the deadly streets of sf

7/22/2019 The Deadly Streets of SF

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The Deadly Streets of San Francisc o

Urban Public Policy Brief

Abstract

Deserving a failing grade for pedestrian safety, San Francisco and theUniversity of San Francisco should implement proven safety initiativesfrom other cities and universities.

This urban public policy brief analyzes the current status of pedestriansafety in San Francisco and at the University of San Francisco. Discussingseveral approaches to pedestrian safety, this policy brief digs deeperdiscovering what efforts are effective and ineffective in San Francisco.Furthermore, this policy brief reviews pedestrian safety initiatives of theSFMTA, seven other cities, and three other universities. In addition, thispolicy brief highlights what local San Francisco leaders are currentlydiscussing. Lastly, this policy brief concludes with ten recommendationshow to improve pedestrian safety at the University of San Francisco.

In t roduct ion

Five days after graduating from the University of San Francisco majoring ininternational studies, Zander Urban, 22, lost his life when a car struck himon Lombard Street in San Francisco. Described as bright, intellectuallyengaged, conscientious, and thoughtful, Zander enjoyed playing in a band

and skateboarding. During the summer of 2010, Zander was a USF Fellowat the California State Capitol through the Leo T. McCarthy Center forPublic Service and the Common Good.[1]

Zander was an outstanding young man with unlimited potential whotouched the lives of those around him. With a zest for life and wide-ranginginterests, Zander aspired to a career of public service and inspired otherswith his wit, intelligence, and commitment to justice.[2] Reminding us thateven one preventable pedestrian fatality is one too many, Zanders terriblysad death demands answers to questions like how often similar pedestrian

accidents occur and what precautions can be taken to prevent similartragedies.

Current Status in San Francis co

The facts are alarming, devastating, and indefensible. San Franciscois the most deadly city in California for pedestrians (wi th p opulat ionsover 250k).[3] Shockingly, a car hits between two and three


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pedestrians every day in San Francisco.[4] Ranking as the fourthdeadliest city nationwide, San Francisco tolerates a pedestrianfatality rate of 52% compared to the 12% national rate. In addition, therate of pedestrian fatalities nationwide is 1.53 per 100,000 residentscompared to a rate 70 percent higher of 2.60 in San Francisco.[5]

Averaging over 800 pedestrian deaths annually, San Francisco ranksnationally as the third worst large metro area for pedestriansafety.[6] To put it simply, the status quo is deadly, inexcusable, andunacceptable.

According to the Transit First Policy of the San Francisco City Charter,Pedestrian areas shall be enhanced wherever possible to improve thesafety and comfort of pedestrians and to encourage travel by foot.[7]Walkscore ranks San Francisco as the second most walkable city in

America. However, being walkable doesnt always mean that it is safe.[8]

According to San Francisco Examiner columnist Rob Morse, SanFrancisco is a city where walkers are in a free-fire zone every time theystep off a curb.[9]

The University of San

Francisco

Pedestrian safety is a serious concern across the nation at busyintersections and pedestrian campuses.[10] Failing to address pedestriansafety, the University of San Francisco campus is located in an activeurban environment. Referencing pedestrian safety only once on their

website, USF is inadequately protecting their students lives.

According to The Foghorn, the USF Politics Society and ASUSF met withEric Mar to discuss students concerns over the complete lack of pedestriansafety measures on Turk St. Turk St. is a major problem because youngstudents living in Lone Mountain dormitories or Loyola Village must crossthe busy street to get to the main campus. The primary concerns voiced bystudents were speeding cars failing to yield to pedestrians in crosswalkson Turk St. between the main campus and Lone Mountain.

Specifically, the Turk St. and Masonic Ave. intersection has a reputation asa pedestrian danger-zone. Walking down Masonic Ave. between Turk St.and Golden Gate Ave., a pedestrian was struck and killed by a car on May6, 2011. In addition, the Masonic Ave. and Fell St. intersection isconsidered the second most dangerous intersection in San Francisco.[11]In response,the Safety Networkdrafted a petition signed by 500 Masonic

Ave. residents advocating for more traffic-calming measures due to a


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complete lack of pedestrian safety measures. A group called Fix Masonicargues, Each person in this neighborhood could give you a dozendifferent concerns about safety on this street.

