HomeMy WebLinkAbout2017 Traffic Safety ReportPublic Works and Police Department
December 2018
City of San Luis Obispo
2017 TRAFFIC SAFETY &
OPERATIONS REPORT
ii2017 Traffic Safety and Operations Report
December 2018
Table of Contents
EXECUTIVE SUMMARY ................................................................................................................. 1
INTRODUCTION ............................................................................................................................. 3
BACKGROUND ................................................................................................................................ 3
VISION ZERO ................................................................................................................................. 3
MEASURING PROGRESS ................................................................................................................. 4
HOW TO NAVIGATE THIS REPORT .................................................................................................... 5
CITYWIDE COLLISION TRENDS ................................................................................................... 8
INJURY COLLISION TREND .............................................................................................................. 8
OVERALL COLLISION TREND ........................................................................................................... 9
PEDESTRIAN COLLISION TREND .................................................................................................... 10
BICYCLE COLLISION TREND .......................................................................................................... 10
PEDESTRIAN AND BICYCLE SERIOUS INJURIES AND FATALITIES ...................................................... 11
HUMAN AND ECONOMIC IMPACT .................................................................................................... 12
TRAFFIC ENFORCEMENT MEASURES ..................................................................................... 13
CITATION TRENDS ........................................................................................................................ 13
DUI ARRESTS .............................................................................................................................. 14
CITATIONS BY VEHICLE CODE SECTION ......................................................................................... 15
TRAFFIC SAFETY EDUCATION CAMPAIGNS AND COMMUNITY PARTNERSHIPS ............. 16
COMPLETED/PLANNED SAFETY PROJECTS & PROGRAMS ................................................ 17
2017 HIGH COLLISION RATE LOCATIONS & RECOMMENDATIONS .................................... 21
WHERE COLLISIONS ARE OCCURRING ........................................................................................... 21
HOW COLLISIONS ARE OCCURRING ............................................................................................... 21
HIGH COLLISION RATE LOCATIONS – PEDESTRIANS ....................................................................... 35
PEDESTRIAN RECOMMENDATIONS ................................................................................................ 36
HIGH COLLISION RATE LOCATIONS – BICYCLES ............................................................................. 37
BICYCLE RECOMMENDATIONS ....................................................................................................... 38
HIGH COLLISION RATE LOCATIONS – ARTERIAL/ARTERIAL INTERSECTIONS ..................................... 39
ARTERIAL/ARTERIAL INTERSECTIONS RECOMMENDATIONS ............................................................. 40
HIGH COLLISION RATE LOCATIONS – ARTERIAL/COLLECTOR INTERSECTIONS ................................. 41
ARTERIAL/COLLECTOR INTERSECTIONS RECOMMENDATIONS ......................................................... 42
HIGH COLLISION RATE LOCATIONS – ARTERIAL/LOCAL INTERSECTIONS .......................................... 43
ARTERIAL/LOCAL INTERSECTIONS RECOMMENDATIONS ................................................................. 44
HIGH COLLISION RATE LOCATIONS – COLLECTOR/COLLECTOR INTERSECTIONS .............................. 45
HIGH COLLISION RATE LOCATIONS – COLLECTOR/LOCAL INTERSECTIONS ...................................... 46
COLLECTOR/LOCAL INTERSECTIONS RECOMMENDATIONS .............................................................. 46
LOCAL/LOCAL INTERSECTIONS ...................................................................................................... 47
HIGH COLLISION RATE LOCATIONS – ARTERIAL SEGMENTS ............................................................ 48
ARTERIAL SEGMENTS RECOMMENDATIONS ................................................................................... 49
HIGH COLLISION RATE LOCATIONS – COLLECTOR SEGMENTS ........................................................ 50
COLLECTOR SEGMENTS RECOMMENDATIONS ................................................................................ 50
HIGH COLLISION RATE LOCATIONS – LOCAL SEGMENTS ................................................................ 51
LOCAL SEGMENTS RECOMMENDATIONS ........................................................................................ 51
iii2017 Traffic Safety and Operations Report
December 2018
APPENDIX A – COLLISION ANALYSIS METHODOLOGY
APPENDIX B – 2016 HIGH COLLISION LOCATIONS - STATUS UPDATE
List of Figures
Figure 1: 2014-2016 Vehicle Volume Trends ........................................................ 7
Figure 2: 2017 Citywide Traffic Collisions ........................................................... 22
Figure 3: 2017 Citywide Pedestrian Collisions .................................................... 23
Figure 4: 2017 Citywide Bicycle Collisions .......................................................... 24
Figure 5: Citywide Signalized Intersections with Permissive Left Turns within ¼
Mile of Shopping ................................................................................................. 30
Figure 6: Citywide Uncontrolled Marked Pedestrian Crossings .......................... 31
Figure 7: Citywide Corridors with Bike Lanes and No Street Parking ................. 34
Figure 8: 2017 High Collision Intersection Locations .......................................... 52
Figure 9: 2017 High Collision Rate Roadway Segments .................................... 53
12017 Traffic Safety and Operations Report
December 2018
Executive Summary
The Public Works & Police Departments are pleased to present the 17th cycle of the
City’s Annual Traffic Safety Program. The Annual Traffic Safety Program began in
2002 in an attempt to identify high collision locations within the City. In addition, the
program actively pursues corrective measures that may reduce collision rates and
improve safety within the City. This program has had continued success with a 60%
reduction in citywide collisions since the program began, despite increasing traffic
volumes.
In 2017 the total number of collisions increased by 4% from the previous year. While
reducing the overall collision rate continues to be a priority, the safety program
continues to increase focus on the most serious collisions—those that result in
severe injuries or death. Because injury collisions require a police report and an
investigation by a peace officer, these reports provide a clearer picture of the
collision circumstances and can establish a more reliable year-to-year trend as
policies change with regard to collision response.
In 2017, injury collisions increased by 3% from the previous year. However, injury
collisions have decreased by 35% from 2002 when the safety program began. There
was one traffic-related fatality on City Right of Way in 2017. A bicyclist was rear-
ended by a driver under the influence on Foothill Boulevard near Ferrini.
The Traffic Safety Program aligns with the City’s Vision Zero Policy and includes
thorough evaluations of bicycle and pedestrian safety, as these road users are more
vulnerable to serious injury or death from collisions with motor vehicles. Bicycle
collision trends have shown a 22% decline from the previous year and a 47% decline
from peak levels in 2009. This year had the record lowest number of bicycle
collisions. Except for a significant peak in 2013, annual pedestrian collisions have
been relatively static since 2008. Although 2017 saw an 15% increase that number
only represented 4 additional pedestrian collisions.
The following report displays trends in collision history, traffic citations, and traffic
safety measures and identifies high-collision rate locations in 2017. As in previous
Traffic Safety Reports, staff reviewed all high-collision rate intersections and street
segments and has recommended mitigation measures to increase safety at the top
five locations in each category.
Our Vision Zero goal is that the combination of data-driven analysis, appropriate
mitigation, and consistent and focused education and enforcement will continue to
reduce traffic collisions, eliminating injury and fatal collisions and improve the safety
of our streets for all users.
The 2017 Traffic Safety and Operations Report identifies 13 new recommended
projects. The new project recommendations are listed in the following table:
22017 Traffic Safety and Operations Report
December 2018
Summary Recommendation for New Projects
No. Location Project
1 Santa Rosa and Monterey Install Flashing Left Yellow Arrows for EB & WB
Traffic
2 Osos and Pismo
Implement pedestrian lead interval and install “yield
to pedestrian” signage for all approaches. Install
Flashing Left Yellow Arrows.
3 Broad and Higuera
Install additional “yield to pedestrian” signage for
northbound and southbound approaches.
Investigate installation of overhead mast arms with
flashing yellow arrows for NB & SB Broad
Approaches.
4 Higuera and Morro
Install pedestrian countdown signal heads and
implement pedestrian lead interval. Install “yield to
pedestrian” signage for all approaches.
5 Grand and Loomis
Install “Yield to Bike” sign for northbound traffic.
Investigate installation of bulbouts on Grand at
Loomis to bring stop sign closer to the intersection.
6 California and Mill
Install green bike lanes on California on the
approaches to and through the intersection of Mill
Street for both north and southbound directions.
Install “Yield to Bike” signage for all directions.
Upgrade to 12” signal indications, add overhead
mast arm on EB approach and update pole
locations.
7 Broad and Pismo
Investigate channelization enhancements to force
drivers to start their turn further from the corner.
Additionally, relocate traffic signal pole to back of
sidewalk and work with PG&E to relocate power
pole.
8 Johnson and Buchon Increase visibility of median (yellow curb, reflectors,
replace signage if necessary)
9 Broad and Industrial Install flashing warning lights on advanced signal
ahead signage for the southbound traffic.
10 LOVR and Calle Joaquin Install Flashing Yellow left turn arrows on LOVR
Approaches.
11 Foothill and Casa Investigate two stage left turn channelization.
12 Marsh (Hwy 101 to Broad)
Investigate signage and legend markings at
adjacent cross streets and make adjustments as
necessary.
