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HomeMy WebLinkAbout08/28/2003, BUS 2 - 2002 ANNUAL TRAFFIC SAFETY REPORT COUnC1L M.UnD"` acenaa RepoRt '°°� CITY OF SAN LUIS OBISPO FROM: Michael McCluskey, Public Works Director Prepared By: Timothy Scott Bochum, Deputy Director Public Works Jake Daniel Hudson,Transportation Assistant SUBJECT: 2002 ANNUAL TRAFFIC SAFETY REPORT CAO RECOMMENDATION 1. Receive the 2002 Annual Traffic Safety Report and associated mitigation strategies. 2. Receive a report on the in-ground lighted crosswalks at the 800 Blocks of Higuera&Marsh regarding performance and concerns for operational impacts to adjacent signalized intersections. DISCUSSION 2002 Annual Traffic Safetv Report As part of the City's Traffic Safety Program, the Public Works Department has completed the second annual comprehensive Traffic Safety Report. This report reviews all intersections and street segments in the City for crash rates and makes recommendations for altering or monitoring the five most critical locations of each intersection type (ie: arterial/arterial) and segment classification. The report also reviews vehicle conflicts with pedestrians and bicyclists. The compiled crash data and corresponding analysis have been compiled and released by the Public Works Department in August of 2003. Mitigation measures identified in the Traffic Safety Report are included in Attachment 1, with the entire 2002 Annual Traffic Safety Report provided to Council under separate memo and available for review in the office of the City Clerk, at the Public Works Department front counter and on the City's website. The Report identifies collision patterns among the five highest crash rate locations of similar classification. Thus, all arterial segments are compared to each other to establish the locations that should be reviewed for possible mitigation or safety improvements. The program utilizes an advanced crash records software suite which aids in the determination of crash patterns and potential corrective measures. In order to determine if corrective measures could curtail the likeliness of a collision type identified in the crash pattern, staff conducted a comprehensive analysis including a survey of the physical conditions and travel behavior. The Report has made sixteen(16) recommendations to improve traffic safety at these high crash rate locations, which are listed in Attachment 1. Of these sixteen recommendations, fifteen low cost measures have already been implemented or are in the process of being implemented. The significance of an intersection or roadway segment in regards to its crash rate is based on the relationship between the number of vehicles entering an intersection or traveling on a street segment and potential conflict that may develop. The more entering vehicles the more likely a collision is to occur. Thus, one would expect more collisions at locations with higher vehicle and pedestrian volumes. The crash rate is a ratio between the volume of vehicles and the number of a -I 1 Council Agenda Report—2002 Annual Traffic Safety Report Page 2 collisions. Crash rates are used by police departments to target traffic enforcement and by engineers to establish mitigation that reflects collision numbers and vehicular traffic to be affected. Crash statistics within this report are based on actual police reports rather than dispatch numbers or public opinion. There are also new sections in the 2002 Traffic Safety Report. Roadway segment analysis has been added to review and mitigate mid-block locations with high collision rates. Problems at these mid-block locations are sometimes difficult to identify since collisions may occur at multiple driveway locations. Pedestrian and bicycle collision listings were also included. A detailed pedestrian and bicycle mitigation program will be included in a future annual safety report. Finally, while the Traffic Safety Report only focuses on the top five crash rate locations for each subgroup, there are other locations that experience high crash numbers. These locations have been reviewed to determine if additional mitigation can be performed to address the actual number of collision even though their crash rates were not within the top group. Analysis Results & Safety Trends Traffic collisions have been increasing in San Luis Obispo over the past four years. In 2002, a total of 1,253 collisions were reported, with a 9% increase