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Now state lawmakers are back with another proposal that tackles the speeding problem from a different angle. Unlike the doomed AB 550, AB 43 last week cleared a big hurdle — the Senate Transportation Committee — and is heading to a hearing in the Senate Appropriations Committee next month. Authored by Assemblymember Laura Friedman of Glendale and coauthored by Chiu, AB 43 would give Caltrans and local jurisdictions more power to set speed limits — especially in areas with vulnerable pedestrian groups such as seniors, children, people with disabilities, and the unhoused. “In recent years, study after study has confirmed and reconfirmed how speed kills and how these policies can make an enormous difference,” Chiu told The Frisc one day after the bill cleared the transportation committee. Studies show that lowering a posted limit even by 5 mph can greatly reduce serious pedestrian injuries and deaths. “In the age of online telephone apps like Waze and Google Maps, you have a lot of people driving through neighborhoods that they’re unfamiliar with trying to get to and from work and often speeding,” Friedman said at last week’s hearing. AB 43 would create exceptions to a longtime (some would say archaic) traffic policy rule. To set speed limits, California currently relies on the 85th percentile method, which sets the limit on any given street at the speed at which 85 percent of traffic is moving. The standard, developed in the middle of the last century and used across the country, can in fact force cities to raise speed limits to accommodate fast drivers. There’s a rising clamor across the country to ditch it. “[It] assumes most drivers will drive at a safe and reasonable speed based on the road conditions,” according to a 2020 report from a California state traffic fatalities task force. “It is also based on the idea that speed limits are safest when they conform to the natural speed driven by most drivers, and that uniform vehicle speeds increase safety and reduce risks for crashes.” Chiu told The Frisc that he’s hopeful AB 43 will pass. During his 12 years of public service, he has seen “more people understand how important it is for us to grapple with these issues, and how avoidable these incidents of traffic violence are if we have smart transportation policy.” While Chiu, Friedman, and other state legislators work to get AB 43 to the governor’s desk, San Francisco’s Vision Zero Task Force, which includes transportation and public health officials and community members, is finalizing a draft of a three-year plan to reduce the city’s street deaths. Some traffic safety advocates, though, say it isn’t bold enough to reach the original goal of zero deaths by 2024. “The pace and the aggressiveness is not what it needs to be to really move the needle,” Marta Lindsey, communications director of pedestrian advocacy group Walk SF, told The Frisc. The draft includes a host of ideas such as a comprehensive speed management plan, the installation of more than 100 traffic calming devices per year, and potential expansion of the no-turn-on-red restrictions approved in the Tenderloin earlier this year. To Lindsey, the goal of 100-plus calming devices per year, which often take the form of quickly installed bollards and painted zones to protect pedestrians and bikers, is typical of the city’s sluggish pace. (Another example is the Municipal Transportation Authority’s recent initiative to install left-turn calming devices at a grand total of seven intersections.) Measures to slow cars making turns have shown results in other cities like Portland and New York, which saw a 20 percent decrease in pedestrian injuries. “Let’s go bigger when you have something that has a lot of promise,” Lindsey said. When asked about criticism from bike and pedestrian advocates that the city’s “quick build” program isn’t moving fast enough, even with positive data in hand, SFMTA spokesperson Erica Kato didn’t respond to the issue directly, but emailed a list of the agency’s efforts since 2019 — including “10 new transit boarding islands, over 86 painted safety zones, and more than 12 miles of new or improved bikeways, among many other traffic safety improvements.” One problem is that the city’s ambitions often fall short.https://sf.streetsblog.org/2021/07/26/sf-has-3-years-to-get-to-zero-traffic-deaths-a-state-speed-limit-bill-is-trying-to-help/