13 Casa (Murray to Foothill)Refresh edge and centerline striping.
32017 Traffic Safety and Operations Report
December 2018
Introduction
Background
Since its inception in 2002, the annual Traffic Safety Report (TSR) provides an
overview of the City of San Luis Obispo’s efforts to monitor and improve safety
for all road users. Every year, the City prepares a TSR for the previous twelve-
month period with the following specific objectives:
Identify the intersections and street segments within the City associated
with the highest collision rates, and thoroughly analyze collision patterns in
order to develop potential mitigation measures for the five highest
locations that will reduce the potential for collisions—particularly those
involving severe injuries and/or fatalities, and;
Identify the predominant pedestrian and bicycle collision types and high-
collision locations, and thoroughly analyze collision data and police reports
so as to determine potential mitigation measures for the five highest-rate
collision locations that may reduce the potential for collisions, and;
Report on traffic enforcement efforts, traffic safety education activities, and
evaluate the effectiveness of mitigation measures implemented in the
previous twelve-month period.
The locations mentioned in this report should not be interpreted as a list of
dangerous or “least safe” intersections or streets within the City. The specific
total of collisions for any location for any year is a function of various factors such
as weather patterns, construction, traffic volumes, roadway conditions and driver
habits. Many of these factors are often difficult to identify and are most often
beyond the ability of the engineer to change or control. However, the City's
mitigation program attempts to identify roadway elements that can be modified so
as to make the transportation infrastructure more driver friendly, reduce driver
confusion, promote bicycle and pedestrian safety and comfort, and limit impact
severity.
Vision Zero
Vision Zero is a multi-national traffic safety
initiative with a straightforward message: No loss
of life is acceptable. At its core, Vision Zero
seeks the elimination of deaths and serious
injuries from our roadways. By focusing on not
only reducing overall traffic collisions, but
preventing severe collisions, particularly to
vulnerable users such as pedestrians, bicyclists and people with disabilities,
communities can achieve real live benefits and save lives.
42017 Traffic Safety and Operations Report
December 2018
The City of San Luis Obispo formally
adopted its Vision Zero policy in 2016 to
eliminate traffic-related fatalities and
serious injuries by 2030. Through the
data-driven analysis performed in the
annual TSR, regular collaboration between
City Public Works and Police Departments
to identify priorities for focused traffic
safety enforcement and ongoing
community education and outreach
campaigns, the City continually strives to
improve the safety and efficiency of
transportation facilities for all modes and
users.
Measuring Progress
Progress towards improving traffic safety for all road users and reaching Vision
Zero is measured in the TSR using the following metrics:
Total collisions, fatalities and serious injuries
Total pedestrian collisions, fatalities and serious injuries
Total bicycle collisions, fatalities and serious injuries
The traffic safety data for these metrics is obtained from traffic collision reports
provided by the San Luis Obispo Police Department. The TSR for a given year
will normally be prepared after City collision statistics become available in April or
May of the following year; thus, the data analyzed in this TSR is for the 2017
calendar year. Collision data is reviewed for each intersection and roadway
segment within the City and entered into the City Public Works Department’s
traffic collision database. Auto, pedestrian and bicycle volumes are then utilized
in conjunction with collision totals to calculate collision rates for all locations in
the City. Considering the calculated collision rates, as well as collision severity,
locations are ranked for each type of intersection and roadway segment within
the City. The five highest-ranked collision locations for each category are
analyzed in further detail and mitigation measures are presented, where feasible.
Additional discussion regarding the technical analysis methodology applied in
this TSR is provided in Appendix A.
52017 Traffic Safety and Operations Report
December 2018
How to Navigate this Report
The remainder of the 2017 TSR is organized into the following sections:
Citywide Travel Trends – Page 6
This section discusses percentage growths in motor vehicle travel and
where that growth is concentrated.
Citywide Collision Trends – Page 6
How safe are San Luis Obispo’s streets? This section describes the state
of traffic safety in the City, discussing trends in traffic collisions from 1999
to 2017.
Traffic Enforcement Measures – Page 13
This section describes traffic enforcement efforts of the City Police
Department, discussing traffic citations, DUI arrests and hazardous driving
trends.
Traffic Safety Education Campaigns and Community Partnerships–
Page 13
How are we making San Luis Obispo’s streets safer? This section
describes the ongoing efforts to improve the safety of transportation
facilities for all modes of travel within the City.
2017 High Collision Rate Locations & Recommendations – Page 21
What have we learned about traffic safety in 2017? This section describes
the high collision rate intersections and roadway segments for 2017 and
presents potential mitigation recommendations for high-priority locations.
62017 Traffic Safety and Operations Report
December 2018
Citywide Travel Trends
In order to provide context to the collision trends this section of report includes an
overview of estimated Citywide automobile trends over the last 10 years and a
more in-depth summary of traffic volume trends since the General Plan update in
2014. Future reports will also include bicycle and pedestrian volume trends.
Aggregate volume trends are estimated based on recorded traffic counts across
numerous screen lines and counting stations throughout the City.
As shown in the chart below traffic volumes have generally been increasing by
approximately 1% year. However, year to year changes are affected by
numerous social, economic, and environmental factors.
The City does experience seasonal fluctuations in traffic volumes primarily due to
changes in school sessions at Cal Poly, Cuesta, and San Luis Unified School
District. All volume data presented below was collected while all schools are in
session, during fair weather, and unaffected by construction.
Between 2014, when the General Plan was adopted, and the latest data
available at the time of this report overall Citywide traffic volumes have increased
by approximately 3% or 1% per year.
Although overall Citywide volumes have increased from 2014-2016, different
areas of the City have experienced different trends. The Margarita and
Broad/Orcutt Areas experience the highest growth. Broad/Johnson, Old Town,
LOVR/Madonna, and Santa Rosa areas experienced average growth.
Downtown, Upper Monterey, and the Foothill area had volume declines or static
growth.
‐5%
0%
5%
10%
15%
20%
2005 2008 2010 2012 2014 2016
ESTIMATED CITYWIDE 10 YEAR VOLUME TREND
2017 Traffic Safety and Operations Report FIGURE 1 2014-2016 VEHICLE VOLUME TRENDS
82017 Traffic Safety and Operations Report
December 2018
Citywide Collision Trends
Injury Collision Trend
Injury collisions are the most accurate representation of City collision trends
because these types of collision are most consistently reported and investigated.
In 2017, injury collisions increased by 3% from 2016. However, injury collisions
are 35% lower than 2002 when the safety program began.
Fatal Collision Trend
It’s difficult to identify a trend in fatal collisions because these types of collisions
are typically sporadic, uncommon, and occur under unusual circumstances.
There was one fatal collision within the City in 2017. A bicyclist was struck in the
travel lane on Foothill Boulevard at Ferrini by a motorist under the influence of
alcohol.
240
267 268
309 308 315
285
250 257
240 236 233
220
191
207 201
220
197 202
150
170
190
210
230
250
270
290
310
330
Injury CollisionsYear
22
110
4
3
2
0 0 0
3
1
2
0 1111
0
1
2
3
4
5
Fatal CollisionsFatal Collisions
Year
92017 Traffic Safety and Operations Report
December 2018
Overall Collision Trend
In 2017 there were 501 total reported collisions in the City—this is a 4% increase
from 2016, however, is still 60% down from the introduction of the safety
program.
It should be noted that the Overall Collision chart above does not represent all
collisions that occur in the City—merely all reported collisions occurring on public
streets for which a collision report is generated. Many collisions are either
unreported by the involved parties, reported by the parties without an officer
investigation, or there is no response to the collision by emergency services.
Therefore, the actual total collisions may vary between years. A more accurate
measure are the injury and fatal collision trends, as police always respond to
collisions where the reporting party indicates there is an injury.
910
1023
1140
1256
1097
1207
1089
873 866
793
683
598 619 594 570 548 531
482 501
400
500
600
700
800
900
1000
1100
1200
1300
Total CollisionsYear
102017 Traffic Safety and Operations Report
December 2018
Pedestrian Collision Trend
Pedestrian collisions have remained relatively static since 2008, with the
exception of an unexplained spike in 2013. In 2017, the number of pedestrian
collisions rose slightly but are align with the recent trend.
Bicycle Collision Trend
Despite rising bicycle volumes, bicycle collisions have generally been on the
decline in recent years. 2017 had the lowest reported bicycle collisions on record.
Bicycle collision trends have shown a 47% decline from peak levels in 2009. In
2017, bicycle collision totals represent an 22% decrease from 2016.
24
37
19
41
24
41
26 27
18
25 24 22 24 26
39
24 23
27
31
10
15
20
25
30
35
40
45
Pedestrian CollisionsYear
52
46 45
53 55
50
55
61 59 59
73 69 67 69
63
50
56
50
39
30
35
40
45
50
55
60
65
70
75
Bicycle CollisionsYear
112017 Traffic Safety and Operations Report
December 2018
Pedestrian and Bicycle Serious Injuries and Fatalities
Over the past five years (2013-2017), 2,632 traffic collisions have been reported
in the City—about 525 per year. Roughly 15% of these collisions involved a
bicyclist or pedestrian, which is generally consistent with citywide bicycle &
pedestrian mode share. However, as illustrated in the graphic below, 55% of the
collisions resulting in severe injury or death involved a bicyclist or pedestrian.
These trends indicate that bicyclists and pedestrians are overrepresented in
collisions that resulted in severe and life-threatening injuries and there is
continued need for mitigation strategies that target bicycle and pedestrian
collisions.
