Person with an obvious disability and people talk about that people with disabilities dont bike, she said, yes, she did and shes had a kid and since then she and her kid bicycle, so even then we got an education of our own, against our own bias. And further the east band of the bay bridge is named after a senior who is a longtime bicycle advocate and that happened after he was 75 and hes still doing it after 80. So im trying to say that there are real people from our joint constituencies who do bicycle. But to get back to the 17th Street Project its a protected bicycle lane and that is one of the problems. San francisco is atypical for its Bike Coalition advocacy and the problems start at the top. Theres a booklet on this and they show pictures that clearly theres a lack of accessibility in what they tout as model bike protected bike lanes. Cal train stuck its head in the sand on this though theres been professional comments saying, dont do this, dont follow it and cal train will say that sfwa says it and i bring it up to you because its not just those agencies, two San FranciscoAssembly Members, both are Assembly Members that are oblivious and unresponsive at best, if not underresponsive to communication to advocacy to plans from disability advocacy groups. When there was pending legislation, not just about this bike law but earlier stuff, the California Council for the blind in its leadership and myself and others communicated so we got a phone call with a staff person we made specific suggestions for amending, for changes, and nothing happened. Theres no outreach from our Assembly Members to disability serving groups or advocates on legislation regarding transportation. Theyll respond to bicycle adsoicates and to the california transit association, but not california through disability rights and not c. C. B. And not independent bell ringing nothing from them in case you would try to remedy that. Thank you. Okay. Thank you. Anyone on the bridge line . No, we have one more one more. Okay. Sorry. Sorry about that. Please go ahead. Good afternoon, howard shapner, i agree very much with what joanna said, and i would like to relate one thing about Pedestrian Safety. I had several years ago i had emailed ed reskin of m. T. A. With some simple suggestions to address things like bicycle riding on the sidewalk, blowing through stop signs and all of that, and i got ed assigned a fairly senior traffic engineer to respond to me and pretty much every suggestion was that we cant do that, we cant put signs telling bicyclists not to be on the sidewalk. We cant even consider registration, which is something that joanna had mentioned and we cant do a number of other things that i had suggested, because that would discourage bicycling. So i think that, you know, perhaps hopefully that attitude has changed, this is a few years ago, but i see m. P. A. As part of the problem because they are very anything that they think might discourage cycling, even when its Something Like reminding cyclists, please, dont ride on the sidewalk, its, oh, we cant do that, we cant do that because it would discourage cycling. One other thing that i have observed is that a lot of the people who ride on the sidewalk are people who are renting bikes from not necessarily from the go forward bikes but bike rentals for tourists and a lot of them seem to just not really know. So one of the suggestions would be to require or at least strongly encourage bike rental companies to explain the rules to people, not just hand them a piece of paper but say that youre not supposed to ride on the sidewalk unless its a child belobelow whatever the age is bt that type of thing. So thats a suggestion that i would also have. Thank you. Thank you. Thank you,. Thank you. Were going to move on to information item number 9, potential measures to improve the accessibility on demand Transportation Options and id like to welcome our presenters, kate terran, with the municipal transportation agency, and the director of taxis and Accessible Services division and the senior planner for Accessibility Services program, San Francisco municipal transportation agency. Thank you both for being here. Hi, good afternoon, thank you for inviting us and im kate torren with taxis and accessibls services and my colleague, kristin and i will do tag teaming on this item and so kristin is going to go through the first part of the presentation and im going to come up for the second part. Thanks, kate. Lets see, do i advance the slides here myself . Okay, great. So. Sorry about that. Can i go back . So before we get started i wanted to make sure that were all on the same page and that we all have the same definition of ondemand transportation. So when were talking about ondemand transportation were talking about Transportation Services where the rider is able to request the vehicle for their immediate travel needs. So you want to travel right now and right away you can call a company or hail a ride and travel immediately. So the trips are not scheduled or booked in advance. And a little bit about the history of ondemand transportation in San Francisco for a people with disabilities, so even before the a. D. A. Adopted in 1990, the city of San Francisco was ahead of its time and providing ondemand transportation to persons with disabilities. In 1981, the city started using taxis to provide ondemand transportation for persons with disabilities and then in 1994, after the a. D. A. Was passed, we started providing ram taxi service when six accessible taxi vans started operating. And