since 2001 and a 14% increase since 2000. Although collisions have continued to increase since 1999, the rate at which the collisions have increased is on the decline. City-wide Annual Collision Data Total Reported Year Crashes on Public Streets Intersections % Change Total % Change 1999 587 - 910 - 2000 646 +10.05 1,025 +12.57 2001 766 +18.58 1,139 +11.12 2002 750 -2.13 1,253 +9.10 Source: City of San Luis Traffic Collision Database It is important to note that while total collisions were again up in 2002 intersection collisions were slightly down. This is hopefully a good indicator of the City's Safety Program which only focused on intersection locations in last year's Traffic Safety Report. Injury collisions,being the focus of traffic safety, are up in 2002 as compared to 2001. In 2002, a total of 309 injury collisions were reported, with a 14% increase since 2001 and a 13% increase since 2000. Traffic collisions resulting in fatalities generally do not occur at intersections with high collision rates; they are the result of unique situations and do not represent typical conditions. A high collision rate is generally indicative of poor driver habit or deficient roadway conditions that may be correctable by mitigation or alteration. However, traffic fatalities are often high profile incidents that receive the most attention for both the public and media. Over the past four years the City has experienced just over one fatality per year. In 2002, there was one recorded fatality. a�� Council Agenda Report—2002 Annual Traffic Safety Report Page 3 Four Year Injury Collision Trend 350 309 300 250 240 ------ 200 -- 150 -- 100 -- so -- 0 00150100500 1999 2000 2001 2002 Injury and Fatal Collisions Year Total Injury % Change % of Total Fatal % Change Crashes Crashes Crashes 1999 240 - 26.37 2 - 2000 269 +12.08 26.24 2 0 2001 265 -1.5 23.26 1 -50 2002 309 +14.24 24.66 1 0 2002 -Mitigation Strategies A detailed listing of the high crash locations for each category of street is summarized in Attachment 1. Many of the mitigation measures are low cost traffic improvements, such as installation of additional signing and striping and are currently being implemented by staff. Some require continued monitoring of the locations with possible future mitigation if crash patterns continue. There are no significantly expensive projects that would require additional funding at this time and it is anticipated that all mitigation projects can be implemented within the City's annual budget of$35,000 for minor traffic safety improvements. 2001 Traffic Safety Report: An Update of Last Year's Recommended Improvements Last year's Traffic Safety Report (2001) recommended implementation of numerous mitigation strategies throughout the City. To date, all have been completed with the exception of the signal modification at Marsh/Osos and Marsh/Santa Rosa and the installation of a traffic signal at Broad and Pacific Streets. Attachment 2 contains a listing of completed traffic safety improvements and a summary is provided on the following page. Additional funding has been allocated through the FY 2003-2005 Financial Plan for the signalization of the intersection at Pacific and Broad, signal improvements to the Santa Rosa/Marsh and the Marsh/Osos Intersections. These projects are currently under design and should proceed to construction in early 2004. CQ— J Council Agenda Report—2002 Annual Traffic Safety Report Page 4 2001 Traffic Safety Improvements Completed to Date Improvement Type # of Improvements Signal Timing 6 Sight Distance 8 Signing& Striping 13 Pedestrian Crossing 8 Performance Analysis: In-Ground Lighted Crosswalks As part of the 2001 Traffic Safety Report and during the Marsh Street Parking Structure expansion project, the issue of traffic control at mid-block pedestrian crossings was discussed. In 2002, the City implemented In-Ground Pavement Lighting systems at two high pedestrian volume locations to determine their effectiveness in increasing pedestrian protection. A review of these two locations has been conducted to determine their effectiveness in increasing pedestrian safety and to determine if they operationally work for motor vehicle operations along the major streets. Most significant is the fact that after the systems were installed we have not had a single pedestrian collision at either location. While there still are conflicts, the lighting appears to be performing as expected (see