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10/19/2010, B1 - 2009 ANNUAL TRAFFIC SAFETY REPORT
council p 19/2010 j acEnaa Repottt CITYOF SAN LUIS O B I S P O FROM: Jay D. Walter, Director of Public Works Deborah Linden,Police Chief Prepared By: Tim Bochum,Deputy Public Works Director Jake Hudson,Traffic Operations Manager Jeff Booth, Sergeant Traffic Division SUBJECT: 2009 ANNUAL TRAFFIC SAFETY REPORT RECOMMENDATION Receive and discuss the 2009 Annual Traffic Safety Report and associated mitigation strategies. REPORT-IN-BRIEF 2009'Fraffic Sit0 As part of the City's Traffic Safety Program, the Public Works and Police Departments have completed the 2009 . 13% reduction in reported annual Traffic Safety Report (TSR). In 2009, total collisions collisions from 2008 were down 13%, injury collisions were down 1%, and there • 1% reduction in reported were no fatal collisions. In fact, there has not been a fatal injury collisions from 2008 traffic collision on City streets since 2006. These statistics • 11 year historical low reflect a continuing downward trend in collisions within the City, 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 and are the lowest on record despite increasing City-wide traffic volumes. Since the program began in 2002 traffic collisions on City streets have been reduced by over 45%. 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 2009. 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: California & Monterey, Marsh & Higuera, Buchon & Johnson, Los Osos Valley Road (LOVR) & Froom, and the 200& 300 blocks of Higuera Street. This report marks yet another significant milestone in the City's outstanding history in traffic safety efforts. Since the traffic safety program began in 2002, over 150 minor and 16 major traffic 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 45% since the safety program began in 2002. In 2009 the City received the International Institute of Traffic Engineers Public Agency Achievement Award for excellence in Traffic Safety for this program. This is one of the highest and most prestigious awards an agency can receive for its transportation engineering practices. Recognition at this level is particularly special for the City of San Luis Obispo because it is typically B1-1 2009 Annual Traffic Safety Report Page 2 received by State transportation departments or major-metropolitan organizations. The City of San Luis Obispo is the smallest agency to receive recognition at this level. DISCUSSION TSR Overview The collision data and corresponding analysis for the current report was compiled and completed by the Public Works and Police Departments in September 2010. 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 arterial segments are compared to each other to establish the highest rated locations that will potentially receive consideration for 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 t the likelihood 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" 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 2009 TSR makes twelve recommendations to improve traffic safety at the remaining high collision rate locations. All of these twelve recommendations are either relatively low cost measures or higher cost measures that are already funded as part of other approved projects. TSR Results & Safety Trends—Measured Improvements over Time With eleven years of data now available, (as a result of the City's focused traffic safety program) ` the benefits of investing in projects to correct the problems at the City's high collision locations and prioritizing increased enforcement are clear. In 2009, the number of reported collisions was the lowest in the nine years of the traffic safety program and the lowest on record. There were 682 total collisions reported in 2009, approximately 13% lower than the previous 12-month period. Figure 3.1 of the TSR shows the eleven-year comparison of total traffic collisions that have been reported within the City of San Luis Obispo. B1-2 2009 Annual Traffic Safety Report Paae 3 Figure 3.1—Eleven Year Collision Trend (excerpt from the 2009 TSR) Y 1300 -- — - ---- – 1200 , 1100 1000 900 800 i 700 600 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 .•••► •FOMIU 9444pe crowd Tn,o 4=t 2004 Safety Program Begins Prior to 2002, when the TSR and traffic safety program was initiated, traffic collisions had been on an upward trend in San Luis Obispo. 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 Structure, and many seismic retrofit projects within the downtown. The reported collisions in 2009 were the lowest recorded during the eleven 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 down in 2009 by about I% compared to 2008. This is the lowest number on record for the Traffic Safety Report and is below levels recorded in 1999. Figure 3.2 shows an eleven year trend of injury collisions within the City of San Luis Obispo. Figure 3.2.1—Eleven Year Injury Collision Trend (excerpt from the 2009 TSR) 340 �Safety ProgramBegins 320 r ------- ------- — — i 300 -----'— -- 280 — 260 240 269 220 240 i i 200 , 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 "Foothill Bridge Closed throughout 2004 -B1-3 2009 Annual Traffic Safety Report Page 4 2009 Fatalities There were no roadway fatalities on City Streets in 2009. High collision rates may be indicative of deficient roadway conditions that may be correctable by mitigation, however fatality locations are often times sporadic in location and are the result of unique conditions which are not correctable. 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 eleven years, the City has averaged 1.4 fatalities per year; however, in 2009 there were no reported traffic related fatalities. There has not been a fatal traffic collision reported on City streets since 2006. Table 3.2 of the TSR compares injuries and fatalities by year to demonstrate this point. Table 3.2-Ci -wide Annual IniuEy and Fatal Collisions(excerpt from the 2009 TSR Table Total Injury Annual % of Total Fatal Annual Change Collisions Change 1999 240 1 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% 1 28.7% 2 -33% 2007 257 +2.8% 28.9% 0 -200% 2008 237 -7.78% 35.0% 0 0 2009 235 .0.84% 30.1% 0 0 2009 Bicycle& Pedestrian Safety Review Table 3.1 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 3.1-1999-2009 Pedestrian Collisions(excerpt from 2009 TSR Total Reported Year Pedestrian Collisions on Public Streets 45 Pedestrian %Change 40 1999 24 - 35 2000 j 37 +54% 30 2001 19 -49% 25 2002 41 +54% 2003 24 -41% 20 2004 41 +41% 15 2005 26 -36% 1 10 — 2006 27 +4% 19% 2000 2001 2002 2003 2000 2005 2006 2007 2008 2009 2007 18 -33% 2008 25 +39% 2009 24 1 -4% Source: City of San Luis Obispo Traffic Collision Database B1-4 2009 Annual Traffic Safety Report Pace 5 In general, the number of annual pedestrian collisions tends to fluctuate up and down as seen over the past eleven years. There were 24 pedestrian-related collisions reported in 2009, 4% lower than the previous year. Of these collsions, 75% were caused by the motor vehicle involved in the crash, indicating that the percentage of motor vehicle caused pedestrian collisions is rising. Table 3.7 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, 72% were caused by the cyclist involved in the crash. Table 3.7—1999-2009 Bicycle Collisions(excerpt from the 2009 TSR Total Reported Year Bicycle Collisions on Public Streets 75 Bicycle %Change 70 --- - -- --- 1999 52 _ 65 ------ -- — 2000 46 -12% 60 2001 45 -2% 55 2002 52 +13% 2003 54 +3.70/6 50 2004 50 -7.4% 45 2005 55 +10% 40 2006 61 +11% s5 2007 59 -3% 1999 2000 2001 2002 Zoos 2004 was 2006 M w06 2009 2008 59 0 2009 72 1 +22% Source: City of San Luis Obispo Traffic Collision Database In general, bicycle collisions have been on an upward trend over the past eleven years. In 2009, bicycle collisions were 22%higher than the previous year, with 72 total bicycle related collisions reported. However, an increase in bicycle collisions is somewhat expected as the volume of cyclists City-wide has increased by approximately 8%-10% annually. This is significant because bicycle collisions now represent over 10% of City-wide traffic collisions. 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. With an 11-year collision trend on record its evident that the City is experiencing a trend in increasing bicycle collisions and an increase in the percent of cyclists that are at fault in collisions. In response to the increasing bicycle collision rate and the percent of collisions where cyclists are at fault, the B1-5 C 2009 Annual Traffic Safety Report Pacte 6 Public Works and Police Departments will develop a formal enforcement strategy aimed at reducing bicycle violations and subsequently bicycle collisions within the City. 2008 TSR: Completed Safety Improvements Each year staff reports on traffic safety mitigation implemented as a result of the previous year's TSR. Pursuant to recommendations in the 2008 TSR, various safety improvements were implemented throughout the City during 2009. The most notable included 3 traffic signal improvements, four pedestrian & bicycle improvements, three roadway improvements, six signing & striping improvements, and nine sight distance improvements. Attachment 1 contains a summary of the completed improvements. In addition, Police Department staff increased enforcement activities and focused enforcement on areas identified in the 2008 TSR as having high collision rates. Also, numerous other projects identified from the 2008 traffic safety report are currently under design or are in construction. Mitigation Strategies for the 2009 TSR Mitigation strategies for the high collision rate locations for 2009 are identified in Section 6 of the 2009 TSR. All of the mitigation measures are relatively low cost traffic improvements that will be completed using the annual traffic safety budget ($25,000) and implemented by staff. These include installation of additional signing and striping, miscellaneous visibility improvements, traffic control changes, and increased enforcement. Some of the notable locations and recommended mitigations include: California/Monterey A/A-92 Vehicle/Bike conflicts due to shared lane usage and steep downgrades on Bike-#1 California approach contributing to high speeds. Install additional bicycle lane marking and bicycle boxes. Marsh&Higuera A/A-#4 Drivers confusing right turn overlap arrow with through movement signal indications. Improve signal head configuration. As part of Mid-Higuera signal reconstruction project, upgrade 8" signal indications to 12" and reconfigure right tum overlap head