today we are at a point where anyone who is unable to use a bus or Rail Services because of their disability is eligible to use Paratransit Services and were very fortunate in San Francisco that we have a couple of primary options for paratransit people and they can use the van service that is a shared ride service and a a. D. A. Paratransit that you can see on the photo on the left is one of our access vans or this is kind of unique to San Francisco, people who are a. D. A. Eligible and cant use fixed Route Services can also get a subsidy where the s. M. T. A. Pays a large share of their taxi trips. Its provided a taxi debit card so a user who is a. D. A. Eligible can call up any taxi company they want or hail a ride on the street and all taxis in the city are equipped with our debit card equipment and thats how the users pay their fare. We do have ram taxis in the city of San Francisco so that people who use wheelchairs can use the disperveservice and we have 100 medallions available but only 48 medallions are issued to Taxi Companies and drivers and even fewer of those mediagonallions are medallions are on the street and we dont know at any given moment how many are on the street but anecdoteally it doesnt seem that all 478 are 4e out there 48 are out there. Question. Can you explain what is the medallion . Yes, sorry. So in order to operate a taxi in the city of San Francisco you have to a medallion issued by the sfmta and kate could probably explain more about that if you need to, but its just sort of like your license to operate a taxi in the city. So as youve probably noticed if you have been out on streets of San Francisco or read the news, over the past five years or so theres a new type of ondemand transportation option that is growing in popularity. And specifically im talking about Services Like uber and lyft and in california we call those Services TransportationNetwork Companies or t. N. C. S, and thats the type of service where you are using an app on your smartphone to hail a vehicle and then the vehicle is provided an and someones persol vehicle, they call this a peertopeer arrangement and one key difference between taxis and t. N. C. S is that t. N. C. S cant accept street hails. So sorry, unable. So t. N. C. S, they were first introduced in 2012 in San Francisco. And a lot of the people as you probably know really love this service. Its brought a lot of convenience to a lot of people, but as you probably also know that this convenience isnt available to everyone. And for those of us who work in accessibility, its particularly apparent that the service doesnt seem to be available to people in wheelchairs and were 100 certain of that were not 100 certain of that but anecdoteally you can push a button on an app to look for ramp equipped vehicles and i have heard very few instances of people being able to use that. The California PublicUtilities Commission relates t. N. C. S in california and the city does not regulate them. Theyve collected some documents regarding the accessibility of t. N. C. S but we have not always been able to get access to these documents. I just want to talk a bit about the impacts that t. N. C. S have had on the broader ecosystem of ondemand transportation in San Francisco and, sorry, this chart is not as clear on the tv screens here but these the blue line that youre seeing on the bar, the chart here, is the number of wheelchair trips that have been provided through our paratransit taxi program from about 2011 to 2017. And you can see the red line, that was when Uberx Service was launched in San Francisco in 2012, and then a year later, and this is really hard to see but its kind of where the dropoff stops is around 2014, when San Francisco m. T. A. Introduced some incentives to try to beef up or to make our ram taxi program a little bit stronger. We cant say that we definitely cant say that t. N. C. S are responsible for this entire dropoff and there were a lot of things going on in the taxi industry during this time, but its just illustrative of the fact that our ram taxi program is not in the best health right now. So the specific ram taxi incentives that we introduced in 2014 were a 10pertrip incentive for drivers who pick up chee wheelchair users and we encourage the ram taxis to pick up riders in the outlying neighborhoods because we know that theres a lot more dead heading to get out there and its more expensive to provide that service so for the two pickups they do for wheel chair users they jump to the front of the line at s. F. O. Which is apparently a good incentive for drivers, thats something they like to do. And i wanted to note that we are trying to do a lot of things to make the ram taxi Program Better and one of the things that is aimed at improving the paratransit taxi program in general, both ramp and other, is that we now have it possibility that you possible that you can hail a taxi using the fly wheel app. And some people think that with the fly wheel app you can only hail fly wheel taxis but you can hail a taxy from any color scheme and theres a button on the app to choose ramp taxi and it will show the ramp taxis that are available to hail and we have been pushing for a lot of the ramp taxi drivers to get on the app when theyre out in their vehicles and were still working on building it up but if anybody wants to try this option we want to get both the supply and the demand sides going. So we do think that we need to provide more incentives though to our ramp driver taxis and companies to keep the ramp taxi program healthy, in