not making money. Roads should be saved and upheld. We need to actually invest in fixing them. First step in safety is getting rid of the potholes that make them unsafe. Use the money thats generated to install the red light cams ra. Enforce them, and keep people off of the streets when theyre speeding. People have their licenses revoked for useless, totally useless infractions, such as parking when they needed to get groceries for five minutes but are not revoked when they go over the speed limit harmfully and hit a bicyclist and then speed off. There are no enforcements of traffic hit and runs. That is all. Thank you. Next speaker, please. Operator you have zero questions remaining. Great. So with that, we will close Public Comment. This is i will move this back over to the board for any sort of final thoughts. There isnt a formal action, but i think members, if you want to give specific direction to staff generally, this is the time. So director eaken. Thank you so much, madam chair. I just want to take a second to say thank you to the staff for all your work and commitment and ded indication. We have asked a lot of hard questions today. It is not that we dont trust that youre all doing amazing work, its just that we with authority over street design in San Francisco feel a sense of obligation to end fatalities on our streets. Please let us know if theres anything we can do to support your work, including adding resources, helping to daylight some of those barriers. My Key Takeaways today are that we actually occupy a Critical Role as a vision zero leader in the entire country. Maybe we are one of the best positioned to reach vision zero in the u. S. We have done an amazing amount of innovative work. We have some amazing results. We clearly have world class talent on our staff, but unfortunately, i steele dont feel we have that clear prioritized implementable road map to get to zero and look forward to working closely with you in the coming months. I hope that youll come back to this board before the february workshop so we can continue to working with you. Its been a long meeting, and i thank you for your dedication, and i thank you all. Thank you for those parting words, director eaken. Very well stated. Are there any other final thoughts from Board Members before we move onto our next item . Seeing none, well move onto our final well, our penultimate because we actually have closed session. [inaudible]. Great, and i think we are going to have director mcguire, youre going to be presenting on this . Yeah, sorry. So go through this pretty quickly and mainly safe the time for your questions save the time for your questions. The item before you today is about resolving an outstanding claim for one of the largest subcontractors [inaudible] whos building the central subway. Frontier kemper is one of the largest systems tier contracts. The primary role they played on this project is theyre an excavation subcontractor, and additional costs arising from their excavation of the chinatown station are why were asking to settle this claim at this dollar figure. You can see in the calendar item that we require that the contractor document their exposure, and so youll see a table listing all of their claims. It lists a bunch of numbers in the lefthand column, which total about to 24 million, and then, on the right, smaller numbers that they agreed to settle. We have a group of people who have been able to cut through a lot of complicated data to get us all to the table to come to this supplement. Thats the background, subcontractor who is definite leo dechfinitely owed some mon, and its my recommendation that we settle for this amount. Directors, are there any questions or comments at this point before i open it up for Public Comment . Yes, one quick question, mr. Mcguire. [inaudible] the low bid process in awarding a large construction contract. Is this a situation where, Going Forward, when we have another huge project like this, where we might not accept the low bid from a bidder, where we might take history and other things into account before awarding a contract of this size . I think thats a clearly lesson from the central subway, yes. Okay. Good. And how the central subway money came to us, would it have prevented us from doing that when that contract was awarded back in 2010, 2009 . So thats a good question. At the beginning of the meeting, when we talked about the u. E. Kufrk, the strings that are attached to the federal money are pretty tricky, and i dont have a clear yes or no to what youre saying or to the question youre asking. But weve been talking about f. T. A. Region seven. We just had a quarterly meeting on october 7 and stressed on them looking back at the process that we got to where were at with this project and this contractor. Great. Thats my only question. Thank you. Thank you. Any additional questions from Board Members before we have Public Comment . Okay. Seeing none, well open this item for Public Comment. Were on item number 12, modification to number 133, contract number 1300 for Light Rail Program phase two. Operator you have zero questions remaining. Okay. With that, we will close Public Comment. Directors, do i have a motion . Ill move the item. Is there a second . Second. Secretary boomer, can you please call the roll . Clerk yes, madam chair. [roll call] [inaudible] item 13 is a discussion and vote as to [inaudible]. Yes. Moderator, is there anyone on the line who would like to comment on item 13, which is our vote to invoke the attorneyclient privilege and go into closed session . Operator you have zero questions remaining. So with that, directors, the floor is yours. Clerk madam chair, there should be a motion to vote for the attorneyclient privilege. Motion. Is there a second . Ill second. [roll call] clerk madam chair, itll take us a moment to go into closed session. Board members and those who are to go into closed session, please use the meeting link in your calendars. You. See you all in a kcouple minutes. Directors . Clerk the board of directors met in closed session to discuss that the itemized [inaudible]. Directors, what say you . Motion to not disclose. Second. Secretary boomer, can you please call the roll . Clerk all right. [roll call] clerk madam chair, four votes to none to not disclose the information discussed. Great, and that concludes the meeting of the sfmta board of directors today. Have a wonderful rest of your evening