HomeMy WebLinkAbout11/14/2006, BUS 1 - 2005 ANNUAL TRAFFIC SAFETY REPORT couna L November 14,2006
j acEnaa .REpont "Or
u
CITYOF SAN LUIS O B I S P O
FROM: Jay D. Walter, Public Works Director .
Via: Tim Bochum, Deputy Director Public Works
Prepared By: Jake Hudson, Engineer H -Traffic
erv-
SUBJECT: 2005 ANNUAL TRAFFIC SAFETY REPORT
CAO RECOMMENDATION
1. Review and discuss the 2005 Annual Traffic Safety Report and associated mitigation strategies.
2. Appropriate$60,000 from the General Fund balance to cover cost increases for signal upgrades
at Marsh& Santa Rosa
3. Consider funding as part of the 2007-09 Financial Plan for the permanent realignment of Buena
Vista&Garfield at Monterey, estimated at$290,000.
4. Consider funding as part of the 2007-09 Financial Plan for the landscaping new medians along
the South Street Corridor,estimated at$500,000.
REPORT-IN-BRIEF
As part of the City's Traffic Safety Program, the Public Works and Police Departments have
completed the fifth annual Traffic Safety Report (TSR). The TSR reviews all intersections and street
segments in the City for collision rates and patterns for calendar year 2005. Based on these patterns,
recommendations are made for altering or monitoring the five most critical locations of each
intersection and street segment classification. Of these locations the most notable are: Marsh at
Santa Rosa, Chorro at Pismo, Pismo and Santa Rosa, Monterey and Osos, and Morro at Pismo.
Since the City initiated the Traffic Safety Report in 2002, traffic collisions have been on a
downward trend, with the exception of 2004 when.the City experienced a spike in accidents largely
due to an influx of construction within City right-of-way. In 2005 total collisions were down 10%,
injury collisions were down 10%, and fatal collisions were down 25%.
Two major projects still remain either unfunded or not programmed from previous reports: traffic
signal upgrades at Marsh & Santa Rosa; and permanent realignment of Buena Vista & Garfield at
Monterey. Signal upgrade at Marsh & Santa Rosa was originally funded by the 2003-05 Financial
Plan along with the traffic signal installation at Broad &.Pacific and the upgrade at Marsh & Osos.
Due to increased construction costs, additional funding to the amount of$60,000, is required to
complete this project. Permanent realignment of Buena Vista & Garfield at Monterey is currently
not programmed. A temporary realignment is currently in place. However, additional project
funding will be required to complete a permanent realignment which is currently estimated at
$290,000.
2005 Annual Traffic Safety Report
Page 2
DISCUSSION
TSR Overview
The collision data and corresponding analysis was compiled and completed by the Public Works
Department in August of 2006. The TSR identifies patterns at highest collision rate.locations of
similar classification. We then narrow each list and analyze the top five locations to identify
possible mitigations to address safety issues. For example, all arterial segments are compared to
each other to establish the highest rated locations that will potentially receive mitigation or safety
improvements. The analysis technique utilizes an advanced collision records software program that
aids staff in determining collision patterns and potential corrective measures. In order to determine
if corrective measures could reduce the likeliness of a collision type identified in the pattern, a .
comprehensive review of each location is conducted, including a survey of the field conditions and
travel behavior.
The significance of a location's "collision rate" is that it is a "normalized" iridicator when
comparing intersections or street segments. Under most conditions, the more vehicles entering
the intersection, the more likely a collision is to occur. The collision rate is the ratio between the
volume of vehicles and the number of collisions. Collision rates are used by police departments
to target traffic enforcement and by engineers to establish traffic safety mitigation measures.
Collision statistics within this report are based on actual police reports.
While the TSR reviewed over 30 high collision rate locations,many high incident locations were in
construction zones or other temporary situations that no longer exist. As such, many locations have
received a recommendation for continued monitoring. The 2005 TSR makes 11 recommendations
to improve traffic safety at the remaining high collision rate locations. All but one of these 11
recommendations are low cost measures that have already been implemented or are in the process
of being implemented. The remaining high cost measure, traffic signal upgrades for Marsh & Santa
Rosa, is carried over from the previous year. As noted above, in order to complete this project
additional funding will be required. Key tables and figures excerpted from the TSR provide a
valuable insight to trends and results of our previous actions. In addition to this remaining high cost
measure, the realignment of Buena Vista at Garfield is left over from the previous report. The
temporary realignment currently in place has mitigated the collision pattern and therefore this
location no longer ranks in the 2005 TSR. The permanent realignment is not currently funded.