Attachment 3,Marsh St. Report). The following is a synopsis of the review: Marsh St. Crosswalk. The mid-block crosswalk at the 800 block of Marsh Street is performing as expected. Vehicle queuing at the crosswalk sporadically nears capacity during the afternoon peak hour with pedestrian and vehicle volumes sharply diminishing prior to and after that peak hour. The crosswalk has only added approximately 7% to the interruption in the progression from the Marsh/Chorro Intersection to the Marsh/Morro intersection. However, the additional disruption is less than would be expected from a full signalization at this location. Most importantly, no pedestrian/crosswalk related collisions have occurred since the crosswalk came on-line over a year ago. Higuera St. Crosswalk. The mid-block crosswalk at the 800 block of Higuera Street is also performing as expected. Vehicle queuing at the crosswalk similarly approaches capacity during the afternoon peak hour with pedestrian and vehicle volumes sharply diminishing prior to and after that peak. Due to construction activity in the area an accurate interruption study could not be completed but will be monitored in future months when construction is completed. The vehicle disruptions at this location are not as many as at Marsh Street due to lower pedestrian volumes. Most importantly, no collisions have been reported since the crosswalk came on-line over nine months ago. CONCURRENCES San Luis Police Department has reviewed the 2002 Annual Traffic Safety Report and concurs with its findings. FISCAL IMPACT Mitigations strategies identified the 2001 Traffic Safety Report have been funded in the FY a- � Council Agenda Report—2002 Annual Traffic Safety Report J Page 5 2003-2005 Financial Plan. All but three of these strategies (the signalization of Broad/Pacific and signal improvements at Marsh/Santa Rosa & Marsh/Osos) have been implemented. These projects are currently under design. Funding for mitigation strategies identified in the 2002 Traffic Safety Report have been allocated in the City's Capital Improvement Program as follows: Traffic Signal Improvements (Marsh/Santa Rosa&Marsh/Osos) $95,000 Minor Traffic Safety Improvements (annual allocation) $35,000 Design plans and cost estimates must be prepared before staff can determine if additional funding is necessary to implement the mitigation strategies identified in the 2002 Traffic Safety Report. It is important to note that this engineering safety program is in its second year of operation and in order for it to continue be successful a prolonged commitment, both financially and through staff resources, will be necessary to properly implement safety mitigation and reduce our high accident rates. Similar to the Pavement Management program, annual expenditure commitments will be necessary if it is the goal of our City and community to improve traffic, pedestrian and bicycle safety along our roadways. ALTERNATIVES 1. Continue discussion of Traffic Safety Report with direction to staff. ATTACHMENTS 1. Mitigation Strategies at High Collision Rate Locations 2. Completed Traffic Safety Improvements 3. Marsh St. Crosswalk Operations&Impact Report PROVIDED TO COUNCIL & AVAILABLE FOR REVIEW IN THE CITY CLERK'S OFFICE Public Works 2002 Annual Traffic Safety Report (Including the 2002 Operations Report- SLO PD Traffic Safety Unit) I:\-Council Agenda Reports\2003 agenda reports\Transportation and Development Review(Bochum)\2002 Traffic Safety Report CAR.doc a-� Attachment#I Mitigation Strategies at High Collision Rate Intersections Arterial / Arterial Intersections Rank Intersection Pattern Recommendation Install mast arms and signal Marsh Street at Santa EB Marsh and SB 1 Rosa Street SB v.EB Right Angle heads for Santa Rosa.(Est. Cost. $45;000) Laurel Avenue at SB Right Turns v.WB Thru,WB Pedestrian crossing and 2 Orcutt Road Right Turns v.EB Thru pproach lane configurations ere changed in March Signal timing,arm upgrades Los Osos Valley Road and lane additions and 3 at t Madonna Road NB Left v. SB Thru,NB Rear End realignments completed. Continue to monitor in 2003 Safety Report. Monterey Street at f the Court Street project is 4 Santa Rosa Street Intersection Left Turn,Right built include SB Left-Turn Angle Phasing mitigation as detailed in the project EIR. Chorro Street at Marsh 5 Street Rear End Continue to monitor in 2003 road Street at 6 Higuera Street Intersection Left Turn Install Pedestrian