San Francisc o

Rather than explain every pedestrian safety tool or initiative, this urbanpublic policy brief answers the question of which approaches are workingand not working in San Francisco. Four notable pedestrian safetyinitiatives have proven effective in San Francisco including traffic calmingand Sunday Streets initiatives run by Livable City.[12]

Recognizing that speed kills, traffic calming is the first effective initiative inSan Francisco. Traffic calming takes numerous forms including plantingtrees, lowering speed limits, installing signs, and introducing physicalmeasures like speed bumps to force cars to slow down. Livable Cityconsiders traffic-calming essential because just a small reduction invehicle speed makes the difference between life and death.[13] In fact, apedestrian hit by a car traveling 40 mph or faster has a 70 percent chanceof death compared to an 80 percent chance of living at 30 mph.[14] Trafficcalming efforts are only effective in San Francisco when complemented bylaw enforcement and educational outreach. Even though the SFMTAaccepts traffic-calming requests, Rincon Hill resident Jamie Whitaker hasmade numerous requests and nothing has changed in over five years.[15]Weve heard plenty of talk about traffic-calming in the neighborhood, butweve never seen any action.[16] According to the San Francisco

Examiner, A lack of coordination and funding has prevented much-neededtraffic-calming measures from being implemented[17] across SanFrancisco.

The second safety initiative, Sunday Streets,is the most effectiveapproach used by Livable Cityand the city of San Francisco. SundayStreetscreates miles of car-free roads for people to get out and get activein diverse San Francisco neighborhoods.[18] Attracting over 20,000residents last year, Sunday Streets is a series of free events promotingwalking and public health.[19] The third effective initiative is San

Franciscos use of cutting-edge cameras and computers detectingpedestrians in crosswalks and delaying traffic lights if needed to ensuresafe passage for pedestrians.[20] The fourth effective pedestrian safetyinitiative is from a group called San Francisco SAFE, which provides threefree printable color brochures entitled SAFEs Guide to Walking,Pedestrian Safety Tips, and Pedestrian Right-Of-Way Rules.


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Numerous approaches to pedestrian safety are being used in SanFrancisco ineffectively including brighter warning signs, better signage,wider sidewalks, traffic signal countdown lights, extending crossing times,red visibility curbs[21], audible pedestrian signals, priority signal timing,median island improvements, enhanced crosswalks with flashing beacons,

pedestrian barriers, segregated underpasses, speed traps and cameras,crossing guards, and public education efforts. San Francisco needs toadopt a comprehensive pedestrian safety and action plan similar to theNew York City model, which evaluates current conditions and ongoinginitiatives. In addition, San Francisco should take proactive steps to securea funding source, work on implementation, and develop methods how toproperly determine the effectiveness of safety initiatives.

The San Francis co Municip al Transpo rtat ion Agency (SFMTA)

Established by Proposition E in 1999,[22] the San Francisco MunicipalTransportation Agency (SFMTA) is San Franciscos mobility manager. TheSFMTA Pedestrian Master Plan (PMP) includes a Better Streets Plandetailing a vision for a walkable San Francisco, goals, an advisorycommittee, and informational resources. Coordinating a Livable Streetsinitiative, the SFMTA oversees numerous programs involving pedestrians,traffic calming, and school safety areas.[23] Livable Streetsmission is topromote walking as a sustainable and healthy mode of transportation andto reduce pedestrian collisions in San Francisco.[24] Livable Streets alsohas a pedestrian counting project and a 5-year prioritization plan. Lastly,the SFMTA provides safety tips for pedestrians on their website like bealert, slow down, and teach by example.[25]

The SFMTA is ineffective leading pedestrian safety efforts in SanFrancisco for the following six reasons. The first reason the SFMTA isineffective is because the agency spends outrageous amounts of moneyon pedestrian safety improvements like $10,000 per crosswalk, $350,000for each signalized intersection, and $1 million to reconfigure oneblock.[26] The second reason the SFMTA is ineffective is becauseimplementing pedestrian safety tools in San Francisco takes anextraordinarily long time and often requires lengthy environmental impact

reports. For example, a new crosswalk takes 2-3 months, a signalizedintersection takes 30-36 months, and reconfiguring one block takesapproximately 36-48 months to implement.[27] In fact, it takes longer tobuild a stoplight in San Francisco than it took to build AT&T Park.[28] Inthe time it takes to build a stoplight, 2,400 pedestrians will have beenhit.[29]