TSR Results & Safety Trends
Figure 3.1 of the TSR shows the seven-year comparison of total traffic collisions that have been
reported within the City of San Luis Obispo. Although traffic collisions were on an upward trend
in San Luis Obispo for the four year period from 1999 to 2002, in 2003 the number of reported
collisions actually dropped and was, at the time, the lowest in the three years of the traffic safety
program. In 2004, traffic collisions spiked, due largely in part to an increase in construction,
including the Foothill Bridge closure and major construction activity such as the County
Administration Building, Court Street Project, and 919 Palm Street Parking Structure. In 2005,
the number of reported collisions was again the lowest in the five years of the traffic safety
program. There were 1,089 total collisions reported in 2005, approximately 10% lower than the
2005 Annual Traffic Safety Report
Page - ---- - -
previous 12-month period.
Figure M -Seven Year Collision Trend(excerpt from the 2005 TSR)
r-►
1,300 1 4,2.5
.�. 1.206
1.200
,09 089
1,100
1,02
1,000
910
900 — -
800 —
i
700 �—
i
1999 2000 2001 i 2002 2003 2004 2005
i
Safgv Program
Figure 3.2 shows trends of seven-year injury collisions. Injury collisions, a primary benchmark
of traffic safety indices, were also down by 10% in 2005 compared to 2004. Injury collisions as a
percentage of all collisions have historically been on the rise (25% in 2002 rising to 28% in
2003). However, in 2004 and 2005, the injury collisions as a percentage of all collisions remind.
static at 26%, approximately.2% lower than the previous year.
Figure 3.2-Seven Year Injury Collision Trend(excerpt from the 2005 TSR)
340
320 1-309 307 315
,
300 i— 85
280 269 265"' ,"' — —
260
240
i
220 —— —
200 - -
1999 2000 2001 ; 2002 2003 2004 2005
Safery Pr am
2005 Fatalities
Traffic collisions resulting in fatalities occur randomly and often do not occur at intersections
with high collision rates; rather, they are usually the result of unique situations and conditions
(including driver error) that often may not represent typical conditions correctible by mitigation.
A-high collision rate may be indicative of deficient roadway conditions that may be correctable
by mitigation or alteration. Fatality analysis, while very important, should not be the sole focus
for safety mitigations because individual collisions may not reflect broader factors causing
collisions or leading to correctible measures. Traffic fatalities are often high profile incidents that
receive the most attention from the public, media and Council. Over the past seven years, the
c 0 . 0
2005 Annual Traffic Safety Report
Page
City has averaged two fatalities per year.
Table 3.2 of the TSR compares injuries and fatalities.by year to demonstrate this point.
Table 3.2-Citywide Annual Injury and Fatal Collisions(excerpt from the 2005 TSI)
Tattle Total Injury %,of Total Fatal Annual
Annual Collisions Change
Change
1999 240 26.4%u 2
2000 269 +12.1% 26.2% 2 0
2001 265 -1.5% 23.3% 1 -50%
2002 309 +16.6% 1 24.7% 1 0
2003 307 -0.6% 28.1% 0 100%
2004 315 . +2.1% 26.1% 4 +400%
2005 285 -9.5% 26.1% 3 -25%
Three fatalities were reported in 2005 within City limits. Of the 3 fatalities, 2 occurred on State
Highways which are under State(Caltrans)jurisdiction: one was related to not yielding the right-
of-way from a stop on Hwy 227 (Broad Street); and the other involved a child crossing Hwy 227
(South Street) on Halloween night. The only fatality that occurred within the City's jurisdiction
was related to "driving while under the influence" (DUI) on Santa Barbara Street.
