HomeMy WebLinkAboutItem 6c. 2018 & 2019 Traffic Safety Report Item 6c
Department: Public Works
Cost Center: 5010
For Agenda of: 3/15/2022
Placement: Business
Estimated Time: 60 Minutes
FROM: Matt Horn, Public Works Director
Prepared By: Bryan Wheeler, Transportation Planner / Engineer
SUBJECT: 2018 & 2019 TRAFFIC SAFETY REPORT
RECOMMENDATION
1. Receive the combined 2018 and 2019 Traffic Safety Reports (Attachment A) and
recommended traffic safety measures; and
2. Modify the Traffic Safety Report/Vision Zero reporting process to improve focus and
efficiency of the program to support the Vision Zero goal of eliminating severe injury
and fatal collisions.
REPORT-IN-BRIEF
The following report summarizes the Traffic Safety Program and the latest edition of the
Annual Traffic Safety Report (TSR) for two years, 2018 and 2019, which includes
recommended safety projects to address high priority collision locations. The TSR reflects
analysis from the previous calendar year’s collision data, as it often takes several months
for collision reports to be finalized and several additional months to conduct the data-
driven analysis that guides the conclusions and recommendations presented in the TSR.
For this iteration, the TSR is based on combined data from 2018 and 2019, as preparation
of this annual report was delayed due to limited staffing resources that were fully deployed
during the 2020 and 2021 years for COVID-19 response. In addition to identifying
proposed safety improvements based on analysis of recent collision data, the TSR also
provides a status update to currently funded or completed safety projects identified in
prior Safety Reports or completed as part of other transportation projects. While not every
recommended measure can be feasibly funded given resource limitations (both financial
and staffing) of the City, this report identifies which projects can be funded with currently
allocated funding, and which projects will require additional funding consideration as part
of the next financial plan.
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DISCUSSION
Background
The Annual Traffic Safety Program (“Program”) began in 2002 as an effort to identify high
collision locations within the City and actively pursue mitigation measures at those
locations. Now in its 19th year, the Program has demonstrated continued effectiveness
and lasting outcomes. This Program has had long-term success in reducing total
collisions, with a 63% reduction in citywide collisions since the program began.
Recent Collision Trends
The 2018 & 2019 TSR identified the following recent collision trends, which are also
illustrated in the charts on the following pages:
Total Collisions
o 2018 – Reduction of 14% from 2017 (lowest collision total since 1999)
o 2019 – Reduction of 6% from 2017
Injury Collisions
o 2018 – Reduction of 18% from 2017
o 2019 – Reduction of 14% from 2017
Bicycle Collisions
o 2018 – Increase of 18% from 2017
o 2019 – Reduction of 10% from 2017
Pedestrian Collisions
o 2018 – Reduction of 32% from 2017
o 2019 – Reduction of 10% from 2017
In both 2018 and 2019 the total number of reported collisions decreased by 14% and 6%
respectively from the 2017 reporting year. Those are both the lowest number of collisions
reported since the Program began, with 2018 being the historic lowest number of reported
collisions on record since the Program began. Total injury collisions decreased 18% and
14% in 2018 and 2019, with total injury collisions down by more than 45% from the peak
in 2004.
Collisions involving bicyclists were up 18% in 2018 but decreased by 10% in 2019
compared to 2017 levels, continuing to follow a general downward trend from peak levels
in 2009. Pedestrian collisions dropped in both 2018 and 2019 compared to 2017 levels;
however, overall trends in pedestrian collisions over the past decade show a generally
flat trend line.
There was one traffic-related fatality on City streets in 2018, which involved a single-
vehicle collision with a fixed object adjacent to the roadway on South Higuera near
Chumash Drive, allegedly related to a driver medical emergency.
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There were three (3) traffic-related fatalities in 2019, with all three involving pedestrians
being hit by vehicles. Two of the collisions occurred when pedestrians crossed roadways
in an unsafe manner mid-block outside of legal crosswalks, despite the availability of
signalized crossings within one block—these incidents occurred on Higuera Street north
of South Street and on Madonna Road between the Madonna Inn and El Mercado. The
third collision occurred at the intersection of Calle Joaquin and Los Osos Valley Road,
with the pedestrian crossing illegally against the “DO NOT WALK” signal phase. Following
investigations, the drivers of the vehicles in these three collisions were found not to be at
fault. Each of these collisions are tragic in nature and no deaths on City streets should be
acceptable. Following detailed analysis and design review of each of these incidents, no
specific engineering solutions appeared to be warranted at these individual locations;
however, the general context of these incidents illustrates the need for a more wholistic,
systemic review of how vehicle speeds and pedestrian needs are managed along the
City’s higher-speed arterial corridors, where most pedestrian fatalities have historically
occurred in our community.
Overall Vehicle Collision Trend
910 1023 1140 1256
1097 1207 1089
873 866 793 683 598 619 594 570 548 531 482 501 431 470
0
200
400
600
800
1000
1200
1400
Total CollisionsYear
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Injury Collision Trend
Pedestrian Collision Trend
240 267 268 309 308 315 285 250 257 240 236 233 220 191 207 201 220 197 202 166 173
0
50
100
150
200
250
300
350
Injury CollisionsYear
24
37
19
41
24
41
26 27
18
25 24 22 24 26
39
24 23
27
31
21
28
0
5
10
15
20
25
30
35
40
45
Pedestrian CollisionsYear
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Bicycle Collision Trend
Fatal Collision Trend
52 46 45
53 55 50 55 61 59 59
73 69 67 69 63
50 56 50
39
46
36
0
10
20
30
40
50
60
70
80
Bicycle CollisionsYear
2 2 1 1 0 4 3 2 0 0 0 3 1 2 0 1 1 1 1 1 3
0
1
2
3
4
5
Year
Fatal Collisions
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2018 & 2019 Traffic Safety Report - Key Findings and Recommendations
In addition to tracking citywide collision trends, the Annual TSR includes focused, data-
driven analysis of collisions at all intersections and street segments citywide to recognize
common patterns, trends and collision factors. This information enables staff to prioritize
work efforts and inform policy makers and the co mmunity. Based on these patterns,
recommendations are made for the highest collision locations of each intersection and
street segment by classification. In addition, collision data is used to better understand
the types of environments and behaviors that tend to contribute to injury and fatal
collisions. This process can guide proactive systematic safety improvements citywide to
reduce the potential for serious collisions to happen in the future. Collision trends at
individual locations will naturally fluctuate from year to year, often known as regression to
the mean, and ongoing monitoring may be recommended for locations with no
discernable collision factors.
The current process typically takes six months after the end of the calendar year for all
collision reports to be reported, received, and analyzed. Often late collision reports are
filed by private parties and extended investigation periods are needed before collision
reports are finalized. Thus, the annual TSR is generally released a year following the
calendar year of the collision data being evaluated. For this iteration of the TSR, limited
staffing resources and impacts associated with the COVID-19 pandemic have further
delayed release of the TSR; thus, this report includes ana lysis for calendar years 2018
and 2019. The 2020 TSR is already under development and plans to be completed in
2022, returning to the traditional schedule for release of each annual report.
The TSR identifies patterns for the highest -rate collision occurring on similar street
classifications and then are separated for the following transportation modes:
Automobiles, Bicycles, and Pedestrians. These locations are narrowed down, and the top
five locations are analyzed to identify possible mitigation strategi es to address safety
issues. For example, all arterial segments are compared to each other to establish the
highest rate locations and thereby establish the priority order for mitigation or safety
improvements. To determine if corrective measures could reduce the likelihood of a
collision type identified in the pattern, a comprehensive review of each location is
conducted. This review includes a survey of the field conditions and travel behavior.
Table Index:
Table 1a: Safety Improvement Project Recommendations – New from 2018-19 TSR
Table 1b: New Safety Improvement Projects in CIP Program
Table 1c: Unfunded Safety Improvement Projects
Table 2: Safety Improvement Projects – Funded and Underway or Recently
Completed
The tables below summarize the high-ranking locations identified in the 2018-19 TSR
where new recommended safety improvement projects were identified to address safety
concerns. The Traffic Safety Program typically receives recurring annual funding to
implement lower-cost improvements, while more significant (and costly) projects are
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prioritized and funded as stand-alone capital improvement projects. Alternatively, these
improvements may be combined with other large projects, such as with annual paving
project or utility upgrades. Table 1a identifies the new safety projects can be reasonably
funded with current traffic safety program funds ($318,500 currently available).
Table 1a: Safety Improvement Project Recommendations – New from 2018-19 TSR
New Projects to be Funded from Traffic Safety Program
1 Monterey and
Grand
Convert EB left turn to protected signal phasing. $10,000
2 California and
Monterey
Implement measures to reduce bike conflicts with right-
turning vehicles, such as addition of bike signal phases or
installation of illuminated “yield to bike” signs. (Currently in
design) In the long-term, (a) implement planned bikeway
improvements along Pepper Street per Active
Transportation Plan to provide alternate route for SB cyclists
connecting from Railroad Safety Trail and (b) explore
potential to widen intersection for NB & SB dedicated right
turn lanes and channelized bike lanes.
$60,000
3 California and
Palm
Extend green bike lanes through intersection and install
“right turn yield to bikes” warning signage. In the long-term,
implement planned bikeway improvements along Pepper
Street per Active Transportation Plan to provide alternate
route for SB cyclists connecting from Railroad Safety Trail.
$15,000
4 Marsh and
Nipomo
Consider measures to reduce vehicle speeds along Marsh
Street, such as implementation of a three-to-two lane road
diet (planned with 2022 Paving Project), extension of the
existing 25 MPH business district speed zone west of Broad
Street, and installation of speed feedback signage on Marsh
to help slow EB vehicles approaching intersection.
$15,000
5 Johnson and
Laurel
Install protected left signal phasing for NB Johnson left turn
traffic.
$10,000
6 Higuera and
LOVR
Implement flashing yellow arrow or protected-only left turn
signal phasing for northbound left turn lane.
$15,000
7 California and
Hathway
Relocate fire hydrant to alternate location and/or install high-
visibility flex posts around hydrant to increase visibility.
$5,000
8 LOVR and
Descanso
Install near-side signal head and/or high-visibility signal
backplates to increase visibility of signal indicators. Pursue
other measures to reduce speeds on LOVR, such as
visually narrowing roadway with installation of protected bike
lanes on LOVR, as planned by Froom Ranch development
project.
$15,000
9 Santa Rosa and
Palm
Install hi-visibility signal backplates $1,500
10 Higuera (Santa
Rosa to Nipomo)
Implement permanent road diet, reducing to two auto lanes.
Consider measures to reduce auto speeds, such a re-timing
traffic signal progression and extension of existing 25 MPH
business district speed zone west of Broad Street.
$10,000
11 LOVR (Froom
Ranch to Calle
Joaquin)
Pursue measures to reduce speeds on LOVR, such as
visually narrowing roadway with installation of protected bike
lanes on LOVR, as planned by Froom Ranch development
project, speed limit reductions and/or additional speed
feedback signs
$15,000
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New Projects to be Funded from Traffic Safety Program
12 Madonna (US 101
to Dalidio)
Install Speed Feedback signage for EB and WB traffic. $15,000
13 California and
Foothill
Consider measures to reduce vehicles speeds on Foothill
Boulevard, such as installation of speed feedback signage,
to help slow WB and EB vehicles approaching intersection.
Consider striping changes as part of future paving project to
narrow vehicle lanes and install protected bike lanes, as
proposed in Active Transportation Plan. Complete railroad
crossing safety enhancements (currently in design).
$10,000
14 Johnson and
Lizzie
Evaluate feasibility of bikeway enhancements at this
location as part of planned 2023 paving work on Johnson
Avenue, including assessing feasibility of road diet (reducing
from 2 to 1 auto lane in NB and/or SB directions) to provide
width for buffered/protected bike lanes, green bike lane
markings and installation of “left/right turn yield to bikes”
signage.