particular the vehicles, the ramp vehicles that are out on the street right now are quite old and so we want to somehow incentivize people to replace those vehicles and not just go out of business when the vehicles go out of business and kate will finish up the rest of the presentation. Thanks. Thank you. Again, kate, the director with taxis and Accessible Services, lets make sure. Okay. Okay. So as kristin mentioned the California PublicUtilities Commission has jurisdiction over Transportation Network companies such as uber and lyft and the cpuc has a rulemaking proceeding and parties to the proceeding can weigh in on what the rules should be and then the cpuc ultimately designs those rules and promulgates those rules and they have a rulemaking coming up on accessibility and so we wanted to make sure to note that and to let the Community Know and that there are ways to engage in the process. And they dont have a due date yet on when the comments are due but the questions that the cpuc are raising, what is the persentage of accessible vehicles that t. N. C. S make available and thats a good question because as far as i know, because the data is not available to the public, the general public wouldnt know the answer to that, but im curious as to how the t. N. C. S will answer. And then question number two, are there any opportunities for the are there any opportunities for the t. N. C. S to provide increased accessible Vehicle Services to t. N. C. Customers and so as m. T. A. Is strategizing on what we think that our approach and our response will be to these questions we have developed a twopronged approach and we believe that the t. N. C. S themselves should provide Comparable Services to persons with disabilities, including Wheelchair Accessible service, and we are planning on advocating that the cpuc require t. N. C. S to have an aggressive plan to become fully accessible, including a timeline and milestones, and the cpuc should hold the t. N. C. S accountable for implementing the plan and the plan should be publicly be available and local jurisdictions should have the ability to withhold access to local resources, i. E. , curb access, airport access and permits, if the milestones are not met. And along with that we think that the cpuc should allow the local jurisdictions to levy a surcharge on nonaccessible t. N. C. Services. So that again, because the local jurisdictions dont have authority and jurisdiction over t. N. C. S, this the ability to levy some type of fine excuse me fee or surcharge, would have to be allowed either by the state through cpuc or some other state mechanism. There are some models for this, and there are some cities that do have accessibility surcharges. Seattle, chicago, both have a surcharge that goes into an accessibility fund. And, again, point number three, i already mentioned, San Francisco doesnt have direct jurisdiction it would have to be allowed by some kind of state action. Maryland is also an interesting case study, maryland has a similar jurisdiction where the states have jurisdiction over t. N. C. S and in 2015, the state of maryland did pass or did make it possible for the local jurisdictions to levy this type of surcharge. So its a good model for our location and we have thought through if the how to improve the available Ondemand Services and if there were to be an accessibility surcharge what that accessibility surcharge would go towards and that goes toward keep items making the vehicle more affordable, because Wheelchair Accessible vehicles cost more, vehicle maintenance tends to be higher so there would be some incentives toward vehicles maintenance. The per trip incentives would continue at 10pertrip which we already have in place and then we have discussed the nighttime incentive of 25pernightshift because sometimes wheelchair users may have access during the day but its less available access in the evening hours. And so you get into a situation where you maybe are constraining your choices governing out if you think that youre choices of going out if you think that you are not able to get back so those are the key areas where we would target any additional funds. Theres a way for the community to get engaged with the cpuc rulemaking and i encourage all of those of you who are interested, you can write a letter, you can become a party to the proceeding and you can attend a meeting and you can attend a hearing and there are many ways to get involved and we can provide more information on the specifics. It is helpful for the cpuc to hear from the community and at m. T. A. We get, one, some complaints and questions on, hey, m. T. A. , how are you regulating uber and lyft and what are you doing about uber and lyft and i let people know that actually its the California PublicUtilities Commission that has jurisdiction and heres the number that you can call to make a complaint or heres the staff person that you might want to reach out to with your concerns. So i think that a lot of people dont quite understand and i get that its kind of confusing that although the taxis are regulated at the local level, t. N. C. S, again, are not. So its helpful for people to understand how to engage if they so choose. This slide, this emerging Guiding Principles for emerging technology really helps to put this whole conversation into the larger context. I think that all of us have noticed over the last five years that our Transportation Network has changed dramatically. We have services, not just uber and lyft but chariot and scooter and scoot services and oneway