Mitigation Strategies for the 2005 TSR
Mitigation strategies for the high collision rate locations for 2005 are identified in Section 6 of
the 2005 Traffic Safety Report. Many of the mitigation measures are relatively low cost traffic
improvements and will be completed using the annual traffic safety budget ($15,000). These
include installation of additional signing and striping, miscellaneous visibility improvements,
traffic control changes, and they will be implemented by staff. Some of the notable locations and
recommended mitigations include:
Location Classification- Mitigation/Notes
Rankin
Marsh/Santa Rosa A/A-#2. The predominant collision pattern involves signal head visibility. Mast
arm and additional signal indications were identified as mitigation,
additional funds required to complete construction. Interim signal
modifications are to be installed November 2006.
Chorro/Pismo A/C-#1 Collision warrant met for all-way stop control. All-way stop control is
to be installed November 2006.
Pismo/Santa Rosa A/C-#2 Continued SB right vs. SB right sideswipe collision pattern. Right turn
signing&striping to be revised to improve lane designation.
Monterey/Osos A/L-#1 Continued collisions as a result of parking maneuvers. Existing parking
stalls do not conform to City standards, the length of parking.stalls are
to be increased to meet City standards.
Morro/Pismo UL-#1 Continued NB/SB Thru vs. WB Thru from #1 lane. Physical sight
distance restriction due to on-street parking. Restricted parking zone to
be extended & adjacent intersection.Chorro/Pismo is to have all-way
stop control installed.
Ranking Classification: (example:A/A=Arterial/Arterial intersections)A-Arterial,C-Collector,L-Local
O O O
2005 Annual Traffic Safety Report
Page 5
Making permanent improvements at the intersection of Marsh and Santa Rosa is the only significant
improvement project that remains unfunded from the 2004 TSR and is still a high collision location.
The permanent realignment of Buena Vista and Garfield is an unfunded project from previous
traffic safety reports but the temporary realignment using construction devices has corrected the
collision pattern and this location no longer ranks highly in the 2005 TSR. The Fiscal Analysis
section of this report discusses these issues in more depth.
2004 TSR: Completed Safety Improvements
Each year we report on traffic safety mitigation implemented as a result of the previous year
TSR. Pursuant to recommendations in the 2004 Annual Traffic Safety Report, various safety
improvements were implemented throughout the City during 2004. These included twelve sight
distance improvements, eight signing & striping reconfiguration improvements, three roadway
configuration improvements, and three pedestrian and bicycle improvements. Additionally, five
traffic signal improvements have been completed or are in progress. Attachment 1 contains the
full list of these completed improvements.
2005 Bicycle & Pedestrian Safety Review
Table 4.1 of the TSR shows the annual comparison of total pedestrian collisions. Attachment 2
shows specific pedestrian collision information as identified in the safety report for the types and
locations of collisions that occurred. Pursuant to previous Council direction, the TSR now
includes information of whether the motor vehicle or pedestrian/bicyclist was at fault for each
collision.
Table 40 19992005 Pedestrian Collisions(excerpt from 2005 TSR)
Total Reported 45
Year Pedestrian Collisions on 40
Public Streets 35
Pedestrian %Change 30 2 — —_ - - 24 6-
25---
1999
2s -1999 24 - 20
2000 37 +54% c4 15 — —
2001 19 _-49% 10 —
2002 41 +54% 0
0
2003 24 1 -41% 1999 2000 2001 2002 2003 2004 2005
2004 41 +41% Year
2005 26 -36%
Source: City of San Luis Obispo Traffic Collision Database
In general the number of annual pedestrian collisions fluxuates up and down as seen over the
past seven years. There were 26 total pedestrian related collisions reported in 2005, 36% lower
than the previous year but at approximately the same level as 2003. Of these collsions,
approximately two-thirds (58%) were caused by the motor vehicle involved in the crash.
In general, bicycle collisions have been on an upward trend over the past seven years. In 2005,
bicycle collisions were 10% higher than the previous year. There were 55 total bicycle related
collisions reported in 2005. Table 4.4 of the TSR shows the annual comparison of total bicycle
2005 Annual Traffic Safety Report
Page 6
collisions, while Attachment 3 to this report shows specific bicycle collision information as
identified in the safety report for the types of collisions that occurred. Of these collsions,
approximately half(51%) were caused by the cyclist involved in the crash.
