HomeMy WebLinkAbout10/21/2008, B2 - 2007 ANNUAL TRAFFIC SAFETY REPORT f
council. ?&dim Ow 10/21/2008
Agenba Qepom J� a
CITY OF SAN LUIS OBISPO
FROM: Jay D. Walter, Public Works Director& Deborah Linden,Police Chief
Prepared By: Jake Hudson, Senior Traffic Engineer
SUBJECT: 2007 ANNUAL TRAFFIC SAFETY REPORT
CAO RECOMMENDATION
1. Review and discuss the 2007 Annual Traffic Safety Report and associated mitigation strategies.
2. Direct staff to revise the Neighborhood Traffic Management Guidelines and return to council
with recommendations.
REPORT-IN-BRIEF
As part of the City's Traffic Safety Program, the Public Works and Police Departments have
completed the seventh annual Traffic Safety Report (TSR). The TSR reviews all intersections and
street segments in the City for collision rates and patterns in addition to enforcement activities for
the calendar year 2007. Based on this traffic information, 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 & Osos, Marsh & Santa Rosa, High/Pismo & Higuera,
Foothill&Tassajara,and Chorro&Mill.
In 2007 total collisions were down 0.7%, injury collisions were up 2.8%, and there were no fatal
collisions. These statistics represent a continued low rate for local collisions as compared to State
and national statistics. Since the City initiated the Traffic Safety Report in 2002, traffic collisions
have continued 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 and failure of the
Foothill Bridge.
This report marks a significant milestone in the City's history of traffic safety efforts; since the
traffic safety program began in 2002, 14 major and numerous other moderate and minor safety
projects have been completed or are currently under construction. Due to the City's investment in
these projects, coupled with ongoing enforcement activities, traffic collisions are down by more
than 30% since the safety program began in 2002.
DISCUSSION
TSR Overview
The collision data and corresponding analysis for the current report was compiled and completed by
the Public Works & Police Departments in October of 2008. The TSR identifies patterns at the
highest collision rate locations of similar classification. Staff then narrowed each list and analyzed
the top five locations to identify possible mitigations to address safety issues. For example, all
a -�
2007 Annual Traffic Safety Report. Page 2
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 milum
l l
collision patterns and potential corrective measures. In order to
determine if corrective measures could reduce the likelihood of a . 0.7%reduction in reported
collision type identified in the pattern, a comprehensive review of collisions from 2006
each location is conducted, including a survey of the field • 9 year historical low
conditions and travel behavior. • Injury collisions were up
2.8%
The significance of a location's "collision rate' is that it is a
"normalized" indicator 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 40 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 2007 TSR makes nine recommendations
to improve traffic safety at the remaining high collision rate locations. All of these nine
recommendations are relatively low cost measures that have already been implemented or are under
design and in the process of being implemented.
TSR Results & Safety Trends—Measured Improvements over Time
With six years of data now as a result of the City's focused traffic safety program, the benefits of
expenditures at our high collision locations and increased enforcement is clear.
Frgtue 3.1-Nine Year Collision Trend(excerpt from the 2007 TSR)
1300 1255
1200 _-
1097Y089 -
1100 -
1000
900 TI 865
800
700
1999 2000 2001 2002 2003 2004* 2005 2006 2007
,Vary PrO=g:rP—a-M&Oglns ■Foo&H Badge Closed throughout 2004
In 2007, the number of reported collisions was the lowest in the seven years of the traffic safety
program. There were 865 total collisions reported in 2007, approximately 0.7% lower than the
previous 12-month period. Figure 3.1 of the TSR shows the nine-year comparison of total traffic
a -�
2007 Annual Traffic Safety Report Page 3
collisions that have been reported within the City of San Luis Obispo. Historically traffic
collisions had been on an upward trend in San Luis Obispo. That was until 2002, when the TSR
and traffic safety program was initiated. Since that time, the number of reported collisions has
declined annually except in 2004, when traffic collisions spiked due to an increase in
construction, including the Foothill Bridge closure and major construction activity such as the
County Administration Building, Court Street Project, 919 Palm Street Parking Structuie, and
many seismic retrofit projects within the downtown. The reported collisions in 2007 were the
lowest recorded during the seven years the program has been in place and were below the 1999
collision records, the date when the City Public Works Department started collision tracking.