configurations. Continue to monitor in 2010. Johnson&Orcutt A/A-#1 Collision patter attributed to stop sign violations. SLO County PW upgraded to oversized stop sign on NB approach in Spring of 2009. Improve stop sign visibility and lighting on City controlled approaches. Install oversized stop signs and advance;signing on EB& SB approaches. Upgrade existing 100w street light to 200w.Continue to monitor in 2010. Buchon&Johnson A/C-#3 Collision pattern attributed to intersection visibility and lane control.As part of Pismo & Buchon Neighborhood Traffic Management Program, reconfigure intersection& install permanent speed feedback devices on NB &SB approaches of Johnson.Continue to monitor in 2010. Mill&Santa Rosa A/C-#3 Collision pattern attributed to limited turning radius for large vehicle such as City buses. Reconfigure EB&WB approach striping to accommodate larger turning radius. LOVR&Froom Other 5+Lt-#1 Collision pattern attributed to divers making illegal left turn on to Froom from EB LOVR. As part of Prefumo Creek Commons development install EB left turn pocket and upgrade signal to accommodate associated signal phasing.Continue to monitor in 2010. Laguna Lane&LOVR Other 5+Lt-#3 Drivers are having difficulty judging gaps in on-coming traffic or not understanding permissive indication. Investigate conversion from permissive to protected control. As part of Safe.Routes to School grant program install geed feed back signs and flashingbeacons on EB&WB approaches. Hi era 200&300 Blks Arterial Se -#2 ision pattern is primarily rear-ends occurring in heavy traffic. As pan of B1-6 C' iJ 2009 Annual Traffic Safety Report Pa-ge 7 the 2008/09 Traffic Operations Program and the Mid-Higuera Traffic Signal Improvement projects, upgrade Higuera & High/Pismo traffic signal and reconfigure side street approaches to increase intersection capacity and reduce delay. 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. In 2009 approximately four neighborhoods actively pursued the preparation of an NTM Action Plan for their neighborhoods. These neighborhoods have submitted petitions to the City and include the Pismo and Buchon neighborhood between Johnson and Osos, Fixlini Street, High Street between Broad and Higuera, and Chorro Street between Broad and Buchon. As part of the previous traffic safety report Council had directed staff to update the NTM policy to address several flaws in the program which have been identified over the 12 years of the program. Staff has since completed a preliminary draft update which is currently being circulated internally for review and will be brought to Council in 2011. 1. Pismo/Buchon NTM The Pismo/Buchon NTM is one of the largest and most complex NTM programs that the City has undertaken. In 2005 residents requested that the City address traffic issues in the neighborhood. After a vote on a neighborhood parking district and addressing parking issues at the Mitchell Park/Senior Center, the City worked with residents of the neighborhood to develop an Action Plan to address area traffic concerns. Over the course of 2008 and 2009 a number of traffic studies were performed to help identify the traffic concerns in the neighborhood. In November 2009 the neighborhood voted on a draft Action Plan. Based on the voting results the neighborhood supported several traffic calming projects including: modifying the striping on Johnson and installing speed feedback signs, installing bulbouts and a raised crosswalk at the intersection of Pismo/Toro along with a series of speed humps and a speed hump on Islay Street: Neighborhood representatives had also requested access closures along Johnson at the intersections of Pismo and Buchon, ultimately these closures were not supported by the neighborhood. At the time the report was written the City Council has approved the Action Plan and construction is anticipated in early 2011. 2. Fixlini Street NTM Residents on Fixlini petitioned for a NTM program in 2007 citing concerns of excessive speed, school traffic bypassing Johnson to get to San Luis Obispo High School via the San Luis Adult School and lack of contiguous sidewalks. Traffic study results confirmed that the average daily traffic volumes is approximately 260 vehicles and that 1/3 of the volumes occur during the High School commute time of 7:45 a.m. - 8:00 a.m. Preparation of an action plan for the Fixilini Street neighborhood is currently waiting behind the Bl-7 2009 Annual Traffic Safety Report Page 8 PismoBuchon NTM, and once construction is underway for the PismoBuchon neighborhood staff will begin work with the Fixilini neighborhood residents. 3. High Street NTM City staff conducted several pre-project and after-project traffic studies to evaluate the effects of the South Street "Road Diet" on the High Street neighborhood. The road diet project reduced the number of through lanes on South Street from two to one lane in each direction. The results of the traffic studies conducted between October 2007 and April 2010 indicate traffic volumes have not significantly changed due to the South Street project and are within Circulation Element desired maximums. Radar speed studies indicate that the predominant, 85th percentile speed, of 37 mph is 23% higher than the posted speed limit and 48% higher than the desired maximum speed as specified in the City's Circulation Element. To address the excessive vehicle speeds, the High Street neighborhood is once again eligible for the City's NTM Program. A 2000 NTM Action Plan was not approved by the neighborhood, and any subsequent effort will require the support of at least 25 percent of the households in the area. Staff will be working with the neighborhood during 2011. 4. Chorro Street NTM Residents on Chorro Street between Broad and Buchon Street petitioned for NTM in June 2009 citing concerns of excessive vehicle speeds and volumes. Initial traffic studies indicate that average daily volumes exceed Circulation Element desired maximum volumes by an average of 20%. Additional traffic studies are scheduled for 2010. Council Request Updated from 2008 Traffic Safety Report Bill Roalman Bike Blvd. As part of the 2008 Annual Traffic Safety Report the Council requested that staff give a status update on the Bill Roalman Bike Boulevard. At that time the Bill Roalman Bike Boulevard was under construction and residents of Morro Street expressed concern about the number and aesthetic impact of traffic signs and the effectiveness of the diverters. Council requested that staff return to Council as part of the 2009 Safety Report with an update on the completed project. Working with Morro Street residents it was apparent that their concern of the signs was primarily aesthetic, related to the size and amount of temporary construction signing which was ultimately removed when the project was completed. Since the project was completed and temporary construction signing removed, no further concerns regarding signing has been brought to staff s attention. Before and after studies of the Bike Blvd. indicate that the project has reduced the 85`x' percentile vehicle speed by 15%, reduced daily vehicle volumes by 72%, and increased daily bicycle volumes by approximately 5%. Mill & Osos All-Way Stop Control As part of the 2008 Annual Traffic Safety Report, a citizen requested that all-way stop control be installed at the intersection of Mill and Osos Streets, and the Council directed staff to evaluate the concern and return as part of the 2009 Traffic Safety Report with recommendations. The Intersection of Mill and Osos is not currently ranked in the City's Traffic Safety program as there were less than three collisions at this location in 2009. B1-8 2009 Annual Traffic Safety Report Paae 9 The California Manual on Uniform Traffic Control devices establishes both National and State standard conditions under which all-way stop control is and is not appropriate. Staff has assessed these criteria for the intersection of Mill and Osos and determined that none of the criteria are currently met. Therefore, staff is investigating improvements to sight distance and geometrics as an initial step in address the concern for this intersection. Return On Safety Program Investments The National Highway Traffic Safety Council provides estimates for the Economic and Comprehensive costs associated with motor-vehicle collisions, this information and reports can be access at www.nhsta.gov. Economic costs represent losses associated with wage and productivity, medical expenses, administrative expenses, motor-vehicle damage, and employer costs. Comprehensive costs include those economic losses in addition to a measure of lost quality of life associated with deaths and injuries. Comprehensive costs are the most appropriate for cost-benefit analysis, although these costs do not represent tangible monetary costs, it does provide a measure of the overall societal costs associated with traffic collisions and a valid measure for which to determine return on City's investment in the program. When the traffic safety program first began in 2002 the annual comprehensive costs associated with traffic collisions within the City was approximately $26.8 million dollars. Over the course of the nine years of this program that annual comprehensive cost has been reduced by $10 million to approximately $16.7 million annually in 2009. The current annual cost of the program to the City is estimated at approximately $400,000 which includes both staffing and construction, this cost does not include outside grant funding sources or projects completed as part of private development. Based on these estimates, the City's return from this program is approximately $25 for every $1 spent. FISCAL IMPACT All of the mitigation strategies identified the 2009 Traffic Safety Report will either be funded from the 2009-11 Financial Plan allocation of$25,000 annually for safety related purposes, or as part of other Capital projects and private development requirements. 