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The third reason the SFMTA is ineffective is due to a lack of funding. TheSFMTA only has $1 million available in revenue each year for pedestrianprojects. Pedestrian safety accounts for an average of 1.5 percent offederal transportation funding, and San Francisco only spends 0.5 percentof its federal transportation dollars on safeguarding pedestrians.[30]

Bridget Smith of SFMTAs Sustainable Streets explains, Its literally aboutthe funding, (and) many projects like 15 mph school zone pilots are waitingon grants to do study and implementation. Unfortunately, the SFMTAstime-consuming analysis and funding procedures encumber many of theagencys most important projects.[31] The fourth reason the SFMTA isineffective is that implementing necessary improvements such asintersection bulb outs, countdown signals and reduced speed limits canbe difficult because no single city agency is responsible forpedestrians.[32] A lack of coordination exists amongst dozens of localagencies, which are all partially responsible for safeguarding pedestrians.

The fifth reason the SFMTA is ineffective and walks away from theirresponsibility to protect pedestrians is because of pushback from trafficengineers. The SFMTA Sustainable Streets Division is responsible fordesigning, directing and managing all traffic engineering functions withinSan Francisco, including placement of signs, signals, traffic striping, andcurb markings.[33] Unfortunately, San Francisco city planners and roadengineers often consider pedestrians as obstacles to speedy traffic.[34]The sixth and last reason why the SFMTA is ineffective is that cityplanning, transportation, and public health professionals do not have the

practical tools necessary to properly evaluate the effectiveness ofpedestrian safety initiatives.[35] Unfortunately, Few validated measuresexist for assessingpedestrian safety behaviors.[36]

Atlanta, Georgia

Demonstrating significant effectiveness in Atlanta, the advocacy groupPedestrians Educating Drivers in Safety(PEDS) installed flexible in-streetcrosswalk signage reminding drivers to stop for pedestrians.[37] The signswere positioned along the street centerline complemented by pavementmarkings and additional signage. In addition, PEDS supplies local Atlanta

residents with free Slow Down yard signs, which are now placed in over3,500 locations.[38]

PEDS also runs theAtlanta Pace Car Program.[39]The unique,interesting, and effective program asks residents to simply drive the speedlimit turning their cars into mobile speed bumps. Furthermore, PEDSpublishes a brochure entitled What Pedestrians Should Know about their


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Rights and Responsibilities and runs an effective media campaign runningon 200 cinema screens in 18 counties.[40] Lastly, PEDS and Atlantaencourage residents to use the streets for parking and socialize onsidewalks and in front yards.[41] PEDS traffic-calming safety efforts areeffective and proven initiatives.

Seattle,

Washington

Former Seattle Mayor Greg Nickels introduced a 10-point plan forpedestrian safety, which helped win Seattle the rank of fifth best walkingcity in the nation according to Prevention Magazine.[42] Nickels alsocreated a Safe Crossings initiative to rehabilitate sidewalks, crosswalks,signals, and promote safety education. In addition, Nickels implemented ared light camera enforcement campaign and much tougher enforcement

on drivers who fail to yield to pedestrians in crosswalks.[43] Lastly,Nickels and the city of Seattle developed a creative radio and televisionadvertisement campaign entitled

Think of the Impact You Could Make.[44]

New York City , New York

Making tremendous accomplishments by driving down pedestrian fatalityrates to record lows, Mayor Bloomberg is proud that New Yorks streetsare far safer than any other big city in this country.[45] Overall, New York

Citys pedestrian efforts are successful, comprehensive, and impressive.New York City has become a traffic safety model over the past nine yearsthrough engineering, enforcement, and education. Annual traffic fatalitiesare down 35 percent, and 2009 was the safest year on record since (NewYork) began collecting data in 1910.[46]

Examining over 7,000 pedestrian crashes, The New York City PedestrianSafety Study and Action Plan lists 15 key findings and recommends anaction plan. Two of the key findings are that Manhattan is the mostdangerous borough for pedestrians and the fact that traffic crashes cost

New Yorks economy $4.29 billion annually. The action planrecommendations include re-engineering and launching pilot programs like20 mph neighborhood zones.[47] Looking to the future, New York City setsitself a goal of reducing traffic fatalities by 50% by 2030.