signal heads Arterial / Collector Intersections Rank Intersection Pattern Recommendation Chorro Street at Pismo SB v.EB Right Angle NB v.EB 1 Street Right Angle Move stop bar forward Mill Street at Santa 2 Rosa Street Intersection Left Turn,Rear End Continue to monitor in 2003 Broad Street at High EB Right v.EB Right Broadside Install dedicated right turn and 3 Street hru left. 4 Right Angle Right Angle All red clearance time was implemented in late 2002. Broad Street at Buchon 5 Street No discernable pattern Continue to monitor l Attachment#1 Arterial / Local Intersections Rank Intersection Pattern Recommendation Monterey Street at 1 Osos Street Right Angle Continue to monitor iguera Street at NB Thru v.WB Thru Right 2 Morro Street Angle Continue to monitor in 2003 This section of road is Caltrans jurisdiction. Caltrans is South Street at BeeBee currently in the process of 3 Street WB Left v.WB Thru Rear-End designing left turn improvements at this location. Continue to monitor this intersection after Caltrans has installed improvements. Madonna Road at 4 Pereira Street SB Left v.WB Thru Modify WB approach turn pocket Granada Street at 5 Higuera Street WB Left v.NB Thru Continue to monitor I Attachment#I Collector / Collector Intersections Rank Intersection Pattem Recommendation Chorro Street at Mill B Thru v.PB Thru Right 1 Street Angle Continue to monitor in 2003 Collector/ Local Intersections Rank Intersection Pattem Recommendation Pismo Street at WalkerWBI Left and WB Thru,One way 1 Street street not apparent to driver Continue to monitor Ferrini Road at Begin annexation process for 2 Highland Drive WB Left and EB Thru county land surrounding Ferrini Highland intersection. uchon Street at 3 Nipomo Street No discernable pattern Continue to monitor Beach Street at Pismo o discernable pattern,One way 4 Street Continue to monitor street not apparent to driver Buchon Street at Toro 5 Street No discernable pattern Continue to monitor Local / Local Intersections Rank _ Intersection Pattern Recommendation Casa Street at Murray Remove parking at intersection 1 Street Intersection Left Turns where possible,continue to monitor in 2003 Buena Vista Street at 2 Garfield Street No discernable pattern Continue to monitor Garden Street at Right 3 Pacific Street vehicle turn sideswipe with parked Install red curb at 1235 Chorro hic Peach Street at Toro 4 Street Right Angle Installed all-way stop control ipomo Street at Palm 5 Street o discernable pattern Continue to monitor �` S Attachment#1 Other Significant Intersections Rank Segment Pattern Recommendation Install Class I flexible post Santa Rosa at Boysen ear End,SB vs.Traffic Entering delineators along west edge 1 & Exiting Boysen line. Maintain sight distance visibility for exiting EB o sen. 2Marsh at Carmel SB Left Vs.NB Thru Implement restrictions in FY 03-04 if possible. 3 ear End, random ontalban at Santa Rosa Work with Caltrans to continue o monitor in 2003. 4 California at Taft o discernable pattern Continue to monitor in 2003 Islay at Osos Remove parking where possible 5 SB Thru Vs.EB Thru at intersection,continue to monitor in 2003 einecke& Santa Rosa Work with Caltrans to install 6 B Left Vs. SB Thru right turn only signing& stripinR or worm median island. Johnson at Pismo o discernable pattern Continue to monitor 8 Oak at Santa Rosa ear End,Driveway related Continue to monitor Mitigation Strategies at High Collision Rate Segments Arterial Segments Rank Segment Pattern Recommendation 1 Osos St. 1100 Block No discernable pattern Continue to monitor 2 iguera St.800 Block SB Thru v.Ped.At Mid-block Continue to monitor Crosswalk 3 iguera St. 900 Block o discernable pattern Continue to monitor 4 Marsh St. 1300 Block o discernable pattern Continue to monitor Orcutt Rd. 1000-1100 5 Block No discernable pattern Continue to monitor Attachment#1 Collector Segments Rank Segment Pattern Recommendation N. Chorro St. 100-300 1 Block No discernable pattern Continue to monitor 2 Pismo St.900 Block o discernable pattern Continue to monitor 3 ill St. 1200 Block o discernable pattern Continue to monitor 4 Pismo St.700 Block o discernable pattern Continue to monitor 5 uchon St. 1000 Block o discernable pattern Continue to monitor Local Segments Rank Segment Pattern Recommendation athway St.200-400 1 Block No discernable pattern Continue to monitor 2 each St. 1200 Block o discernable Pattern Continue to monitor ockview St.2800-3300 3 Block No