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 for both project funding and staff resources is necessary to properly implement safety mitigation and reduce collisions. Continued annual expenditure commitments will be necessary if it is the goal of the City and community to improve traffic, pedestrian and bicycle safety along the City's roadways. Currently the Transportation Division is operating at approximately 98% of its staff capacity, with a portion of staffing currently funded through a grant source which is expected to be exhausted by 2012. Taking over the operations and responsibilities for Highway 227 will require a great deal of additional staff time. This additional workload or .any loss of grant funding sources for staffing will cause the Transportation Division to be operating at over 100% of its staff capacity and require priority decisions to be made about which programs and services get B1-9 2009 Annual Traffic Safety Report Page 10 done. As part of the next financial plan process, staff will present recommendations for either increasing staff resources or for deciding which programs to reduce or discontinue. AVAILABLE FOR REVIEW IN THE COUNCIL OFFICE 2009 Annual Traffic Safety Report. \\chstore4\Tearn\Counci1 Agenda Reports\Public Works CAR\2010\Transportation\2009 TSR\2009 Traffic Safety Report CAR.doc Bl-10 MM. council memoRanoum October 18, 2010 GiIZ>q iG J OL'NCIL `CDD DIR CA5 CDNI E(FIN DIR TO: City Council D-FIRE CHIEF f4 `ATTORNEY p'PW DIR VIA: Katie Lichtig, City Manager u LERWORIG 2`00LICE CHF D DEPT HEADS Z'REC DIR r P t�q ZIIJTiL DIR FROM: Deborah Linden, Chief of Police - Gu 2. HR UP A41W-FRz5 BY: Ian Parkinson, Operations Captain 5_1Z&1!^& a,` e. SUBJECT: Information re: Items B1 and PH2 requested by Vice Mayor Andrew Carter October 19, 2010 Council Meeting On October 15, 2010, Vice Mayor Andrew Carter requested the following information pertaining to item B1 - the 2009 Annual Traffic Safety Report — and item PH2 — the California Supplemental Law Enforcement Services Fund Expenditure Plan: 1) TSR-- Assuming it's not too difficult to obtain, I'd like information on the number of traffic citations issued annually to bicyclists. 2) Supplemental Law Enforcement Grant-- Please provide a break-out of the $112,942 annual cost for a Comm. Tech. By that I mean salary, pension, health, etc. Item Bl: The following chart depicts the number of citations issued annually to bicyclists for the past five years: YEAR 2005 2006 2007 2008 2009 Citations 171 150 118 369 265 Item PH2: The following table depicts a breakdown of the $112,942 annual cost for the existing Communications Technician position funded by the California Supplemental Law Enforcement Services Fund: Salary Benefits Salary Holiday Total Medicare PERS Disability UI Cafe Uniform Total Insur Bene 1 Bene is 78,848.79 1,948.94 80,797.73 1,148.05 14,312.57 228 323.66 15,132 1 1,000 32,144.28 Salary: 80,797.73 Benefits: 32,144.28 R E C E I Total 2009-10 Earnings: $112,942.01 RED FILE OCT 19 201 - MEETING AGENDA SLO CITY CLERK DA * ITEM # n2 " ' counat memoizAn bum 7" ;4, October 19�', 2010 TO: City Council RECEIVED VIA: Katie Lichtig, City Manager OCT 19 2010 FROM: Jay Walter, Public Works Director SLO CITY CLERK Jake Hudson, Traffic Operations Manager SUBJECT: Red File from Sue Barone Regarding the SLOCOG 2010 Regional Transportation Plan (RTP)-PSCS A red file regarding a letter sent to the SLOCOG Board members on the 2010 RTP-PSCS was received and inadvertently associated with the City's Annual Traffic Safety Report, business item #1 on the Council Agenda for this evening. Although the red file and letter discussed traffic safety along HWY 227, it is in reference to State Highways and County Roads outside the City's jurisdiction. It is not associated with the City's Annual Traffic Safety Program. Any further questions can be directed to Traffic Operations Manager Jake Hudson at 805.781.7255. g:Waportsagendas.Mnutw\-=em XM101sdety report red file clarificallm.doc #4Aep wy &,K4 Z'cCUNCIL 2*tDD DIR RED FILE I 2-GA43 ET'FIN DIR TtZ42f O-FIRE CHIEF MEETING AGENDA PA7TORNEY 15��W DIR 0--CLERK/ORIG Z`POLICE CHF DAT ITEM CZ L 11 DEPT HEADS 21REC DIR ZILITIL DIR -!7M-4ZUAJL- 2-HR DIR -CMgiL 'COUNCIL CTODD DIR q E5-e*&" 12-FIN DIR From: Sue Barone[SMTP:SUEBARONE.SLO@GMAIL.COM] Iff-AeAeArW1 Cl'FIRE CHIEF E'ATTORNEY Q'Pw DIR Sent: Monday, October 18, 2010 12:34:40 PM atLERK CRIG EfiPOLICE CHF To: fstrong@prcity.com; Council, SloCity r ❑ DEPT HEADS CfiREC DIR Subject: Fwd: Important SLO Traffic Safety Issues email 1 IL DIR 7- pT [3 Auto forwarded by a Rule !- rn ��u•c p IT DIR Sio ori A�Js �'O�r+! /NGS Dear Council: Strong PR, Marx SLO, eL� SLOCOG have done a good job gathering data however,there are some areas missed in regards to traffic safety and preserving our history,beauty and natural landscape.. Please I hope you can take the time to review these 3 emails and help our community. Thank you for your time. Sue Barone RECEIVE OCT 18 2010 ---------- Forwarded message ---------- From: Sue Barone<suebarone.slo@,gmail.com> SLO CITY CLERK Date: Mon, Oct 18, 2010 at 11:34 AM Subject: Important SLO Traffic Safety Issues email 1 To: tferrara(&arroyogrande.org,johnshoals(abaol.com, flamingos(a,charter.net, mreiss(&Pismobeach.ora Dear Mayor: Ferrara.AG, Shoals GB, Peters MB, Reiss PB: Thank you for your work to address San Luis Obispo's current and future roadway needs. I believe this effort is very important for the safety of the public,visiting tourists and environmental protection to preserve the history,beauty and natural landscape of San Luis Obispo. It is evident that great efforts have been made to capture accurate estimates and data within the Draft SLOCOG 2010 RTP-PSCS. Missed opportunities of the past can be brought to light now for future planning and improvements which impact the public living and visiting here in San Luis Obispo. Please understand this additional traffic data I'm providing is very important for your review. It may help in the decisions you make that impact many of us living and visiting the San Luis Obispo community. This is one email of 3. Thank you for your time, = RED FILE - MEETIN,G AGENDA Sue Barone DATE42*I ITEM #-EL 546-0420 1810 Carpenter Canyon Rd San Luis Obispo, CA. 93401 October 14, 2010 Steve Devencenzi Planning Director San Luis Obispo Council of Government 1114 Monterey Street San Luis Obispo, CA. 93401 Dear Steve: Listed below are our comments and concerns related to the Draft SLOCOG 2010 Regional Transportation Plan-Preliminary Sustainable Communities Strategy(20 10 RTP-PSCS) Volume I & II. First, I would like to thank the SLOCOG Board Members for all their work to address San Luis Obispo's current and future roadway needs based on existing traffic conditions and projected traffic increases to integrate and enhance the safe movement of the public and visiting tourists while protecting our environment. The purpose of our letter is to bring the SLOCOG Board Members and your attention to the unsafe conditions relating to the terrain of and the traffic load on Highway SR 227 (Carpenter Canyon Rd). This road was established sometime in the 1890s as a"Wagon Road", creating an access between Arroyo Grande and San Luis Obispo. It was adopted as a state route in 1933, Legislative Route 147, and remained an unsigned highway until 1964 when the State of California renumbered routes, changing LRN 147 to SR 227. However, except for the new route number, the highway corridor has not changed. Over the past several years we, our neighbors and the Highway Patrol Department have witnessed countless auto accidents on Highway SR 227. The Highway Patrol can provide the list of accidents reported in this area. However, there are many accidents that have occurred which go unreported. We know this to be true because we often are left to clean up the debris and repair property damage from these accidents. Back on October 22, 2009: the following list of Total Collisions related to the primary route 227 and secondary roads was provided to the SLO Planning Commissioners.. RT 227 /Noyes Rd Oct. 2004— Oct. 2009 26 Collisions RT 227 /E.Fork Pismo April 2002 —Dec. 2007 2 Collisions RT 227 /Patchett April 2002 —Dec. 2007 9 Collisions RT 227 /Cold Canyon Landfill April 2002 —Dec. 2007 2 Collisions RT 227 /Tolosa April 2002 —Dec. 2007 5 Collisions RT 227/Corbett Canyon April 2002 —Dec. 2007 11 Collisions RT 227/Price Canyon April 2002 —Dec. 2007 8 Collisions Recently documented in the San Luis Obispo County Trauma System Plan revised in March 2010. The EMS Agency reviewed data from San Luis Obispo Council of Governments (SLOCOG)/CALTRANS. To measure the highway safety in the county, SLOCOG analyzed Caltrans data on state highway accidents to compare the number and type of accidents occurring to accident rates occurring on similar highways throughout the state. The comparative analysis was performed by tabulating accidents by type(fatal, injury and property damage) and per Million Vehicle Miles (MVM) over three years (2000-2003 and 2003-2006). SLOCOG reported the findings in its 2007 Transportation System Performance Indicators Report and summarized the following major conclusions about the safety of the state highway system in San Luis Obispo: • Fourteen highway segments maintain an accident rate higher than the state. • The number of segments of Route 227 with an accident rate higher than the state increased from 2 to 4. • The number of segments of Highway 101 with an accident rate higher than the state decreased from 3 to 1. Please do not forget about the two recent fatalities which happened at the intersection of SR 227 and Noyes Rd back in September of 2009, which were not tabulated in the 2007 Transportation System Performance Indicators Report and the March 2010 San Luis Obispo County Trauma System Plan. There are two areas that have become very dangerous. The first area of concern is the Noyes Rd intersection. The traffic volume is growing and many drivers traveling down Noyes Rd towards Highway SR 227 run the stop sign because they don't see the stop sign until it is too late. It is located directly around the last comer before entering on to Highway SR 227. This is a poorly designed intersection. Please review pictures provided under Tab A. The second area of concern is the stretch of Highway SR 227 between Via Chula Robles, the Noyes Rd intersection and on to Patchett Rd. There are many types of drivers that use this road. Besides our visitors, local, and commuting drivers, many large vehicles traveling this segment are usually going to and from the current landfill. While traveling North or South on this section of road during peak and off peak hours drivers can often find themselves stuck behind a commercial semi truck, garbage truck,composting hauler(single or with combination trailers), and/or residential truck. Please review pictures provided under Tab B. Because of SR 227 terrain and the numerous tight comers, driver's visibility of oncoming traffic is extremely limited. Many large trucks have no choice but to cross the double yellow line when making some of these sharp turns, especially those trucks that turn up onto Noyes Rd. On occasion several trucks have driven up and over the corner to