Santa Rosa, Califor nia

In response to community uproar following the death of a teenager walking


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home from a new high school alongside traffic where there was nosidewalk, the city of Santa Rosa took action to improve pedestrian safetyaround schools.[48] Local government officials enacted a rule mandatingevery school construct walking routes along their perimeters. Santa Rosaalso reset their traffic lights giving pedestrians more time to cross active

streets and installed elaborate flashing signs and lights nearcrosswalks.[49] In addition, Santa Rosa set aside over $5 million for newcrosswalks, sidewalk improvements, and other safety projects.Enforcement is another tool used by Santa Rosa where undercoverofficers act as decoys crossing streets in efforts to catch carelessdrivers.[50] Following the completion of pedestrian improvements aroundseven schools, Marin County saw a 65% rise in the number of childrenwalking to school.[51]

Benicia, Cali fornia

Using undercover police decoys, the Benicia police department strongenforces pedestrian safety by conducting stings on speeding drivers.

Advertising enforcement stings in the local newspaper, the city of Beniciatakes pedestrian safety seriously.

Phoenix, Arizona

The City of Phoenix leads by example committing to reduce pedestrianfatalities by 10% by 2016.[52] Objectives like engineering, education,enforcement, and encouragement are reached through pedestrian safety

action steps like data collection, infrastructure development, andeducational outreach. Reducing pedestrian fatality rates, Phoenix partiallyattributes their success to their intersection geometry initiative. Profoundlyeffecting pedestrian safety, intersection geometry significantly impactswhether or not drivers will perceive pedestrians, the length of crosswalks,and the speed[53] of approaching vehicles. Phoenix secures funding fortheir pedestrian safety initiatives from a mixture of Departmental,Governmental, and private funding paths.[54]

University Heights , Iowa

University Heights is an incorporated town surrounded by Iowa City andthe University of Iowa.[55] University Heights employs its own policeforce, which strictly enforces traffic laws. Simply enforcing existing speedlimits goes a long way towards making the city a safer place to walk.[56]At the town line traffic slows perceptibly. Unfortunately, as trafficexitsinto the University of Iowa it resumes speed into the campus (thepriority of enforcement changes instead of the speed limit).[57]


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Brown Univers i ty

Focusing on education, awareness, and on-campus enforcement, Brownboasts a pedestrian safety review committee originally stemming from afaculty meeting. The pedestrian safety committee determined that 14

pedestrian accidents occurred on the Brown campus during a three-yearspan. In response, Brown implemented a pedestrian safety initiative onand around our campus including more visible crosswalks.[58] In addition,Brown added dozens of new crosswalks around campus, improved roadsigns, and installed signals for drivers to slow down at busy crosswalks.

Enacting an orientation program on campus, Brown also decided to postflyers around campus with safety slogans like Make eye contact.Deciding to boost enforcement, the Brown University Department of PublicSafety works in conjunction with the local police department to regulate

intersections during high-traffic times for students, such as the 10 minutesin between classes. A student at Brown remarks, Ive seen (theDepartment of Public Safety) wearing nylon green vests late at night (and)it makes me feelquite secure.[59] Lastly, Brown promises ongoingassessment of their safety initiatives.