In 2017, while the total collisions by mode were consistent with the five-year
trend, the severe injury and fatal collisions by mode drastically demonstrate the
overrepresentation of bicycle and pedestrian collisions. Taking a closer look at
common collision types of bicycle and pedestrian collisions is critical in moving
towards Vision Zero.
122017 Traffic Safety and Operations Report
December 2018
Human and Economic Impact
Traffic collisions result in direct economic costs to those involved—wages and
productivity losses, medical expenses and legal costs, and motor vehicle
damages—but, this represents only a portion of total costs associated with
collisions. Traffic collisions also have indirect impacts to the families of those
involved, employers and society as a whole. A study by the NHTSA found that
more than 75 percent of collision costs are born by society in the form of
insurance premiums, taxes and congestion-related costs such as travel delay,
excess fuel consumption and lost quality of life associated with deaths and
injuries.
Comprehensive costs include the economic cost components associated with
traffic collisions, but also the indirect societal costs. Using cost estimates by
crash severity published in the American Association of State Highway
transportation Officials’ (AASHTO) Highway Safety Manual, adjusted to reflect
2017 dollars, the comprehensive costs associated with the 501 citywide traffic
collisions occurring in 2017 were calculated to be slightly less than $25 million.
Comprehensive collision costs for 2017 by collision type are summarized in
Table 1 below.
Table 1: 2017 City of San Luis Obispo Comprehensive Collision Costs
Collision Severity Number of
Collisions
Cost per
Collision Cost
Fatal 1 $4,554,898 $4,554,898
Disabling Injury 16 $261,325 $4,181,194
Non-Incapacitating Injury 60 $95,992 $5,759,546
Possible Injury 125 $56,205 $7,025,604
Property Damage Only 299 $9,881 $2,954,327
Total 501 $24,475,569
Source: Crash Cost Estimates based on AASHTO’s Highway Safety Manual, 2010. Costs adjusted to
2017 dollars based on Consumer Price Index and Employment Cost Index per Highway Safety
Manual guidance.
132017 Traffic Safety and Operations Report
December 2018
Traffic Enforcement Measures
Traffic citations are one method used to promote compliance with the vehicle
code and create a safer environment for road users. The vehicle code includes
many sections for enforcement. Some vehicle code violations are more serious
than others and are designated as “Hazardous Violations”. Vehicle Code
Violations are tracked by the Department of Motor Vehicles, and hazardous
violations are weighted by a point system. All hazardous vehicle code sections
carry at least one point and some carry two points. The point system is used to
assess the driving behavior of motorists and place restrictions on negligent
drivers, which helps make roadways safer by removing drivers with hazardous
driving behavior. The chart below depicts the total citations (hazardous and non-
hazardous) by the Police Department since 1999.
Citation Trends
As shown in the chart above, citation trends can fluctuate from year-to-year.
These trends are not necessarily a direct reflection of overall driving behavior but
can coincide with the resources and staffing levels of the Police Department.
239420011791224325508967899341769312020982806147415241571140717402361293657346741711465084802266334543585448874375947468641246195529343995522616265510
1000
2000
3000
4000
5000
6000
7000
8000
CitationsYear
Series2 Series1
Hazardous Total
142017 Traffic Safety and Operations Report
December 2018
DUI Arrests
Driving under the influence (DUI) violations have been a focal point of
enforcement in an effort to reduce injury traffic collisions. Since 1999, the Police
Department has averaged 361 DUI arrests each year. Of those arrests, about
five to ten drivers each year were arrested for felony DUI after being involved in a
collision that causing injury to someone involved. In 2017 the Police Department
arrested 345 people for DUI. Just under half (41%) of the DUI arrests involved
drivers who were between 18 and 25 years old and almost three-quarters (71%)
were between the 18 and 35 years old.
41%
30%
14%
14%
2017 DUI Arrests by Age
18-25
26-35
36-45
Over 46457480396502410304312412331339248213241256 377445393401345100
150
200
250
300
350
400
450
500
550
DUI ArrestsYear
152017 Traffic Safety and Operations Report
December 2018
Citations by Vehicle Code Section
The following chart depicts the distribution of vehicle code citations by type for
2017.
Note: Above chart excludes citations related to Driver’s License and Insurance
violations.
Distraction and
Driving Offenses
(§23100-23135)
25%
Speed (§22348-
22413)
29%
Stop Sign (§22450-
22456)
21%
Traffic Control
Devices (§21350-
21468)…
Bicycle Violation
(§21200-21212)
3%
Right side of
Roadway (§21650-
21664)
4%
Turning & Signals
(§22100-22113)
5%
Failure to Yield
(§21800-21809)
2%Pedestrian Violation
(§21949-21971)
2%
162017 Traffic Safety and Operations Report
December 2018
Traffic Safety Education Campaigns and Community Partnerships
Between City-led efforts and activities led by local partners, such as Bike SLO
County and SLOCOG/Rideshare, there are a multitude of ongoing traffic safety
education and outreach campaigns provided to the community of San Luis
Obispo each year. Key education and outreach activities are summarized below:
Partnership with the California Office of Traffic Safety
A Selective Enforcement Grant funds a full-time DUI officer position. This
officer is utilized specifically for DUI enforcement in an effort to further
reduce the number of alcohol and drug related driving incidents.
Annual Bicycle Rodeo
The City hosts a hands-on bicycle training class targeting youth teaching
bicycle skills & operations.
Bike Month Activities and Promotion
The City participates and encourages participation in Bike Month activities
and hosts an annual bike breakfast in May.
Pop-Up Bike Education Events
SLO Public Works and Police Department partner up with Bike SLO
County and the County Public Health Department to have on-the-spot
“pop-up” bike education events along high-volume bike corridors.
Pedestrian Halloween Safety Campaign
The City provides reflective Halloween bags with safety tips to local
schools free of cost.
Impaired Driver Offender Classes
City police officers attend and supplement DUI offender courses to provide
a unique positive opportunity to discuss, face to face, the impacts of
driving under the influence.
Ticket Diversion Program for Bicyclists
Cal Poly University PD offers a diversion program for bicyclists that are
ticketed for a traffic offense in SLO County.
Adult Bicycle Education Workshops
Bike SLO County provides offers an adult bicycle class which includes an
in-class room and on-street portion, focusing on the rules of the road.
172017 Traffic Safety and Operations Report
December 2018
Transit Driver Awareness Training
City Transportation Staff annually leads a bicycle awareness training to
contracted City transit drivers.
Every Fifteen Minutes Program
The City participates in a multi department and agency event simulating
the psychological effects of student fatalities as a result of traffic collisions.
Child Car Seat Instruction & Assistance
The City provides child safety seat installation and inspection free of cost.
SLO PD Traffic Safety Presentations
City police officers presented at the following organizations regarding
traffic safety in 2017:
Safety and Law Lectures: Cuesta Junior College and Cal Poly
University criminal justice programs
Coast Riders Motorcycle Club: Discussed motorcycle safety
Sheriff’s Day at the Ranch: Discussed bicycle and motorcycle safety
Cop’s and Kid’s Day: Discussed bicycle and motorcycle safety
National Walk to School Day: Discussed pedestrian safety with school
children
National Bike to School Day: Discussed bicycle safety with school
children
Completed/Planned Safety Projects & Programs
Transportation safety has always been a priority for the City. Each year the
Public Works Department implements traffic safety improvements through a
variety of programs and projects. These improvements are usually stand-alone
projects but are often included in other City CIP projects or as part of individual
land development projects.
182017 Traffic Safety and Operations Report
December 2018
Table 2 below identifies notable traffic safety improvements that were completed
recently or planned for implementation in the near future.
192017 Traffic Safety and Operations Report
December 2018
Table 2: Completed or In Progress Transportation Safety Projects
Location Project Description
Traffic Signal Improvements
Downtown Core Signal Timing* Implemented Advanced Pedestrian Phasing.
Foothill & Broad*
Install Flashing Yellow Left-Turn Arrows.
Implementation conditioned as part of private development.
Chorro & Higuera* Relocate pedestrian signal heads at west crosswalk to
adjacent signal poles to improve visibility of pedestrian
indications for motorists and pedestrians.
Monterey & Osos Signal Mast Arms* Construction completed early 2018.
Industrial & Broad* Upgrade and add signal indicators for more visibility.
Investigate the installation of officer assist red light
enforcers. Planned for 2019.
Santa Rosa & Mill* Upgrade and add signal indicators for more visibility.
Investigate the installation of officer assist red light
enforcers.
Higuera & Nipomo* Upgrade traffic signal to include mast arms for each
approach.
Marsh & Nipomo* Upgrade traffic signal to include mast arms for each
approach.
Broad & Marsh* Traffic signal modifications planned for early 2019 to reduce
red light violations by improving visibility of signal indications
Pedestrian & Bicycle Improvements
Higuera & Marsh Lighted Crosswalks Replaced downtown lighted crosswalks on Higuera and
Marsh Streets in late 2016.
Santa Rosa Green Bike Lanes* Installed green bike lanes on Santa Rosa Street between
Montalban and Walnut Streets.
Montalban Crosswalk at Santa Rosa* Paint crosswalk on Montalban at Santa Rosa. Planned for
2019.