car share and theres a whole new, you know, sort of development in both the service and generally technology that enables this new type of transportation service. And so the m. T. A. Board in july passed Guiding Principles for emerging Mobility Services and technologies to help to create a framework to understand how to engage with these new types of services and technologies. We have 10 principles under this framework and ive called out disability access, that is one of our Guiding Principles and so as we interact with and relate to emerging Mobility Services, we have a clear set of Guiding Principles where we can signal this is whats important to the sfmta and important to note the San FranciscoTransportation Authority also adopted the same set of Guiding Principles so that the major transportation agencies in the city are aligned on this. And recently the m. T. A. Board approved a permit program for private transit vehicles, back in the day we used to call these jitnise and we call them private transit services, and chariot is a service that is privately operated but open to the public for a single fare and generally run along a single along a route, a set route. And weve established some program goals, safety, disability access, data availability, and minimizing impacts on transit. And one of the so the whole permit program was approved by the m. T. A. Board in october and theres one piece that were still working on and that is establishing the metrics for the last bullet point, how do we ensure that this service doesnt overly impact the service and how do we minimize the impacts so were working on a memo to establish an assurance that the services dont duplicate the service. And were going to be holding an open meeting on this later in december and i can let you know if anyone is interested in getting in the weeds and giving feedback on that conversation, on that topic, that were happy to invite you all and let you know when that is happening. I think that were done for now. And were happy to answer any questions. Thank you. Im going to open up to council and ask for your questions to be brief because we still have one more presentation. And we also have Public Comments. So Council Member alex madrid has a quick question. Thank you. I have two questions for you guys. Thank you for coming. And one question is for San Francisco f. D. A. , and those in charge of transit and the taxis and the question on have you guys had residencer vaigdzs instead of the day before reservations . Thats a good question in that we try to make those Sameday Services available through the taxi program. And, you know, prior back in the day we had some constraints on taxi service and who could get in immediately in the paratransit realm but we have lifted those and because the taxi Service Provides that ondemand Sameday Service we see that as filling that need. And the van service is prescheduled and so that they can develop routes. So lets say that im someone who has hired transit but the chair is not big enough for the taxi. What do you guys do with that . Going back to my question, how do you guys consider opening up the reservation specifically for transit vans for the same day reservation or oncall . Well, i think that is a question that we can bring back and as i mentioned earlier we typically consider the taxi service to provide that need, but im hearing from you in some cases, not everybody can use the taxi service. And so i think that could be looked at, again, the service, the way that the service works, it operates under different constraints and so its a little bit more challenging on the van service. But that is something that we can certainly look at again. Thank you. Next Council Member, co chair jim blackston, a question . I am blind and have a guide dog, a service animal. Have you reached out to people like me in the disabled community who have Service Animals and can you tell us about that . In terms of access to taxi service or paratransit . Yes, yes. Yeah, i would say that we have an ongoing relationship with the Blind Community and have representatives on our Paratransit Coordinating Council and have specific requirements related to Service Animals and so, yeah, thats something that has been folded into our program from the beginning. Now if youre talking about uber and lyft thats a different conversation but we dont have jurisdiction over uber and lyft. Certainly on the paratransit side, yes. Thats great because theres situations where on the taxi service we have been denied and i wont go into that, its an ongoing problem. Well, and what i would say is that i encourage everybody to if you have an issue on taxis call 311 and report it and we investigate every single complaint that comes into the office. So please do let us know. Thanks. Council member Sally Macdonald. I have im wondering if you can give background, if the city is responsible for taxis and private transit vehicles and buses, how did the t. N. C. S escape that . Why are the t. N. C. S under only state jurisdiction . Thats a good question and i asked myself that almost every day. No, because because they the c. P. C. Asserted jurisdiction and that Service Crosses city boundaries. And then it fell under the c. P. U. C. And so, for example, back to the p. T. V. Service, if that service were to cross over into, sane are say another county or over the bay bridge it would not be in the jurisdiction anymore and so we have jurisdiction within our city boundaries in taxis, theres an exception for that but for the type of shuttle