Injury collisions (a primary benchmark of traffic safety indices due to their higher likelihood of
being reported) were up in 2007 (by 0.7%) compared to 2006. Figure 3.2 shows an eight year
trend of injury collisions within the City of San Luis Obispo. Injury collisions as a percentage of
all collisions have historically been on the rise (25% in 2002 rising to 28% in 2003). This was
again the case in 2007 with the injury collisions as a percentage of all collisions at 29.7%,
approximately I% higher than the previous year.
Figure&2-Mne Year Injury Collision Trend(excerpt fiom the 2007 TSI)
340
320 315
300
230 2FQ TNN
2B0 - 2M 257
240
220
1l
370
1888 7000 2001 3702 2003 2004° 2005 2006 2007
��p''0��'��� �FootlQdIDi�e Cbsedllroa�iataT004
2007 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.
Whereas high collision rates may be indicative of deficient roadway conditions that may be
correctable by mitigation, fatality locations are oftentimes sporadic in location. 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 nine years, the City has averaged two fatalities per year;
however in 2007 there were no reported traffic related fatalities.
� 3
2007 Annual Traffic Safety Report Pacte 4
Table 3.2 of the TSR compares injuries and fatalities by year to demonstrate this point.
Table&2-C-dy-wide Annual.Injury and Fatal Collisions(excerpt from the 2006 TSM
1999 240 26.4% 2
2000 269 +12.1% 26.2% 2 0
2001 265 -1.5% 23.3% 1 _ -50%
2002 309 +16.6% 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%
2006 250 -12.28% 28.7% 2 -33%
2007 257 +2.8% 28.9% 0 -200%
2007 Bicycle& Pedestrian Safety Review
Table 4.1 of the TSR shows the annual comparison of total pedestrian collisions. Specific
pedestrian collision information and locations of collisions that occurred are shown in
Attachment 2 of this agenda report. 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 4.1 -1999-2007 Pedestrian Collisions(excerpt from 2007 TSR)
Total Reported
Year Pedestrian Collisions on
Public Streets a5
-
Pedestrian % Change 90
35
1999 24 - 30
2000 37 +54% 25 -.r. za
2001 19 -49% 2 19
2002 41 +54%
2003 24 -41% 10 15
2004 41 +41%
2005 26 36% lsss z000 2001 2002 2003 2oo4 zoos coos zaor
Yen
2006 1 27 +4%
2007 1 18 -331/6
Source:. City of San Luis Obispo Traffic Collision Database
In general, the number of annual pedestrian collisions tends to fluctuate up and down as seen
over the past seven years. There were 18 pedestrian related collisions reported in 2007, 33%
lower than the previous year. Of these collsions, 71% were caused by the-motor vehicle involved
in the crash, indicating that the percentage of motor vehicle caused pedestrian collisions is rising.
In general, bicycle collisions have been on an upward trend over the past seven years. However,
in 2007, bicycle collisions were 3% lower than the previous year, with 59 total bicycle related
collisions reported.
2007 Annual Traffic Safety Report Page 5
Table 4A-1999-2007 Bicycle Collisions(excerpt from the 2007 TSR)
Total Reported
Year Bicycle Collisions on
Public Streets _ 65-
Bicycle
5 Bicycle %Change — 61 ss
1999 52 - — 0 55 _ 54 55
52
2000 46 -12% — Sa
2001 45 2% _ 50 .
2002 52 +13% — 46 45
_
2003 54 +3.7% 45_
200450 7.4% — 40
79% 2000 2001 2002 2[103 2004 2005 2006 2007
2005 55 +10% _ Yew
2006 61 +11%
2007 59 3o
Source: City of San Luis Obispo Traffic Collision Database
Table 4.4 of the TSR shows the annual comparison of total bicycle 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, fault was shared fairly equally between
motorist (54%) and bicyclist(46%).
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 or disregard for vehicle code
requirements.