Bois e State

University

Boise State maintains a pedestrian safety master plan based on fieldobservations and staff, faculty, and student feedback. This comprehensive

plan outlines major pedestrian routes, displays numerous detailed campusmaps, and examines existing conditions.[60] Designating their campus andimmediate surrounding area as a Pedestrian Priority Zone,[61] Boise Stateseeks to improve the pedestrian experience around their urban campus.Two town hall meetings were hosted by Boise States TransportationDepartment sharing information with students and neighbors about BoiseStates newly adopted pedestrian safety policies.[62]

The University of Il l inois at Urbana-

Champaign

Established in 1867, the University of Illinois classifies pedestrian safety amajor priority[63] because the university has a major pedestrianpopulation.[64] The Division of Public Safety posts pedestrian safety tipson their University website, which urges the campus community to be alert,not dart suddenly into traffic, utilize crosswalks at all times, obey signals,and make eye contact.[65] According to recent planning documents, 25%of streets in the city of Champaign lack sidewalks.[66]


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Recommendat ions for the Univers i ty of San Francisco

USF must invest in proactive measures to save pedestrian lives througheducation, engineering, and enforcement. Numerous effective initiativesused by other cities and Universities should be adopted by USF. The

following ten recommendations should be immediately implemented byUSF to improve pedestrian safety and save lives.

1) Failing to respond to my inquiries about pedestrian safety, the USFDepartment of Public Safety ought to promptly reply to all concerns aboutstudent safety.

2) Develop the school website to include student safety tips similar to theSFMTA and University of Illinois websites.

3) Create a University Pedestrian Safety Initiative and postinformational flyers about pedestrian safety on or around campus.

4) Educate students about pedestrian safety during freshman orientationand distribute safety handbooks or brochures.

5) Implement safety improvements around campus like enhancedcrosswalks with flashing beacons, speed bumps, segregated pathways,and better signage.

6) Construction plans for USFs campus should include pedestrian-

friendly buildings.

7) Enforce existing traffic laws by working in conjunction with the SFPD.

8) Create a university crossing guard program where USF police andvolunteers act as crossing guards during high-traffic school hours.

9) Create a fund dedicated to pedestrian safety improvements andprograms.

10) Develop a comprehensive plan to properly evaluate pedestrian

safety initiative efforts through tools like safety audits.

Conclusion

Sadly, more than a million people are killed on the worlds roads eachyear.[67]

In conclusion, San Francisco and the University of San Francisco should


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implement proven safety initiatives from other cities and universities.Reviewing the current status of pedestrian safety in San Francisco and atthe University of San Francisco, this urban public policy brief evaluatesnumerous effective and ineffective initiatives. In addition, this briefanalyzes pedestrian safety efforts in Atlanta, Seattle, New York, Santa

Rosa, Benicia, Phoenix, University Heights, and at Brown, Boise State,and the University of Illinois. Lastly, this brief reviews what local leadersare discussing and provides ten recommendations how the University ofSan Francisco can improve pedestrian safety.

In remembrance of Zander Urban and the countless lives lost senselesslyon the deadly streets of San Francisco, the University of San Franciscoshould adopt effective precautionary safety initiatives used by other citiesand universities.

In memory of my best friend Benny who was killed by a speeding car inSan Francisco

Endnotes

[1] Alexander (Zander) Urban Endowed Fund, The University of SanFrancisco.

[2] Alexander (Zander) Urban Endowed Fund, The University of SanFrancisco.

[3] Pedestrian Safety, San Francisco Bay Window.

[4] Aaron Bialick, Citys Pedestrian Crash Toll Dwarfs PreventativeSafety Costs, SF Streets Blog 12 Apr. 2011

.

[5] Dangerous by Design 2011, Transportation for America.


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[7] Walk, SFMTA .


[9] Mike Tharp, Killer cars by the bay, U.S. News & World Report 17 Aug.2011, Academic Search Premier.

[10] Brian Crowley-Koch, Ron van Houren, and Lim Eunyoung, Effects of

Pedestrian Prompts on Motorist Yielding at Crosswalks, Journal ofApplied Behavior Analysis 17 Aug. 2011, Academic Search Premier.

[11] Drivers Are Running the Red Light at Fell/Masonic, SF Streetsblog21 Jan. 2009 < http://sf.streetsblog.org/2009/01/21/drivers-are-running-the-red-light-at-fellmasonic-imperiling-cyclists/>.

[12] Complete Streets, Livable City .

[13] Elizabeth Stampe, Walk SF .

[14] Not Just a San Francisco Problem, 12 May 2011.