avoid an accident. Please review pictures provided under. Please review pictures provided under Tab C. This stretch of road restricts the driver's speed and freedom to maneuver. This can cause impatience, which may lead some to make poor driving decisions such as passing over the double yellow line into oncoming traffic in hopes of freeing themselves from a forced bottleneck. Chapter 2 Regional Growth Trends documented on April 6, 2005 (page 2-8)clearly outline HWY SR 227 in figure 2-9 2004 Highway Segment Level of Service to be a"D"as base condition during peak hours. With the documented 2005 SLOCOG trend and with the Total Collision count reported by the Highway Patrol the 2010 RTP-PSCS Volume I—3.13 Transportation and Circulation Pg 3,13-30 & 3,13-31 should outline SR 227 between Via Chula Robles,Noyes Rd intersection towards Patchett Rd as exceeding Caltrans LOS thresholds. This segment (Via-Chula Robles, Noyes Rd intersection towards Patchett Rd) should be listed in-the Table 3.13-5 as exceeding Caltrans LOS Thresholds (2035). Since there have been no improvements made to this stretch of highway between 2004 and 2010, how can it be stated in Volume II Chapter 4 page 4-30 that Segment 3 -Arroyo Grande city limits to Price Canyon Rd functions at a LOS A. The traffic counts are only being taken from Price Canyon Rd and AG city limit. The 2003 traffic counts (AADT) in this segment ignore the tremendous amount of traffic traveling from HWY 101 through Oak Park to Noyes Rd intersection connecting with SR 227. Volume H Chapter 4 page 4-29,Table 4-8 and Chapter 7 page 7-8, Table 7-3 should outline a new segment for the following system condition "SR 227 between Via Chula Robles, Noyes Rd intersection towards Patchett Rd. Segement#3 Printz Rd—Price Canyon Rd Segment does not accurately capture the entire traffic impact of this.heavily traveled route. Volume.II Chapter 4 page 4-29 should also include Noyes road as a contributing factor to the traffic volume to this route. (Note: Price Canyon, Corbett canyon, Buckley, Orcutt and Tank Farm Rd are not the only contributing traffic routes.) Please review pictures provided under Tab D Volume II Chapter 4 page 4-29 "State Route 227 serves local and commute traffic between SLO and the five Cities area." It should also be stated that "The State Route 227 also serves a rgrowing number of commercial trucking companies all sizes - small and large). San Luis Garbage Company uses this route strictly for traveling to and from the landfill for most garbage Ricked up and disposed of by most.SLO county communities located south of Price Canyon Rd. Tab E Volume II Chapter 4 page 4-30: Emerging Issues mentions nothing about how Caltrans and the County will progress toward improving the public safety between Via Chula Robles, Noyes Rd intersection towards Patchett Rd. Are there any discussions or plans to improve this dangerous corridor? Ignoring the problem will not resolve the dangerous traffic issues which have already taken precious lives. Please review pictures provided under Tab F Could the County and State promote a safer traffic route by requiring large commercial semi trucks, San Luis Garbage trucks and commercial composting haulers through the lightly populated Price Canyon corridor when traveling to the landfill and/or the city limits of San Luis Obispo? Because of the history, beauty and the natural landscape between Arroyo Grande and Edna, we would propose the county to move forward and nominate SR 227 as a Scenic Highway. This scenic corridor could be enjoyed by many travelers for years to come. It is a one of a kind picturesque area and it deserves our respect and protection. Please understand that we as a community will all lose if we don't move forward to preserve and protect this one of a kind scenic corridor. Please review pictures provided under Tab G Our hopes are that by successfully meeting the official designation of"Scenic Highway", the County and State will be able to begin promoting a safer traffic condition for all residents, visitors, and bicyclists traveling on SR 227. Please review pictures provided under Tab H Attached are some pictures, which we hope clearly outline some of the current traffic dangers. These traffic dangers impact many citizens living and driving on SR 227. We hope that this data will help you to make informed decisions that will impact all of us living and visiting the beautiful Edna Valley area of our San Luis Obispo County. Sincerely, William and Susan Barone Phone: 805-546-0420 Cc: Tom O'Malley Bruce Gibson Frank Mecham Adam Hill Katcho Achadjian Jame Patterson Tony Ferrara John P Shoals Janice Peters Fred Strong Mary Ann Reiss Jan Howell Rich Krumholz Sr K fII @jj 3Jx � �1 i 1f i� Ye....p .'YS 4 � Ru ?,'•� j•Y O` •��STW� AZ..J1 err ��.• �• Y•• ��'..T�����,�'' NC'C- s 7 - -•F — •;a,<G:`•/� ••xYly—� �. !vr -, t<L a � - � i -•; "`(��• .A wK•.�nor-,r.! �1�'if�7 _ }• - H X41 ."�1 y'A'tr,r k`�,13,t � � END 45 f�err. SPEED { r LIMIT L¢ •t. �L �L End 45 sign indicates you can speed up.(This has been taken down and put back up again) 1 . t r."�:.a"�'' +r��r 'S dal'X•� r�I T �M rtw + '1#'''�ry�rX�"�lLs.f■`�fyd.' 'A a. {`"Hr�`?'� j,���`�• �+ y;��,�1",M'�."etF.�"�L'�'"'s,�Sy, �'^ 7� �. �: Ati A�.� 41�� .y... •� a;"t _ yy.. .fiA�rr � `}.., ����. a Van just stopped in time before colliding with a Caltrans car Skids at the Stop sign QD o ° o. o , Sand and Debris builds up at stop sign which impact many drivers'ability to stop at the stop sign i"r,� .tea-�.•_` �•-�` a� t,� '� r � Accidents from not seeing Noyes Stop w. ,y. •fl .. yL C 'rte n VO . 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U. 1 C r 1�"Yr Y e t Y i ��"1 s� r'tt r: a .,> _'r J tr' 11 �� r V�!f_:: �r r y,7 !t �•.}1� "y ! )yv �. -t .� � 1x` i.yt� i r�. 1}\ C ,�iY r, • , •'!�xip• 'R:� t' �. e x .aj\ t r�.y)trYr, �,��F•: �ryJ� :.t .; r •. ti � jyr. x'.ISR r' y� �-'•\) .' iS3 y r1q�Y(i�'5 M r ��t+• aAk`,� � ', k � h t ��p�,y�y�`��.,��ti. '•�t^ . , t:'4'!¢ �,. �+' tT+a �W•�Sr'o-'�«�`�V.�ri����a %e �•��a;{.%�:ify,'�1� A ".,.1-fir 1 L :t r C,� rr L� 1. r, 1 •7:• ii t�r.. $ fir' 'K.1 � }i ti+ 9►/a��%�"r' ,pn a �� v � r�• en . {�,•i ,�.�.:sr�.N at. \.tti S., ..i�.el +.. ��'y4�� ,.iR.+•''O d0�� :�': t I � J: Tab C: Large trucks can't always make the sharp tum up Noyes Rd it I' . R u ♦ ti ,, � C r� 'tIc � �1' C ° ^�r aY r ` y" 't �..v �A •.y. .. yr �✓ Y<i V'+V� tiifi Nis t,�fr`A.vi r 4.n y:. �tr. �. v `^Yi! ♦�� 'Mr... S► _ 'K,. j, 41 r7"�"> "4+,K f+.�, � £�9�RY t `t � '1,�+", �' .�,f-e-+s. �n' .ICS..'w x a '."•v.JI„k C ♦ 'rl.. i �b�'-,. �' ,,s,-1'«�«�a , Q♦i ` '' ' x> e,,._..'vi$ •A,1Y'• 'w i. 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J~��.���Ya>—•fin .a'� '—�•r-/ -. _n � �, Itt 'Yr�S�I�>Y� 1� Ev-�-�- •Yn..'�'' 1 — x �� uk 1F �,k�)\raly��� �� ��,\j �rrcj ��Ir P � ,>•.('yr � � t,y':�#r� �5 1' `It.•� 'I� .�� T S w �,�l � r�'�.it��} ��`i _ '- .��f.��F�•t;Ry!b��+ 1�����rJ1 Jy l�l+';ti j.y�� I t`"• A °'YPC ry 1 'Pfh1.{�( fr J} f �•.� �• /y/ `:.., - ' aib cq.r r} S { r/ �'+4p F . � �Yt/ 1 ♦ )) •l SSC t�� .-.1- ~'�nc� }'uf l�r L'•(y � � '� \ \Itt t�'t. ,l.f / I:r.�i Z i r a:'•\, ?, �'•�j3 "yY' � .rj ,. �la�r;r ,� ��. vI r K.1�}t� �/r� k /t ! ;, . . � .,,� � �•�"'c!^.ci<ry . ' A,':a�_ ��1 � yr 1 f I�t•7 �., r � i 'y��'t\ �. y .� l ' �'t� .••7:..- / r jjt.i A�}':r 1,"+1,r ��1 `�.s}'ti J .L 'j �' � r ' it -o rr� ��r `" .p ,�j �� 1 1•�. . \1\ 'tl� at r• r` _i w i wi�Y t^ rc � ;T �2��'J� Y r y• L . ��'' �--� ,� - • ., \ \��, / r .'jai aTi�... STOPlig i, • . : 1 r i. y Jf �.•' .,1y.. •s" ���r��a ..5 .v1 yr} • f r0� {�1 l� `�� t [lr. •G a �i 1� \r t��� �+lYts aR /, ti ---��1,.�,._ _ t�T v I. Sv kxt y+h'•1/t���t�r�.2A,�; e`\ t . 1 I:. I � "- �--• ,<� "' -�r a+1�..!�i f' "t�tLn'Jx Ht r�'4"et 1(�1F�� ?.+,f I ��Tr�k�'��14 x.��_ ���^"3,�a.�•�_ �1�,�i .� � +. � �2� l .a�t�.7�t� t. Z �.��tVSt1 � �• :ru -.r�,,,� .XL / �.` x�d��t <" �1 Y � 1!f e 4111a�'Y `�?xf.j,P��� � �,• 4 � J. r -�^"•�/•��r Tw � ��-r x> h�,�rA ktR left. � � 4 Iii��171Ft t3�1�'".�\�`y{t{`t t`� - t. ✓ .Y.'��4ir- 'r �.i tr 1 it v4111'i�V 1lr v tJ� X � �< < „-i � ' corridorTAB E:San Luis Garbage uses this t c 1 K v t F d ,•, is ,� ! I - .--_ - �•- ... _ --""'ate. -�--•i: r waw•+ TAB F:Can the County Improve public safety? T_ 'F 3 Y4 F SivY�Y {ry J �'Tr,Y'-• 'f.'Y�.�� � F .K � 1. +-k YT i'��`�fi��"�t�'"3V� �,.a r •`cN ��' "�,^, j �.N17a Y, �ti �`r 'c '^'� ao-g��,,w`"�Yr v `°,�+T " ."`i.�'�'"���, r •o" yf+t.l`'_-v-�r�. N nY+ MIRr 3Y' J,. 'Yyt. ^.r T P � • ' 'J_v , � -t����,~�SZ�4V t^ l r C u��} � rr�� ?'��T� j :�,u9 w.. + .�. �, r' ��'i 'f �.-� �• �ham.Jr9.✓.�. � *� x , f �^SF�'Yf��'. 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Y '•�c t" r ' `"\ _ t F."..aloft vs 3Ya.. �� �'i+'�' s tY..!^"i` c1� d"�jr^ r` - "r - 1 : � ^t � •'. � • +'_��.����, f ti'Y•-_...1i � .S r 'ice �•��. ..�Y.r _ C:'i' < `<ti'?�b.. .,^.. � .e�iF'`St Tt�['Q"Q,L'�J ?' 1`•^� i Z S .J•T �• .v y .. t �{ ? .('� ♦Z ,R "S a t\. 4-sC,^y.��i+G' j i/'y 'r- •.� ��• � �.+ 41:�.. 179.c.. 11 S Yi �L _ '.,'. ':\ �J' �.`6 a. . •2 H' }� 1...�uY` $ ��� ,y.' Z it Y �'� `\� 7 4'4'�,,,�,;,,as t , ^�^• ��1^�-1..�'4'� �`�"' ter. _ ;'x 'S \ ty r INA. f� If i P �.`r Al ;'i J: Y::'t r a - 4-Lj. 'il" �c L��f ZTZ as � Y' ' \ ,.+•.� r >!4 �.7•' ..:IE 3'U' NN„.lf\3c7��f i' v . � `'fix � sea' ..kl . 'x !r syG'i. • .�., a a �� 11j1 }�.3;� � ! `�e> �`: R( ��VA�r � \` . l iv � � ` .\ a �" ., roti 1... e ♦ ,d'!,•• �/,1'�. � "v �M1r tort !'.//+ �, .�, a _>'� ? _�- r I iy --;�il, �� ,r,�=; - ; � �: , � _ �' �- � � ' -, � � �.��� ,'"�=y � 1 :�\ � � �� � -� ��..�� s w * \ _ 4 r •` Y ."O` U.0 � r`• y: C. f , 7 �-c�o4 '-moo .eo �Y cr rux { cd` am °a P QARa o�. �Q r' TAB G:Carpenter Canyon's History,Beauty and Natural landscape deserves our respect and protection. i p '1 rr� n �„ ...,�.+���"``�^hM/" ,s .e*t�F`wwYYrr'^^�� ➢f "" n� ��.� f l u. b` ♦ � e i s� r �1 .(�. 0 <. .¢'..":S vim% .�'- '�-- �,t.•.�� ,..*°'.�n,� � ���° ° e � ° n� �� k u, S. - I o • o. 0. � . i i 6 p _ • � a G L; ��."s,,, Ali 'i' '� � ah o 1� +ei'-,�. y . m cy. a ``�� �y �, e$ ,y- � �•cV*.s��1.,n`d�a �����..:,o K-�,,- r .� b O� �°'-�-�t��+{;� Yr'^1' 6 it �•*'..:f4 eT"'�'� T'4 �"'t�'Q�� z v �. - �.ll� -mei-`Y•'^tf�'.•��'.�;ht� .�. ,�y.SuY�y kt�`•�• 1 _1,'1�' � _ � yt Jcl:.. 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C� � p „�i w ^a i�,,E•e,♦r �r 7y: S''ti�f( � R W3. j'i/..,...,I�x`/�J� �� � a}�• i� i ♦lam '�» � jsr4T'?}�� ��'�,+ -4�• 1K,:; -Y,,.1'!SGiS.I. - ♦ �'T 'it r � , �✓�/� �t.' � 'i5 c Ir ro �t.' k��`ji 'f-r•r= : ,i�� !�p, ♦ .may, /^a :p ,�, ,.`+�'�_�, � Wl" J {yx �� eb..� �.�♦,�• � •fid,,�y'; ��,Y; —.24.� �rnR^•e".:.C9.