Although pedestrian and bicycle collisions have been increasing over the past few years, these
collisions are often difficult to mitigate. This is because they are primarily non-correctable
incidents attributed to cyclist, driver, and/or pedestrian negligence.
Table 4.4—1999-2005 Bicycle Collisions (excerpt from the 2005 TSR)
Total Reported
Year Bicycle Collisions on 6055
Public Streets 55 —52 52 . 54
Bicycle %Change o 50 50
46'—'_ _
1999 52 0 45 45
2000 46 -12% U 40 – —
2001 45 -2%
2002 52 +13% 35
2003 54 +3.7% 1999 2000 2001 2002 2003 2004 2005
2004 50 -7.4% Year
2005 55 +10%
Source: City of San Luis Obispo Traffic Collision Database
To address this concern, the Public Works Department has developed a public education
campaign involving public service announcements (PSA) on Channel 20 and at the downtown
movie theaters. These PSA's address the predominant bicycle and pedestrian collision types
occurring in the City and suggest how to avoid them. In addition, the Police Department hosts
the "Bicycle Rodeo", an annual bicycle safety education event that teaches proper`bicycle,riding
techniques to children in the community.
Buena Vista& Garfield
One location identified in previous safety reports is the intersection of Buena Vista & Garfield.
In 2003, staff identified a significant collision pattern at this location which involved westbound
(WB) vehicles turning off of Monterey crossing the intersection diagonally and colliding with
southbound (SB) Buena Vista vehicles. Staff attributed the pattern primarily to the geometry and
alignment of the intersection, and recommended realignment to correct the pattern. In February
2005, a temporary realignment was installed in order to correct the pattern while staff met with
adjacent property owners and developed the permanent solutions. The.temporary realignment
included closure of the SB right turn slip lane, realignment of Garfield at a 90 angle to Buena
Vista, and decreasing the northeast curb radius. The realignment consisted of signing, striping,
raised pavement markers, delineators, and barricades. Since the temporary realignment was
installed in February 2005, only one collision(pedestrian)has been reported.
In December 2005, staff held its first meeting with adjacent property owners and businesses to
discuss the temporary closure and alternatives for the permanent realignment. The meeting was
attended by representatives of La Cuesta Inn, the Sands Suites, the gas station and the Days Inn.
The group discussed safety and access needs for the intersection and staff presented various
2005 Annual Traffic Safety Report
Page 7 .
alternatives and concepts which could potentially be designed into the permanent solutions. In
July 2006, staff held its second meeting to present two refined concepts which incorporated
property owner comments. The group identified their preferred alternative and asked staff to
"clean up"the existing temporary installation. The cleanup was completed in September.
The permanent realignment will consist of installing curb, gutter, and sidewalk along the
Garfield realignment to Buena Vista, across the existing right turn slip lane on Monterey, and at
the northeast corner of the intersection along with partial demolition of the exiting island and
construction of a new pedestrian refuge island. Based on current estimates, the-project will cost
approximately $290,000. Since this far exceeds the annual safety budget of$15,000, additional
funding will be required to design and construct this project. The final design for this project will
result in unused right-of-way; once the final design is complete staff will return to Council with
recommendations on what to do with this remainder area.
South Street (Hwy 227) &King Street
As stated previously, fatal collisions occur randomly and are often not at intersections with high
collision rates. As such, they may not represent typical conditions correctible by mitigation.
However, in response to a fatal accident on Halloween night that claimed the life of a child,
Caltrans and the City hosted a 'town hall meeting in January 2006 to receive input from the
community about safety issues on South Street. As a result of the meeting, a focus group was
created to develop recommendations for Caltrans and the City to consider safety enhancements
safety for pedestrians and bicycles that travel the South Street corridor. The focus group was
facilitated by Caltrans and was comprised of 11 community members, including representatives
from the City's Public Works and Police Departments.
The focus group compiled a package of recommendations supported by City staff. eight short
term, three medium term, and three long term. Of these recommendations, the most significant is
the reconfiguration of South Street to two through lanes, a center turn lane with medians, bike
lanes, and increased parking. At its June 6, 2006 meeting, Council voted to support making these
recommendations to Caltrans including the lane reconfiguration concept. The CalTrans median
project consists of median islands along South Street from Higuera Street to Broad Street with
the intention of providing pedestrian refuge islands and slowing traffic. Having these medians
landscaped is necessary to maximize the intent of their installation and improve aesthetics.