[15] Will Relsman, Momentum builds for pedestrian safety in SanFrancisco, The San Francisco Examiner 23 March 2011.



[18] This is Sunday Streets .

[19] About Us, This is Sunday Streets.


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[20] David Gibson, Detecting Pedestrians,United States Department of

Transportation, Federal Highway Administration Sept. 2009,.

[21] SFMTA .

[22] Wikipedia contributors, San Francisco Municipal TransportationAgency, Wikipedia, The Free Encyclopedia 15 Aug. 2011.

[23] Livable Streets, SFMTA,.

[24] Walk, SFMTA, .

[25] Safety Tips, SFMTA.

[26] Aaron Bialick, Citys Pedestrian Crash Toll Dwarfs PreventativeSafety Costs, SF Streets Blog 12 Apr. 2011.

[27] Aaron Bialick, Citys Pedestrian Crash Toll Dwarfs PreventativeSafety Costs, SF Streets Blog 12 Apr. 2011.

[28] Ben Shore, Walking in San Francisco Beautiful, But Look BothWays, Reset San Francisco .

[29] Ben Shore, Walking in San Francisco Beautiful, But Look BothWays, Reset San Francisco .


[31] Aaron Bialick, Citys Pedestrian Crash Toll Dwarfs PreventativeSafety Costs, SF Streets Blog 12 Apr. 2011


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.


[33] SFMTA < http://www.sfmta.com/cms/vhome/hometraffic.htm>.

[34] Paul Lewis, The Basic Question: What Are Streets for?,SanFrancisco Examiner

< http://www.ppic.org/main/commentary.asp?i=198>.

[35] Rajiv Bhatia, et al. An area-level model of vehicle-pedestrian injurycollisions with implications for land use and transportation planning,

Accident Analysis & Prevention 17 Aug. 2011, Academic Search Premier,

137-145.

[36] Marcus J. Hanfling, et al. Validity of instruments to Assess StudentsTravel and Pedestrian Safety, BMC Public Health 17 Aug. 2011,

Academic Search Premier, 257-264.

[37] What Other Cities Are Doing, Pedestrians of Iowa City.




[41] What Other Cities Are Doing, Pedestrians of Iowa City


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/examples.htm>.




[45] Letter from the Commissioner, The New York City Pedestrian SafetyStudy and Action Plan August 2010.

[46] Letter from the Commissioner, The New York City Pedestrian SafetyStudy and Action Plan August 2010.

[47] Executive Summary, The New York City Pedestrian Safety Studyand Action Plan August 2010.

[48] Cyndy Liedtke, Cities Look for Ways to Improve Pedestrian Safety,Nations Cities Weekly 17 Aug. 2011, Academic Search Premier.



[51] Sustainability The Cost of Crashes, The New York City Pedestrian


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Safety Study and Action Plan August 2010.

[52] Introduction, Phoenix Pedestrian Safety Action Plan.

[53] Intersection Geometry, Phoenix Pedestrian Safety Action Plan.

[54] Specific Goals and Objectives, Phoenix Pedestrian Safety ActionPlan.




[58] Shara Azad, The Brown Daily Herald 9 Sept. 2010.


[60] Bicycle/Pedestrian Safety Master Plan, Boise State University Sept.2010

[61] Boise State University


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PedestrianSaftey.pdf>.

[62] Kathleen Tuck, Meetings to Address New Policy on Pedestrian andBicycle Safety, Boise State University Update 14 Apr. 2011.

[63] Pedestrian Safety Tips, The University of Illinois.

[64] Admissions, University of Illinois .

[65] Pedestrian Safety Tips, The University of Illinois.

[66] Dan Petrella, Some Champaign Neighborhoods Leave PedestriansOut in the Street, CU CitizenAccess 22 July 2011.

[67] World report on road traffic injury prevention, The World HealthOrganization
http://www.who.int/violence_injury_prevention/publications/road_traffic/world_report/sthttp://www.who.int/violence_injury_prevention/publications/road_traffic/world_report/sthttp://www.who.int/violence_injury_prevention/publications/road_traffic/world_report/sthttp://www.who.int/violence_injury_prevention/publications/road_traffic/world_report/st

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