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 PSAs 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. A "Safe Routes to School" campaign is being
developed county-wide to assist in promoting safer bicycle and walking habits.
2006 TSR: Completed Safety Improvements
Each year staff reports on traffic safety mitigation implemented as a result of the previous year
Traffic Safety Report. Pursuant to recommendations in the 2006 TSR, various safety
improvements were implemented throughout the City during 2007. These included four traffic
signal installations and improvements, ten pedestrian & bicycle improvements, five roadway
improvements, seven signing & striping improvements, and ten sight distance improvements.
Attachment 1 contains the full list of these completed improvements. In addition, Police
Department staff increased enforcement activities and focused enforcement on areas identified in
the 2006 TSR as having high collision rates.
2007 Annual Traffic Safety Report Page 6
Mitigation Strategies for the 2007 TSR
Mitigation strategies for the high collision rate locations for 2007 are identified in Section 6 of
the 2007 Traffic Safety Report. All of the mitigation measures are relatively low cost traffic
improvements that will be completed using the annual traffic safety budget ($30,000) and
implemented by staff. These include installation of additional signing and striping, miscellaneous
visibility improvements, traffic control changes, and increased enforcement. Sortie of the notable
locations and recommended mitigations include:
flazalm C
Monterey/Santa Rosa Ped.-#2 Illegal pedestrian crossings and Pedestrian ROW violations. Conduct focused
A/A-#2 enforcement for illegal pedestrian crossing, investigate clearance timing
improvements,and install pedestrian warning signs.
Califomia/Monterey Bike-#4 Vehicle/Bike conflicts due to shared lane usage & step downgrades on
A/A #4 California approach contribute to high speeds. Install shared lane signing and
markings on Monterey, install advance warning signing for intersection on
California and conduct focused speed enforcement on SB approach.
Marsh/Osos A/A-#I Signal head visibility limited and substandard pole placement. Signal
reconstruction currently underway,complete signal upgrades.
Frederick/Hope/Grand A/C-#3 Sight distance restrictions due to overgrown vegetation. Send request to
property owner-to Vim vegetation.
High/Pismo/Higuera A/C-#4 Signal head visibility limited. Replace 8" vehicle indications with 12"
indications.
Madonna/Oceanaire A/C-#5 Speeding on EB approach. Conduct focused speed enforcement on EB
approach.
Califomia/Taft AIL-#3 Speeding on approach from Hwy 101. Install advance warning signs and
conduct focused speed enforcement.
FoothilYrassajara A/L-#5 Left turn from thru lane conflicts. Investigate lane and signal phasing
improvements.
Chorro/Mill C/C-#1 Limited sight distance restrictions.Move stop bars forward&trim vegetation on
corners.
Ranking Classification: (example:A/A is an Arterial/Arterial intersection)A Arterial,C-Collector, L-Local
Neighborhood Traffic Management Status
In June 1998, the City Council adopted a Comprehensive.Neighborhood Traffic Management
(NTM) Program aimed at reducing traffic volumes and speeds on residential streets. The
program offers different options to citizens wanting to implement traffic calming measures on
their streets. The program identifies the petition process and neighborhood surveys that are used
to demonstrate majority support for implementation of specific options.
Since the program was established in 1998 staff has identified several flaws in program
guidelines including unnecessary processes for implementing and funding improvements, low
thresholds under which a neighborhood would qualify to participate in the program, and other
issues which make it difficult for staff to process and implement the program. For example, a
neighborhood would currently qualify for the program if the predominant speed was just a
fraction over 25 mph or if the daily traffic volume were just I vehicle per day over the desired
volume established in the City's circulation element. As a result of such low thresholds the City
currently has 18 active neighborhood traffic management requests, and in the majority of these
requests, minor variations in daily speeds and volumes were the threshold factors. In addition,
current funding levels and staff resources can only accommodate one or two programs annually,
,P,—6:�,
2007 Annual Traffic Safety Report Page 7
depending on the cost of each program. Therefore, staff is recommending that Council direct
staff to revise the Neighborhood Traffic Management Guidelines and return to council with
recommendations for a modified program that better meets the needs of our community and aligns
with existing staff and funding resources.