However, due to funding limits, CalTrans has decided to exclude landscaping as part of it's
construction plans and delegate the option to landscape these medians to the City. Currently
there is not enough funding available in the traffic safety budget to landscape these medians.
Therefore additional funding will be required. Staff recommends considering this funding as
part of the FY 2007-09 Financial Plan process.
CONCURRENCES
The City of San Luis.Obispo Police Department has reviewed the 2005 Annual Traffic Safety
Report and concurs with its findings. The Parking Services Division of the Public Works
Department has reviewed the 2005 Annual Traffic Safety Report and concurs with its findings.
7 .
U I
2005 Annual Traffic Safety Report
Page 8
FISCAL IMPACT
Most of the mitigation strategies identified the 2005 Traffic Safety Report will be funded from
the 2005-07 Financial Plan through it's allocation of $15,000 annually for safety related
purposes. It is important to note that as part of the City's past budget balancing actions, the
annual allocation for traffic safety purposes was reduced by $20,000 annually (prior year
allocations were $35,000) and this limits our ability to immediately respond to identified
problem areas.
As discussed previously in this report, there are two "higher" cost mitigations that are
significantly underfunded.
From the 2005 Traffic Safety report the project includes the installation of traffic signal mast
arms and additional vehicle indications at the intersection of. The current additional funding
needed for signal upgrades at Marsh & Santa Rosa is estimated at $60,000. The permanent
realignment of Buena Vista & Garfield has. not been funded. This project includes the
reconfiguration of Buena Vista at Garfield and Monterey and conversion of the successful
temporary mitigation devices to a more permanent improvement. The current estimate for the
project is $290,000. Currently there is not enough funding in the traffic safety budget, therefore
additional funding will be required for design and construction.
We recommend funding the traffic signal upgrades at Marsh and Santa Rosa at this time from the
General Fund balance. Due to its one-time cost and high priority in reducing collisions, this is an.
appropriate use of General Fund reserves; and the remaining balance will be significantly higher
than our policy minimum.
As detailed in the interim financial report for 2005-06, we ended last fiscal year in better
condition than we projected in the 2006-07 Financial Plan Supplement by $2.9 million. This
results in a General Fund balance that is above our minimum fund balance policy. As discussed
in the report, this improvement was largely due to one-time factors, and as such, should not be
used for ongoing costs. However, this modest use of reserves ($60,000) above our policy
minimum is appropriate in funding high-priority, one-time projects like this one.
On the other hand, we believe that any significant use of our reserves – even for one-time
projects–that is significant, should be considered as part of the 2007-09 Financial Plan process,
where funding can be placed in the context of Council goal-setting and other high-priority needs.
The$290,000 expenditure for the Buena Vista improvements fall in this category.
Summary
The engineering safety program is in its fifth year of operation and, in order for it to continue to
be successful, a prolonged commitment both financially and through staff resources is necessary
to properly implement, safety mitigation and reduce collisions. Similar to the Pavement
Management program, annual expenditure commitments will be necessary (even in difficult
financial times) if it is the goal of our City and community to improve traffic, pedestrian and
bicycle safety along our roadways.
�— Q
2005 Annual Traffic Safety Report
Page 9
ALTERNATIVES
1. Council may wish to fund the realignment of Buena Vista & Garfield at this time out of the
unreserved General Fund balance. This alternative would allow for the improvements to be
installed much sooner as opposed to consider funding as part of the FY 2007 Financial Plan.
However,given the cost of the project, we believe it should be evaluated in the context of all
other City needs.
2. Council may wish to defer the additional funding for signal upgrades at Marsh & Santa
Rosa until a later date. This is not recommended given it's continued collision pattern and
need for immediate corrections.
Attachments
1. 2005 Completed Traffic Safety Improvements
2. Pedestrian Collision Types 2001 through 2005
3. Bicycle Collision Types 2001 through 2005
A copy of the 2005 Annual Traffic Safety Report is in the Council reading file.
The 2005 Annual Traffic Safety Report is available for review at the City Clerk's Office in City
Hall (9 90 Palm Street), the Public Works Department (919 Palm Street), and online at
WWW.SLOCITY.ORG.