Olive Crosswalk at Santa Rosa* Paint crosswalk on Olive at Santa Rosa.
LOVR Interchange Green Bike Lanes Installed green bike lanes on LOVR across the overcrossing
in 2017.
Chorro Bike Box at Foothill Bike box was installed as conditioned of adjacent private
development.
Tank Farm Crosswalk at Poinsettia Installed in-roadway pedestrian crossing signs at this
uncontrolled crosswalk. Completed summer 2018.
Augusta Crosswalk at Sinsheimer Elementary Installed in-roadway pedestrian crossing signs at this
uncontrolled crosswalk. Completed fall 2018.
California & 101 NB Ramps* Installed Yield to Bike signs to increase awareness of
bicyclists at intersection. Completed early 2018.
California & Palm* Installed green bike lanes on California. Completed spring
2018.
California & Monterey* Install radar speed feedback signs and additional warning
signs at NB & SB approaches.
Broad Street at Woodbridge HAWK Design has begun for a signalized pedestrian crossing of
Broad Street. Construction anticipated for summer 2019.
Foothill at Ferrini HAWK Design has begun for a signalized pedestrian crossing of
Foothill Boulevard. Construction anticipated for 1st Quarter
2019.
Roadway Improvements
202017 Traffic Safety and Operations Report
December 2018
Location Project Description
Laurel Lane Complete Streets Improvements* Safety improvements included reducing travel lanes from
four to three lanes, constructed bulbouts to reduce conflict
points and crossing distance for pedestrians, installed buffer
between bike and vehicle lane and increased on-street
parking. Completed fall 2018.
California Taft Roundabout* Design underway for roundabout at California and Taft.
Construction anticipated summer 2020.
Orcutt Tank Farm Roundabout Design underway for roundabout at Orcutt and Tank Farm.
Construction is conditioned as part of private development
and estimated for summer 2019.
Higuera at Bridge* Currently working with Caltrans to widen Higuera between
Bridge and Elks Lane to install a two-way-left-turn-lane.
ROW acquisition planned to be complete 2019.
Foothill at SLO Student Living Driveway* Increase sight visibility for existing westbound traffic.
Broad at High* Evaluate (a) potential for sight distance improvements for
WB approach (could include further parking restrictions
and/or curb extension on northwest corner of Broad St.), or
(b) turn restrictions for EB High St. approach.
Grand at Loomis* Evaluate additional sight distance improvements, which
could include further parking restrictions along Grand Ave.
and/or bulbouts at intersection corners. Planned but
currently not funded.
California: Foothill to Stafford* Remove parking on one side to provide width for a two-way-
center-turn lane.
Street Light Improvements
Laurel Lane Street Lights Replaced four street lights on Laurel Lane south of
Southwood Drive during summer 2018.
Hathway at Via Carta Design is underway for a new street light on Hathway.
Construction anticipated to be complete by summer 2019.
Signing & Striping Improvements
Augusta Drive Centerline striping added from Laurel to Sinsheimer
Elementary as part of 2018 roadway resurfacing project.
Mill at Osos* Refresh SB stop bar and pavement legend to improve driver
compliance at stop sign.
Toro & Marsh* Replaced “stop” sign to increase visibility. Completed 2018.
Higuera & Vachell* Installed “Keep Clear” striping and signage. Completed fall
2018.
Citywide Replaced approximately 100 traffic signs to meet
retroreflectivity standards
Several locations Recent speed survey updates have resulted in lowering
speed limits on several segments within the City by 5 MPH
including upper Monterey Street, Broad Street, South
Higuera and others.
*Project recommended in previous Traffic Safety Report
212017 Traffic Safety and Operations Report
December 2018
2017 High Collision Rate Locations & Recommendations
Where Collisions are Occurring
Intersections are the most common location for all collisions. As shown in the
figure below, 63% of 2017 collisions in the City occurred at intersections, with
66% of those occurring at signalized intersections. This finding highlights the
importance of focusing traffic safety efforts on intersections.
All of the traffic collision reported in 2017 are shown on the map in Figure 2. All
pedestrian and bicycle collisions reported in 2017 are shown on the maps in
Figure 3 and Figure 4, respectively. Figure 2 clearly indicates that there are “hot
spots” for collisions—primarily intersections and segments with multiple
driveways.
How Collisions are Occurring
Figure 3 and 4 indicate that bicycle and pedestrian collision occur at sporadic
and random locations. A supplemental and beneficial review of bicycle and
pedestrian collisions is to look for what the locations have in common, rather than
looking at one individual intersection on its own.
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FIGURE 22017 CITYWIDE COLLISIONS
2017 Tra ffic Safety and O perations Report
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7 - 10 C ollisions
Leg end
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FIGURE 32017 CITYWIDE PED ESTRIAN COLLISIONS
2017 Tra ffic Safety and O perations Report
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FIGURE 42017 CITYWIDE BIC YCLE COLLISIONS
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252017 Traffic Safety and Operations Report
December 2018
Most Common Collision Types and Factors
As shown in the figure below, broadside, rear-end collisions and sideswiped were
the most common type of collisions reported in 2017, representing 72% of the
total recorded incidents.
As shown below, broadside and rear-end collisions were the most common type
of injury collision reported in 2017, representing 35% and 24% of total recorded
injury collisions. While collisions involving vehicles with pedestrians represent
only 6% of total collisions in 2017, they account for 15% of injury collisions.
Collisions involving vehicles with pedestrians and bikes make nearly 55% of
severe and fatal injury collisions. Thus, mitigating these crash types offers the
greatest potential for reducing the number of serious injury and fatal incidents.
27%
(135)23%
(113)
22%
(111)
10%
(51)6%
(31)
7%
(37)
4%
(18)1%
(5)
0%
10%
20%
30%
Broadside Rear End Sideswipe Hit Object Vehicle/
Pedestrian
Head-On Other Overturned
Type of Collision
Collisions by Type
(501 Total)
X% = % of Total
Collisions
35%
(70)
24%
(49)
9%
(18)
3%
(7)
15%
(30)8%
(17)
3%
(5)
2%
(3)
0%
10%
20%
30%
Broadside Rear End Sideswipe Hit Object Vehicle/Pedestrian Head-On Other Overturned
Type of Collision
Injury Collisions by Type
(202 Total)
X% = % of Total Collisions
(Y) = Total Number of Collisions
262017 Traffic Safety and Operations Report
December 2018
The most common factors attributed to recorded collisions in 2017 are
summarized in Table 3 below. Automobile right of way and speeding represent
the most prevalent factors in overall collisions and injury collisions. Pedestrian
Violation is not ranked in the top 5 of All Collisions (11th at 2%) but represented
18% of the Severe Injury and Fatal Collisions. DUI continue to rank as the most
prevalent factor attributed to severe injury and fatal collisions.
Table 3: Primary Collision Factors
Factor Rank %
All Collisions
Automobile Right of Way 1 17%
Unsafe Speed 2 16%
Improper Turning 3 13%
Drive/Bike Under Infl Alcohol/Drug 4 13%
Unsafe Lane Change 5 9%
Injury Collisions
Automobile Right of Way 1 24%
Unsafe Speed 2 23%
Improper Turning 3 13%
Drive/Bike Under Infl Alcohol/Drug 4 5%
Unsafe Lane Change 5 4%
Severe Injury & Fatal Collisions
Drive/Bike Under Infl Alcohol/Drug 1 24%
Pedestrian Violation 2 18%
Automobile Right of Way 3 12%
(blank) 4 12%
Unsafe Speed 5 6%
272017 Traffic Safety and Operations Report
December 2018
Pedestrian Common Collision Types and Factors
The table below lists the pedestrian collisions by type recorded in 2017, as well
as the party at fault. As shown in the table, motorist left turning movements were
the most frequent types of reported pedestrian collisions. The party at fault was
about even between the driver or the pedestrian. Pedestrians failing to yield and
crossing illegally made up 35% of reported pedestrian collisions.
Table 4: Pedestrian Collisions by Type
Pedestrian Collision Type No.%Party at Fault %
Motorist Left-Turn 10 32% Driver 52%
Pedestrian Failed to Yield 5 16% Pedestrian 48%
Pedestrian Violation (Jaywalking) 4 13%
Scooter/Skateboarder in Roadway 4 13%
Motorist Failed to Yield 4 13%
Pedestrian Violation (Crossing Against Signal) 2 6%
Motorist Right-Turn 2 6%
Total 31 100%
Systematic Planning for Pedestrian Safety
For pedestrian collisions, this TSR further analyzed pedestrian vs. motorist
crashes where the motorist was found to be at fault (motorist turning movements
and failing to yield). For purposes of this specific analysis, the crash locations
studied were limited to intersections, as the majority of collisions within the City
occurred at an intersection.
Detailed analysis indicated that pedestrians are more likely to be involved in a
motor vehicle crash at signalized intersections that allow permissive left turns.
Additionally, there is a direct correlation with surrounding land uses. Most
pedestrian vs. motorist collisions happen within or near the downtown core or
adjacent to neighborhood commercial areas.