$2,500
15 Systematic Safety
- Pedestrian
Crossings
Proactively install systematic pedestrian crossing
improvements, such as Rapid Rectangular Flashing
Beacons (RRFBs), median refuges and Pedestrian Hybrid
Beacons at uncontrolled pedestrian crossings citywide,
where warranted. Install ADA-compliant pedestrian signals
with countdowns and lead pedestrian intervals at signalized
intersections.
$70,000
16 Systematic Safety
- Bicycle Facilities
Proactively install systematic bicycle safety improvements
along bicycle facilities located on high-speed arterial streets,
including measures such as warning signage, striping
modifications, green bike lanes, bicycle signals and bike
boxes, and quick-build protected bikeway separation where
feasible and consistent with Active Transportation Plan.
$50,000
Total $318,500
Table 1b describes three safety projects, identified in the report, which are to be fully
completed with existing CIP projects and are currently funded and slated for
construction. No additional funding from the Safety Program is required to complete
these three projects.
Table 1b: New Safety Improvement Projects in CIP Program
No. Location Recommended Action Construction date
1 Santa Rosa
and
Monterey
Install Flashing Left Yellow Arrow signal phasing for EB &
WB Traffic. Upgrade crosswalks to hi-vis style markings.
Increase pedestrian lead interval. Consider a pedestrian
scramble crossing at his location.
2022
2 Marsh and
Osos
Implement road diet on Marsh Street, reducing to two
vehicle lanes. Upgrade crosswalks to hi-vis style markings.
Increase pedestrian lead intervals.
2022 Paving
Project
3 California
& Taft
Reconstruct intersection as roundabout. (Planned for 2023
construction)
2023
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Table 1c describes projects for two high collision rate locations where recommended
mitigation measures required high-cost improvement projects, greater than the current
traffic safety program funding allocations. Additionally, these projects are not part of
other planned capital improvement projects. Future Capital Improvement Projects may
be considered to address these safety projects.
Table 1c: Unfunded Safety Improvement Projects
New Projects Unfunded with Current Program Funding
1 Broad and
Higuera
Implement permanent road diet on Higuera Street, reducing
to two vehicle lanes and upgrade crosswalks to hi-vis style
markings. (This scheduled as part of the 2022 Paving
Project). Investigate installation of overhead signal mast
arms for NB & SB Broad approaches with overhead
streetlight luminaires. Install additional “yield to pedestrian”
signage for northbound and southbound approaches and
increase pedestrian lead intervals.
$300,000
2 Marsh and Chorro Implement road diet on Marsh Street, reducing to two
vehicle lanes. (This is scheduled for the 2022 Paving
Project.) Adjust pedestrian lead intervals. Consider installing
“hardened centerlines” on Chorro Street approaches.
Evaluate installation of mast-arm signal poles with overhead
luminaires for north and south approaches.
$300,000
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Additionally, safety projects were recently completed, in construction, or planned to be
completed for several high-ranking locations identified in previous reports. Table 2, below,
lists several of these priority projects, although this list is not exhaustive. The table also
includes projects to be completed in 2022. See the detailed TSR (Attachment A) for a
more comprehensive list.
Table 2: Safety Improvement Projects – Funded and Underway or
Recently Completed
Location Project Description
Traffic Signal Improvements
1 Downtown Core Signal Timing*
Completed implementation of Lead
Pedestrian Intervals at several
downtown intersections (Pedestrian
signal crossing head-start).
Implementation to remaining signals
citywide underway.
2 Foothill & Broad*
Install Flashing Yellow Left-Turn
Arrows. Additional crosswalk and
signal improvements are required as
part of private development at 790
Foothill Blvd., to be completed by
spring 2022.
3 Chorro & Higuera* Completed relocation of pedestrian
signal heads at west crosswalk to
adjacent signal poles to improve
visibility of pedestrian indications for
motorists and pedestrians.
4 Industrial & Broad* Upgrade and add signal indicators for
more visibility. Investigate the
installation of officer assist red light
enforcers (secondary signal indicators
used by PD for red-light running
enforcement). Installation in progress
by City signal technicians, to be
complete winter 2022.
5 Santa Rosa & Mill* Upgrade and add signal indicators for
more visibility. Investigate the
installation of officer assist red light
enforcers (secondary signal indicators
used by PD for red-light running
enforcement). Signal indicator
upgrades complete.
6 Broad & Marsh* Install mast arm signal poles at Broad
Street approaches to increase visibility
of signal heads. Partially complete--
NB approach completed in 2021. Pole
at SB approach requires
reconstruction of corner, planned as
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Location Project Description
part of proposed 2023-24 Downtown
Beautification CIP Project.
7 LOVR & Calle Joaquin* Converted NB and SB approaches to
protected left turns only.
Pedestrian & Bicycle Improvements
8 Montalban Crosswalk at Santa Rosa* Paint crosswalk on Montalban at
Santa Rosa. Completed in 2019.
9 Tank Farm Crosswalk at Poinsettia Installed in-roadway pedestrian
crossing signs and Rapid Rectangular
Flashing Beacon (RRFB) system.
10 Broad Street at Woodbridge Pedestrian Hybrid Beacon installation
complete in in 2021.
11 Foothill at Ferrini Pedestrian Hybrid Beacon installation
complete in late 2019.
12 Osos & Pismo* Implemented lead pedestrian intervals
and “yield to pedestrian” warning
signage.
13 Grand & Loomis* Install “yield to bike” sign for NB left
turn approach.
14 Various Locations In-roadway pedestrian yield signs
installed at 15 uncontrolled pedestrian
crossings citywide.
RRFB beacon systems planned or in
progress at numerous uncontrolled
pedestrian crossings in 2022,
including at Johnson/Sydney,
South/King, Marsh/Toro,
Johnson/Higuera.
Roadway Improvements
15 California & Taft Roundabout* 90% design complete. Final design
and right-of-way negotiation
underway, with construction planned
for 2023.
16 Orcutt & Tank Farm Roundabout Construction in progress, with
completion expected in spring of 2022.
17 Higuera at Bridge* Final design and right-of-way
coordination with Caltrans underway,
with plans to proceed to construction
by end of 2022.
Signing & Striping Improvements
18 Mill at Osos* Refreshed SB stop bar and pavement
legend to improve driver compliance at
stop sign.
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Location Project Description
19 Higuera & Vachell* Installed “Keep Clear” striping and
signage. Intersection reconstruction to
restrict left-turns planned in 2023 as
part of Avila Ranch development.
20 Johnson & Buchon* Installed high-visibility median
markings and signage to improve
visibility for drivers.
21 Johnson & Toro Installed all-way stop signs
22 Broad & Pismo* Restriped WB Pismo approach to
better channelize bicycles and right-
turn movements.
23 Several locations Reduced speed limits where feasible
pursuant to policies in California
Vehicle Code Recent on several
streets, including upper Monterey
Street, Tank Farm east of Broad
Street, South Street, and Santa
Barbara Street.
*Project recommended in previous Traffic Safety Report
Local and Nationwide Traffic Safety Trends – 2019 to Current
While the focus of the current report is to present the findings of the TSR for calendar
years 2018 and 2019, it is important to acknowledge the traffic safety trends occurring
locally and nationally in recent years. Over the 10-year period from 2010 to 2019, there
was an average of 1.4 fatal collisions per year in San Luis Obispo. In the past three years
(2019, 2020, 2021), there have been eight (8) total fatal collisions, an average of 2.7 per
year. Of these eight (8) fatal collisions, five (5) involved pedestrians and two (2) involved
bicyclists hit by vehicles.
This is an alarming trend and not isolated to our city; per the U.S. Department of
Transportation, recently U.S. traffic deaths have surged, including an increase of 12% in
the first nine months of 2021 compared to previous years. Total traffic fatalities from 2021
represent the highest number of fatalities since 2006 and the highest percentage increase
over 15 years in the history of the U.S. Fatality Analysis Reporting System. Pedestrians
are disproportionately reflected in these national trends, with the number of people killed
while walking increasing by 45% over the last decade (2010 -2019) and the four most
recent reporting years representing the deadliest years for pedestrians since 1990.
A combination of factors appear to be contributing to these trends, includ ing increasing
size/weight of passenger vehicles sold, increases in distracted driving, apparent
behavioral changes related to the COVID-19 pandemic, and changing priorities about law
enforcement priorities and changing viewpoints towards police contact ab out routine
traffic violations.
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More specifically, according to the National Highway Traffic Safety Administration, while
vehicle miles traveled and traffic congestion were down in 2020 and into 2021, the drivers
who remained on the roads tended to engage in riskier behavior. In general, motorists
tended to drive at a higher rate of speed, demonstrated higher disregard for the safety of
others, and appeared less concerned about the risk of getting ticketed by law
enforcement, as many law enforcement agencies were impacted by staffing challenges
and/or were less likely to engage in direct contact with the public due to health/safety
concerns.
There needs to be a strategy to reverse these trends or otherwise they will normalize in
coming years and potentially reverse years of progress. This data further highlights the
need for this City and other communities throughout the U.S. to increase focus on
systematic safety improvements proven to reduce and eliminate fatal collisions from
occurring. Investments in street designs, policies that reduce high-end auto speeds,
enforcement, increases in physical protection and availability of safe crossings for
bicyclists and pedestrians have been shown to result in positive improvements for all road
users.
Focusing on Vision Zero – Proposed Refinements to TSR Procedures
While the City’s Traffic Safety Program and corresponding Annual TSR have proven
effective at reducing overall collision citywide since the inception of the Program, the TSR
analysis and reporting process could use refinements to better align with the City’s Vision
Zero goals and the nationwide best practices in reducing and eliminating severe injuries
and deaths on our streets. While the content in the City’s Annual TSR has expanded
over the years to include more focus on collisions involving vulnerable users (pedestrians
and cyclists), and some limited systematic/preventative safety analysis has been
incorporated in the past few years, TSR analysis approach and mitigation
recommendations treat all collisions with a similar level of attention and importance, and
predominantly results in reactive solutions, rather than proactive preventative measures.
In addition, the current process of preparing a comprehensive Annual TSR primarily using
data from a single calendar year may produce data blind spots, as year-to-year traffic
patterns and collisions can fluctuate with some randomness. Studies have shown that all
locations have a baseline risk of traffic collisions based on physical factors present at the
location, and the inherent behavior of drivers on roadways. The current report is unable
to determine if a location’s collision pattern is higher or lower than this mean collision
pattern. Under the current TSR procedures, a certain intersection may rank highly and
receive focused analysis due to a random spike in minor collisions, while another
intersection may never reach a high rank if overall collision totals remain low, despite an
ongoing pattern of severe injury collisions over several years.
Further, the current process of producing a comprehensive annual report requires
significant staff time (several months of analysis/preparation each year), which leaves
less time and resources to focus on implementing the safety improvements
recommended in each report.
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For these reasons, staff is recommending several procedural changes to the Traffic
Safety Report analysis and reporting process to improve focus and efficiency of the
program to support the Vision Zero goal of eliminating severe injury a nd fatal collisions.
The proposed changes are summarized in Table 5 below, and would be implemented
with the next Traffic Safety Report iteration, pending Council concurrence.
Table 5: Proposed Modifications to Traffic Safety Report Analysis and Reporting
Procedures
Topic Current Traffic Safety
Report Process
Proposed Changes to Traffic
Safety Report
1 Reporting Cycle Comprehensive
Annual Report
Comprehensive report
every 5 years
Condensed fact sheets
published annually
showing overall trends
and status of safety
project implementation
2 Data Used 1 year data used
in most analysis
3 years data used
for ped/bikes only
All analysis uses latest
5-year collision data
3 Method for
Ranking High-
Collision
Locations
Intersections and
segments ranked
based on total
collision rate (# of
collisions per
vehicle volume
served)
Intersections and
segments ranked based
on weighted ranking
factor, applying more
weight to locations with
injuries, severe injuries,
and fatalities
4 Approach to
Roadway
Segments
Exclude collisions
occurring at
intersections when
studying road
segments,
generally
highlights access
management
issues at
driveways and
minor intersections
Include collisions at
intersections and mid-
block on roadway
segments to better
identify corridor-wide
factors, such as high
speeds
5 Systematic
Safety Analysis
Mostly reactive
analysis of
previous collision
trends
Greater focus on
systematic safety
analysis, identifying
common factors and
street design
characteristics related to
injury/fatal collisions
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Item 6c
Topic Current Traffic Safety
Report Process
Proposed Changes to Traffic
Safety Report
Limited systematic
safety analysis of
common factors
contributing to bike
and ped collisions
Continue to identify
appropriate corrective
measures, but greater
emphasis on
proactive/preventative
strategies, such as
corridor-wide street
design measures to
reduce high-end vehicle
speeds and conflicts w/
vulnerable users
The proposed changes to the TSR would not limit the ability for the city to immediately
address any emergent and obvious safety concerns and issues should they arise and the
TSR will not be the sole basis for taking action.