Staff is currently working on two priority Neighborhood Traffic Management Requests; The
Oceanaire Neighborhood and the Pismo Buchon Neighborhood.
1. PismoBuchon NTM
In April 2008 staff held a meeting with neighborhood residents in the PismoBuchon area to
discuss issues and concerns which should be addressed as part of the NTM program and to form
an action team to represent the entire neighborhood. In May 2008 the Police Department met
with the group to discuss enforcement activities in the area and Public Works staff met with the
action team to establish project boundaries, focus issues to be addressed, and formulate a
study/survey program to evaluate the issues. Currently staff is proceeding with the various
studies and surveys. Staff anticipates that these studies will be completed within the next three to
four months. Shortly thereafter, the Neighborhood Action team and staff will develop an action
plan and present recommendations to Council.
2. Oceanaire NTM
In September 2008 staff met with several active residents of the Oceanaire neighborhood to
discuss starting a new NTM program and outline an overall strategy for proceeding. Residents
and staff are currently preparing for the initial ballot process to determine if the majority of the
neighborhood is in support of formulating an NTM. Within the next one to two months ballots
will be circulated_to the neighborhood for a vote whether or not to move forward with the
management program. If a majority supports the program, staff will hold a community meeting,
form an action team, and begin the in depth study period.
FISCAL IMPACT
All of the mitigation strategies identified the 2007 Traffic Safety Report will be funded from the
2007-09 Financial Plan through it's allocation of$30,000 annually for safety related purposes.
Focused enforcement will be accomplished within the Police Department's existing staffing and
budget. Although all major safety projects have been completed or are currently under
construction, in order to continue to be successful, a prolonged commitment both financially and
through staff resources is necessary to properly implement safety mitigation and reduce
collisions. Continued annual expenditure commitments will be necessary (even in difficult
financial times) if it is the goal of the City and community to improve traffic, pedestrian and
bicycle safety along our roadways.
ALTERNATIVES
Council may direct staff not to revise the traffic management guidelines. Staff does not
recommend this alternative since the current program guidelines limit staff's ability to process
and implement these programs. If the guidelines remain as they are neighborhoods with traffic
C�' 7
2007 Annual Traffic Safety Report. Page 8
conditions that are consistent with the City's circulation element will compete for resources
against neighborhoods experiencing excessive traffic volumes and speeds.
ATTACHMENTS
1. 2007 Completed Traffic Safety Improvements
2. Pedestrian Collision Types 2007
3. Bicycle Collision Types 2007
A copy of the 2007 Annual Traffic Safety Report is in the Council reading file.
The 2007 Annual Traffic Safety Report is available for review at the Public Works Department(919
Palm Street), and online at www.slocity.org.
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2007 Pe+des>dian coirmfons by Type, Location, &Fau/t
Pedestrian Collision Type Severity
#Cases %of Total Iniu Fatel PDO
In X-Walk-Motorist Right Tum Facing Ped. 4 22% 4 0 0
In X-Walk-Motorist Left Tum in Front of Ped. 3 17% 3 0 0
In X-Walk-Midblock 3 17% 3 0 0
In X-Walk-Motorist Right of Way Violation 2 11% 2 0 0
In Road— rossing Midblock 2 11% 2 0 0
In Road-Not Crossing 2 11% 2 0 0
In X-Walk-Motorist Right Tum in Front of Ped. 1 5.5% 1 0 _ 0
Other 1 5.5% 1 0 0
Total: 18 100% 18 0 0
2004 2005 2006 2007
Pedestrian Collision Location
Signal 13 32% 8 31% 9 33% 8 44%
Out of Crosswalk-Midblock 9 22% 7 27% 1 3 11% 2 11%
Uncontrolled-Unmarked Crosswalk Major/Collector 1 2% 1 4% 1 4% 0 0%
Uncontrolled- Unmarked Crosswalk Local 0 0% 1 4% 0 0% 0 0%