discernable pattern Continue to monitor eeBee St.2000-2100 4 Block No discernable pattern Continue to monitor 5 Casa St. 10-200 Block INo discernable pattern Continue to monitor 01 Section 6—5.2: — _ Attachment#2 Completed Traffic Safety Improvements Completed Traffic Safety Improvements Each year the Traffic Engineering Section implements traffic safety improvement projects through a variety of programs and projects. These improvements are usually stand-alone projects but are often times included in other City CIP projects or as part of individual land development projects. The following traffic safety improvements were completed in 2002: 2001 Traffic Safety Report Recommendations 1. Signal Timing Adjustments a. Marsh &Osos b. Marsh & Santa Rosa c.'Broad & Pismo d. Broad & Buchon e. Madonna & EI Mercado f. Madonna &Oceanaire 2. Sight Distance Improvements a. Monterey&Morro: Removed Parking Space b. Buchon & Nipomo: Extended Red Curb c. Pismo&Archer: Extended Red Curb d. South & Parker: Relocated Bus Shelter 3. Signing & Striping Configuration Improvements a. Carmel & Pacific: Installed All-Way Stop Control Pedestrian Crossing Improvements 1. Higuera Mid-Block Crosswalk: In-Ground Pavement Lighting Installed 2. Marsh Mid-Block Crosswalk: In-Ground Pavement Lighting Installed 3. Spanish Oaks: Ped. Crossing Signs Installed 4. Lakeview&Gulf: High visibility Crosswalk Installed 5. Pacific& Osos: High Visibility Crosswalk Installed 6. Highland &Cuesta: High Visibility Crosswalk Installed 7. 479 Highland Dr.: High Visibility Crosswalk Installed 8. Higuera & Garden: High Visibility Crosswalk Installed Sight Distance Improvements 1. Grand & Loomis: Moved Stop Bar Closer to Intersection 2. Southwood: Extended Red Curb 3. Peach &Johnson: Extended Red Curb 4. Sandercock&Story: Extended Red Curb Section 6—5.2: �� Attachment#2 Completed Traffic Safety Improvements Signing &Striping Configuration Improvements 1. Florence & San Carlos: All-Way Stop Control Installed 2. Highland Dr.: No U-Turn Signs installed between Patricia&Fel-Mar 3. Cross &Short: Centerline&Red Curb Installed 4. Loomis& Monterey: Intersection Reconfiguration 5. Lemon: Centerline Installed 6. Grove: Edge lines Installed 7. Hathway: Edge Lines Installed 8. Santa Barbara: Lane Reconfiguration 9. Purple Sage: Center Line Installed 10. Osos @ RR Square: Roundabout Striping Installed 11. Madonna & Los Osos Valley Rd.: Intersection Lead Lines Installed 12. Highland @ Chorro: Keep Clear Striping Installed Practice Methodology Improvements 1. Focus on construction work area design and safety implemented by Public Works Dept. � � I MARSH STREET LIGHTw'CROSSWALK: ATTACHMENT 3 OPERATION&IMPACT REPORT Marsh SL Crosswalk Oueuine into Marsh/Chorro Intersection The mid-block crossing at Marsh Street experiences approximately 3,300 pedestrian crossings per day of which approximately 500 occur during the afternoon peak hour and 300 during the evening peak hour. During the afternoon peak hour the crosswalk is activated approximately 100 times with an average length of 14 seconds and an average of Crosswalk Induced Queuing 4 pedestrians crossings during each activation. 30 Queue=0.8291Ix-ing Peds)+5.1077 The vehicle queuing capacity behind the m 25 crosswalk was estimated at 33 vehicles and m 20 field studies demonstrated that the 'V 15 _;_;_ :•' Marsh/Chorro intersection was impacted when m 10 £ the capacity behind the crosswalk exceeded Cr 5 0 60%or 20 vehicles. During the evening peak 0 10 20 30 hour the average queuing behind the crosswalk Crossing Pedestrians During Activation is 10 vehicles,exceeding a target capacity of 60%at only 2 of the crosswalk activations during that peak hour. During the evening peak hour the crosswalk is also activated approximately 100 times with an average length of 12 seconds and an average of 3 pedestrian crossings during each activation. The average queuing behind the crosswalk is 6 vehicles, exceeding a target capacity of 60%at only 3 of the crosswalk activations during that peak hour. It is estimated that queuing capacity behind the crosswalk during an activation will not be exceeded if the number of pedestrians crossing during an activation remains below 17. Therefore, with current pedestrian volumes, less than one percent of the daily crosswalk activations impact the Marsh/Chorro.Intersection. Progression Interruption During those same peak hours there are sixty activations of the WB through