service. Okay, thank you, i just wondered if there was a rational reason. Counselor. Im wondering about the consumers who use the paratransit, and i know someone who was using the taxi service who had a doctors appointment in San Francisco and had to get just over the border of san mateo and so it was interesting where you run into complications when you have a onetime trip or theres something over a border that doesnt service a consumer and i wonder how you resolve issues like that if it just crosses the border . Oh, yeah, good question, thank you. The Paratransit Program is required to provide service that complements the muni service and so the and thats under the a. D. A. Requirements and guidelines and so Paratransit Service goes generally threequarters of a mile around where muni goes, and the muni lines and the muni service and if a person that has a trip that is outside of that they can take their paratransit to wherever the end of the end of that border is, that service area, and then i would suggest they could continue on, but then theyd be responsible for paying for that portion of the trip. Yeah, i think that is an interesting point because it also eats up a lot of time and paratransit has a specific schedule theyre bound to by routes and those things dont always match up so thinking about consumers with disabilities and maybe physical disabilities as well and vision issues and fatigue and any other things that might come up, i think that theyre doing their best to kind of figure out the solution to get to where they need to go but i know that its not a perfect system, just when we think about real life situations and then these boundaries that make impacts individuals situations and maybe something to think about and maybe not to be addressed now but to consider in the future. Okay, thank you. Thank you, Council Members for your questions and ill open it up to staff at this point. Thank you very much, kate, and to kristin for being here. Actually i have a question for cristip, ikristin, is she still . Hello. And when speaking in preparation for the anticipated Comment Period to the cpuc, we had had mentioned a few weeks back that we wanted to try to coordinate some different efforts and get maybe some sample language out for folks that would help with providing comments, assuming that the council is wanting to move forward with assisting with comments. Can you talk for a minute about where we are with that or the best way to move forward with providing comments when were ready . Yes. So weve been talking internally because we were at this odd in this odd position where the cpuc hasnt set a deadline for that particular track of their rulemaking yet so i think were still a little bit nervous that if people start submitting comments now that they might not be considered, so we will though as soon as they set a date, sort of mobilize those activities that we talked about and wed love to have the m. D. C. Participate in getting the word out about commenting, if possible. So thats when we would start distributing any language and sample letters or postcards that people could submit for people to submit their experiences with accessibility issue with the t. N. C. S. Thank you, is there a general time frame for a Comment Period . It varies and theres 34 sets of comments and reply comments as part of this rulemaking so its going on for quite some time and it varies in terms of getting notice when the comments are due. But id anticipate that wed have a good amount of time to, you know, before the cpuc gives the deadline and because in this current rulemaking there are multiple tracks and the accessibility track is number five and theyre still working on the earlier tracks. Thank you very much. Thank you for notifying me. And well open up to comments. Theres someone on the bridge line and my apologies, we had technical difficulties. Sorry bridge line holder, thank you. Go ahead. Go ahead. Can you hear me . I cant. We cannot hear you at this time due to technical difficulties. We have some speakers here for public comment. First one . Well, we have mr. Lanholt, but can this gentleman go first . Im howard shapner. And two quick comments about this. Number one, chariot is owned by ford and i have written to ford several times about chariots lack of access and didnt really get a response, and i understand that very recently that chariot settled a complaint by the u. S. Justice department, and its disappointing that m. T. A. Would have partnered with ford on the go bikes, they should have done their Due Diligence and recognized that ford owned chariot and that chariot was not providing Wheelchair Accessible service and the analogy is that i think that it was back in the 1990s that s. F. O. Required airlines and other partners that were using s. F. O. To provide partner benefits which is the right thing to do and they basically said that were not going to do business with you people and let you land unless you do that. Even though that was beyond what the law really required. So i really hope that, you know, m. T. A. Or any other city agency would not partner with someone that is that owns a company that is basically discriminating against people with disabilities. Thats number one. And the second comment has to do with the hop on hop off buses and other privately operated tourist type buses. I have written to several of those, and probably half of them are not accessible. And, you know, i have written to m. P. A. And so forth and basically been told and i think to m. O. D. A while ago that, you