Figure 5 identifies intersections within the City that are signalized allowing
permissive movements within a quarter mile radius of the downtown core or
commercial shopping areas. In line with the City’s Vision Zero goals and to
increase pedestrian safety within the City, these locations may need special
attention. It is recommended that these intersections be considered and
evaluated for additional measures to address this risk such as, but not
limited to, modifying signal phasing from permissive to protected and
increasing visibility and awareness of crossing pedestrians by adding
signage or other striping improvements such as hi-visibility crosswalks.
282017 Traffic Safety and Operations Report
December 2018
In addition to implementing improvements at the above described locations,
another pedestrian facility type can benefit from proactive countermeasures:
uncontrolled marked crossings. An uncontrolled marked crossing is a location
(either mid-block or at an intersection) where a crosswalk is marked but traffic is
not controlled with either a stop sign or traffic signal. Per the Federal Highway
Administration, uncontrolled pedestrian crossing locations correspond to higher
pedestrian crash rates. The City of San Luis Obispo has 22 uncontrolled marked
crossings.
Approaching pedestrian safety systematically, improving these types of
uncontrolled marked crossings will proactively increase safety at these crossings
and increase the comfort of crossing pedestrians of all ages and abilities. Figure
6 identifies the locations of uncontrolled marked crossings in the City. It is
recommended that these crossings be considered and evaluated for
additional measures to increase crosswalk visibility such as but not limited
to in-street pedestrian crossing signs, rectangular rapid flashing beacons
(RRFBs) or pedestrian hybrid beacons (HAWK). If implemented, locations
should be prioritized with consideration of collision history, vehicle speeds,
number of crossing lanes and proximity to schools. Table 3 below lists the
locations in recommended prioritization.
292017 Traffic Safety and Operations Report
December 2018
Table 5: Uncontrolled Pedestrian Crossing Locations
Priority Location
Pedestrian
collisions
5 yr total
Speed
Limit
Number of
Crossing
Lanes
Designated
School
Crossing?
1 Tank Farm at Poinsettia Street 1 45 4 No
2 Monterey at Buena Vista 1 30 3 No
3 Higuera between Chorro and Morro 1 25 3 No
4 Marsh between Chorro and Morro 1 25 3 No
5 Monterey at Court Street 1 25 2 No
6 Johnson Ave at Sydney 0354 Yes
7 Broad Street at Upham 0 30 2 Yes
8 High Street at Hutton 0 30 2 Yes
9 Marsh at Toro 0 25 3 No
10 Higuera at Garden 0 25 3 No
11 Chorro at Mill 0 25 2 Yes
12 Augusta Street at Sinsheimer Elementary 0252 Yes
13 Hutton Street at Sandercock 0 25 2 Yes
14 Branch Street at Sandercock 0 25 2 Yes
15 Sandercock Street at Story 0 25 2 Yes
16 Broad at Mill 0 25 2 Yes
17 Galleon Way at Royal 0 25 2 Yes
18 Balboa Street at Lakeview 0 25 2 Yes
19 Bougainvillea Street 0 25 2 No
20 Osos at Pacific 0 25 2 No
21 Monterey between Chorro and Morro 0 25 2 No
22 Broad at Mission Plaza 0 25 2 No
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2017 Tra ffic Safety and O perations Report
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W alnutCalle JoaquinFIGURE 62017 Citywide Uncontrolled Marked Pedestrian Crossings
2017 Tra ffic Safety and O perations Report
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Uncontrolled Marked Crosswalk!(
Uncontrolled Marked Crosswalk with W arning Lighting!(
322017 Traffic Safety and Operations Report
December 2018
Bicycle Common Collision Types and Factors
The table below lists the bicycle collisions by type recorded in 2017, as well as
the party at fault. Motorist right turn movements were the most common types of
vehicle vs. bicycle collisions reported followed by motorist left turn movements.
About 66% of reported vehicle vs. bicycle collisions were the fault of the motorist.
Table 6: Bicycle Collisions by Type
Bicycle Collision Type No. % Party at Fault
Motorist Vs.
Bicyclist
No. % Motorist Right-Turn 10 26%
Motorist Left-Turn 6 15%
Cyclist Lost Control 4 10% Driver 23 66%
Motorist Failed to Yield 3 8% Bicyclist 12 34%
Wrong-Way Cyclist 3 8%
Cyclist no Light 2 5%
Motorist Failed to Drive at Safe
Distance 2 5%
Cyclist Failed to Stop 2 5%
Cyclist Under the Influence 2 5%
Cyclist Lane change 2 5%
Motorist Under the Influence 1 3%
Cyclist Failed to Yield 1 3%
Motorist Overtaking or Sideswipe 1 3%
Total 39 100%
Systematic Planning for Bicycle Safety
For bicycle collisions, this report looked at the top two most common bicycle vs.
motorist crash types: Motorist Right-Turn and Motorist left-turn. For purposes of
this analysis, the crash locations studied were limited to intersections and
driveways, as the majority of bicycle collisions within the City occurred at an
intersection or driveway.
Motorist right-turn and left-turn collisions with bicycles is more likely to occur at
intersections and driveways with traditional “Class 2” bike lanes striped on the
edge of the road with no on-street parking. For right turning motorist, this type of
configuration requires drivers to merge into the bicycle lane prior to making a
right-hand turn. What is often seen, rather, is the driver making a right-hand turn
from the travel lane. For left turning motorists, through bicyclists against the curb
may sometimes be “hidden” behind other vehicles.
Figure 7 identifies segments within the City that have striped Class 2 bike lanes
on the edge of the roadway with no on-street parking. In line with the City’s
Vision Zero goals and to increase bicycle safety within the City, these locations
may need special attention. It is recommended that these segments be
considered and evaluated for additional measures to address this risk such
as, but not limited to, signage, hi-visibility green paint in conflict zones,
332017 Traffic Safety and Operations Report
December 2018
separate right-turn phase from bicycle conflicts, bike scramble, lead
phases, buffered or protected bike lanes and identify intersection locations
that could benefit from bike box or protected intersection applications.
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FIGURE 7CITYWIDE CO ORIDO RS W ITH BIKE LAN E AND NO STREET PARKING
2017 Tra ffic Safety and O perations Report
O
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Bike Lane and No On-Street Parking
Buffered Bike Lane and No On-Street Parking
352017 Traffic Safety and Operations Report
December 2018
High Collision Rate Locations – Pedestrians
Rank
Prev.
Year
Rank
Intersection Control
Type of
Crosswalk 5 Yr.
Collisions
PH
Veh.
Vol
PH
Ped.
Vol
REV
N/A 3 Santa Rosa & Olive Signal Marked -
Longitudinal 5 3,436 39 2,203
1 5 Santa Rosa & Monterey Signal
Marked -
Longitudinal 7 2,166 227 334
2 NR Osos & Pismo Signal Marked -
Longitudinal 3 1,061 126 126
3 7 Broad & Higuera Signal Marked -
Longitudinal 7 1,158 988 41
4 NR Higuera & Morro Signal Marked -
Longitudinal 3 935 1,227 11
NR = Not Ranked
SSSC = Side Street Stop-Control
PH = Peak Hour
REV = Relative Exposure Value
362017 Traffic Safety and Operations Report
December 2018
Pedestrian Recommendations
Rank Intersection
1 Santa Rosa & Monterey1
Pattern: Motorists turning left and failing to yield to pedestrians in crosswalk, particularly in the
westbound direction.
Recommendation: Install Flashing Left Yellow Arrows for EB & WB Traffic. Continue to
monitor.
2 Osos & Pismo2
Pattern: No discernable pattern, however Osos and Pismo is a signalized intersection within a
half-mile radius of downtown that allows permissive lefts. As discussed in previous analysis,
these types of intersections may need special attention to improve safety conditions for
pedestrians.
Recommendation: Implement pedestrian lead interval and install “yield to pedestrian” signage
for all approaches. Install Flashing Left Yellow Arrows. Continue to monitor.
3 Broad & Higuera3
Pattern: NB Broad Motorists turning left and failing to yield to pedestrians in crosswalk,
particularly in the northbound direction.
Recommendation: Install additional “yield to pedestrian” signage for northbound and
southbound approaches. Investigate installation of overhead mast arms with flashing yellow
arrows for NB & SB Broad Approaches. Continue to monitor.
4 Higuera & Morro
Pattern: No discernable pattern, however Higuera and Morro is a signalized intersection within
a half-mile radius of downtown that allows permissive lefts. As discussed in previous analysis,
these types of intersections may need special attention to improve safety conditions for
pedestrians.
Recommendation: Install pedestrian countdown signal heads and implement pedestrian lead
interval. Install “yield to pedestrian” signage for all approaches. Continue to monitor.
1. Santa Rosa and Monterey is also ranked as a High Collision Rate Location for Arterial/Arterial Locations
2. Osos and Pismo is also ranked as a High Collision Rate Location for Arterial/Collector Locations
3. Broad and Higuera is also ranked as a High Collision Rate Location for Arterial/Arterial Location
Rank Caltrans Intersections
NA Santa Rosa & Olive
Pattern: No discernable pattern.
Recommendation: Continue to work collaboratively with Caltrans to implement a District 5
Active Transportation Plan focusing on improvements of intersections and segments under
Caltrans jurisdiction that interface with City facilities. Continue to monitor.
372017 Traffic Safety and Operations Report
December 2018
High Collision Rate Locations – Bicycles
Rank
Prev.