Uncontrolled-Marked 1 2% 1 4% 2 7% 3 17%
Not in Road(Sidewalk) 5 12% 0 0%° 0 0%° 0 0%
In Road (not crossing) 7 18% 3 11% 4 16% 3 17%
Stop-Marked Crosswalk 3 7% 2 8% 2 7% 0 0%
Stop-Unmarked Crosswalk 2 5% 3 11% 6 22% 2 11%
Total: 41 100% ❑ 26 100% 27 100% 18 110%
Party at Fault 2004 2005 2006 2007
Pedestrian 15 37% 11 42% 6 22% 4 29%
Driver 26 63% 15 58% 21 78% 14 71%
Total: 41 11 26 1000/6 27 100% 18. 100%
Source: City of San Luis Traffic Collision Database
AdUbMW
2007 Bicycle Collision by Type& Fault
Number %of C clist's Position Severity
of
Collision Type Cases Total Sidewalk Road InjuryFatal PDO
Cyclist Lost Control 14 24% 0 14 13 0 1
Motorist Right Turn-In Front of Cyclist 9 15% 0 9 9 0 0
Motorist Left Tum- Facing Cyclist 8 14% 0 8 1 6 0 2
-Wrong Way Cyclist 6 10% 0 6 6 0 0
Drive Out At Uncontrolled Intersection 6 10% 0 6 6 0 0
Motorist Left Tum-In Front of Cyclist. 4 7% 0 4 2 0 2
Motorist Open Door Into Path of Cyclist 4 7% 0 4 4 0 0
Ride Out From Lane or Driveway 4 7% 4 0 3 0 1
Cyclist Left Tum In Front Of Motorist 1 2% 0 1 1 0 0
Other Not classifiable 1 2% 0 1 1 0 0
Motorist Overtaking-Misjudged Passing Space 1 2% 0 1 1 0 0
Drive Out At Controlled Intersection 1 2% 0 1 1 0 0
59 100% 4 59 53 0 6
Source: City of San Luis Traffic Collision Database
Party at Fault 2004 2005 2006 2007
Cyclist 21 42% 28 510/6 30 49% 32 54%
Driver 29 58% 27 49% 31 51% 27 46%
Total: 50 1000% 55 100% 61 100% 11 59 1000%
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Date: . October 17, 2008
TO: City Council
VIA: Ken Hampian, City Administrative Officer
FROM: Jake Hudson, Senior Traffic Engineer
SUBJECT: 2007 Annual Traffic Safety Report
It has come to staffs attention that there is a typo on page 4 "A Message from the
Public Works and Police Departs" of the Traffic Safety Report, indicating a 13%
reduction in pedestrian collisions from the previous year, the actual reduction in
pedestrian collisions is 33% from the previous year. In addition several
acknowledgements were not included. Attached is a revised "Message from the Public
Works and Police Departments". This revised section will be updated in all further
publications of the report.
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A messace Prom the puBbc works Ana pobce agmammts
Welcome to the 7th edition of the City of San Luis Obispo Traffic Safety Report prepared
by staff from the Public Works and Police Departments. The Annual Traffic Safety Report
began in 2002 in an attempt to identify high collision locations within the City and actively
pursue mitigation improvements that may reduce our collision rates and improve safety for
our citizens.
Calendar year 2007 was another watershed year for the City's traffic safety program. Total
reported collisions were the lowest in the seven year history of the traffic safety program.
Although injury collisions were slightly higher that 2006, the difference was seven collisions
which represents an increase that is well within the goals of the program.
Collisions in 2007 were about 0.7% lower than recorded collisions in 2006, and
approximately 30% lower than the total recorded in the first year (2002) of the traffic safety
program. Injury collisions were slightly up by approximately 2.8% from 2006; however the
total number of injury collisions has declined by approximately 17% since the first year of the
traffic safety program. These reductions are statistically significant and a very positive
indication of the effectiveness of the traffic safety program. Traffic fatalities in any given year
are usually random and there were no fatalities in the City in 2007.
The 2007 Traffic Safety Report again looks at bicycle and pedestrian collisions and tracks
occurrences to identify potential high profile locations. Similar to fatal collisions, bicycle and
pedestrian collision rates tend to occur sporadically both in location and number of
occurrences. This continues to be the case in 2007,, when pedestrian collisions declined
33% and bicycle collisions declined 3% from 2006.