know, s. F. Has no jurisdiction and thats california p. U. C. , well, again, as the San Francisco allows those buses to park, in fact, gives them designated Parking Spaces and theres other forms of leverage they have. And so even though there may be gaps and there are gaps i believe in the a. D. A. , in terms of the coverage of those type of buses, i think that, again, that San Francisco has some practical effective leverage in making those companies go beyond what the law may require and, certainly, if its a gray area, interpreting the gray area to provide more access, rather than less. Thank you. Thank you. Im bob planholt and i want to point out two areas where the Public Utilities commission is oblivious or neglects to respond to disability access, even when prodded by advocates and first when years ago we pointed out that these t. N. C. S didnt have vehicles that accommodated anybody and everybody, cpuc said, so the t. N. C. S now have to keep track of all of those people who call in saying, i need an accessible vehicle. And right away you say, if you know that they dont have accessible vehicles, why are you going to call in . The cpuc set up a survey counting system guaranteed to have low numbers and not measure the demand. That was just so grade school obvious. But, secondly, and this goes beyond the cpuc, these t. N. C. S are public accommodations and yet they failed to provide what is required of a public accommodation. Public accommodations are supposed to be available to all. If you dont have a smartphone you cant use your home phone to dial or touchtone phone you cant contact them to make a reservation and even a simple regular cellphone, its not smart enabled, you cant get their service. You cant write a cheque, you cant pay with cash, and theres a variety of barriers that t. N. C. S have that say theyre not fulfilling this and cpuc ignores this. But im going to say so does our City Attorney. City Attorney Says they cant sue cpuc for failure to enforce, but theyre ignoring they can sue the t. N. C. S for violating the public accommodation requirements. So even within the city we have people shying away from and sticking their head in the sand, avoiding, responding to disability access. And im going to be very direct because the cit City Attorney hs sued agencies on behalf of other disenfranchised and discriminated communities but theres a real low number, almost a silence, regarding continued advocacy through legal complaints and suits on behalf of people with disabilities that is not arising from our City Attorney. Another issue that maybe the council can take up. bell ringing . Thank you. Were going to go ahead and close Public Comments and go on to information item number 10. Vision zero. San francisco and people with disabilities and id like to thank our presenter for waiting and welcome megan l. Weir, d. P. A. Director and program on Health Equity and sustainability, cochair of San FranciscoVision Zero Task force. Thank you for being here today. Good afternoon, council, and thank you so much for the opportunity to be here to share more about vision zero and thank you to nicole for the invitation and i hope that this is the first of a longer discussion with respect to how vision zero can increase our engagement and address issues of concern with respect to Traffic Safety for people with disabilities. Again, im megan weir and im the cochair and i also work for the Public Health department. So traffic injury has and is a real problem in San Francisco with respect to Public Health. Recently weve had approximately 30 People Killed each year on our streets and another approximately 500 people hospitalized with severe injuries at our public hospital, zuckerburg San FranciscoGeneral Hospital. We estimated that approximately 35 million in medical costs alone per year and our city surgeons respond to a serious traffic injury approximately every 17 hours. We are working closely with the hospital as a part of vision zero and rebecca plevin, a doctor at the hospital, i invited her to come today to just, again, this is an important issue and to better understand the concerns specifically of the Disability Community. Half of the patients at our Trauma Center are people injured in traffic collisions and in doing this work and thinking of being here today, from vision zero is fundamentally focused on eliminating traffic deaths and prevention but we also know that many people sustain lifelong disabilities in traffic injuries so, again, this is a really important area for discussion. Nationally we know sure okay, okay, im sorry. Nationally we know that traffic fatalities are actually increasing, so while in San Francisco we havent seen the same increases and nationally weve had 14 increase in traffic deaths in recent years and this is primarily driven by increases in deaths of people walking or rolling, biking and on motorcycles. Vision zero was launched in 2014, and its led by our mayor, with the leadership from our board of supervisors and also with Strong Partnership by the city family as well as our Community Stakeholders and we released our second tier Action Strategy earlier this year and vision zero really focuses on creating safe streets, safe people, and safe vehicles and im going to share a little bit more about that. Sorry, im like i apologize for my lack of sincei coordinath my slides and talking. They focus on prevention and preventing severe and fatal injuries and saving lives and on addressing ecowa equity and focg on reducing fatalities and it leads with designs and creating safe