Year
Rank
Intersection Control 5 Yr.
Collisions
PH Veh.
Vol
PH
Bike.
Vol
REV
NA NR Santa Rosa & Walnut Signal 3 2741 18 2,284
1 2 California & Monterey Signal 9 1,902 38 2,252
2 6 California & Taft Signal 4 1,680 35 960
3 9 Broad & Leff SSSC 3 1,017 16 953
4 NR Grand & Loomis SSSC 4 1,240 27 919
5 NR California & Mill Signal 3 1,902 38 751
6 NR Johnson & Lizzie Signal 3 2,004 42 716
NR = Not Ranked
AWSC = All-way Stop-Control
SSSC = Side-Street Stop-Control
PH = Peak Hour
REV = Relative Exposure Value
382017 Traffic Safety and Operations Report
December 2018
Bicycle Recommendations
Rank Intersection
1 California & Monterey
Pattern: “Right hook” collisions from drivers on California turning right onto Monterey.
Recommendation: Green bike lanes were removed in 2017 during extensive construction
activity of the intersection. Green bike lanes have since been reinstalled. Continue to monitor.
2 California & Taft1
Pattern: Southbound drivers turning left and colliding with northbound bicyclists.
Recommendation: Continues to be a high collision rate location, with roundabout control
identified as a corrective measure. Design for roundabout control is currently underway with the
projected anticipated to be shovel ready in the fall of 2019, however construction funding is not
yet secured. Additionally, design work for the Railroad Safety Trail Extension through this
location initiated in spring of 2016 with construction planned for fall of 2019. Continue to
monitor.
3 Broad & Leff
Pattern: No discernable pattern.
Recommendation: Continue to monitor.
4 Grand & Loomis2
Pattern: Northbound drivers failing to yield and turning left colliding with southbound bicyclists.
Recommendation: Install “Yield to Bike” sign for northbound traffic. See additional
recommendation in Arterial/Local Intersection Locations Table. Continue to monitor.
5 California & Mill3
Pattern: No discernable pattern, however California at Mill has striped Class 2 bike lanes on the
edge of the roadway with no on-street parking. As discussed in previous analysis, these types of
locations may need special attention to improve safety conditions for bicyclists.
Recommendation: Install green bike lanes on California on the approaches to and through the
intersection of Mill Street for both north and southbound directions. Install “Yield to Bike”
signage for all directions. Continue to monitor.
1. California and Taft is also ranked as a High Collision Rate Location for Arterial/Local Locations
2. Grand and Loomis is also ranked as a High Collision Rate Location for Arterial/Local Locations
3. California and Mill is also ranked as a High Collision Rate Location for Arterial/Collector Locations
Rank Caltrans Intersections
NA Santa Rosa & Walnut
Pattern: No discernable pattern, however Santa Rosa and Walnut has striped Class 2 bike
lanes on the edge of the roadway with no on-street parking. As discussed in previous analysis,
these types of locations may need special attention to improve safety conditions for bicyclists.
Recommendation: Continue to work collaboratively with Caltrans to implement a District 5
Active Transportation Plan focusing on improvements of intersections and segments under
Caltrans jurisdiction that interface with City facilities. Continue to monitor.
392017 Traffic Safety and Operations Report
December 2018
High Collision Rate Locations – Arterial/Arterial Intersections
Rank
Prev.
year
Rank
Intersection Control Collisions Volume Rate*
1 7 Marsh & Broad Signal 9 18,300 1.347
2 5 Santa Rosa & Monterey Signal 9 25,936 0.951
3 1 Higuera & Broad Signal 4 12,349 0.887
4 13 Higuera & Los Osos Valley Signal 7 24,333 0.788
5 NR Higuera & Osos Signal 3 11,770 0.698
6 NR Johnson & Laurel Signal 3 14,938 0.550
7 NR Tank Farm & Broad Signal 8 42,021 0.522
NA 10 Foothill & Santa Rosa Signal 8 50,862 0.431
9 NR Higuera S & Tank Farm Signal 4 26,163 0.419
10 11 California & Monterey Signal 3 22,172 0.371
11 NR Higuera & Prado Signal 3 23,992 0.343
12 12 Los Osos Valley & Madonna Signal 4 38,267 0.286
13 NR Higuera & South Signal 3 29,334 0.280
14 NR Madonna & 101 S/B On/Off Ramp Signal 3 34,831 0.236
NR = Not Ranked
Rate = Collision frequency per million vehicles entering the intersection
402017 Traffic Safety and Operations Report
December 2018
Arterial/Arterial Intersections Recommendations
Rank Intersection Control Collisions Volume Rate
1 Marsh & Broad Signal 9 18,300 1.347
Pattern: Eastbound large vehicles turning right onto Broad Street colliding into traffic signal pole.
Recommendation: Signal modifications and corner improvements planned for 2019, which will
include measures to prevent right-turn overtracking by large vehicles. Continue to monitor.
2 Santa Rosa & Monterey1 Signal 9 25,936 0.951
Pattern: Left turning drivers failing to yield to pedestrians crossing Santa Rosa. 5 of the 9 total
collisions occurred at nighttime.
Recommendation: Refer to recommendation in Pedestrian Location Recommendations Table.
Continue to monitor.
3 Higuera & Broad2 Signal 4 12,349 0.887
Pattern: No discernable pattern for vehicle vs. vehicle. Vehicle vs. pedestrian pattern of motorists
turning left and failing to yield to pedestrians in crosswalk, particularly in the northbound direction.
Recommendation: Refer to recommendation in Pedestrian Location Recommendations Table.
Continue to monitor for vehicle vs. vehicle trends.
4 Higuera & Los Osos Valley Signal 7 24,333 0.788
Pattern: No discernable pattern.
Recommendation: Continue to monitor.
5 Higuera & Osos Signal 3 11,770 0.698
Pattern: No discernable pattern.
Recommendation: Continue to monitor.
1. Santa Rosa and Monterey is also ranked as a High Collision Rate Location for Pedestrian Locations
2. Higuera and Broad is also ranked as a High Collision Rate Location for Pedestrian Locations
412017 Traffic Safety and Operations Report
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High Collision Rate Locations – Arterial/Collector Intersections
Rank
Prev.
Year
Rank
Intersection Control Collisions Volume Rate
1 N/R California & Mill Signal 3 9422 0.872
2 N/R Broad & Pismo Signal 3 10591 0.776
3 N/R Osos & Pismo Signal 3 13658 0.602
4 N/R Johnson & Buchon SSSC 3 14812 0.555
5 4 Broad & Industrial Signal 5 32749 0.418
6 5 Santa Rosa & Mill Signal 3 22165 0.371
7 N/R Santa Rosa & Walnut Signal 3 30872 0.266
NR = Not Ranked
SSSC = Side-Street Stop-Control
Rate = Collision frequency per million vehicles entering the intersection
422017 Traffic Safety and Operations Report
December 2018
Arterial/Collector Intersections Recommendations
Rank Intersection Control Collisions Volume Rate
1 California & Mill1 Signal 3 9422 0.872
Pattern: Red light running and left turning vehicles failing to yield to through traffic from all directions.
Recommendation: Upgrade to 12” signal indications, add overhead mast arm on EB approach and
update pole locations. Continue to monitor.
2 Broad & Pismo Signal 3 10591 0.776
Pattern: Westbound drivers making right hand turn onto Broad and colliding with the traffic signal
pole.
Recommendation: Investigate channelization enhancements to force drivers to start their turn further
from the corner. Additionally, relocate traffic signal pole to back of sidewalk and work with PG&E to
relocate power pole. Continue to monitor.
3 Osos & Pismo2 Signal 3 13658 0.602
Pattern: High collision location for pedestrian collisions. Osos and Pismo is a signalized intersection
within a half-mile radius of downtown that allows permissive lefts. As discussed in previous analysis,
these types of intersections may need special attention to improve safety conditions for pedestrians.
Recommendation: Implement pedestrian lead interval and install “yield to pedestrian” signage for all
approaches. Install Flashing Left Yellow Arrows. Continue to monitor.
4 Johnson & Buchon SSSC 3 14812 0.555
Pattern: Drivers hitting the median island prohibiting left turn from Johnson to Buchon.
Recommendation: Increase visibility of median (yellow curb, reflectors, replace signage if necessary)
Continue to monitor.
5 Broad & Industrial Signal 5 32749 0.418
Pattern: Southbound rear end collisions.
Recommendation: Install additional north facing signal head on northeast signal pole. Install flashing
warning lights on advanced signal ahead signage for the southbound traffic. Continue to monitor.
1. California and Mill is also ranked as a High Collision Rate Location for Bicycle Locations
2. Osos and Pismo is also ranked as a High Collision Rate Location for Pedestrian Locations
432017 Traffic Safety and Operations Report
December 2018
High Collision Rate Locations – Arterial/Local Intersections
Rank
Prev.