phase at the Marsh/Chorro Intersection. It was observed that during progressions without pedestrian actuations, approximately 45% of each queue is interrupted in their progression by other factors such as parking maneuvers, vehicles entering the parking structure, and left turns at the Marsh/Morro Intersection. It was observed that during progressions with pedestrian crossings, approximately 52%of each queue is interrupted in their progression by all factors including pedestrian crosswalk actuations. Therefore, the lighted crosswalk has increased the progression interruption by 7% from conditions existing prior to the crosswalk coming online. Pedestrian Safety The 800 block of Marsh Street had 2 reported collisions for one year and nine reported collisions for three years prior to the crosswalk coming on line,two of which involved pedestrian injury accidents. Since the crosswalk was lit on May I"of 2002 only two non pedestrian related collisions were reported, one involved a parked vehicle without the I ✓\r I J MARSH STREET LIGHTi ,CROSSWALK: _ ATTACHMENT 3 OPERATION&IMPACT REPORT parking brake set rolling back into a fixed object and the other involved a vehicle backing into a parked car while performing a parking maneuver. The cost of these Crash Type collisions and the Period Incapacitating Non- Property Total Dollar Loss Death Injury Incapacitating Damage projected savings Iniu only from installing Prior to Lighted $0 $0 $82,414 $13,027 the lighted Crosswalk (0) (0) (2) (7) $95,441 crosswalk can be Installation estimated using (4 Years) Projected the National After Crash Cost Crosswalk $0 $0 $0 $7.444 $7,444 Installation (0) (0) (0) (4) Averages. These (4 Years) estimated costs Comprehensive Cost Savings $87.997 include economic Lighted Crosswalk Installation Cosh 418,554 554 costs as well as a measure of the Estimated Annual Comprehensive Cost Savings: $17.360 value of lost quality of life associated with deaths and injuries or what society is willing to pay to prevent them. At the Marsh Street crosswalk, five of the nine collisions over the past four years are correctable by the lighted crosswalk with a comprehensive savings of approximately$17,360 for a four year period. Performance Results The mid-block crosswalk at the 800 block of Marsh Street is performing as expected. Vehicle queuing at the crosswalk approaches capacity during the afternoon peak hour with pedestrian and vehicle volumes sharply diminishing prior to and after that peak hour. The crosswalk has only added approximately 7%to the interruption in the progression from the Marsh/Chorro Intersection to the Marsh/Morro Intersection. Most importantly, no pedestrian/crosswalk related collisions have occurred since the crosswalk came on-line over a year ago. 2 a- i� rKen Hampian -08-28-03 4,00pm Agenda, Page 1 1 From: <ANCARTER@aol.com> To: <asettle@slocity.org>, <cmuIholland @slocity.org>, <kschwartz@sloc4.org>, <jewan@slocity.org>, <dromero@slocity.org> Date: 8/27/03 11:01 PM Subject: 08-28-03 4:00pm Agenda Dear Council Members: RECEIVED Unfortunately, I can't make your 4:00 pm meeting tomorrow. I did have AUG 2 8 2003 several comments. $LO CITY CLERK LOVR/101 Intersection I understand the inability from a cost perspective of implementing Alternative 2, 'The Comprehensive Solution." But what is the assumption on what takes place with Buckley Road &Vachell Lane under the other alternatives? Is realignment possible as a separately funded project? Could LOVR go straight across S. Higuera and connect to Vachell or go all the way through diagonally to Buckley? Yes, I realize this would require tearing down a commercial building. I also realize this is a County road problem that impacts the City. It could also be a State road issue if this alignment then became SR 227, but then again State money might be available. Annual Safety Report I have the same problems with this year's report as I had with last year's. They are the lack of focus on pedestrian/automobile conflicts, the lack of focus on severity of car crashes, and the lack of focus on potential traffic calming projects. I am pleased, however, that pedestrian/bicycle issues will apparently be addressed next year. Andrew Carter CC: <Iprice@slocity.org>, <khampian@slocity.org> C ErCOUNCIL TCDD DIR Z CAO .!FIN DIR RED FILE Z ACAO Z7 FIRE CHIEF M I G AGENDA B ATTORNEY �`PW DIR Ja'CLERK/ORIG J2'POLICE CHF DAM,ITEM #—b-16 ❑ 0-HEADS KREC DIR UTIL DIR 1 �Y �1 HR DIR