Policy Context
The Traffic Safety Program and Report are consistent with the General Plan, Specific
Plans, Bicycle Transportation Plan, City’s endorsement of the NACTO bicycle design
guidance, and the City’s 2016 adopted Vision Zero Policy (Attachment B) to eliminate
traffic-related fatalities and serious injuries by 2030.
Public Engagement
Many minor, operational, and non-controversial projects identified in the Traffic Safety
Report would not otherwise be presented to Council if not part of the Traffic Safety Report.
The Council has delegated authority to carry out these types of projects to the Public
Works Director or their designee through the City’s Municipal Code. For these types of
projects public engagement will be limited to this Council meeting.
Larger, more complex, and potentially higher visibility projects that may cause changes
to traffic patterns or turn movements for example will include public engagement per the
City’s Public Engagement Manual as they move forward. There is flexibility within the
broad description of the recommended mitigations specifically to allow for refinement from
public engagement and feedback.
CONCURRENCE
The Police Department has reviewed the 2018-19 TSR and concurs with its findings.
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Item 6c
ENVIRONMENTAL REVIEW
The California Environmental Quality Act does not apply to the recommended action in
this report, because the action does not constitute a “Project” under CEQA Guidelines
Sec. 15378. Even if the TSR is a project, it would be categorically exempt from
environmental review per CEQA Guidelines 15306 (Information Collection). Individual
projects may require varying degrees of environmental review that will be determined as
they move forward.
FISCAL IMPACT
Budgeted: Yes Budget Year: FY 2021-22
Funding Identified: Yes
Fiscal Analysis:
Funding Sources Annualized
On-going Cost Available Balance
Capital Outlay $153,438.00
91607 2015 Traffic Safety $153,438.00
Citywide TIF $100,000.00
1000073 Transportation Safety & Ops $100,000.00
LRM $218,508.00
1000073 Transportation Safety & Ops $39,851.00
91295 Traffic Safety Implementation $17,657.00
91607 2015 Traffic Safety $30,000.00
91295 Traffic Safety $131,000.00
SLR TIF $10,000.00
1000073 Transportation Safety & Ops $10,000.00
Total Available $481,,946.00
Reserved for Other Capital Projects ($163,438.00)
Total Available for Identified Projects $318,508
The available funds shown includes carryover funds from previous fiscal years, as
several of the identified safety projects were also identified in previous reports and are
still in planning/design. Implementation of each individual project identified in this report
will follow the City’s standard approval and purchasing policies.
Staff is recommending that new projects listed in Table 3 above be funded through the
City’s currently appropriated Traffic Safety Program allocation, which has a current
balance of $318,500. Implementation of all the projects identified in Table 3 would utilize
the full balance of existing Traffic Safety Program funds; however, and additional
appropriation of $50,000 is programmed for FY 2022-23 and would be available to
address any new projects identified in the next annual update to the TSR or for potential
emergency safety projects needs that may arise over the next year.
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Item 6c
In addition, as identified above, there are two other high-cost safety projects estimated at
$600,000 which cannot be funded through the current allocation of traffic safety report
funding. These projects include significant traffic signal reconstruction at the downtown
intersections of Broad/Higuera and Marsh/Chorro. These projects would be funded as
potential future capital improvement project requests as part of future Financial Plans.
ALTERNATIVES
The Council may choose to direct staff to continue the current Traffic Safety Report
analysis and annual reporting process in lieu of modifying the process as
suggested in the discussion above. This is not recommended, as staff believes that
modifications are warranted to bring the City’s Traffic Safety Program in line with current
Vision Zero best practices and to allow more staffing resources to be focused on
implementation of actual safety improvements.
ATTACHMENTS
A - 2018-2019 Traffic Safety Report
B - Resolution No. 10746 (2016 Series)
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Public Works and Police Department
March 2022
City of San Luis Obispo
2018 & 2019 TRAFFIC
SAFETY REPORT
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Table of Contents
EXECUTIVE SUMMARY ................................................................................................................. 1
INTRODUCTION ............................................................................................................................. 4
BACKGROUND ................................................................................................................................ 4
VISION ZERO ................................................................................................................................. 5
MEASURING PROGRESS ................................................................................................................. 6
HOW TO NAVIGATE THIS REPORT .................................................................................................... 7
CITYWIDE COLLISION TRENDS................................................................................................... 8
INJURY COLLISION TREND .............................................................................................................. 8
OVERALL COLLISION TREND ......................................................................................................... 10
PEDESTRIAN COLLISION TREND .................................................................................................... 11
BICYCLE COLLISION TREND .......................................................................................................... 11
HUMAN AND ECONOMIC IMPACT .................................................................................................... 13
TRAFFIC ENFORCEMENT MEASURES ..................................................................................... 14
CITATION TRENDS ........................................................................................................................ 14
DUI ARRESTS .............................................................................................................................. 15
CITATIONS BY VEHICLE CODE SECTION ......................................................................................... 16
TRAFFIC SAFETY EDUCATION CAMPAIGNS AND COMMUNITY PARTNERSHIPS ............. 18
COMPLETED/PLANNED SAFETY PROJECTS & PROGRAMS ................................................ 19
2018 & 2019 HIGH COLLISION RATE LOCATIONS & RECOMMENDATIONS ........................ 22
WHERE COLLISIONS ARE OCCURRING ........................................................................................... 22
HIGH COLLISION RATE LOCATIONS – PEDESTRIANS ....................................................................... 35
PEDESTRIAN RECOMMENDATIONS ................................................................................................ 36
HIGH COLLISION RATE LOCATIONS – BICYCLES ............................................................................. 38
BICYCLE RECOMMENDATIONS ....................................................................................................... 39
HIGH COLLISION RATE LOCATIONS – ARTERIAL/ARTERIAL INTERSECTIONS ..................................... 40
ARTERIAL/ARTERIAL INTERSECTIONS RECOMMENDATIONS ............................................................. 41
HIGH COLLISION RATE LOCATIONS – ARTERIAL/COLLECTOR INTERSECTIONS ................................. 43
ARTERIAL/COLLECTOR INTERSECTIONS RECOMMENDATIONS ......................................................... 44
HIGH COLLISION RATE LOCATIONS – ARTERIAL/LOCAL INTERSECTIONS .......................................... 45
ARTERIAL/LOCAL INTERSECTIONS RECOMMENDATIONS ................................................................. 46
HIGH COLLISION RATE LOCATIONS – COLLECTOR/COLLECTOR INTERSECTIONS .............................. 48
HIGH COLLISION RATE LOCATIONS – COLLECTOR/LOCAL INTERSECTIONS ...................................... 48
LOCAL/LOCAL INTERSECTIONS ...................................................................................................... 48
HIGH COLLISION RATE LOCATIONS – ARTERIAL SEGMENTS............................................................ 49
ARTERIAL SEGMENTS RECOMMENDATIONS ................................................................................... 50
HIGH COLLISION RATE LOCATIONS – COLLECTOR SEGMENTS ........................................................ 51
HIGH COLLISION RATE LOCATIONS – LOCAL SEGMENTS ................................................................ 51
Cover Photo: Joe Johnston, SLO Tribune, 2018
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APPENDIX A – COLLISION ANALYSIS METHODOLOGY
List of Figures
Figure 1: 2018 Citywide Collisions ...................................................................... 23
Figure 2: 2019 Citywide Collisions ...................................................................... 24
Figure 3: 2018 Citywide Pedestrian and Bike Collisions ..................................... 25
Figure 4: 2019 Citywide Pedestrian and Bike Collisions ..................................... 26
Figure 5: Citywide Uncontrolled Marked Pedestrian Crossings .......................... 32
Figure 6: 2018-19 High Collision Intersection Locations ..................................... 52
Figure 7: 2018-19 High Collision Rate Roadway Segments ............................... 53
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Executive Summary
The Public Works & Police Departments are pleased to present the 18th cycle of the
City’s Annual Traffic Safety Report. 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 intended to reduce collision rates and improve
safety within the City. This program has resulted in a 60% reduction in citywide
collisions since inception, despite increasing traffic volumes.
Due to limited staffing resources and impacts related to the COVID-19 pandemic, this
iteration of the annual Traffic Safety Report provides a combined summary of collision
data from years 2018 and 2019. In both 2018 and 2019, the total number of collisions
decreased to the lowest recorded number since the report began. W hile reducing the
overall collision rate continues to be a priority, the safety program is increasing 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 compared to the 2017 baseline, injury collisions decreased by 17% in 2018 and
15% in 2019. Injury collisions overall have decreased by 28% from 2002 when the
safety program began. There was one traffic-related fatality on City right-of-way in
2018 and three fatalities in 2019. A medical emergency is suspected as the cause of
the fatal traffic collision in 2018, while three pedestrians were hit and killed by vehicles
in 2019.
The Traffic Safety Program aligns with the City’s Vision Zero Policy and includes
thorough evaluations of safety for vulnerable road users, such as cyclists and
pedestrians, who are disproportionately represented in severe injury and fatal collision
trends. In 2018, bicycle collisions increased 18% from the previous year; however,
2019 represented the lowest total annual bicycle collisions recorded in the history of
the Traffic Safety Program, with an 8% decrease from 2017 and a 22% decrease from
2018. Overall, bicycle collisions have declined by 51% from peak levels in 2009,
despite an increase in bicycle mode share. Annual pedestrian collisions have
averaged 28 collisions per year since the report began in 2002. Although 2019 saw
an 30% increase over 2018, it was a 3 collision decrease over 2017, and followed the
average pedestrian collision trend over the past several years.
The following report displays trends in collision history, traffic citations, and traffic
safety measures and identifies high-collision rate locations in 2018 and 2019. As in
previous Traffic Safety Reports, staff reviewed all high-collision rate intersections and
street segments and has recommended 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
corrective and preventative measures, and consistent and focused education and
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enforcement will continue to reduce traffic collisions, eliminating injury and fatal
collisions and improve the safety of our streets for all users.
The 2018-19 Traffic Safety Report identifies 18 new recommended project locations,
with several projects identified for each location. Additionally, the report identifies
further systemic safety projects throughout the City. The new project
recommendations are listed in the following table, in order of appearance in the report:
Summary Recommendation for New Projects
No. Location Recommended Action
1 Santa Rosa and Monterey Install Flashing Left Yellow Arrow signal phasing
for EB & WB Traffic. Upgrade crosswalks to hi-
vis style markings. Increase pedestrian lead
interval. Consider a pedestrian scramble
crossing at his location. (Planned for 2022
construction)
2 Marsh and Osos Implement road diet on Marsh Street, reducing
to two vehicle lanes. Upgrade crosswalks to hi-
vis style markings. Increase pedestrian lead
intervals. (Planned for implementation with 2022
Paving Project).
3 Broad and Higuera Implement permanent road diet on Higuera
Street, reducing to two vehicle lanes and
upgrade crosswalks to hi-vis style markings..
(This scheduled as part of the 2022 Paving
Project). Investigate installation of overhead
signal mast arms for NB & SB Broad
approaches with overhead streetlight luminaires.
Install additional “yield to pedestrian” signage for
northbound and southbound approaches and
increase pedestrian lead intervals.
4 Marsh and Chorro Implement road diet on Marsh Street, reducing
to two vehicle lanes. (This is scheduled for the
2022 Paving Project.) Adjust pedestrian lead
intervals. Consider installing “hardened
centerlines” on Chorro Street approaches.