G:\Staff-Reports-Agendag-Minutrs\-CAR\2006\TranspoTtadon\CAR 2005 TadTic Safety Report CAR.doc
/- 9
MOW 1
U �
m 'd
n�
C
c O
fO �
to
E Q
2 to
cm m
O �.
CL O
>1 m
m O N
` m
CL c m
> Oo
a yii m w o
c c
- N N L O U
C
of
o Um m G 7
Lcl
w m N p m O
.y. (D c o m
O a N
m c E = E v c m 0
O mE m
o� Un m
m U U C m
C j N m mm m m d a 0 N O v
CO U 3 J 7 C C 7 C y Y V C c
G N N N m m m m m N N N > D C L C C
m — •' 00 mz Z Z Z Tn m 2 y m p� NIt
E J 0 N E
C C N N N N N G C C N '� O
O C CC y0 �7 mm m m .p.. m .m.. .m. .m.. C N U O .Y 'a C_ D
a C 'C N N U U U (n (n U N N N C O d 0` E m
� w > vvc � c cvv 'v E NO EmLL J (o c
1� 0 L L N N N y Z Z W L L L C m p Cp .J.• O C 3 N
L V C V V Ta U _ V O
CL N N y N 0 N 2 .. _ �.C-� mCL ( yy O U d L m
C L L L L p p t m 0 p� > U �G
•`� O C an d Q 0 (D d m J p 0 p N C N V
(C •N N N w V U w U .5 E c m f0 N D m O
v m C C C C c „m„
N m .� c c d `m m m EE EE m c c c o o = E �i c E
U (6 N m 'O c .c
mmmmFFm -6 •6 m � p Dmo �° c
7 y m m b ] X X m m m 11c)
0 0 o c o m m � (A m
Ca
a .o m y w H °J' — E E
y >
ooEEEE = = Emoo
c cC EEEEEE =° :° EEEE mm'L L L = N N •C m m mF- HF- cc �- � CR c c c c c c c c W c m c
E
O.- .
Q y (6
O 0
c (6
O i
• C C
� .� O
m •` � N N
L
> c ~ E
O O .N.
CL W N o
E `
O
A U w a c m
R N CD 0 E C m m
N Q
H m N c o E Q c
v t O a E r c m N ? E E
+.+ L D > N V m O C C LL m
O :4 O m N
> ` 'mE d O V cm o E O L E o .
�° m > 'ca co
v m m
O p c O v o m m J y o a c p p E
QS L N m m m o a E c m i ¢ o r mom m o c E
m f06 L C. L m m CO 2 D- `m mo d co (A = a. y d m E ,m „~p c c m m 0 c Q
W H m = N ae a a N ab as a1 = a0 0 0 2 O (7 o m ats N ay (L
O m e € a o °E J N c H m m ca p y ad aC m atl c LL m o �o n
_CE - g Kd � rr m m J
U c m > m E c op O C c N p c L a� •, o > J m > v v E C W >
CM a) 0J m m — tom o '-- N m E — m '� m O m o O m p m m m J O
N mzr 0 fn N '� (7S 6. 0 = JJ cc JSCJ d xN ¢ Fa A
.,J UAftdmeO
Table 4.2-2M Pedestrian Collisions by Type, Location, & Fault
Seventy
Pedestrian Collision Type
#Cases %of Total Injury Fatal PDO
In X-Walk-Motorist Right of Way Violation 6 23% 5 1 0
In Road—Crossing Midblock 5 19% 5 0 0
In X-Walk-Motorist Right Tum in Front of Ped. 4 15% 4 0 0
InX-Walk-MotoristRi ht Turn Facing Ped. 3 11% 3 0 0
In Road-Not Crossing 2 8% 2 0 0
In Road-At Parked Vehicle 2 8% 2 0 0
In X-Walk-Motorist Left Tum in Front of Ped. 2 8% 2 0 0
In X-Walk-Midblock 1 4% 1 0 0
Other 1 4% 1 0 0
Total: 26 100% 25 1 0
2002 2003 2004 2005
Pedestrian Collision Location
Signal 14 ' 34% 6 25% 13 32% 8 31%
Out of-Crosswalk-Midblock 13 32% 17 29% 9 22% 7 27%
Uncontrolled-Unmarked Crosswalk Major/Collector 0 0% 0 0% 1 2% 1 4%
Uncontrolled-Unmarked Crosswalk Local 0 0% 0 0% 0 0% 1 4%
Uncontrolled-Marked 3 7% 0 0% 1 2% 1 4%
Not in Road(Sidewalk) 2 5% 0 0% 5 12% 0 0%
In Road(not crossing) 2 5% 3 12% 7 18% 3 11%
Stop-Marked Crosswalk 3 7% 4 17% 3 7% 2 8%