Year
Rank
Intersection Control Collisions Volume Rate
1 N/R California & Taft SSSC 7 16883 1.136
2 N/R Monterey & Osos Signal 3 8348 0.985
3 N/R Grand & Loomis SSSC 3 12400 0.663
4 5 Los Osos Valley & Calle Joaquin Signal 7 34085 0.563
5 N/R Foothill & Casa SSSC 3 15346 0.536
6 N/R Los Osos Valley & Royal Signal 5 26570 0.516
7 N/R Higuera S & Elks SSSC 3 16765 0.490
8 N/R Higuera S & Suburban Signal 4 26010 0.421
9 N/R Los Osos Valley & Laguna Signal 3 22479 0.366
10 4 Higuera S & Vachell SSSC 3 25347 0.324
11 N/R Santa Rosa & Boysen SSSC 3 32217 0.255
12 6 Santa Rosa & Montalban SSSC 3 37986 0.216
NR = Not Ranked
SSSC = Side-Street Stop-Control
Rate = Collision frequency per million vehicles entering the intersection
442017 Traffic Safety and Operations Report
December 2018
Arterial/Local Intersections Recommendations
Rank Intersection Control Collisions Volume Rate
1 California & Taft1 SSSC 7 16883 1.136
Pattern: Drivers pulling out in front of other vehicles from all directions. Rear end collisions.
Additionally, southbound drivers turning left and colliding with northbound bicyclists.
Recommendation: Continue design on a roundabout for California and Taft and prioritize
funding for construction.
2 Monterey & Osos Signal 3 8348 0.985
Pattern: No discernable pattern in 2017. Historic pattern of red light violations in all directions.
Recommendation: Signal mast arms installed in early 2018. Continue to monitor.
3 Grand & Loomis2 SSSC 3 12400 0.663
Pattern: Drivers westbound on Loomis attempting to access the Highway 101 on-ramp pull out
in front of southbound through vehicles. Additionally, northbound left turning vehicles fail to
yield to southbound bicyclists.
Recommendation: Investigate installation of bulbouts on Grand at Loomis to bring stop sign
closer to the intersection. See additional recommendation in Bicycle Locations Table. Continue
to monitor.
4 Los Osos Valley & Calle Joaquin Signal 7 34085 0.563
Pattern: Left turning vehicles failing to yield to through traffic.
Recommendation: Install Flashing Yellow left turn arrows on LOVR Approaches. Continue to
monitor.
5 Foothill & Casa SSSC 3 15346 0.536
Pattern: Northbound Casa Drivers Vs. Eastbound Foothill vehicles.
Recommendation: Investigate two stage left turn channelization. Continue to monitor.
1. California and Taft is also ranked as a High Collision Rate Location for Bicycle Locations
2. Grand and Loomis is also ranked as a High Collision Rate Location for Bicycle Locations
452017 Traffic Safety and Operations Report
December 2018
High Collision Rate Locations – Collector/Collector Intersections
No Locations Ranked Under this Category
462017 Traffic Safety and Operations Report
December 2018
High Collision Rate Locations – Collector/Local Intersections
Rank
Prev.
Year
Rank
Intersection Control Collisions Volume Rate
1 N/R Chorro & Peach SSSC 4 7844 1.397
NR = Not Ranked
SSSC = Side-Street Stop-Control
Rate = Collision frequency per million vehicles entering the intersection
Collector/Local Intersections Recommendations
Rank Intersection Control Collisions Volume Rate
1 Chorro & Peach SSSC 4 7844 1.397
Pattern: Broad side collisions from both east and westbound drivers pulling out of Peach
Street and colliding with vehicles north and southbound on Chorro.
Recommendation: Implement Anholm Bikeway Plan & continue to work with PGE on power
pole relocation. Continue to monitor.
472017 Traffic Safety and Operations Report
December 2018
Local/Local Intersections
No Locations Ranked Under this Category
482017 Traffic Safety and Operations Report
December 2018
High Collision Rate Locations – Arterial Segments
Rank Prev.
Rank Segment Collisions
Ped-
Bike
Coll.
Vol.
Seg.
Length
(mi.)
Rate Location
1 n/a Higuera 8 0 8,623 0.20 12.71 Morro to Broad
2 n/a Foothill 9 2 15,195 0.36 4.51 Tassajara to Broad
3 7 Marsh 5 1 10,994 0.52 2.40 Hwy 101 to Broad
4 4 Foothill 4 2 17,227 0.30 2.14 Santa Rosa to
California
5 n/a Santa Barbara 3 0 13,984 0.46 1.28 Leff to Broad
6 8 Broad 3 0 22,944 0.39 0.92 Tank Farm to Fuller
7 n/a Los Osos Valley 3 0 19,643 0.48 0.87 City Limit to Prefumo
8 5 Los Osos Valley 5 0 30,988 0.59 0.75 Froom to Calle Joaquin
NR = Not Ranked
Rate = Collision frequency per million vehicle-miles traveled along segment
492017 Traffic Safety and Operations Report
December 2018
Arterial Segments Recommendations
Rank Segment Collisions Volume
Seg.
Length
(mi.)
Rate Location
1 Higuera 8 8,623 0.20 12.71 Morro to Broad
Pattern: Merging collisions and parallel parking maneuver collisions.
Recommendation: Significant construction activities in 2017. Continue to monitor.
2 Foothill 9 15,195 .36 4.51 Tassajara to Broad
Pattern: Turning across the roadway when it is not safe to do so (either exiting driveways or u-turning).
Recommendation: Implement Pacheco/Bishop’s Peak Safe Routes to School & Anholm Bikeway Plans.
Continue to monitor.
3 Marsh 5 10,994 .52 2.40 Hwy 101 to Broad
Pattern: Wrong way driving.
Recommendation: Significant construction activities in 2017. Investigate signage and legend markings
at adjacent cross streets and make adjustments as necessary.
4 Foothill 4 17,227 0.30 2.14 Santa Rosa to California
Pattern: Eastbound rear end and other collisions due to traffic being stopped from California/Foothill
signal.
Recommendation: Complete Railroad Safety Trail Improvements Planned at Intersection, investigate
turn channelization. Continue to monitor.
5 Santa Barbara 3 13,984 .46 1.28 Leff to Broad
Pattern: No discernable pattern.
Recommendation: Continue to monitor.
502017 Traffic Safety and Operations Report
December 2018
High Collision Rate Locations – Collector Segments
Rank Prev.
Rank Segment Collisions
Ped-
Bike
Coll.
Vol.
Seg.
Length
(mi.)
Rate Location
1 n/a Nipomo 6 1 3,431 0.19 25.22 Higuera to Peach
2 n/a Ramona 3 0 4,107 0.35 5.72 Tassajara to Broad
Collector Segments Recommendations
Rank Segment Collisions Volume
Seg.
Length
(mi.)
Rate Location
1 Nipomo 6 3,431 .19 25.22 Higuera to Peach
Pattern: Various turning movements and parking maneuvers.
Recommendation: Implement identified safety features as part of private development and development
of the Palm/Nipomo Parking Garage which include reducing on-street parking, widening sidewalks and
installing pedestrian crossing facilities.
2 Ramona 3 4,107 .35 5.72 Tassajara to Broad
Pattern: Speeding vehicles sideswiping parked cars.
Recommendation: Implement Anholm Bikeway Improvements, converting parking on north side of
Ramona to a cycle track.
512017 Traffic Safety and Operations Report
December 2018
High Collision Rate Locations – Local Segments
Rank Prev.
Rank Segment Collisions
Ped-
Bike
Coll.
Vol.
Seg.
Length
(mi.)
Rate Location
1 n/a Casa 4 0 2,741 .24 16.66 Murray to Foothill
Local Segments Recommendations
Rank Segment Collisions Volume
Seg.
Length
(mi.)
Rate Location
1 Casa 4 2,741 .24 16.66 Murray to Foothill
Pattern: Speeding vehicles sideswiping parked cars.
Recommendation: Refresh edge and centerline striping.
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FIGURE 82017 HIGH CO LLISION IN TERSECTION LOCATIONS
2017 Tra ffic Safety and O perations Report
O
Note: Only top five ranked locations shown for each intersection type.
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FIGURE 92017 HIGH CO LLISION RATE ROADWAY SEGMENTS
2017 Tra ffic Safety and O perations Report
O
Note: Roadw ay segments under Caltrans jurisdiction excluded from map.
Legend
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High Collision Rate Collector Segm ents(> 5.0 collisions per m illion vehicle m iles traveled)
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APPENDIX A
Collision Analysis Methodology
Study Methodology
Collision Data
Reported traffic collisions obtained by the City of San Luis Obispo Police Department
are the basis used by the City Traffic Engineering group to evaluate traffic safety1.
Collisions totals are obtained for each intersection and roadway segment within the
City and entered into the City’s traffic collision database. Collisions occurring on private
property or outside of the City Limits are not included in the dataset. Collision locations
are then grouped by intersection type (i.e. arterial-arterial, arterial-collector, collector-
collector, etc.) and street segment. For locations with at least three (3) total collisions
in the past year or at least three (3) bicycle or pedestrian collisions in the previous five-
year period, collision rates are calculated and collision diagrams are generated.
Based on the collision patterns for the five highest ranked intersections and roadway
segments, as ranked based on collision rate, mitigation measures are formulated
where a collision pattern can be identified. Mitigation measures for these sub-
categories will be implemented in as projects are designed and funding becomes
available.