people and safe vehicles and so education and enforcement and education and policy are all important pieces of creating the safer streets. And vision zero is fundamentally focusing on slowing speeds down on our streets because speed is a predictor of whether or not people are injured and killed. And its a shift in Traffic Safety. San francisco was a the second city to adapt vision zero in our country but now theres more than 20 cities in the United States who have adopted vision zero and as opposed to previous Traffic Safety paradigms which have really focused on individual responsibility, vision zero as i think that janice articulated earlier, focuses on creating a safer system. So we need to anticipate human error and accidents and our accidents are not accidents, theyre preventable, and we need to anticipate that people will make mistakes and that we need a system where the consequence of a mistake isnt a death. Equity is a core vision of vision zero and so its not just a social or moral issue but a Traffic Safety issue and understanding that we really need to consider equity as we design safer streets and that means prioritizing our most vulnerable populations, including the Disability Community. And our core group took the time to define equity so its, you know, its increasingly common term used with respect to policy and planning and Program Decisions but we need to all be on the same page about what were talking about. So with respect to vision zero we defined inequities and severe injuries as avoidable disparities and injuries that are from unfair differences and social and economic and environmental and political conditions. With respect to the communities that were focusing on that experience or are at risk for inequities and they include seniors, people with disability, youth, lowincome people of color, and immigrants, nonenglish speaking people or marginally housed residents and people walking and biking and as well as people motorcycling. Our fourth year on vision zero were focusing on deepening our work on equity so that means increasing engagement with vulnerable communities and thats an important reason that im here today and also maintaining and expanding our data systems that can inform the targeted investments and monitoring impacts and im excited to share the developments with respect to understanding disability and traffic injuries in San Francisco and implementing targeted initiatives informed by this data. And im now focused on some of our current efforts on vision zero, i cochaired the Citywide Task force and we meet quarterly here in the city hall and its comprised of both city agencies and Community Stakeholders and i cochair with the municipal transportation agency, mta and we have partnership with our Police Department and the public works and the Transportation Authority and a number of other city agencies as well as rock San Francisco and the Bicycle Coalition and senior and disability action, bob planholt is a frequent participant and many people in the room are there on a regular basis and i invite you all to attend if youre ever interested and we also have a mailing list that id be happy to add people to if interested. And the mayors opposite of disability is an active member of the task force and their work on this, of course, even predates the adoption of vision zero and prior we had a Pedestrian Safety task force which the Mayors Office on disability was a key member. And San Francisco department of Public Health, sorry, im just want my brain is not thinking apologies. And the San Francisco department of Public Health launched last year this safe streets for Seniors Initiative and i wanted to share that today because we know that a number of seniors also have disabilities and the focus is on educating seniors and Service Providers about vision zero as well as getting input to bring back to the city departments. So this includes multilingual presentations to seniors and senior Service Providers and our program has reached over 730 seniors and staff at 25 locations. And also the program and administers many grants to engage locally more around these issues and address the specific concerns. Last year seven organizations were funded and funding was Just Announced for eight communitybased organizations this year. And in addition to cochairing, i lead work on evaluation and this map depicts the high Energy Network and the network comprises of 13 of the streets in San Francisco where 75 of the severe and fatal injuries are concentrated and its important because it really helps us to understand where targeted investments could fundamentally save lives and d. P. H. Conducts the analysis and compares it with other departments. And the yellow part of this map is what the regional metropolitan Transportation Commission defines as communities of concern and these are communities where lowincome residents and people of color and seniors and people with disabilities and other populations who are reliant on walking and Public Transportation are concentrated. And what we can see on this map is that while those communities comprise about a third of our streets in our city, half of the High Injury Network is in these communities. So in using the High Injury Network we prioritize improvements and taking steps to address the historic disparities in the Traffic Safety conditions on our streets. When the Pedestrian Safety works that i began partnering with the Mayors Office began in 2011, one of the main concerns that was raised was a lack of data on people with disabilities and