Stop-Unmarked Crosswalk 4 10% 4 17% 2 5% 3 11%
Total: 41 11100/6]j 1 24 1 1100%]❑ 41 1 100%jj 11 26 1 100%
Party at Fault 2002_ 2003 2004 2005
Pedestrian 12 1 29%0 8 33% 15 37% 11 42%
Driver 29 1 710/ 16 679' 26 63% 15 58%
- ❑ ❑ ❑
Total`. 41 100% 24 100% � 41 1000/ 26 100%
Source: City of San Luis Traffic Collision Database
J Athchw 3
Table 4.5-2004 Bicycle Collision by Type & Fault
Number %of cyclist's Position Severity
Collision Type of Cases Total Sidewalk Road injury Fatal PDO
Motorist.Ri ht Tum-In Front of Cyclist 15 26% 0 15 15 0 0
Ride Out From Lane or Driveway 6 11% 6 0 6 0 0
Cyclist Lost Control 5 9% 0 5 4 0 1 _
Motorist Left Tum-Facing Cyclist 4 7% 0 4 4 0 0
Drive Out At Controlled Intersection 4 7% 0 4 4 0 0
Ride Out At Controlled Intersection. 3 5% 3 0 3 0 0
Wrong Way Cyclist 3 5% 0 3 3 0 0
C clist Ri ht Tum In Front Of Motorist 2 4% 0 2 2 0 0
Motorist Overtakin -Failed to Detect 2- 4% 0 2 2 0 0
Motorist Left Tum-In Front of Cyclist 2 4% 0 2 2. 0 0
Wrong Way Motorist 2 4% 0 2 2 0 0
Other Not classifiable 2 4% 0 2 2 0 0
Motorist Overtaking-Misjudged Passing Space 2 4% 0 2 2 0 0
Drive Out At Uncontrolled Intersection 1 2% 0 1 1 0 1 0
Ride Out At Uncontrolled Intersection 1 2% 0 1 1 0 1 0
Motorist Overtaking=Bike Lane Obstruction 1 2% 0 1 11 1 0 0
55 100% 9 46 11 54 1 0 1 1
Party at Fault 2002 2003 2004 2005
Cyclist 12 29% 8 330/6 15 37% 28 51%
Driver 29 71% 16 67% 26 63% 27 49°%
Total: 41 1000/6 24 .100% 24 1000/6 . ILJI 55 100%
Source: City of San Luis Traffic Collision Database
Page 1 of 1
SLO Citycouncil-SLO Traffic LAW
RECEIVED
From: <riley76@aol.com>
To: <slocitycouncil@slocity.org> NOV 1 A 2006
Date: 1 1/1 3/2006 2:45 PM
Subject: SLO Traffic LOVR/Madonna SLO CITY CLERK
CC: <JHudson@slocity.org>,<Riley76@aoLcom>
Council Members,
I would like to take this opportunity to address my concerns regarding the traffic congestion at Los Osos Valley Road and Madonna Road. I
live at 1671 Welsh Court(de Tolosa)and work at 1366 Madonna Road(Laguna Shopping Center). There has been a significant increase in
traffic as stores have opened along LOVR and I expect it will only get worse as more stores come online. There has been some modification to
the intersection which has helped although,I believe more work is needed. It is difficult to make turns in and out of the Laguna shopping
center and there is a back up of cars making a left tum towards Costco/Home Depot. Sometimes I have to wait 2 signal cycles inorder to make
it through the intersection. I would like to see the City make this intersection a priority and take all steps neseccary to allow traffic to flow
easily. Any financial support given to street improvements would be greatly appreciated. Jake Hudson with Public Works has been extremely
helpful in addresses issues and keeping my me posted regarding the intersection.