Traffic Volumes
Vehicle and pedestrian volumes play an important role in calculating collision
rates for selected locations within the City. Vehicle volume counts were collected
in 2014 as a basis to establish actual conditions in the field environment. Where
volume counts were not available, volumes were estimated based on previous
experience and engineering judgment.
Collision Rate Calculations
Collision rates were calculated using the following formulas:
Intersections: Segments:
RI = N X 1,000,000 RS = N X 1,000,000
V X 365 365 X V X L
1 It is important to note that the data contained within the Public Works Traffic Collision Database may
vary from other sources of collision data such as the California - Statewide Integrated Traffic Records
System (SWITRS) or the City’s Emergency Dispatch Records System. While SWITRS data is similarly
derived from official police collision reports, many times the reports are coded incorrectly due to
jurisdictional boundary issues and/or agency reporting inaccuracies. Likewise, City emergency
dispatch may receive a call regarding a traffic collision but when the dispatched officer arrives, the
vehicles have been moved on or there is no evidence of occurrence. Therefore, statistics derived
from this data may be inaccurate for engineering purposes because no official proof or record exists
of the actual collision type.
Where:
RI = Intersection Collision Rate = Collision frequency per million vehicles
entering the intersection.
RS = Segment Collision Rate = Collision frequency per million vehicle
miles traveled along the segment.
N = Number of collisions (collision frequency) of the location.
V = Average daily vehicular volume using the street segment or
intersection.
L = Length of street segment (in miles) being analyzed.
For high-rate bicycle and pedestrian collision locations, collision rates were
calculated as follows:
Pedestrians: Bicycles:
PREV = 5 X N X PHVV BEV = 5 X N X PHVV
PHPV PHBV
Where:
PREV = Pedestrian relative exposure value.
PREV = Bicycle relative exposure value.
N = Number of collisions (5-year collision frequency) of the location.
PHVV = Average peak hour vehicular volume.
PHPV = Average peak hour pedestrian volume.
PHBV = Average peak hour bicycle volume.
The pedestrian and bicycle relative exposure value formula is derived from the
traditional collision rate calculation, however it factors the volume of either the
bicycle or pedestrian with that of vehicles at a given location.
APPENDIX B
2016 High Collision Locations –
Status Update
Rank Collisions Rank CollisionsIncrease/DecreaseSanta Rosa & Montalban 1 3 NR 3 -Paint crosswalks across Montalban on both sides of Santa Rosa to more clearly define the crosswalk and where vehicles should stop and wait.Collision frequency same in 2017.2016 TSR recommendation remains relevant.Santa Rosa & Walnut 2 4 NR 3Intersection under State jurisdiction. Forward to Caltrans for study and continue to monitor in 2017.Collision frequency decreased; 0 pedestrian collisions in 2017.Santa Rosa & Olive 3 4 NA 5Intersection under State jurisdiction. Forward to Caltrans for study and continue to monitor in 2017.Collision frequency increased in 2017.2016 TSR recommendation remains relevant.Foothill & Santa Rosa 4 4 NR 3 -Intersection under State jurisdiction. Forward to Caltrans for study and continue to monitor in 2017.Collision frequency decreased in 2017.Monterey & Santa Rosa 5 5 1 7Yield to Pedestrian signs installed in April of 2011. Advanced Pedestrian Phasing implemented in spring of 2016. Flashing Yellow Arrows were installed in late 2016. No pedestrian collisions occurred after the installation of the Flashing Yellow Arrows. Continue to monitor and report it 2017 Traffic Safety Report.Collision frequency increased in 2017.2016 TSR recommendation remains relevant.Santa Rosa & Olive 1 4 NR 2Green bike lane extensions through intersections installed along Santa Rosa from Walnut to Montalban in August of 2015 and reinstalled in July 2016. Only collisions in 2016 were due to red light violations. Continue to monitor in 2017.Collision frequency decreased; 0 bicycle collisions in 2017.California & Monterey 2 7 1 3Green bike lanes were reinstalled and only collisions in 2016 were red light violations.Collision frequency decreased; 2 bicycle collisions in 2017.Foothill & Santa Rosa 3 5 NR 4Intersection under State jurisdiction. Forward to Caltrans for study and continue to monitor in 2017.Collision frequency decreased; 0 bicycle collisions in 2017.Broad & South 4 3 NR 3 - Continue to monitor in 2017.Collision frequency same in 2017.2016 TSR recommendation remains relevant.101 N/B On/Off Ramp & California54NR4-Green bike lanes were installed and there were no collisions in 2016. Continue to monitor.Collision frequency same in 2017.2016 TSR recommendation remains relevant.Broad & Higuera 1 4 3 4 -A pedestrian lead time was implemented at this intersection. Pedestrian collisions that in 2016 occurred before a pedestrian lead time had been implemented. Staff will continue to monitor.Collision frequency same in 2017.2016 TSR recommendation remains relevant.Higuera & Chorro 2 4 NR 0 Continue to monitor in 2017. Collision frequency significantly decreased; no collisions in 2017.Marsh & Nipomo 3 4 NR 2 Upgrade traffic signal to include mast arms for each approach.Collision frequency decreased; 2 collisions in 2017. 2016 TSR recommendation remains relevant.Higuera & Nipomo 4 3 NR 2 Upgrade traffic signal to include mast arms for each approach.Collision frequency decreased; 2 collisions in 2017. 2016 TSR recommendation remains relevant. Santa Rosa & Monterey 5 6 2 5A pedestrian lead time was implemented at this intersection. One pedestrian collision occurred after the pedestrian lead time was implemented. Staff will continue to monitor.Collision frequency decreased, however remains the 2nd highest ranking in 2017. 2016 TSR recommendation remains relevant.2016 High Collision Locations - Status UpdateLocation2016 20172016 TSR Recommendation StatusPedestrian Intersections*Bicycle Intersections*Arterial/Arterial Intersections
Higuera & High 1 4 NR 1 Continue to monitor in 2017. Collision frequency significantly decreased; one collision in 2017.Foothill & Broad 2 5 NR 1 Evaluate signal and driveway modifications with adjacent development. Collision frequency significantly decreased; one collisions in 2017.Madonna & Oceanaire 3 4 NR 0 Continue to monitor in 2017. Collision frequency significantly decreased; no collisions in 2017.Broad & Industrial 4 5 5 5 -Upgrade and add signal indicators for more visibility. Investigate the installation of officer assist red light enforcers. Continue to monitor.Collision frequency same in 2017.2016 TSR recommendation remains relevant.Mill & Santa Rosa 5 3 6 3 -Upgrade and add signal indicators for more visibility. Investigate the installation of officer assist red light enforcers. Continue to monitor.Collision frequency same in 2017.2016 TSR recommendation remains relevant.Marsh & Toro 1 3 NR 0Install advanced "STOP AHEAD" signing and striping. Targeted enforcement and continue to monitor.Collision frequency decreased; no collisions in 2017. Signage was replaced in 2018.Higuera & Morro 2 4 NR 2Existing parking stalls currently meet City standard. No historical pattern - continue to monitor.Collision frequency decreased in 2017.Higuera & Bridge 3 4 NR 0Currently working with Caltans to widen Higuera between Bridge and Elks Lane to install a two-way-left-turn-lane.Collision frequency significantly decreased; no collisions in 2017. The City continue its work with Caltrans to secure right-of-way for future widening.Higuera & Vachell 4 5 10 3Paint "KEEP CLEAR" in intersection to increase visibility. Avila Ranch development includes improvements at this intersection to restrict access to right in/right out only.Collision frequency decreased in 2017. Keed Clear legend installed in fall 2018. Further improvements will be implemented through Avila Ranch development.Los Osos Valley Road & Calle Joaquin5 4 4 7 Targeted enforcement and continue to monitor.Collision frequency increased in 2017.2016 TSR recommendation remains relevant.No Locations Ranked Under this Category in 2016.Collector/Local IntersectionsLocal/Local IntersectionsNo Locations Ranked Under this Category in 2016.No Locations Ranked Under this Category in 2016.Collector/Collector IntersectionsArterial/Collector IntersectionsArterial/Local Intersections
Higuera(Nipomo to Marsh)1 4 NR 2 Continue to monitor in 2017. Collision frequency decreased in 2017. Monterey(California to Grand)2 3 NR 2 Continue to monitor in 2017. Collision frequency decreased in 2017. California(Foothill to Hathway)3 3 NR 2 Continue to monitor in 2017. Collision frequency decreased in 2017. Foothill(Santa Rosa to California)4344Coordinate with The SLO Student Living facility to move their sign to the other side of the driveway to improve sight distance of westbound traffic. Continue to monitor in 2017.Collision frequency increased in 2017; segment is ranked 4th in 2017 report. 2016 TSR recommendation remains relevant.LOVR(Froom to Calle Joaquin)5108 5Several factors should begin to alleviate some of this congestion. The interchange widening has already decreased congestion along this corridor. Recent striping changes should slow traffic and provide more clear lane assignments. The Prado interchange in the City Master Plan will also alleviate congestion in the long term. Continue to monitor in 2017.Collision frequency decreased on 2017.NA = Location under State jurisdiction. Not assigned a ranking in 2017 TSR, but included for reference purposes.NR = Not Ranked*For Pedestrian and Bicycle Intersections, five-year collision total listed.No Locations Ranked Under this Category in 2016.Arterial SegmentsCollector Segments