Evaluate installation of mast-arm signal poles
with overhead luminaires for north and south
approaches.
5 Monterey and Grand Convert EB left turn to protected signal phasing.
6 California and Monterey Implement measures to reduce bike conflicts
with right-turning vehicles, such as addition of
bike signal phases or installation of illuminated
“yield to bike” signs. (Currently in design) In the
long-term, (a) implement planned bikeway
improvements along Pepper Street per Active
Transportation Plan to provide alternate route
for SB cyclists connecting from Railroad Safety
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Trail and (b) explore potential to widen
intersection for NB & SB dedicated right turn
lanes and channelized bike lanes.
7 California and Palm Extend green bike lanes through intersection
and install “right turn yield to bikes” warning
signage. In the long-term, implement planned
bikeway improvements along Pepper Street per
Active Transportation Plan to provide alternate
route for SB cyclists connecting from Railroad
Safety Trail.
8 Marsh and Nipomo Consider measures to reduce vehicle speeds
along Marsh Street, such as implementation of a
three-to-two lane road diet (planned with 2022
Paving Project), extension of the existing 25
MPH business district speed zone west of Broad
Street, and installation of speed feedback
signage on Marsh to help slow EB vehicles
approaching intersection.
9 Johnson and Laurel Install protected left signal phasing for NB
Johnson left turn traffic.
10 Higuera and LOVR Implement flashing yellow arrow or protected-
only left turn signal phasing for northbound left
turn lane.
11 California and Hathway Relocate fire hydrant to alternate location and/or
install high-visibility flex posts around hydrant to
increase visibility.
12 LOVR and Descanso Install near-side signal head and/or high-
visibility signal backplates to increase visibility of
signal indicators. Pursue other measures to
reduce speeds on LOVR, such as visually
narrowing roadway with installation of protected
bike lanes on LOVR, as planned by Froom
Ranch development project.
13 Santa Rosa and Palm Install hi-visibility signal backplates
14 Higuera (Santa Rosa to
Nipomo)
Implement permanent road diet, reducing to two
auto lanes. Consider measures to reduce auto
speeds, such a re-timing traffic signal
progression and extension of existing 25 MPH
business district speed zone west of Broad
Street.
15 LOVR (Froom Ranch to
Calle Joaquin)
Pursue measures to reduce speeds on LOVR,
such as visually narrowing roadway with
installation of protected bike lanes on LOVR, as
planned by Froom Ranch development project,
speed limit reductions and/or additional speed
feedback signs
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16 Madonna (US 101 to
Dalidio)
Install Speed Feedback signage for EB and WB
traffic.
17 California and Foothill Consider measures to reduce vehicles speeds
on Foothill Boulevard, such as installation of
speed feedback signage, to help slow WB and
EB vehicles approaching intersection. Consider
striping changes as part of future paving project
to narrow vehicle lanes and install protected
bike lanes, as proposed in Active Transportation
Plan. Complete railroad crossing safety
enhancements (currently in design).
18 Johnson and Lizzie Evaluate feasibility of bikeway enhancements at
this location as part of planned 2023 paving
work on Johnson Avenue, including assessing
feasibility of road diet (reducing from 2 to 1 auto
lane in NB and/or SB directions) to provide
width for buffered/protected bike lanes, green
bike lane markings and installation of “left/right
turn yield to bikes” signage.
19 Systematic Safety -
Pedestrian Crossings
Proactively install systematic pedestrian
crossing improvements, such as Rapid
Rectangular Flashing Beacons (RRFBs),
median refuges and Pedestrian Hybrid Beacons
at uncontrolled pedestrian crossings citywide,
where warranted. Install ADA-compliant
pedestrian signals with countdowns and lead
pedestrian intervals at signalized intersections.
20 Systematic Safety - Bicycle
Facilities
Proactively install systematic bicycle safety
improvements along bicycle facilities located on
high-speed arterial streets, including measures
such as warning signage, striping modifications,
green bike lanes, bicycle signals and bike
boxes, and quick-build protected bikeway
separation where feasible and consistent with
Active Transportation Plan.
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 (a 24-month period for this report) 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
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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 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.
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.
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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 calendar
year will normally be prepared the following year after City collision statistics
become available in April or May of the following year; this report, however, was
delayed due to staffing shortages and COVID-19 impacts throughout 2020. The
data analyzed in this TSR is for the combined 2018 and 2019 calendar years.
Collision data is reviewed for each intersection and roadway segment within the
City and entered into the 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.
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How to Navigate this Report
The remainder of the 2018-19 TSR is organized into the following sections:
Citywide Collision Trends – Page 8-13
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 2019.
Traffic Enforcement Measures – Page 14-17 14
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 18-1914
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.
2018-19 High Collision Rate Locations & Recommendations –
Page 32-5122
What have we learned about traffic safety in 2019? This section describes
the high collision rate intersections and roadway segments for 2018-19 and
presents potential mitigation recommendations for high-priority locations.
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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 2018, injury collisions reduced by 18% from 2017. In 2019, injury collisions
reduced 15% from 2017.
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 traffic-related fatality on City streets in 2018, which involved a
single-vehicle collision with a fixed object adjacent to the roadway on South
Higuera near Chumash Drive, allegedly related to a driver medical emergency.
There were three (3) traffic-related fatalities in 2019, with all three involving
pedestrians being hit by vehicles. Two of the collisions occurred when pedestrians
crossed roadways in an unsafe manner mid-block outside of legal crosswalks,
despite the availability of signalized crossings within one block—these incidents
occurred on Higuera Street north of South Street and on Madonna Road between
the Madonna Inn and El Mercado. The third collision occurred at the intersection
of Calle Joaquin and Los Osos Valley Road, with the pedestrian crossing illegally
against the “DO NOT WALK” signal phase.
Following investigations, the drivers of the vehicles in these three collisions were
found not to be at fault. Each of these collisions are tragic in nature and no deaths
on City streets should be acceptable. Following detailed analysis and design
review of each of these incidents, no specific engineering solutions appeared to
240
267 268
309 308 315
285
250 257
240 236 233
220
191
207 201
220
197 202
166 173
150
170
190
210
230
250
270
290
310
330
Injury CollisionsYear
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be warranted at these individual locations; however, the general context of these
incidents illustrates the need for a more wholistic, systemic review of how vehicle
speeds and pedestrian needs are managed along the City’s higher -speed arterial
corridors, where most pedestrian fatalities have historically occurred in our
community.
2 2
1 1 0
4
3
2
0 0 0
3
1
2
0 1 1 1 1 1
3
0
1
2
3
4
5
Fatal CollisionsYear
Fatal Collisions
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Overall Collision Trend
In 2018 there were 431 total reported collisions in the City—this is a 14% reduction
from 2017, and 470 reported in 2019, a 6% reduction from 2017. 2018 saw the
lowest collisions reported in the history of the City’s traffic 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
431 470
400
500
600
700
800
900
1000
1100
1200
1300
Total CollisionsYear
Total Collisions
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Pedestrian Collision Trend
Pedestrian collisions have numbered between 18 and 31 since the beginning of
the program, with the exception of unexplained spikes in 2000, 2002, 2004 and
2013.
In 2018, the number of pedestrian collisions dropped to 21, and rose again to 28
in 2019. This is within the trend across past safety reporting periods.
Bicycle Collision Trend
Despite rising bicycle volumes, bicycle collisions have generally been on the
decline in recent years. 2018 had a 18% increase in collisions over the 2017 report,
but 2019 had the lowest reported bicycle collisions on record. Bicycle collision
trends have shown a 47% decline from peak levels in 2009.
24
37
19
41
24
41
26 27
18
25 24 22 24 26
39
24 23 27 31
21
28
0
5
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 46
36
0
10
20
30
40
50
60
70
80
Bicycle CollisionsYear
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Pedestrian and Bicycle Serious Injuries and Fatalities
Over the past five years (2015-2019), 2,415 traffic collisions have been reported
in the City—about 480 per year. Roughly 14% 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, 53% 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 2018 and 2019, 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.
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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 2018 and 2019
dollars, the comprehensive costs in 2018 were over $23 million and in 2019 over
$32 million. Comprehensive collision costs for 2018 and 2019 by collision type are
summarized in Table 1 below.
Table 1: 2018-19 City of San Luis Obispo Comprehensive Collision Costs
Collision Severity Number of Collisions Cost per Collision Cost
2018 2019 2018 2019 2018 2019
Fatal 1 3 $4,666,401 $4,751,887 $4,666,401 $14,255,660
Disabling Injury 20 14 $267,722 $272,627 $5,354,444 $3,816,774
Non-Incapacitating
Injury 49 56 $98,342 $100,143 $4,818,751 $5,608,032
Possible Injury 96 100 $57,581 $58,636 $5,527,765 $5,863,573
Property Damage
Only 265 297 $10,123 $10,308 $2,682,565 $3,061,574
Total 431 470 $23,049,926 $32,605,613
Source: Crash Cost Estimates based on AASHTO’s Highway Safety Manual, 2010. Costs adjusted to 2018 and 2019
dollars based on Consumer Price Index and Employment Cost Index per Highway Safety Manual guidance.
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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 no n-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.
5734674171146508480226633454358544887437594746864121619552934399552261626551500340902394200117912243255089678993417693120209828061474152415711407174023612936336925940
1000
2000
3000
4000
5000
6000
7000
8000
199920002001200220032004200520062007200820092010201120122013201420152016201720182019Total Citations Hazardous Citations
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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 353 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 2018 the Police Department arrested 329
people for DUI. In 2019, there were 226 arrests. Just under half (40-42%) of the
DUI arrests involved drivers who were between 18 and 25 years old and almost
three-quarters (71-74%) were between the 18 and 35 years old.
4574803965024103043124123313392482132412563774453934013453292260
100
200
300
400
500
600
42%
32%
14%
12%
2018 DUI Arrests by Age
18-25
26-35
36-45
45 or over
40%
31%
16%
13%
2019 DUI Arrests by Age
18-25
26-35
36-45
45 or over
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Citations by Vehicle Code Section
The following chart depicts the distribution of vehicle code citations by type for
2018.
The following chart depicts the distribution of vehicle code citations by type for
2019.
Bicycle Violation
(§21200-21212)
4%
Right side of
Roadway (§21650-
21664)
4%
Turning & Signals
(§22100-22113)
3%Failure to Yield
(§21800-21809)
3%
Pedestrian
Violation
(§21949-21971)
1%
Distraction and
Driving Offenses
(§23100-23135)
34%
Speed (§22348-
22413)
24%
Stop Sign (§22450-
22456)
18%
Traffic Control
Devices (§21350-
21468)
9%
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Note: Above chart excludes citations related to Driver’s License and Insurance
violations.
Bicycle Violation
(§21200-21212)
2%
Right side of
Roadway
(§21650-21664)
3%
Turning & Signals
(§22100-22113)
4%Failure to Yield
(§21800-21809)
2%
Pedestrian Violation
(§21949-21971)
1%
Distraction and
Driving Offenses
(§23100-23135)
37%
Speed (§22348-
22413)
24%
Stop Sign (§22450-
22456)
15%
Traffic Control
Devices (§21350-
21468)
12%
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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 were multitude of ongoing traffic safety
education and outreach campaigns provided to the community of San Luis Obispo
in 2018 and 2019. 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
Bike SLO County and SLOCOG host 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, such as
the annual Bike Light Checkpoint and Light Give-a-Way.
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.
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March 2022
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.
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 2018-19:
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 is and will continue to be 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 capital improvement program (CIP)
projects or as part of individual land development projects.
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Table 2 below identifies notable traffic safety improvements that were completed
recently or planned for implementation in the near future.
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Table 2: Completed or In Progress Transportation Safety Projects
Location Project Description
Traffic Signal
Improvements
Downtown Core Signal
Timing*
Completed implementation of Lead Pedestrian Intervals at several
downtown intersections. Implementation to remaining signals citywide
underway.
Foothill & Broad*
Install Flashing Yellow Left-Turn Arrows.