��i: C J , r r f I� C 0o rq - � o o O y r ' 0 0 THE END PUBLIC WORKS DEPARTMENT SLO [B SAN IVIS OBtSPO POLICE DEPARTMENT C 2009 annual. WAWC SWt Rq)oRt city of san Luis owspo city of san Luis oBispo - tRanspomation 2009 International -&.Uow IMP 's Public Agency Council �-- Achievement Award: C= Traffic Safety and - Operations K m. Traffic Collisions 441 z! `t jai<� _ _ �'"�i� •�• Mme um wmA , me . m +ww..s .rrr..v rrn� .nraa .r.x�� oe San Luis Obispo Traffic Engineering Div. & Police Department C September 2010 'A MESSAGE FROM THE PUB Ltalc of contents IC WORKS AND POLICE DEPARTMENT..................................................1 EXECUTIVESUMMARY.........................................................................................................................................2 INTRODUCTION.......................................................................................................................................................3 BACKGROUND.........................................................................................................................................................4 CITY-WIDE COLLISION STATISTICS................................................................................................................6 TABLE 3.1-CITY-WIDE.ANNUAL COLLISION DATA..................................................................................................................................................6 FIGURE 3.1-NINE YEAR COLLISION TREND.............................................................................................................................................................7 TABLE 3.2-CITY-WIDE ANNUAL INJURY AND FATAL COLLISIONS...........................................................................................................................7 FIGURE 3.2.1-NINE YEAR INJURY COLLISION TREND..............................................................................................................................................8 TABLE 3.4-COMPARISON OF INJURY&DEATH RATES........................................................................................................................................... 10 TABLE3.5.1-ECONOMIC COSTS,2009................................................................................................................................................................... 1 I TABLE 3.5.2-COMPREHENSIVE COSTS,2009.......................................................................................................................................................... 12 TABLE 3.5.3-CITY OF SAN LUIS OBISPO ECONOMIC COSTS,2001-2009 TRAFFIC COLLISIONS...................................................-......................... 12 TABLE 3.6-1999-2009 PEDESTRIAN COLLISIONS..........................................-...................................................................................................... 13 FIGURE 3.6-1999-2009 PEDESTRIAN COLLISION TREND....................................................................................................................................... 13 TABLE 3.6.1-2009 PEDESTRIAN COLLISIONS BY TYPE,LOCATION,&FAULT........................................................................................................ 14 TABLE 3.7.1-1999-2009 BICYCLE COLLISIONS..................................................................................................................................................... 15 TABLE 3.7.2-2009 BICYCLE COLLISION BY TYPE&FAULT.................................................................................................................................. 16 ENFORCEMENT STATISTICS.............................................................................................................................17 SAFETYINVESTIGATIONS.................................................................................................................................22 TABLE 5.2-2009 COMPLETED SAFETY PROJECTS...............................................................................................................................-..................24 2009 HIGH COLLISION RATE LOCATIONS....................................................................................................25 t TABLE 6.1-TOP FIVE PEDESTRIAN COLLISION LOCATIONS...................................................................................................................................27 TABLE 6.2-TOP FIVE BICYCLE COLLISION LOCATIONS.......................................................................-................................................................30 TABLE 6.3-RECOMMENDATIONS FOR INTERSECTIONS INVOLVING TWO ARTERIAL STREETS........................................_.....................................33 TABLE 6.4-RECOMMENDATIONS FOR INTERSECTIONS INVOLVING ARTERIAL/COLLECTOR STREETS....................................................................36 TABLE 6.5-RECOMMENDATIONS FOR INTERSECTIONS INVOLVING ARTERIAL/LOCAL STREETS............................................................................39 TABLE 6.6-RECOMMENDATIONS FOR INTERSECTIONS INVOLVING COLLECTOR/COLLECTOR STREETS.................................................................42 TABLE 6.7-RECOMMENDATIONS FOR INTERSECTIONS INVOLVING COLLECTOR/LOCAL STREETS................................_.......................................43 TABLE 6.8-RECOMMENDATIONS FOR INTERSECTIONS INVOLVING LOCAL/LOCAL STREETS.................................................................................44 TABLE 6.9-RECOMMENDATIONS FOR OTHER SIGNIFICANT INTERSECTIONS:5+LEFT TURN COLLISIONS AT SIGNALIZED INTERSECTIONS..........45 TABLE 6.10-RECOMMENDATIONS FOR OTHER SIG.INTERSECTIONS:5+COLLISIONS AT INTERSECTIONS WITHOUT ALL-WAY CONTROL............48 TABLE 6.11-RECOMMENDATIONS FOR ARTERIAL SEGMENTS................................................................................................................................51 TABLE 6.12-RECOMMENDATIONS FOR COLLECTOR SEGMENTS.............................................................................................................................54 TABLE 6.13-RECOMMENDATIONS FOR LOCAL SEGMENTS.............................................................._.......................................... ........................55 2009 TRAFFIC ENFORCEMENT ACTIVITIES.................................................................................................56 APPENDIX1.............................................................................................................................................................61 ARTERIAL/ARTERIAL INTERSECTIONS..................................................................................................................................................................61 ARTERIAL/COLLECTOR INTERSECTIONS..............................................................................................................................................................68 ARTERIAL/LOCAL INTERSECTIONS.......................................................................................................................................................................75 COLLECTOR/COLLECTOR INTERSECTIONS..........................................................................................................................................................82 COLLECTOR/LOCAL INTERSECTIONS.............-....................................................................................................................................................85 LOCAL/LOCAL INTERSECTIONS............................................................................................................................................................................89 OTHERSIGNIFICANT INTERSECTIONS....................................................................................................................................................................92 ARTERIALSEGMENTS..........-............................................................................................................................................................................. 105 I COLLECTORSEGMENTS.......................-.............................................................................................................................................................. 117 LOCALSEGMENTS................................................................................................................................................................................................ 119 i I 2009 tMfflC SgEty aEpout S6Pt6MB6R 2010 City Council Dave Romero, Mayor Andrew Carter, Vice Mayor Allen Settle Jan Howell Marx John Ashbaugh I City Administration Katie Lichtig, City Administrative Officer Michael Codron, Acting Assistant City Administrative Officer Public Works Department Jay Walter, Public Works Director Timothy S. Bochum; Deputy Director of Public Works Jake Hudson, Traffic Operations Manager Peggy Mandeville, Principal Transportation Planner Chris Overby, Engineer II —Traffic Matt Crisp, Engineer II -Traffic Mateo Echabarne, Transportation Intern Jessie Holzer, Transportation Intern Police Department Deborah Linden, Chief of Police Ian Parkinson, Operations Captain Steve Tolley, Operations Lieutenant Kerri Rosenblum, Communications and Records Manager Jeff Booth, Traffic Sergeant I I ii A messace Puom the puBUc woaks Ana poUce beparztmm s Welcome to the 9th 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 measures that may reduce collision rates and improve safety for the citizens of San Luis Obispo. Calendar year 2009 was yet another watershed year for the City's traffic safety program. Total reported collisions were the lowest in the 11 year history of the traffic safety program. Collisions in 2009 were about 13% lower than recorded collisions in 2008, and approximately 45% lower than the total recorded in the first year(2002) of the traffic safety program. Injury collisions were down in 2006 by approximately 1%. 