injury. We know that theres not a category in the Police Reporting forum to collect data on disability, and that was one of the main reasons that we began partnering with the zuckerburg San FranciscoGeneral Hospital to link the police data on collisions with Hospital Data on injuries. The hospital is our level one Trauma Center in San Francisco and that means that the most serious injuries that occur on our streets are transported to the hospitals that we know that are an important source of data to have a more complete assessment of injury. And we know that historically approximately 25 of injuries to pedestrians and cyclists are not captured in police data for a number of reasons and so this year we completed our first linkage of three years of police data with this Hospital Data, and we now have data that were working to analyze on disability status and the trauma system collects data on hearing impaired and visually impaired and whether people will use a walker on a wheelchair or a cane at the time of injury and im working with the citys Attorney Office to best understand how we can share that data with the public, while also protecting patient privacy and confidentiality and i hope to come back to share the findings with the council next year. And we have a summary of the areas that the target safety investments could improve safety for people with disabilities using this new data and were going to be working with sftma and the Community Stakeholders to develop recommendations of prioprioritized locations both n and off the main network and i am excited to say that sfmta is working on a new problem am to address the collision patterns with seniors and people with disabilities off the network and we look forward to reaching out to the council and engaging more around or engaging more as that work progresses. That concludes the presentation that i prepared today but im interested in understanding the questions or concerns or experiences or interest that you have with respect to vision zero so thank you so much and i am happy to provide my Contact Information as well for more information. Thank you. Thank you, and open it up to council and Council Member alex madrid. Thank you for coming. Two questions. And then you have any information on how many people are disability or seniors are injured by collisions. And how and i see the map, how do you see addressing those areas with respect to changing any stoplights or anything like that . By now or in going forward, do you guys have any plans on improving those stop areas . So i would i would be happy i can share more written information but briefly the the search fmta is using the network to inform priority engineering improvements to address the safety concerns using a whole range of changes, depending on the injury patterns and the context on those streets. We have some maps that i can share in more details regarding the specific projects which i would be happy to share. And th the analysis that i just described well look deep or that network and as well as citywide where people, seniors and people with disabilities are injured and then, again, working with m. T. A. , and conducting outreach to better understand what what improvements could address the issues that were seeing in those locations. Thank you. Thank you. Council member Sally Macdonald has a question. I have a question, if neighborhoods have a concern about a particularly bad area, is it something that they come to vision zero or to the m. T. A. Or how how do the citizens get their input in . Yeah, i mean, if the neighbor has a very specific concern and i apologize that i didnt say 311 in the last stage, but its where you can lodge specific concerns and the sfmta will route them to the correct person because theres technically trained staff, that depending on your issue, can help to address that and vision zero though is another the task force that would be a place to come to talk, you know, more broadly i think about safety and citywide issues with respect to safety and how we can address them. Yeah, im wondering also because you see neighbor against neighbor and a lot of these things are going to be do something at this corner and not that corner and how are those decisions made . I mean, i think that is obviously like a project by a project basis and i think that the importance of engaging more in outreach etc. Is really important. You know, your comment does bring to mind i think that one thing that vision zero and the high end network has done is to help to orient orient the city more towards corridor patterns of injuries as opposed to locationbylocation fixes and i refer to that as the whackamole problem where a whole street has probably had similar issues along the same intersections and if we fix one it might pop up at the other but id be happy to connect with you the right person if you have specific questions. Thank you. Council members, okay, sorry. Close Council Member questions. Staff, any questions or comments . This is nicole, thank you very much for being here and we are looking forward to look to look at what weve done so far with vision zero and to start to line up what some of the specific disabilities are and some of the potential solutions might be and i encourage the council if you have specific desire or an input or thought into that process to please be engaged with this because we really need feed diagnose back from as feedback from as many sources in the Disability Community that we can have so we can have a really robust response book now. please stand by