As in previous Traffic Safety Reports, staff reviewed all high collision rate intersections and
segment locations and has recommended mitigation measures to increase safety at the top
five locations in each category. Our goal is that the combination of thorough analysis,
appropriate mitigation, and consistent and focused education and enforcement will continue
to reduce traffic collisions and injuries and improve the safety of our motoring, walking and
bicycling public.
We would like to thank and acknowledge Public Works employees Jake Hudson, Dario
Senor, Peggy Mandeville, Chris Overby, Bryan Wheeler, and Mateo Echabame, and Police
Department employees Jeff Booth, Kerri Rosenblum, and Steve Tolley for their tireless work
in compiling the necessary information that has gone into this report and disseminating the
data to make recommendations for appropriate improvements. Staff from both departments
will diligently implement the recommendations outlined in this report in order to continue to
make our City streets safer.
Timothy Scott Bochum, T.E. Deborah Linden
Deputy Director of Public Works Chief of Police
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FROM: Deborah Linden, Chief of Police 9�
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SUBJECT: 2007 Traffic Safety Report—Additional Information � O
i C[Giy2rL
On October 16, 2008, Council Member Carter requested additional information related to the
2007 Traffic Safety Report being presented at the October 21, 2008, Council meeting.
Specifically, Council Member Carter requested a comparison of the number of traffic officers on
staff each year since 1999 to the number of traffic citations issued each year (table 4.1 on page
19 of the 2007 Traffic Safety Report).
The following table depicts the number of traffic (motorcycle) officers deployed each year (right
axis) compared to the total number of traffic citations generated(left axis).
8000 6
7000 5
6000
5000 4 =Citations (left axis)
\n v�
4000 3
--*—Traffic Officers (right
3000 --
2 axis)
2000 --
1000 1
0 JIT0
1999 2000 20012002 2003 2004 2005 2006 2007
As the chart indicates, there is a direct correlation between the number of full-time traffic
officers and the number of citations issued (a measure of enforcement activity). The following is
a chronology of staffing changes in the Traffic Unit that have impacted the total citation count
since 1999:
0 2000: City received a grant from the Office of Traffic Safety (OTS) for two additional
traffic officers, increasing the total number of officers from three to five.
• 2003: One traffic officer position was eliminated due to budget reductions, leaving four
traffic officers in the unit.
r
■ 2003 and 2004: Additional traffic officers were temporarily redeployed to patrol on a
rotating basis to cover patrol shortages, causing the number of traffic officers to fluctuate
between three and four during this period.
■ October 2007: One additional traffic officer was added to the unit as part of the 2007-09
financial plan and funded by an OTS grant, bringing the number of traffic officers back to
five for the last quarter of 2007 and into 2008 (depicted on the chart as 4.25 traffic
officers in 2007 since the fifth position was not added until October 2008).
The main priorities of traffic officers are the investigation of traffic collisions, the enforcement
of traffic laws, and the education of the public about traffic safety. They are also responsible for
creating traffic plans for special events in the City, such as parades and races, and staffing those
events. Patrol officers also enforce traffic laws and investigate collisions; however their main
priority is responding to calls for service and general law enforcement duties.
Generally, traffic officers generate the greatest number of citations and therefore, have the
greatest influence over the total citation count. However, there are other factors not reflected in
the chart that influence the number of citations written in any given year, including: changes in
patrol and supervisor staffing; volume of patrol calls for service; number of collisions requiring
investigation; number of special events requiring traffic officer involvement; changes in traffic
laws; temporary loss of work productivity due to injury/illness; new or increased responsibilities
for officers; and individual officer productivity.
Citations are an effective means to educate the public about the need to comply with traffic laws,
and to ensure appropriate consequences for unsafe driving behavior. Traffic officers are able to
focus their efforts on traffic safety and enforcement more than patrol officers, whose time is
usually occupied with calls for service and other law enforcement duties. In addition, traffic
officers on motorcycles are better able than patrol officers to maneuver through traffic and on
congested roadways to respond to collisions and initiate traffic stops. Traffic officers are a
critical component of our City's overall traffic safety efforts.
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