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 traffic fatalities in the City in 2009. Also, no fatalities have been reported on City streets since 2006. The 2009 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. The overall pedestrian collision trend is down and this continues to be the case in 2009, pedestrian collisions declined by 4% from 2008 to 2009. Bicycle collisions on the other hand have increased; from 2008 to 2009 bicycle collisions have increased by 22%. An increase in bicycle collision is somewhat explained by the volume of cyclists citywide increasing by as much as 8%-10% annually, however this increase is still cause for corrective measures. To address this increase the Public Works and Police Departments will develop a formal enforcement strategy aimed at reducing bicycle violations and subsequently bicycle collisions within the City 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 Tim Bochum, Jake Hudson, Peggy Mandeville, Chris Overby, Matt Crisp, Mateo Echabarne, and Jessie Holzer, and Police Department employees Jeff Booth, Kern 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. Jay Wafter Deborah Linden Director of Public Works Chief of Police 1 CXEcutIV6 SUMMARY Annual Traffic Safety Report - 2009 In January 2002, the City initiated its first comprehensive Traffic Safety Program aimed at reducing collisions at the highest I collision locations in the.City. The program concentrates on identifying all intersections and roadway segments which have experienced three or more collisions in a one-year period and then prioritizes these locations based upon collision rates, as compared to similar locations within the City. Collision patterns at the highest collision rate locations are then analyzed using collision diagrams that are produced using state of the art computer software. Each of the locations is,then reviewed by staff to determine if mitigation measures can be implemented to reduce the likelihood of occurrence for the identified collision fpatterns. Mitigation measures for high collision rate locations for calendar year 2009 have been identified and are summarized in this report. The Annual Traffic Safety Report will be prepared each year ' to review and report on City traffic safety benchmarks, improve traffic safety performance and maintain high levels of service for our City residents, business owners and visitors. Since the City initiated the Traffic Safety report in 2002, traffic collisions have been on a downward trend, with the exception of 2004 in which the City experienced a spike in accidents due in part to an influx of construction within the City right-of=way, namely the Foothill Bridge closure, substantial new construction in the downtown, and seismic retrofits in the downtown. In 2009, the number of reported collisions dropped, and was the lowest in the 11 years of the safety program. The number of fatality collisions in any given year is usually very random; in 2009 there were no reported traffic fatalities. There has also not been a reported fatality on streets under the City's jurisdiction since 2006. Since 2004 overall traffic collisions have continued to decline as a direct result of the program. tThe overall pedestrian collision trend is down and this continued to be- the case in 2009, pedestrian collisions declined by 4% from 2008 to 2009. Bicycle collisions on the other hand have increased; from 2008 to 2009 bicycle collision have increased by 22%. In response to the increasing collision rate and percent at which cyclist are at fault, the Public Works and Police Departments will develop a formal enforcement strategy aimed at reducing bicycle violations Iand subsequently bicycle collisions within the City. 1 1 t2 section l 111 rWobuctio 1 How to Use This Report Every year, the City of San Luis Obispo will prepare a Traffic Safety Report for the previous twelve month period in order to: 1) determine the locations within the City that have the highest collision rates in comparison to like locations, 2) identify the predominant pedestrian and bicycle collision types and high collision locations, 3) evaluate the effectiveness of mitigation measures implemented in the previous twelve month period, 4) establish if new locations should be mitigated, and 5) determine if the types of collisions and previous collision trends have changed. This report identifies locations that may require special attention or mitigation efforts in order to reduce the total number of collisions and the severity of future collisions. The report will normally be prepared after City collision statistics become available in April or May of the following year. The locations mentioned in this report should not be interpreted as a list of dangerous or"least safe" intersections within the City of San Luis Obispo. The total number of collisions for any location in a given year is a function of various factors, such as weather patterns, construction, roadway conditions, and driver habits. Many of these factors are often difficult to identify and beyond the ability of the engineer to change or control. However, the City's mitigation program attempts to identify those roadway elements that can be modified in order to make the transportation infrastructure more driver friendly, reduce driver confusion, promote bicycle and pedestrian safety, and limit impact severity. It is natural to expect that any location in the City will experience years above or below the expected value of collision rates that might be common to similar locations City-wide. Traffic volumes play an important role in determining the likelihood of collision totals, as it is more likely that a collision will occur at a location that more pedestrians and vehicles use. This report recognizes locations that fall above the expected collision :rates of similar City locations and proposes mitigation measures, if necessary,to reduce collision potential and limit collision severity. ' J 3 Section 2 Back sound 2.1'Study Objectives I The objective of the Annual Traffic Safety Report is essentially to identify the high collision locations in the City and track collision reductions through the various City safety programs and projects that the City administers each year. The specific objectives of the 2009 Traffic Safety Report are: 1 • Identify the intersections and roadway segments.in the City with the highest collision rates, 1 and thoroughly analyze collision diagrams in order to suggest remedial mitigation measures for the five highest locations to reduce the potential for collisions, and-, • Identify other significant signalized and non-signalized intersections which meet State warrants for traffic control upgrades, and; • Identify the predominant pedestrian and bicycle collision types and high collision locations, and thoroughly analyze collision diagrams and police reports in order.to determine remedial mitigation measures for the five highest pedestrian and bicycle collision locations to reduce the potential for collisions, and; • Report on engineering safety analysis conducted in the previous 12-month period that the City and general public have identified as areas of concern regarding appropriate traffic control. 2.2 Study Methodology Collision Data I It is important to note that the data contained within the Public Works Traffic Collision Database will vary from other sources of collision data such as the Califomia-Statewide Integrated Traffic Records System(SVVITRS)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. An example of this might be a collision occurring on Highway 101 —because the facility is under Caltrans jurisdiction, this collision record and its potential remediation would not be included in this report. However, because the CHP report may state that the collision occurred within the City of San Luis Obispo, the SWITRS database might contain this as a collision under our jurisdiction. Likewise, City emergency dispatch may receive a call regarding a traffic collision but when the dispatched officer arrives, the vehicles have moved on or there is no evidence of occurrence. Therefore, statistics I derived from this data may be inaccurate for engineering purposes because no official proof or record exists of the actual collision type. Reported traffic collisions obtained by the City Police Department are the basis. used by the City Traffic Engineering Section to determine traffic safety. Report totals were obtained for each intersection and roadway segment within the City and entered into the City s traffic collision database. 1 4 These locations were then grouped by street characteristic and collision type_ Using this data, collision diagrams were then generated and interpretations of collision patterns were formulated. Based on the collision patterns for the five highest ranked collision locations for each location and roadway segment sub-category, mitigation measures were formulated where a collision pattern could be identified. Mitigation measures for these sub-categories will be implemented as projects are designed and funding becomes available. Traffic Volumes Vehicle and pedestrian volumes play an important role in establishing collision rates for selected locations within the City. Vehicle volume counts were collected in 2007/08 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 Volume counts were then used for the majority of the locations to establish isolated and average collision rates for each intersection. 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 VX365 365XVXL 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. Pedestrians: Bicycles: I PREV= 5 X N X PHW BREV = 5 X N X PHW PHPV PHBV Where: PREV = Pedestrian relative exposure value. BREV= Bicycle relative exposure value. N = Number of collisions (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. 5 1' section 3 City WI(bE COII]Sion statl cs I 3.1 City-wide Collision Trends Reportable collision statistics for the City are included in this section. Any reported collision within the public right of way that involved a fatality, personal injury, or property damage was recorded as a collision. Collisions that occurred on private property, out of the public,right of way, outside of City limits, on Highway 101, or that were not reported to the police department were not entered into the City's database. While reported collisions do not represent all collisions that occur within the City, they remain the basis with which the City determines both collision trends and effectiveness of City programs. The number of reported traffic collisions varies due to many social factors. Often minor traffic collisions, non-injury collisions, and private property collisions go unreported and, therefore, are highly unreliable in determining "high profile" collision locations or areas of concern. Table 3.1 and Figure 3.1 show the reported traffic collision history of the City. Table 3.1 -City=wide Annual Collision Data, 19992009 Year Total Reported Collisions on Public Streets Intersections %Chane Total % Change 1999 587 - 910 2000 646 10.05 1025_. 12.64 2001 768 18.89 _ _ _ 1142,_ _ . 11.41 2002 751 -2.21 ___ _ _ 1255 _ _9.89 2003 670 -10.79 . 