Implementation required as part of private development at 790 Foothill
Blvd., to be completed by spring 2022.
Chorro & Higuera* Completed relocation of pedestrian signal heads at west crosswalk to
adjacent signal poles to improve visibility of pedestrian indications for
motorists and pedestrians.
Industrial & Broad* Upgrade and add signal indicators for more visibility. Investigate the
installation of officer assist red light enforcers. Installation in progress by
City signal technicians, to be complete winter 2022.
Santa Rosa & Mill* Upgrade and add signal indicators for more visibility. Investigate the
installation of officer assist red light enforcers. Signal indicator upgrades
complete.
Broad & Marsh* Install mast arm signal poles at Broad Street approaches to increase
visibility of signal heads. Partially complete--NB approach completed in
2021. Pole at SB approach requires reconstruction of corner, planned as
part of proposed 2023-24 Downtown Beautification CIP Project.
LOVR & Calle Joaquin* Converted NB and SB approaches to protected left turns only.
Pedestrian & Bicycle
Improvements
Montalban Crosswalk at
Santa Rosa*
Paint crosswalk on Montalban at Santa Rosa. Completed in 2019.
Tank Farm Crosswalk at
Poinsettia
Installed in-roadway pedestrian crossing signs and Rapid Rectangular
Flashing Beacon (RRFB) system.
California & Monterey* Install radar speed feedback signs, additional warning signs or other
measures at NB & SB approaches. Currently under planning/design, with
likely outcome to be installation of bike signal or illuminated yield to bike
signs.
S. Higuera & Suburban Installed “Right Turn Yield To bikes” warning sign
Broad Street at Woodbridge Pedestrian Hybrid Beacon installation complete in in 2021.
Foothill at Ferrini Pedestrian Hybrid Beacon installation complete in late 2019.
Osos & Pismo* Implemented lead pedestrian intervals and “yield to pedestrian” warning
signage.
Grand & Loomis* Install “yield to bike” sign for NB left turn approach.
Various Locations In-roadway pedestrian yield signs installed at 15 uncontrolled pedestrian
crossings citywide.
RRFB beacon systems planned or in progress at numerous uncontrolled
pedestrian crossings in 2022, including at Johnson/Sydney, South/King,
Marsh/Toro, Johnson/Higuera.
Roadway Improvements
California & Taft
Roundabout*
90% design complete. Final design and right-of-way negotiation underway,
with construction planned for 2023.
Orcutt & Tank Farm
Roundabout
Construction in progress, with completion expected in spring of 2022.
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Higuera at Bridge* Final design and right-of-way coordination with Caltrans underway, with
plans to proceed to construction by end of 2022.
Broad at High* Sight distance improvements implemented in 2021.
Grand at Loomis* Red curb installation to improve sight distance complete.
California: Foothill to
Stafford*
Parking restrictions implemented at driveways to improve sight distance at
conflict points.
Street Light Improvements
North Broad Street Installed 3 new streetlights between Foothill and Mission.
1229 Fredericks Installed new streetlight (near Cal Poly)
395 Grand
16 Hathway
1386 Laurel
2068 Story
Signing & Striping
Improvements
Mill at Osos* Refreshed SB stop bar and pavement legend to improve driver compliance
at stop sign.
Higuera & Vachell* Installed “Keep Clear” striping and signage. Intersection reconstruction to
restrict left-turns planned in 2023 as part of Avila Ranch development.
Johnson & Buchon* Installed high-visibility median markings and signage to improve visibility for
drivers.
Johnson & Toro Installed all-way stop signs
Broad & Pismo* Restriped WB Pismo approach to better channelize bicycles and right-turn
movements.
Citywide Replaced approximately 100 traffic signs to meet retroreflectivity standards
Several locations Reduced speed limits where feasible pursuant to policies in California
Vehicle Code Recent on several streets, including upper Monterey Street,
Tank Farm east of Broad Street, South Street, and Santa Barbara Street.
*Project recommended in previous Traffic Safety Report
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2018 & 2019 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 2018-19 collisions in the City occurred at intersections, with 53% 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 2018 and 2019 are shown on the maps in
Error! Reference source not found.1 and 2. All pedestrian and bicycle collisions
reported in 2018 and 2019 are shown on figures 3 and 4.
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Figure 1: 2018 Citywide Collisions
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25 2018 & 2019 Traffic Safety Report
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Figure 2: 2019 Citywide Collisions
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26 2018 & 2019 Traffic Safety Report
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Figure 3: 2018 Citywide Pedestrian and Bike Collisions
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Figure 4: 2019 Citywide Pedestrian and Bike Collisions
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Most Common Collision Types and Factors
As shown in the chart below, sideswipe, broadside and rear-end collisions were
the most common type of collisions reported in 2018 and 2019, representing 74%
of the total recorded incidents.
As shown below, broadside and rear-end collisions were the most common type
of injury collision reported in 2018 and 2019, representing 38% and 20% of total
recorded injury collisions. While collisions involving vehicles with pedestrians
represent only 5% of total collisions in 2018-19, they account for 13% of injury
collisions. Collisions involving vehicles with pedestrians and bikes make nearly
55% of severe and fatal injury collisions. Thus, preventing these crash types offers
the greatest potential for reducing the number of serious injury and fatal incidents.
26%
236 25%
222 23%
207
12%
107
5%
45
5%
44 2%
20
2%
14
0
50
100
150
200
250
Collisions By Type
38%, 129
20%, 69
13%, 43 10%, 35
7%, 24 6%, 21
3%, 11 1%, 5
0
20
40
60
80
100
120
140
Injury Collisions By Type
X% = % of Total Collisions
(Y) = Total Number of Collisions
X% = % of Total Collisions
Y = Total Number of Collisions
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29 2018 & 2019 Traffic Safety Report
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The most common factors attributed to recorded collisions in 2018 and 2019 are
summarized in Table 3 below. Improper turning, Automobile Right of Way
violations and speeding represent the most prevalent factors in overall collisions
and injury collisions, accounting for over half the recorded collisions. Pedestrian
Violation (i.e. pedestrian crossing illegally) is not ranked in the top 5 of All Collisions
but represented 7% of the Severe Injury and Fatal Collisions. DUI continue to rank
as a highly prevalent factor attributed to severe injury and fatal collisions.
Table 3: Primary Collision Factors
Factor Rank %
All Collisions
Improper turning 1 26%
Unsafe Speed 2 17%
Automobile Right of Way 3 14%
Drive/Bike Under Infl Alcohol/Drug 4 9%
Unsafe Starting or Backing 5 5%
Injury Collisions
Improper Turning 1 22%
Automobile Right of Way 2 21%
Unsafe Speed 3 18%
Pedestrian Right of Way 4 7%
Traffic Signs and Signals 5 6%
Severe Injury & Fatal Collisions
Automobile Right of Way 1 22%
Drive/Bike Under Infl. Alcohol/Drug 2 14%
Improper Turning 2 14%
Pedestrian Right of Way 4 11%
Unsafe Speed 4 11%
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Pedestrian Common Collision Types and Factors
As in previous reports, 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 the majority of pedestrian-at-fault collisions.
Table 4: Pedestrian Collisions by Type
Pedestrian Collision Type % Party at Fault %
Motorist Left-Turn 32% Driver 52%
Pedestrian Failed to Yield 16% Pedestrian 48%
Pedestrian Violation (Jaywalking) 13%
Scooter/Skateboarder in Roadway 13%
Motorist Failed to Yield 13%
Pedestrian Violation (Crossing Against Signal) 6%
Motorist Right-Turn 6%
Total 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 tu rns.
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 should be prioritized for
systematic safety improvements. 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, increasing visibility and awareness of crossing pedestrians by
adding signage or other striping improvements such as hi-visibility
crosswalks, and adding lead pedestrian intervals.
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In addition to implementing improvements at the above-described locations, it
would also be prudent to focus systematic proactive countermeasures at
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 cross ings 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 (PHB). In addition, all strategies to
reduce vehicle speeds on high-volume/speed arterials corridors should be
evaluated, where permitted within applicable engineering standards and
California Vehicle Code provisions.
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.
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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* 0 35 4 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* 0 25 2 Yes
13 Hutton Street at Sandercock* 0 25 2 Yes
14 Hutton Street at Branch* 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
*Crossing enhancements, such as in-road pedestrian yield signs or RRFB
beacons recently installed or planned for installation in 2022.
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Figure 5: Citywide Uncontrolled Marked Pedestrian Crossings
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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 % Party at Fault
Motorist Vs.
Bicyclist
% Motorist Right-Turn 26%
Motorist Left-Turn 15%
Cyclist Lost Control 10% Driver 66%
Motorist Failed to Yield 8% Bicyclist 34%
Wrong-Way Cyclist 8%
Cyclist no Light 5%
Motorist Failed to Drive at Safe
Distance 5%
Cyclist Failed to Stop 5%
Cyclist Under the Influence 5%
Cyclist Lane change 5%
Motorist Under the Influence 3%
Cyclist Failed to Yield 3%
Motorist Overtaking or Sideswipe 3%
Total 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 bicyclists are 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 the systematic analysis of bicycle collision trends in the City, may
these locations may warrant proactive measures to reduce collision potential at
intersections and driveways. Further, many of these corridors represent high
speed/volume arterial streets and have been identified for installation of future
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protected bicycle lanes in the City’s recently adopted Active Transportation Plan.
To improve systematic safety for cyclists, it is recommended that the
improvements identified in the City’s Active Transportation Plan be
implemented as rapidly as feasible, and other segments shown in Figure 7
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,
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. In
addition, all strategies to reduce vehicle speeds on high-volume/speed
arterials corridors should be evaluated, where permitted within applicable
engineering standards and California Vehicle Code provisions.
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High Collision Rate Locations – Pedestrians
Rank
Prev.
Year
Rank
Intersection
2018-19
Ped
Collision
s
5 yr
total
PH
Veh.
Vol
PH
Ped
Vol.
PREV
1 1 SANTA ROSA & MONTEREY 1 7 2007 198 355
2 NR MARSH & OSOS 3 4 1057 209 101
3 3 BROAD & HIGUERA 2 6 913 661 41
4 NR MARSH & CHORRO 1 3 1049 529 30
N/A NR SANTA ROSA & MONTALBAN 1 4 3200 25 2612
N/A NR SANTA ROSA & OLIVE 1 4 3487 54 1291
N/A = Location under Caltrans jurisdiction. Listed for reference, but not included in City rankings
NR = Not Ranked
PH = Peak Hour
PREV = Pedestrian Relative Exposure Value
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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. Upgrade crosswalks to hi-vis
style markings. Increase pedestrian lead interval. These improvements are planned for 2022. Consider
feasibility of a future pedestrian scramble crossing at his location. Continue to monitor in the next safety
report.
2 Marsh & Osos
Pattern: No discernable pattern, however Marsh & Osos is a signalized intersection within a half-mile
radius of downtown that allows permissive lefts on Marsh from Osos.
Recommendation: Implement Road Diet on Marsh Street, reducing to two vehicle lanes. Upgrade
crosswalks to hi-vis style crosswalk markings. Increase pedestrian lead intervals. These improvements are
scheduled as part of the 2022 paving project.
3 Broad & Higuera2
Pattern: NB Broad Motorists turning left and failing to yield to pedestrians in crosswalk, particularly in the
northbound direction.
Recommendation: Implement permanent road diet on Higuera Street, reducing to two vehicle lanes. This
scheduled as part of the 2022 paving project. Investigate installation of overhead signal mast arms for NB
& SB Broad approaches with overhead streetlight luminaires. Install additional “yield to pedestrian”
signage for northbound and southbound approaches and upgrade crosswalks to hi-vis style markings.
Increase pedestrian lead intervals. Continue to monitor in the next safety report.
4 Marsh & Chorro
Pattern: No discernable pattern, however Marsh & Chorro is a signalized intersection within a half-mile
radius of downtown that allows permissive lefts on Marsh from Chorro. The signal will be upgraded with the
redevelopment of an adjacent property, providing an opportunity for intersection improvements.