PLEASE Keep Bay Area Traffic out of Beautiful SLO!
Regards,
Mary Ann Riley
Check out the new AOL.Most comprehensive set of free safety and security tools,free access to millions of high-quality videos from across
the web,free AOL Mail and more.
NA-RO ,L
�mCOUNCIL El?CDD DIR
(ICAO F!nl DIR
la ACRO E�,FIRE CHIEF RED FILE
40 ATTORNEY [$-PW DIR
J2 CLERK/ORIG tae POLICE CHF ME !NG AGENDA
El DEPT HEADS F- R.0 DIR DATE /� G ITEM #
UTIL DIR
J,�iBu vE_ f R DIrl
1� A- C,g27£aZ a L'/40
ec.E�ex
r q. G.4lz7E^—
file://C:\Documents and Settings\slouser\Local Settings\Temp\GW}00001.HTM 11/14/2006
i Soo ,
���u�,���.��►������� ������► council mcmoRAnbum
November 07, 2006
TO: City Council RECEIVED
VIA: Ken Hampian, City Administrative Officer NOV 0 7 2005
SLO CITY CLERK
FROM: Jake Hudson, Engineer II -Traffic
SUBJECT: RED FILE, Item B1 —2005 Traffic Safety Report
It has come to our attention that table 4.5 on page 20 of the 2005 Traffic Safety Report
references incorrect statistics. You will also find this table as attachment 3 of the
Council agenda report. Attached are the corrected tables for the Traffic Safety Report
and attachment 3 of the Council agenda report.
If you have any questions please contact Jake Hudson at Ext. 255
fl g4 g
COUNCIL j9CDD DIR
CAO qR FIN DIR
ACAo ff FIRE CHIEF RED FILE
ATTORNEY i6 PW DIR MEETING AGENDA
CLERK/ORIG ;B POLICE CHF
❑ DEPT HEADS ;E �EC DIPI DA << TEM #��
IP P/$_ Z UTIL.DIR
9;r-Z&/fad 6 HR DIRE
1P
CLE�/4
No NJ
Party at Fault 2002 2003 2004 2005
Cyclist 31 60% 31 570/. 21 42% 28 51%
Driver 21 40% 23 43% 29 58% 27 49%
Total: 52 100% 54 100% 50 100% 55 100%
20
No 3
Table 4.5-2004 Bicycle Collision by Type& Fault
FNumber %of C clist's Position SeveritCollision Type f Cases Total Sidewalk Road Injury Fatal PDO
Motorist Right Turn-In Front of Cyclist 15 26% 0 15 15 0 0
Ride Out From Lane or Driveway 6 11% 6 0 6 0 0
Cyclist Lost Control 5 9% 0 5 4 0 1
Motorist Left Tum-Facing Cyclist 4 7% 0 4 4, 0 0
Drive Out At Controlled Intersection 4 7% 0 4 4 0 0
Ride Out At Controlled Intersection 3 5%_ 3 0 3 0 0
Wrong.WaCyclist 3 5% 0 .3 3 0 0
Cyclist Right Turn In Front Of Motorist, 2 4% 0 2 2 0 0
Motorist Overtaking-Failed to Detect_ 2 4% 0 2 2 0 0
Motorist Left Tum-In Front of Cyclist 2 4% 0 2 2 0 0
Wronq Wav Motorist 2 4% 0 2 2 0 0
Other Not classifiable 2 4% 0 .2 2 0 0
Motorist Overtaking-Misjudged Passing Space 2 4% 0 2 2 0 0
Drive Out At Uncontrolled Intersection 1 2% 0 1 1 0 0
Ride Out At Uncontrolled Intersection 1 2% 0 1 1 0 0
Motorist Overtaking—Bike Lane Obstruction 1 2% 0 1 1 0 0
55 100% E 9 46 54 0 1
Party at Fault 2002 2003 2004 2005
Cyclist 31 60% 31 570/6 21 1 42% 28 51.%
Driver 21 40% 23 43% 29 580/o 27 49%
Total: 52 100% 54 100% 55 100%
Source: City of San Luis Traffic Collision Database