1097 -12.59--- 2004 12.59--_2004 731 9.10 1206 -9.94 2005 693 -5.20 1089 -9.70 I 2006 _ _ 558 -19.48 871 -20.02 2007 565 1.25 865 -0.69 2008 457 -19.12 787 -9.02 2009 390 -14.66 682 -13.34 Source:City of San Luis Obispo Traffic Collision Database f I f 1 6 Figure 3.1 -Eleven Year Collision Trend 1 . e 1 1300 y —► i � 'rT-, t�--,, � � �, �-- t :F'. r yC 1 < yxh y� ^" k»ems � ry ✓?' aJ--K���j�hti�!""Y'r F y'4y x,�9+hY��. s+� k 1200 .� rw a r T �:4H4 r a- . tl+s ,,{{"NN`,, ^� 1-5`<•'Y',�Lj. ' F ,,� /y 1000 .• '�' "A"�, Y 3 • ° h `� "Sr 900 il", ^ti �`_ �r``v°`,'�..a a, ":.` e ' Nr «` } i3 " ik,tx j5� ;Ft ' ap, rf � •h�. moi'/a2. �« y+�rT, ¢ .^3n� :�' ��r�u'� �. + b+nSsi Yl k �d ".�,'°`.''.L 600 `5 f', 4 I n Ss�S�� ✓s "-� `�.t- '4 z'x — q. .� G�,��i €£td � as. X 'xi..'�i�xf'S_i�'Se i ' .fit ""+ _.: � •T ' N- )y,.r � d � t. r`. (�,'iy�+,e��e� ���� � ML � li I , �2 n • H vr— a P. '-S b ,e abA( . S '.�` "��r, 1 700 x. "+#c E 6tl a uYl■ v `Ty 600 t 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 •'•� -F0M1V Bndge Gored Thmtd=12004 Safety Program Begins Source:City of San Luis Obispo Traffic Collision Database The City again saw a reduction in total collisions from 2008 to 2009 by approximately 13%. In general, collisions in San Luis Obispo have been declining since 2004. Total collisions have dropped approximately 6% per year since the program was started in 2002. In 2009, total collisions were down about 45% since the program was started. Variations in yearly collisions are to be expected. While total collisions are a good indicator of the overall performance of the City's traffic safety programs, injury collisions are better indicators of changes in collision trends and are the most reliable collision indicators when monitoring the safety of a transportation system. 3.2 Injury and Fatal Collision Trends The Traffic Engineering Division tracks injury and fatal collisions as an important part of the current Traffic Safety Program. Injury collisions are seldom left unreported and greater help to indicate locations of higher significance than do minor collisions. Table 3.2 shows the injury collision history recorded by the City's traffic safety program. Table 3.2-City-wide Annual Injury and Fatal Collisions, 1999-2009 Year Total Repo ed Collisions on Public Streets Total Injury Collisions %Chane Fatal Collisions %Change 1999 240 - 2 - 2000 269 12.08 2 0 2001 265 -1.49 1 -50 g 2002 309 16.60 1 0 2003 307 -0.65 0 -100 2004 315 2.61 4 +400 2005 285 -9.52 3 -25 2006 250 -12.28 2 -33 2007 257 2.80 0 -100 2008 237 -7.78 0 0 2009 235 1 -0.84 10 0 7 ' Source:City of San Luis Obispo Traffic Collision Database Injury collisions in the City were also down for 2009, with injury collisions down about 1% from 2008. Total injury collisions have been steadily declining since their highest number in 2004 (see Figure 3.2.1). This past year, injury collisions were the lowest on record for the Traffic Safety Report. Injury collisions as a percentage of total collisions are higher than past years at 35. Figure 3 2.1 Eleven Year Injury Collision Trend 340 ► 320 r+ •S y>as y�24 ti 300 h j 4 5 f Yi may',+. "C a"3 t.YJ• i tM .S 4 t 1} YY {�: ? '�'` Y *.yr U y ._{�', • *`.3'�,�5 `, '.��� X>. aq ` �ry�y-+c i r -{^y � < -r..ay ] 280 .1k] v -+'� • t n �t Ya f a 1 260 y J w ! .'7 ye i ' f 1«(c 2 ✓ f n 240 �t'PiT t' ^H S • `gyg^yvw�� 1'. la ,L{ _ .d f 4 Y3 ll �' ` i- i y �(' r 222r� 0 L �{Y 'TSK� ��..G� y� , T +>G• r 'd �b ( 1 .. tl by +�� �Al r'§ J 4 � � � ; 200 1999 2000 2001 "-*02 2003 2004* 2005 2006 2007 2008 2009 .Foothill Bridge Closed throughout 1004 Source:City of San Luis Obispo Traffic Collision Database Figure 3.2.2-Injury Collisions as Percent of Total Collisions 36°!° ,► 34% 2 / y +v 32°!O a S $ •Yt rr » t v i5 t r tt J a 4wi SK J r �, � • < 'r 4 SFJ a [ r,. P r b J y 30°l0 w rn� r fk r vr7 jrr 57 uK� y _ t oas f's f - cz r x "K r FiFi s • << 5rvt� tY tf f a v .. Y x� U.,, v � a'�.. •` r4�tAq 5 Kala?I 28 '°/O ti f � � •�.?i {S� r. ; Y ♦ 7„ p 26°l° x ��•� ��= 24% 22% _ 20°l° t 1999 _. 2000 2001 •90±i02 2003 2004* 2005 2006 2007 2008 2009 .Foothill Bridge Closed throughout 1004 Fatal Collisions Source:City of San Luis Obispo Traffic Collision Database Annual traffic fatalities have a tendency to fluctuate from year to year. This variation is due to many factors that are often beyond the control of engineering professionals or law enforcement officers. However, the City's Traffic Safety program attempts to reduce fatal collisions by l removing conflicting vehicular and pedestrian movements at appropriate locations, limiting f 8 collision severity through improvements to roadway design features, and promoting traffic safety through a community outreach program. As mentioned above, fatality collisions in any given year is usually very random and this was the case in 2004 & 2005 when the City experienced a sharp increase in the total fatalities (4) in 2004, (3) in 2005, and (2) in 2006. There have been no traffic related fatalities on City streets since 2006. 9 3.3 Private Property Collision Trend Private property collisions are not typically utilized to analyze traffic safety because these collisions occur outside the public right of way and are not subject to corrective measures by City staff. However, some collisions that occur on private property are subject to investigation and enforcement action by the Police Department, specifically collisions that result in an injury, involve a DUI driver or in which a party flees the scene (hit and run collisions). These collisions that utilize enforcement and investigative resources and tracking them is helpful in considering the overall collision activity throughout the City. Table 3.3-Private Property Collision Trends, 2000-2009 Year Total Collisions % Change Total Coll lions Inju % Change 2000 72 24.1% 14 -12.5% I 2001 105 45.8% 12 14.3% 2002 103 -1.9% 12 0.0% 2003 104 1.0% 12 0.0% 2004 103 -1.0% 12 0.0% 2005 100 -2.9% 12 0.0% 2006 77 -23.0% 9 -25.0%_ 2007 80 3.9% 17 88.9% 2008 1 160 100.0% 19 11.8% 2009 51 -68.1% 8 -57.9% Source:City of San Luis Traffic Collision Database 3.4 Comparison with National, State and County Rates ' Author's Note: All national and state statistics and cost estimates contained in .this section are the most up to date figures available at the time of this publication. Table 3.4 demonstrates the significant difference between City death and injury rates and the National statistics. The numbers in this table represent the actual number of injuries or fatalities resulting from traffic collisions, not the number of collisions that involved injuries or fatalities. Table 3.4- Comparison of Injury 8 Death Rates 2009 Fatalities Fatalities Population (Thousands) Rate Per 100,000 Population Nationally* 37,261 . 304,060 12.25 State Wide* 3,401 _ 36,962 9.20 _ City of San Luis Obispo 0 44 0.00 2009.Injuries Injuries Population (Thousands) Rate Per 100,000 ` Population 1 Nationally* 2,346,000 304,060 771 State Wide* 241,873 36,962 654 I City of San Luis Obispo 303 44 689 Source:.National Highway Traffic Safety Administration(2008);California Highway Patrol(2008), 'National and State Statistics are from 2007 because 2008 information was not available at the time this report was being Iproduced. I 10 3.5 Benefit/Cost Analysis , The National Safety Council has provided the following information and estimates. There are two methods currently used to measure the costs of motor-vehicle collisions. One is the economic cost framework and the other is the comprehensive cost framework. I Economic costs may be used by a community or state to estimate the economic impact of motor-vehicle collisions that occurred within its jurisdiction in a given time period. It is a measure of the productivity lost and expenses incurred because of the collisions. Economic costs, however, should not be used for cost-benefit analysis because they do not reflect what society is willing to pay to prevent a statistical fatality or injury. There are five economic cost components: (a) wage and productivity losses, which include wages, fringe benefits, household production, and travel delay; (b) medical expenses including emergency service costs; (c) administrative expenses, which include the administrative cost of private and public insurance plus police and legal costs; (d) motor-vehicle damage including the value of damage to property; and (e) employer costs for collisions to workers. The information in table 3.5.1 shows the average economic costs in 2008 per death (not per fatal collision), per injury (not per injury collision), and per property damage collision. These cost estimates are based upon 2007 actual collision cost calculations and adjusted to 2008 costs based on consumer price indexes. Table 3.5.1 -Economic Costs, 2009 Collision Type Dollar Loss Death $1,252,000 Nonfatal disabling injury $56,700 Incapacitating injury $64,800 Non-incapacitating evident injury $21,000 Possible injury $12,000 Property damage collision (including minor injuries) $8,500 Source:National Highway Traffic Safety"Administration(Traffic Safety Facts 2006)&Adjusted to Year 2009$'s Comprehensive costs include not only the economic cost components, but also a measure of the value of lost quality of life associated with the deaths and injuries, that is, what society is willing to pay to prevent them. The values of lost quality of life were obtained through empirical studies of what people actually pay to reduce their safety and health risks, such as through the purchase of smoke detectors or vehicles with air bags. Comprehensive costs should be used for cost-benefit analysis, but because the lost quality of life represents only a dollar equivalence of intangible qualities, they do not represent real economic losses and should not be used to determine the economic impact of past collisions. The information below in table 3.5 shows the average comprehensive costs in 2008 on a per person basis. These cost estimates are based upon 2007 actual collision cost calculations and adjusted to 2009 dollars, which are the latest at the time of this publication. Currently, the City's collision reports indicate injury collisions only if reported at the collision scene and no determinations are made regarding the injury type as shown in the above tables. Therefore, comprehensive cost estimates for this analysis will assume that all injury types fall into the category of"Non-incapacitating evident injury" as shown above. Table 3.5.2 shows the 2009 economic costs in collisions for the City using annual cost estimates. 