Recommendation: Implement Road Diet on Marsh Street, reducing to two vehicle lanes. This is scheduled
for the 2022 paving project. Adjust pedestrian lead intervals. Consider installing “hardened centerlines” on
Chorro Street approaches. Evaluate installation of mast-arm signal poles with overhead luminaires for north
and south approaches.
1. Santa Rosa and Monterey is also ranked as a High Collision Rate Location for Arterial/Arterial Locations
2. Broad and Higuera is also ranked as a High Collision Rate Location for Arterial/Arterial Location
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Rank Caltrans Intersections
NA Santa Rosa & Montalban
Pattern: No discernable pattern.
Recommendation: Hi-vis crosswalks installed after 2019. Continue to monitor and work collaboratively with
Caltrans to implement additional measures, such as “left/right turn yield to pedestrians” warning signs
and/or installation of bulbouts on side streets to shorted pedestrian crossing exposure.
NA Santa Rosa & Olive
Pattern: No discernable pattern.
Recommendation: Continue to monitor and work collaboratively with Caltrans to implement proven
pedestrian safety countermeasures, such as addition of hi-vis crosswalk markings, “left/right turn yield to
pedestrians” warning signs, and lead pedestrian crossing intervals.
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High Collision Rate Locations – Bicycles
Rank
Prev.
Year
Rank
Intersection
2018-19
Bicycle
Coll.
5 yr
Total
PH Veh.
Vol
PH Bike
Vol BREV
NR N/A SANTA ROSA & WALNUT 1 3 2,795 21 1,996
1 6 JOHNSON & LIZZIE 1 3 2,134 37 865
2 2 CALIFORNIA & MONTEREY 1 7 1,848 101 640
3 NR CALIFORNIA & PALM 4 5 900 60 375
N/A = Location under Caltrans jurisdiction. Listed for reference, but not included in City rankings
NR = Not Ranked
AWSC = All-way Stop-Control
SSSC = Side-Street Stop-Control
PH = Peak Hour
REV = Relative Exposure Value
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Bicycle Recommendations
Rank Intersection Control 5 Yr.
Collisions
PH
Veh.
Vol
PH
Bike.
Vol
REV
1 JOHNSON & LIZZIE Signal 3 2,134 37 865
Pattern: No apparent pattern.
Recommendation: Evaluate feasibility of bikeway enhancements at this location as part of planned 2023
paving work on Johnson Avenue, including assessing feasibility of road diet (reducing from 2 to 1 auto lane
in NB and/or SB directions) to provide width for buffered/protected bike lanes, green bike lane markings and
installation of “left/right turn yield to bikes” signage. Continue to monitor location in next safety report.
2 CALIFORNIA & MONTEREY Signal 7 1,848 101 640
Pattern: Right hook northbound and southbound bicycles with right turning vehicles.
Recommendation: Green bike lane markings through intersection refreshed in 2019 for SB and NB bicycles.
Further measures currently under design to reduce conflicts between turning vehicles and bicyclists, with
potential solutions including addition of bike signal phases or installation of illuminated yield to bike signs. In
the long-term, (a) implement planned bikeway improvements along Pepper Street per Active Transportation
Plan to provide alternate route for SB cyclists connecting from Railroad Safety Trail terminus at Pepper
Street south to Marsh Street, and (b) explore potential to widen intersection for NB & SB dedicated right turn
lanes and channelized bike lanes, keeping through cyclists to the left of right-turning vehicles.
3 CALIFORNIA & PALM SSSC 5 900 60 375
Pattern: Right hook southbound bicycles with right turning vehicles.
Recommendation: Extend green bike lanes through intersection and install “right turn yield to bikes” warning
signage. In the long-term, implement planned bikeway improvements along Pepper Street per Active
Transportation Plan to provide alternate route for SB cyclists connecting from Railroad Safety Trail terminus
at Pepper Street south to Marsh Street.
Rank Caltrans Intersections
NA SANTA ROSA & WALNUT
Pattern: No apparent 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 monitor and work collaboratively with Caltrans to implement proven bicycle
safety countermeasures, such as addition lane width reductions to provide width for buffered/protected bike
lanes, addition of green bike lane markings through intersection in NB and SB directions, and addition of
“left/right turn yield to bicyclist” warning signs. Implement bicycle facility improvements along north Chorro
and Broad Streets to provide alternate route for cyclists to bypass Santa Rosa Street (State Route 1 ).
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High Collision Rate Locations – Arterial/Arterial Intersections
2018
Rank
Prev.
year
Rank
Intersection Control Collisions Volume Rate*
1 NR Higuera & Nipomo Signal 4 12,544 0.874
2 NR California & Foothill Signal 7 24,917 0.770
3 NR Marsh & Nipomo Signal 4 14,547 0.753
4 NR California & San Luis Drive AWSC 3 11,404 0.721
5 NR Marsh & Chorro Signal 3 13,042 0.630
6 NR Monterey & Johnson Signal 4 17,587 0.623
7 13 Higuera & South Signal 6 28,506 0.577
8 NR Santa Rosa & Higuera Signal 5 23,921 0.573
9 NR Broad & South / Santa
Barbara Signal 8 38,422 0.570
10 NR Johnson & Marsh Signal 3 14,918 0.551
11 12 Los Osos Valley & Madonna Signal 7 39,550 0.485
12 10 California & Monterey Signal 3 22,161 0.371
13 NR Madonna & 101 N/B On/Off
Ramp Signal 4 34,245 0.320
14 14
Madonna & 101 S/B On/Off
Ramp Signal 3 32528 0.253
15 N/A Santa Rosa & Foothill Signal 3 53147 0.155
2019
Rank
Prev.
year
Rank
Intersection Control Collisions Volume Rate*
1 NR Higuera & Chorro Signal 6 9,783 1.680
2 NR Johnson & Laurel Signal 4 14,324 0.765
3 NR Monterey & Grand Signal 3 13,034 0.631
4 3 Marsh & Nipomo Signal 3 14,547 0.565
5 NR Higuera & Los Osos Valley Signal 5 25,795 0.531
6 NR Marsh & Osos Signal 3 16,405 0.501
7 NR Santa Rosa & Marsh Signal 3 17,367 0.473
8 6 Monterey & Johnson Signal 3 17,587 0.467
9 NR Santa Rosa & Monterey Signal 4 25,044 0.438
10 7 Higuera & South Signal 4 28,506 0.384
11 N/A Foothill & Santa Rosa Signal 7 53,147 0.361
12 NR Broad & Orcutt Signal 3 37,263 0.221
13 11 Los Osos Valley & Madonna Signal 3 39,550 0.208
14 NR Broad & Tank Farm Signal 3 46,175 0.178
NR = Not Ranked
Rate = Collision frequency per million vehicles entering the intersection
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Arterial/Arterial Intersections Recommendations
Rank Intersection Control Collisions Volume Rate*
1 HIGUERA & CHORRO Signal 6 9,783 1.680
Pattern: Rear End Collisions on Chorro.
Recommendation: Road diet implemented in 2020. Consider traffic signal corridor re-timing to reduce
vehicle platoon speeds. Continue to monitor in next safety report. Where feasible, install near side signal
heads and high-visibility signal back plates. In the long term, Install mast arm signal poles on NB & SB
Chorro approaches and rebuild signal intersection.
2 HIGUERA & NIPOMO Signal 4 12,544 0.874
Pattern: Westbound Higuera traffic rear ending stopped vehicles.
Recommendation: Implement permanent road diet, reducing to two auto lanes. Consider measures to
reduce auto speeds on Higuera Street, including re-timing traffic signals for slower progression speeds, and
extension of existing business speed zone to reduce posted speed limit on Higuera to 25 MPH west of
Broad Street. Continue to monitor in next safety report.
3 CALIFORNIA & FOOTHILL Signal 6 24,917 0.770
Pattern: EB & WB Rear End
Recommendation: Consider measures to reduce vehicles speeds on Foothill Boulevard, such as
installation of speed feedback signage, and striping changes as part of future paving project to narrow
vehicle lanes and install protected bike lanes, as proposed in Active Transportation Plan. Complete railroad
crossing safety enhancements (currently in design).
4 JOHNSON & LAUREL Signal 4 14,324 0.765
Pattern: NB Broadside collisions.
Recommendation: Implement protected left turn signal phasing for northbound Johnson left turns.
5 MARSH & NIPOMO Signal 4 (2018) 14,547 0.753
Pattern: Eastbound Rear End.
Recommendation: Consider measures to reduce vehicle speeds along Marsh Street, such as
implementation of a three-to-two lane road diet (planned with 2022 Paving Project), extension of the
existing business district 25 MPH speed zone west of Broad Street, and installation of speed feedback
signage on Marsh to help slow EB vehicles approaching intersection.
6 CALIFORNIA & SAN LUIS DRIVE AWSC 3 11,404 0.721
Pattern: Hit object with no pattern identified.
Recommendation: Continue to monitor in next safety report.
7 MONTEREY & GRAND Signal 3 13,034 0.631
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Pattern: EB Broadside.
Recommendation: Flashing yellow arrow signal phasing was implemented after 2015 TSR. Collision pattern
resolved, but has since re-emerged. Implement protected left turn only phasing for EB left turns.
8 MARSH & CHORRO1 Signal 3 13,042 0.630
Pattern: Pedestrian collisions.
Recommendation: See recommendations in pedestrian collision section.
9 MARSH & NIPOMO Signal 3 (2019) 14,547 0.565
Pattern: Eastbound Marsh traffic rear ending stopped vehicles.
Recommendation: See above recommendation.
10 HIGUERA & LOS OSOS VALLEY Signal 5 25,795 0.531
Pattern: NB Broadside Collisions.
Recommendation: Implement flashing yellow arrow or protected-only left turn signal phasing for
northbound left turn lane. Monitor with planned improvements in future safety report.
*Rate = Collision frequency per million vehicles entering the intersection.
Note: Top 5 high-ranking collisions from 2018 and 2019 included in table of recommendations.
1. Marsh & Chorro is also ranked as a High Collision Rate Location for Pedestrian Locations
Page 948 of 984
44 2018 & 2019 Traffic Safety Report
March 2022
High Collision Rate Locations – Arterial/Collector Intersections
2018
Rank
Prev
Year
Rank
Intersection Control Collisions Volume Rate*
1 NR
CALIFORNIA &
HATHWAY SSSC 3 19344 0.425
2 NR SANTA ROSA & PALM Signal 3 21097 0.390
3 5 BROAD & INDUSTRIAL Signal 3 31735 0.259
2019
Rank
Prev
Year
Rank
Intersection Control Collisions Volume Rate*
1 NR SANTA ROSA & PISMO AWSC 4 9275 1.182
NR = Not Ranked
SSSC = Side-Street Stop-Control
Rate = Collision frequency per million vehicles entering the intersection
Page 949 of 984
45 2018 & 2019 Traffic Safety Report
March 2022
Arterial/Collector Intersections Recommendations
Rank Intersection Control Collisions Volume Rate*
1 SANTA ROSA & PISMO AW SC 4 9275 1.182
Pattern: No Pattern.
Recommendation: Continue to monitor in next safety report.
2 CALIFORNIA & HATHWAY Signal 3 9422 0.872
Pattern: Hit fire hydrant.
Recommendation: Relocate fire hydrant to alternate location and/or install high-visibility flex posts around
hydrant to increase visibility.
3 SANTA ROSA & PALM Signal 3 10,591 0.776
Pattern: SB vehicle red-light running violations.
Recommendation: Install high-visibility signal backplates to increase visibility of signal indicators to drivers.
4 BROAD & INDUSTRIAL Signal 3 13,658 0.602
Pattern: No apparent pattern.
Recommendation: Complete installation of nearside traffic signal head for SB Broad Street approach in (to
be completed winter 2022) and consider installation of high-visibility signal backplates for added driver
visibility. Continue to monitor in next safety report.
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
Page 950 of 984
46 2018 & 2019 Traffic Safety Report
March 2022
High Collision Rate Locations – Arterial/Local Intersections
2018
Rank
Prev.
Year
Rank
Intersection Control Collisions Volume Rate
1 NR CALIFORNIA & PALM TWSC 4 11038 0.993
2 4 LOS OSOS VALLEY & CALLE
JOAQUIN Signal 9 37102 0.665
3 NR MONTEREY & BUENA VISTA TWSC 3 12577 0.654
4 11 SANTA ROSA & BOYSEN (Caltrans) TWSC 7 34143 0.562
5 NR LOS OSOS VALLEY & DESCANSO Signal 3 21096 0.390
6 10 HIGUERA & VACHELL TWSC 3 23180 0.355
7 NR SANTA ROSA & WALNUT (Caltrans) Signal 4 34414 0.318
8 NR SANTA ROSA & MURRAY (Caltrans) Signal 3 38336 0.214
9 NR
LOS OSOS VALLEY & FROOM
RANCH Signal 3 40314 0.204
10 12
SANTA ROSA & MONTALBAN
(Caltrans) TWSC 3 40655 0.202
2019
Rank
Prev.
Year
Rank
Intersection Control Collisions Volume Rate
1 2 LOS OSOS VALLEY & CALLE
JOAQUIN Signal 13 37102 0.960
3 NR TANK FARM & LONG TWSC 5 20253 0.676
2 NR CALIFORNIA & TAFT TWSC 4 16883 0.649
4 9
LOS OSOS VALLEY & FROOM
RANCH Signal 7 40314 0.476
5 6 HIGUERA & VACHELL TWSC 4 23180 0.473
6 8 SANTA ROSA & MURRAY (Caltrans) Signal 5 38336 0.357
7 NR BROAD & AEROVISTA Signal 3 24051 0.342
8 4 SANTA ROSA & BOYSEN (Caltrans) TWSC 4 34143 0.321
9 7 SANTA ROSA & WALNUT (Caltrans) Signal 4 34414 0.318
10 NR SANTA ROSA & OLIVE (Caltrans) SSSC 3 53132 0.155
NR = Not Ranked
SSSC = Side-Street Stop-Control
Rate = Collision frequency per million vehicles entering the intersection
Page 951 of 984
47 2018 & 2019 Traffic Safety Report
March 2022
Arterial/Local Intersections Recommendations
Rank Intersection Control Collisions Volume Rate*
1 CALIFORNIA & PALM 1 SSSC 4 11,038 0.993
Pattern: SB Right Hook vs. Bicycle
Recommendation: See recommendations in Bicycle collision section.
2 LOS OSOS VALLEY & CALLE
JOAQUIN Signal 13 (2019) 37102 0.960
Pattern: Broadside & Rear end collisions
Recommendation: Signal phasing recently converted to protected only left turns for NB & SB approaches, and
lead pedestrian interval added crossing LOVR. Also, Caltrans is to assume operation of traffic signal in winter
2022 and will coordinate signal with adjacent US 101 ramp intersections. Continue to monitor.
3 TANK FARM & LONG TWSC 5 20253 0.676
Pattern: Broadside Collisions
Recommendation: Traffic Signal installed as part of adjacent development in 2020. Continue to monitor in
next report.
4 LOS OSOS VALLEY & CALLE
JOAQUIN SSSC 9 (2018) 37,102 0.665
Pattern: WB Broadside collisions.
Recommendation: See recommendation above.
5 MONTEREY & BUENA VISTA SSSC 3 12,577 0.654
Pattern: LT vehicles hit island curb.
Recommendation: Pedestrian warning signs and flashing beacon system installed in median island in 2020,
which improves visibility of island. Continue to monitor in next safety report.
6 CALIFORNIA & TAFT TWSC 4 16883 0.649
Pattern: WB Rear End and SB Broadside.
Recommendation: Reconstruct intersection as roundabout (planned for 2023). Continue to monitor after
construction.
7 LOS OSOS VALLEY & FROOM
RANCH Signal 7 40,313 0.476
Pattern: No discernable pattern.
Recommendation: Intersection rebuilt as a protected intersection in 2021. Pursue other measures to reduce
speeds on LOVR, such as visually narrowing roadway with installation of protected bike lanes on LOVR, as
planned by Froom Ranch development project, speed limit reductions and/or additional speed feedback signs.
Continue to monitor in next safety report.
Page 952 of 984
48 2018 & 2019 Traffic Safety Report
March 2022
8 HIGUERA & VACHELL TWSC 4 23,179 0.473
Pattern: Broadside collisions with LT movements to/from Vachell
Recommendation: Intersection to be reconstructed by Avila Ranch development project to add center median
on Higuera and allow right-in/right-out access only to/from Vachell. Continue to monitor collision pattern after
modification.
9 LOS OSOS VALLEY & DESCANSO SSSC 3 21,096 0.390
Pattern: Rear End & Broadside due to high speeds on LOVR
Recommendation: Install near-side signal head and/or high-visibility signal backplates to increase visibility of
signal indicators. Pursue other measures to reduce speeds on LOVR, such as visually narrowing roadway
with installation of protected bike lanes on LOVR, as planned by Froom Ranch development project, speed
limit reductions and/or additional speed feedback signs .
1. California and Palm is also ranked as a High Collision Rate Location for Bicycle Locations
Rank Caltrans Intersections
NA SANTA ROSA & BOYSEN
Pattern: Rear End & Broadside due to high speeds on Santa Rosa.
Recommendation: Coordinate with Caltrans to evaluate potential measures to reduce auto speeds on
Santa Rosa Street, such as auto lane reductions/narrowing, and installation ofspeed feedback signage for
NB & SB traffic.
Page 953 of 984
49 2018 & 2019 Traffic Safety Report
March 2022
High Collision Rate Locations – Collector/Collector Intersections
No Locations Ranked Under this Category
High Collision Rate Locations – Collector/Local Intersections
No Locations Ranked Under this Category
High Collision Rate Locationa - Local/Local Intersections
No Locations Ranked Under this Category
Page 954 of 984
50 2018 & 2019 Traffic Safety Report
March 2022
High Collision Rate Locations – Arterial Segments
2018-19 Arterial Segments
Rank Prev.
Rank Segment Collisions
Ped-
Bike
Coll.
Severe
Inj.
&
Fatal
Coll.
Volume
Seg.
Length
(mi.)
Rate Location
1 4 Foothill 3 2 1 17,227 0.24 1.99 Santa Rosa to California
2 5 Los Osos Valley 10 2 3 30,988 0.53 1.67 Froom to Calle Joaquin
3 7 Madonna 5 1 2 26,690 0.34 1.51 Dalidio to Hwy 101
4 N/A Tank Farm 3 0 0 20,709 0.27 1.47 Broad to Santa Fe
NR N/A Santa Rosa 3 0 0 37,000 0.51 0.44 Olive to Foothill
5 8 Broad 3 0 0 28,000 0.97 0.30 Orcutt to Tank Farm
2018-19 Arterial Segments
Rank Prev.
Rank Segment Collisions
Ped-
Bike
Coll.
Severe
Inj.
&
Fatal
Coll.
Volume
Seg.
Length
(mi.)
Rate Location
1 4 Foothill 3 2 1 17,227 0.24 1.99 Santa Rosa to
California
2 8 Los Osos Valley 10 2 3 30,988 0.53 1.67 Froom to Calle
Joaquin
3 N/A Madonna 5 1 2 26,690 0.34 1.51 Dalidio to Hwy 101
4 N/A Tank Farm 3 0 0 20,709 0.27 1.47 Broad to Santa Fe
NR N/A Santa Rosa 3 0 0 37,000 0.51 0.44 Olive to Foothill
5 N/A Broad 3 0 0 28,000 0.97 0.30 Orcutt to Tank Farm
NR = Not Ranked
N/A = Location under Caltrans jurisdiction. Listed for reference, but not included in City rankings
Rate = Collision frequency per million vehicle-miles traveled along segment
Page 955 of 984
51 2018 & 2019 Traffic Safety Report
March 2022
Arterial Segments Recommendations
2018-19 Arterial Segment Recommendations
Rank Segment Collisions
Ped-
Bike
Coll.
Severe
Inj.
& Fatal
Coll.
Volume
Seg.
Length
(mi.)
Rate Location
1 Foothill 3 2 1 17227 0.24 1.99 Santa Rosa to California
Pattern: Eastbound rear end and other collisions due to traffic being stopped from California/Foothill signal.
Recommendation: Complete Foothill / California Rail Crossing upgrades, planned for 2022-23. Investigate turn
channelization as part of the project. Continue to monitor.
2 Los Osos
Valley 10 2 3 30988 0.53 1.67 Froom to Calle Joaquin
Pattern: Rear end collisions and driveway turning movements. Collisions are associated with unsafe speeds on Los
Osos Valley Road.
Recommendation: Install speed feedback signage for EB and WB LOVR, install high-visibility signal backplates at
signalized intersections, evaluate feasibility of reducing posted speed limits on LOVR.
3 Madonna 5 1 2 26690 0.34 1.51 Dalidio to Hwy 101
Pattern: Rear end collisions and driveway turning movements. Collisions are associated with unsafe speeds on
Madonna Road.
Recommendation: Install speed feedback signage for EB and WB Madonna, evaluate feasibility of reducing posted
speed limits on Madonna.
Page 956 of 984
52 2018 & 2019 Traffic Safety Report
March 2022
High Collision Rate Locations – Collector Segments
No Locations Ranked Under this Category
High Collision Rate Locations – Local Segments
No Locations Ranked Under this Category
Page 957 of 984
53 2018 & 2019 Traffic Safety Report
March 2022
Figure 6: 2018-19 High Collision Intersection Locations
Page 958 of 984
54 2018 & 2019 Traffic Safety Report
March 2022
Figure 7: 2018-19 High Collision Rate Roadway Segments
Page 959 of 984
APPENDIX A
Collision Analysis Methodology
Page 960 of 984
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.
Page 961 of 984
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.
Page 962 of 984
RESOLUTION NO 10746 (2016 SERIES)
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SAN LUIS
OBISPO, CALIFORNIA, ENDORSING THE GOAL OF VISION ZERO,
FOR THE CITY TO STRIVE TO ACHIEVE ZERO TRAFFIC DEATHS
AND SERIOUS INJURIES ON CITY STREETS BY 2030
WHEREAS, the life, safety and health of residents, employees and visitors to San Luis Obispo is
one of the City Council's highest priorities; and
WHEREAS, Vision Zero is a philosophy, adopted by many cities and states around the country,
that no loss of life or serious injury on the transportation system is acceptable; and
WHEREAS, the Circulation Element of the San Luis Obispo General Plan provides policy intent
to provide a system of streets that are safe for all forms of transportation, while reducing
dependence on single -occupant use of motor vehicles by supporting and promoting alternatives
such as walking, bicycling and transit; and
WHEREAS, The City of San Luis Obispo has been actively implementing safety projects and
programs consistent with Vision Zero, however has not yet adopted the philosophy as policy;
NOW, THEREFORE, BE IT RESOLVED by the Council of the City of San Luis Obispo as
follows:
SECTION 1. This City Council hereby adopts a Vision Zero goal of eliminating traffic
deaths and serious injuries by 2030.
SECTION 2. The City Council directs the Public Works, Fire and Police Departments to
continue implementation of the City's Enforcement, Education, Traffic Safety, Traffic Operations,
and Neighborhood Traffic Management programs as the mechanisms for achieving this goal.
SECTION 3. These programs will be guided by innovative engineering solutions to improve
road safety for all users, especially the most vulnerable; will measure and evaluate performance
annually, and will include enforcement and education tactics to deter the most dangerous behaviors
that cause public harm, especially along the corridors and locations where collisions are concentrated.
Upon motion of Council Member Rivoire, seconded by Council Member Ashbaugh, and on the
following roll call vote:
AYES: Council Members Ashbaugh, Christianson and Rivoire,
Vice Mayor Carpenter and Mayor Marx
NOES: None
ABSENT: None
R 10746
Page 963 of 984
Resolution No. 10746 (2016 Series) Page 2
The foregoing resolution was adopted this 18`h day of October 2016.
Mayor
ATTEST:
City Clerk
APPROVED AS TO FORM:
IN WITNESS WHEREOF, I have hereunto set my hand and affixed the official seal of the City
of San Luis Obispo, California, this 0-I+h- day of 0G66&r , -2 c [(o
Carrie Gallagher
City Clerk
R 10746
Page 964 of 984
1/5/2016 Item 12 Presentation
1
2018 & 2019 TRAFFIC
SAFETY REPORT
Public Works and Police Department
March 2022
1. Receive the 2018-2019 Traffic Safety Report and
Operations and recommended traffic safety
measures.
2. Modify the Traffic Safety Report/Vision Zero
reporting process to improve focus and efficiency
of the program to support the Vision Zero goal of
eliminating severe injury and fatal collisions
Recommendation
2
1
2
1/5/2016 Item 12 Presentation
2
1. Review Overall Collision Trends
2. Traffic Citation Trends
3. Proposed Transportation Safety Projects
4. Comprehensive Collision Costs
5. Traffic Safety Project Funding
6. Proposed refinements to Traffic Safety Program
Presentation Schedule
3
910
1023
1140
1256
1097
1207
1089
873 866
793
683
598 619 594 570 548 531
482 501
431 470
400
500
600
700
800
900
1000
1100
1200
1300
Total CollisionsYear
Total Collisions
Safety
Program
Begins
Overall Citywide Traffic Collision Trend
4
3
4
1/5/2016 Item 12 Presentation
3
Citywide Injury & Fatal Collision Trend
240
267 268
309 308 315
285
250 257
240 236 233
220
191
207 201
220
197 202
166 173
150
170
190
210
230
250
270
290
310
330
Injury Collisions2211043200031201111130
1
2
3
4
5
Fatal CollisionsFatal Collisions
5
Citywide Ped & Bike Collision Trend
24
37
19
41
24
41
26 27
18
25 24 22 24 26
39
24 23 27 31
21
28
0
5
10
15
20
25
30
35
40
45
Pedestrian
Collisions
52 46 45 53 55 50 55 61 59 59
73 69 67 69 63
50 56 50
39 46
36
0
10
20
30
40
50
60
70
80 Bicycle Collisions
6
5
6
1/5/2016 Item 12 Presentation
45734674171146508480226633454358544887437594746864121619552934399552261626551500340902394200117912243255089678993417693120209828061474152415711407174023612936336925940
1000
2000
3000
4000
5000
6000
7000
8000
199920002001200220032004200520062007200820092010201120122013201420152016201720182019Total Citations Hazardous Citations
Citywide Traffic Citations
4574803965024103043124123313392482132412563774453934013453292260
100
200
300
400
500
600
DUI Arrests
7
BIKES & PEDS
• 11% of total collisions
• 53% of severe injury & fatal collisions
Citywide Collision By Mode
8
7
8
1/5/2016 Item 12 Presentation
5
Primary Collision Factors
Factor Rank %
All Collisions
Improper turning 1 26%
Unsafe Speed 2 17%
Automobile Right of Way 3 14%
Drive/Bike Under Infl Alcohol/Drug 4 9%
Unsafe Starting or Backing 5 5%
Injury Collisions
Improper Turning 1 22%
Automobile Right of Way 2 21%
Unsafe Speed 3 18%
Pedestrian Right of Way 4 7%
Traffic Signs and Signals 5 6%
Severe Injury & Fatal Collisions
Automobile Right of Way 1 22%
Drive/Bike Under Infl. Alcohol/Drug 2 14%
Improper Turning 2 14%
Pedestrian Right of Way 4 11%
Unsafe Speed 4 11%
9
• 67% @ Intersections
• 27% Injury
• 34% Property Damage
• 33% @ Roadway segments
• 11% Injury
• 22% Property Damage
Where Are Collisions Occurring in 2018?
10
9
10
1/5/2016 Item 12 Presentation
6
Where Are Collisions Occurring in 2019?
• 60% @ Intersections
• 23% Injury
• 36% Property Damage
• 40% @ Roadway segments
• 13% Injury
• 27% Property Damage
11
Recommended Projects
21 Locations
14 New Funded Projects
2 Systemic projects
3 CIP-funded projects
2 Unfunded Funded
12
11
12
1/5/2016 Item 12 Presentation
7
New Projects With Adequate Funding
INTERSECTIONS
Monterey & Grand
California & Monterey
California & Palm
Marsh & Nipomo
Johnson & Laurel
Higuera & LOVR
California & Hathway
LOVR & Descanso
Santa Rosa & Palm
California & Foothill
Johnson & Lizzie
SEGMENTS
Higuera (Santa Rosa to Nipomo)
LOVR (Froom to 101)
Madonna (Dalidio to 101)
SYSTEMIC
Ped crossings and ADA signal upgrades
Bike enhancements per ATP 13
Projects Needing Additional Funding
1. Broad & Higuera Signal
Reconstruction
2. Marsh & Chorro Signal
Reconstruction
14
13
14
1/5/2016 Item 12 Presentation
8
Projects In Progress or Recently Completed
Traffic Signal Modifications
Broad & Marsh
Broad & Industrial
Santa Rosa & Monterey
Pedestrian Crossing Improvements
Monterey & Buena Vista
Johnson & Sydney
California & Foothill
Roundabout Design & Construction
California & Taft
Tank Farm & Orcutt
15
2018-19 City of San Luis Obispo
Comprehensive Collision Costs
Collision Severity Number of Collisions Cost per Collision Cost
2018 2019 2018 2019 2018 2019
Fatal 1 3 $4,666,401 $4,751,887 $4,666,401 $14,255,660
Disabling Injury 20 14 $267,722 $272,627 $5,354,444 $3,816,774
Non-Incapacitating
Injury 49 56 $98,342 $100,143 $4,818,751 $5,608,032
Possible Injury 96 100 $57,581 $58,636 $5,527,765 $5,863,573
Property Damage
Only 265 297 $10,123 $10,308 $2,682,565 $3,061,574
Total 431 470 $23,049,926 $32,605,613
Source: Crash Cost Estimates based on AASHTO’s Highway Safety Manual, 2010. Costs adjusted to 2018
and 2019 dollars based on Consumer Price Index and Employment Cost Index per Highway Safety Manual
guidance.
16
15
16
1/5/2016 Item 12 Presentation
9
Unfunded (potential future CIP requests)
Broad & Higuera Intersection rebuild $600k
Marsh & Chorro Intersection rebuild $600k
Safety Projects Already in CIP Program
Santa Rosa & Monterey
Marsh & Osos
California & Taft Roundabout
Funding
Traffic Safety Account:
Traffic Safety Account Balance (91607)$481,946
Funds reserved for Other Capital Projects $163,438
Funds available for 16 Safety Projects $318,508
(Engineer Estimate)
17
Increasing Focus on
18
17
18
1/5/2016 Item 12 Presentation
10
Current TSR Process Proposed TSR Process
1 Reporting Cycle Comprehensive Annual
Report
• Comprehensive report every
5 years
• Annual fact sheets with
overall trends & project
updates
2 Data Used 1yr of data / 3yr for Ped &
Bike
5yr data for all analysis
3 High Collision Location
Ranking
Based on collision rate as
a factor of volume
Weighted ranking, giving more
weight to injury and fatal
collisions
4 Roadway Segments Exclude intersection
collisions when studying
road segments
Include intersections, focus on
corridor-wide factors.
5 Systemic Safety • Mostly reactive
analysis of previous
collisions
• Limited systematic
safety analysis
• Greater focus on predictive
analysis, focusing on design
characteristics and street
design, while still identifying
corrective measures
Proposed Refinements to TSR Procedures
19
Changes to Traffic Safety Report
City staff would still immediately address significant safety concerns
and issues that arise mid reporting cycle
Pros:
Reduced staff time for
report generation
Greater focus on delivery
of safety projects
Greater focus on
systematic/preventative
measures
Greater focus on fatal &
severe injury collisions
Less "noise" from random
year-to-year variations
Cons:
Less
frequent reporting
Difficult for "apples
to apples"
comparison of
collision rates to
previous reports
20
19
20
1/5/2016 Item 12 Presentation
11
1. Receive the 2018-2019 Traffic Safety Report and
Operations and recommended traffic safety
measures.
2. Modify the Traffic Safety Report/Vision Zero
reporting process to improve focus and efficiency
of the program to support the Vision Zero goal of
eliminating severe injury and fatal collisions
Recommendation
21
Monterey & Grand
Monterey and Grand Convert EB left turn to protected signal phasing.
21
22
1/5/2016 Item 12 Presentation
12
Monterey & California
California and Monterey Implement measures to reduce bike conflicts with right-turning
vehicles, such as addition of bike signal phases or
installation of illuminated “yield to bike” signs. (Currently in
design)In the long-term, (a) implement planned bikeway
improvements along Pepper Street per Active Transportation
Plan to provide alternate route for SB cyclists connecting from
Railroad Safety Trail and (b) explore potential to widen
intersection for NB & SB dedicated right turn lanes and
channelized bike lanes.
California & Palm
California and Palm Extend green bike lanes through intersection and install “right
turn yield to bikes” warning signage. In the long-term,
implement planned bikeway improvements along Pepper
Street per Active Transportation Plan to provide alternate
route for SB cyclists connecting from Railroad Safety Trail.
23
24
1/5/2016 Item 12 Presentation
13
Marsh & Nipomo
Marsh and Nipomo Consider measures to reduce vehicle speeds along Marsh
Street, such as implementation of a three-to-two lane road diet
(planned with 2022 Paving Project), extension of the existing
25 MPH business district speed zone west of Broad Street,
and installation of speed feedback signage on Marsh to help
slow EB vehicles approaching intersection.
Johnson & Laurel
Johnson and Laurel Install protected left signal phasing for NB Johnson left turn
traffic.
25
26
1/5/2016 Item 12 Presentation
14
Higuera & LOVR
Higuera and LOVR Implement flashing yellow arrow or protected-only left turn
signal phasing for northbound left turn lane.
California & Hathway
California and Hathway Relocate fire hydrant to alternate location and/or install high-
visibility flex posts around hydrant to increase visibility.
27
28
1/5/2016 Item 12 Presentation
15
LOVR & Descanso
LOVR and Descanso Install near-side signal head and/or high-visibility signal
backplates to increase visibility of signal indicators. Pursue
other measures to reduce speeds on LOVR, such as visually
narrowing roadway with installation of protected bike lanes on
LOVR, as planned by Froom Ranch development project.
Santa Rosa & Palm
Santa Rosa and Palm Install hi-visibility signal backplates
29
30
1/5/2016 Item 12 Presentation
16
California & Foothill
California and Foothill Consider measures to reduce vehicles speeds on Foothill
Boulevard, such as installation of speed feedback signage, to
help slow WB and EB vehicles approaching intersection.
Consider striping changes as part of future paving project to
narrow vehicle lanes and install protected bike lanes, as
proposed in Active Transportation Plan. Complete railroad
crossing safety enhancements (currently in design).
Johnson & Lizzie
Johnson and Lizzie Evaluate feasibility of bikeway enhancements at this location
as part of planned 2023 paving work on Johnson Avenue,
including assessing feasibility of road diet (reducing from 2 to
1 auto lane in NB and/or SB directions) to provide width for
buffered/protected bike lanes, green bike lane markings and
installation of “left/right turn yield to bikes” signage.
31
32
1/5/2016 Item 12 Presentation
17
Madonna Segment
Madonna (US 101 to Dalidio) Install Speed Feedback signage for EB and WB traffic.
Higuera Segment
Higuera (Santa Rosa to Nipomo) Implement permanent road diet, reducing to two auto lanes.
Consider measures to reduce auto speeds, such a re-timing
traffic signal progression and extension of existing 25 MPH
business district speed zone west of Broad Street.
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1/5/2016 Item 12 Presentation
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LOVR Segment
LOVR (Froom Ranch to Calle
Joaquin)
Pursue measures to reduce speeds on LOVR, such as visually
narrowing roadway with installation of protected bike lanes on
LOVR, as planned by Froom Ranch development project,
speed limit reductions and/or additional speed feedback signs
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