11 1 Table 3.5.2- Comprehensive Costs, 2009 Collision Type Dollar Loss Death $4,136,600.00 Incapacitating injury (a) $208,400.00 Non-incapacitating evident injury (a) $51,800.00 Possible injury (a) $25,000.00 No injury $2,300.00 Source:National Highway Traffic Safety Administration(Traffic Safety Facts 2006),adjusted to 2009$'s Table 3.5.3. City of San Luis Obispo Economic Costs, 2001-2009 Traffic Collisions ` Collision Type I Year Death Non-incapacitating Property Damage Total Dollar I 'ury nl Loss Number Costa Number Cost Number Costa 2001 1 $1;252,000 268 $5,628,000 866 $7,361,000 $14,241,000 2002 1 $1,252,000 309 $6,489,000 944 $8,024,000 $15,765;000 2003 0 $0 308 $6,468,000 784 $6,664,000 $13,132,000 2004 4 $5,008,000 315 $6,615,000 862 $7,327,000 $18,950,000 2005 3 $3,756,000 285 $5,985,000 803 $6,825,500 $16,566,500 2006 2 $2,504,000 250 $5,250,000 621 $5;278,500 $13,032,500 2007 0 $0 257 $5,397,000 588 $4,998,000 $10,395,0 2008 0 $0 238 $4,998,000 544 $4,624,000 $9,622,000 2009 0 $0 235 $4,935,000 439 1 $3,731,500 $8,666,500 'Economic costs are based upon 2007 cost estimates,adjusted to 2009 dollars While the dollar amounts depicted in Table 3.5.3 do not equate to tangible monetary costs, it is ■ evident that the annualized costs to city motorists, insurance companies and medical providers, 11 depend on the number (and type) of traffic collisions that occur within the City. The total cost amount depends highly on the collision type and is proportional to the severity of each type of collision type. The dollar amounts depicted in Table 3.5.4 better represent the overall societal costs of traffic collision within the City. Table 3.5.4- City of San Luis Obispo Comprehensive Costs, 2001-2009 Traffic Collisions Collision Type Year Non-incapacitating Property Damage Total Dollar Death I jury nl Loss Number Costa Number Cost Number Costa 2001 1 $4,136,600.00 268 $17,353,000 866 .$2,017,100 $20,010,800 2002 1 $4,136,600.00 309 $20,512,800 944 $2,175,800 $22,314,000 2003 0 $0 308 $20,720,000 784 $1,826,200 $17,757,600 2004 4 $16,546,400 315 $19,4.76,800 862 $2,040,100 $34,846,000. 1 2005 3 $12,409,800 285 $18,751,600 803 $1,849,200 $29,019,700 1f 2006 2 $8,273,200 250 $15,488,200 621 $1,428,300 $22,651,500 2007 0 $0 257 $15,954,400 588 $1,398,400 $14,665,000 I 2008 0 $0 238 $13,468,000 544 $1,048,800 $13,579,600 2009 0 $0 235 $15,695,400 439 $1,028,100 $13,182,700 'Economic costs are based upon 2007 cost estimates,adjusted to 2009 dollars 12 3.6 Pedestrian Collisions ' In general, the number of annual pedestrian collisions has fluxuated up and down over the past eleven years. The number of pedestrian collisions that occurred in 2009 remained relatively the same as the 2008 number. There were 24 total pedestrian related collisions reported, which was 4% fewer than in 2009. Table 3.6 indicates the reported pedestrian related collision history of the City. Table 3.6— 1999-2009 Pedestrian Collisions Total Reported Pedestrian Year Collisions on Public Streets %Change 1999 24 - 2000 37 +54 2001 19 -49 2002 41 +116 2003 24 -41 2004 41 +71 2005 26 -37 2006 27 +4 2007 18 -33 2008 25 39 2009 24 -4 Source:City of San Luis Traffic Collision Database Figure 3.6— 1999-2009 Pedestrian Collision Trend 45y 40 w 35 30 25 a 5 ¢ SSC r 20 10 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 Source:City of San Luis Obispo Traffic Collision Database The study's method of evaluation follows the recommendations of the U.S. Federal Highway Administration (FHWA) as pertaining to pedestrian collisions, by which pedestrian collisions are classified according to their collision type. In general, the primary factor contributing to pedestrian collisions in 2009 were motorists turning left while facing pedestrians. The following table lists the various types of pedestrian related collisions, the locations of pedestrians in those collisions and the determination of fault as detailed in police reports. Table 3.6.1-2009 Pedestrian Collisions by Type, Location, &Fault I Pedestrian Collision Type #Cases %of Severity Total Injury Fatal PDO_ In X-Walk—Motorist Left Turn Facing Pedestrian 6 25%- 6 0 0 In X-Walk—Pedestrian Yield Violation 5 21% 4 0 1 1 Other 3 13% 1 0 .2 In X-Walk—Motorist Right Tum in Front of Pedestrian 3 13% 2 0 1 In X-Walk-Motorist Right of Way Violation3 13% 3 0- _ 0 In Road—Crossing Midblock 1 _ 4% 0 0 1 In X-Walk Motorist Left Tum in Front of Pedestrian 1 4% 1 D 0 In X-Walk Midblock 1 4% 1 _ 0 0 In Road_—Not Crossing 1 4% 1- - 0 0 Total: 24 100% 191 0 5 2005 2006 2007 2008 2009 Pedestrian Collision Location -- # % # % # % # %. # % Signal 8 .,31% 'l 9 33% 8 44% 10 40% 13 54% Out of Crosswalk-_Midblock 7 27% 3 11% 2 11% 6 24°% 2 8% Stop=Unmarked Crosswalk 3 11% 6 22% 2 11% 4 16% 1 4% Uncontrolled-Unmarked Crosswalk Local 1 4% 0 0% 1 0 1 0% 3 ' 12% 1 0% Uncontrolled-Unmarked Crosswalk Major/Collector 1 _ 4% 1 4% 0 0% 1 4% 1 __ 4% Uncontrolled--Marked 1 4% 2 7% 3 17% 1 4% 2 8% Not in Road Sidewalk 0 0% 0 0% -0-- 0% 0 0% 3 13% I In Road not crossing) 3 1.1%_ 4 16% 3 17% 0 - 0% 1 4% - Stop-Marked Crosswalk 2 8% 2 7% 0 - 0% 1 . 4% Total: -_ 26. 100% . 27 100% 18 ° ° o _ 100/o. 25 100/0 24 100/o rParty at Fault 2005 2006 2007 moll 2009 Driver .15 .58% 21 1 78% 14. 71% 14 56% 18._ 75% Pedestrian 11 . 42% 6 - -22% 1 4 29% 11 44% 6- _1100% . 25% total: 26 100% 27 ' 100% 18 100% 25 100% 24 Source:City of San Luis Obispo Traffic Collision Database I I 14 3.7 Bicycle Collisions The number of bicycle collisions has also fluctuated over the past eleven years. There were 72 bicycle collisions reported in 2009, which is about 22% higher than the number of collisions in 2008. The 2009 number was slightly higher than the average number of collisions for the 11 years that the report has been published,which is 55 collisions per year. Table 3.7.1 - 1999-2009 Bicycle Collisions Year Total Reported Bicycle Collisions % Change on Public Streets 1999 52 - 2000 46 -12 2001 45 -2 2002 52 +16 2003 54 +4 2004 50 -7 2005 55 +10 2006 61 +11 2007 59 -3 2008 59 0 2009 72 7 +22 Source:City of San Luis Obispo Traffic Collision Database Figure 3.7— 1999-2009 Bicycle Collisions 75 70 h ^ i 65 IVII 60 55 ' ' kU ✓ 9 ; , 4.7 v ! Y u Fa v - 45 f a axfr tt ?'t 40 i a H a a rf T' 4 �y 35 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 Source:City of San Luis Obispo Traffic Collision Database The study's method of evaluation follows the recommendations of the U.S. Federal Highway Administration (FHWA) by which bicycle collisions are classified according to their collision type. The FHWA's Classification system includes 38 different collision types, which only 18 of occurred on City streets in 2009. In general, the majority of factors contributing to bicycle collisions in 2009 were cyclists loosing control and motorists turning right in front of cyclists. Under Party at Fault, table 3.7.2 has an area for "Other / None" parties at fault, which represents bicycle mechanical failure, a roadway surface causing a bicycle to overturn, and cases where fault cannot be determined. I 1 - ITable 3.7.2—2009 Bicycle Collision by Type& Fault Number of %of C clisVs Position Severitv I Collision Type Cases Total Sidewalk Road X-Walk Injury I Fatal-I PDO_ Motorist Right Tum-In Front of Cyclist 15 21%o 0 15 0 11 0 4 Cyclist Lost Control 12 17% 4 8 0 11 0 1 Wrong Way Cyclist 7 10% 0 7 0 5 0 2 Other(Not classifiable) 6 8% 0 6 0 5 0 1 Bicyclist DUI _ 5 7% 0 5 0 _5 0 0 Motorist Left Tum-Facing-Cyclist 4 6% 0 4 0 3 0 1 Ride-Out At Controlled Intersection 4 6% 0, 3 1 4 0 0 _ Cyclist Left Tum In Front Of Motorist 4 6% 0 4 0 4 0 0 Bicyclist Strikes Parked Vehicle 4 6% 0 _ 4 0 1 0 3 Motorist Overtaking-Failed to Detect 2 3% 0 2 0 1 0 1 MotoristO en Door Into Path of Cyclist— 2 3% 0 2 0 2 0 0 Drive Out From Lane or Driveway 2 _ 3% 0 1 1 1 0 1 I Motorist Overtaking 2 3% 0 2 0 2 0 0 Bicyclist Overtaking 2 3% 0 2 0 2 0 0 Ride.Out From Lane or Driveway 1 1% 0 1 - 0 1 -0 0 Total 72 100% 4 66 2 58 0 14 Paity at Fault 1 200. 5 2006 _ 2007 2006 20 09 Cyclist 28 51%_ 30 49% 32 54% 43 730W . _ 52 1 72% Driver 27 49% 31 51% 27 46% 16 27% 20 28% Total: 55 100% 6.1 100% 59 100% 59 _ 100% 72 1 100% ISource: City of San Luis Obispo Traffic Collision Database I 1 16 section4l egoucemcm Statistics 4.1 Annual Traffic Citation Data Traffic citations are one of the methods used to promote compliance with the vehicle code and create a safer environment for motorists.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. The restriction or suspension of driving privileges helps make the roadways safer by removing drivers with hazardous driving habits. The Department of Motor Vehicles' Violation Point Assessment list is posted on their website at hftp://www.dmv.ca.gov/dl/vioptct.htm. Table 4.1.1 depicts the total number of citations issued by the Police Department each-year since 2000 and the number of these citations classified as hazardous violations by the DMV. The table also lists the total number of violations, which is greater than the total number of citations because some citations include more then one violation. The citation trend indicates a fairly significant drop off in citations issued in 2003 and 2004, ' before increasing steadily through 2009. This trend coincides with the elimination of one traffic officer position in 2003 and one police patrol officer position in 2005 due to budget reductions and the temporary redeployment of other traffic officers to cover patrol shift shortages. These staffing reductions impacted the ability of officers to proactively issue citations, arrest DUI drivers, and conduct specialized traffic programs. The positions were restored in July 2007 and a renewed focus on traffic safety and enforcement throughout the Police Department improved our enforcement efforts. In July 2009, budget reductions again required the elimination of one traffic officer position and three patrol officer positions and the reduction in staffing is reflected in the citations issued. The number of citations issued in 2009 was still greater than 2008 by 4%; however this increase was less than previous years. In addition, the number of hazardous citations issued decreased by ' 34%. A contributing factor for this decrease was the Department's focus on enforcing the new "hands free" cellular phone law, which accounted for 1487 of the 8474 violations in 2009. This violation is not classified as a hazardous citation; however emphasis was placed on enforcement due to the correlation between this violation and collision rates. 17 i Table 4.1 - Traffic Citations Issued Year Total Citations Total %Change Haiardous Vehicle Code % Change Violations Citations 2000 6741 7766 +17.56 2001 -16.41 2001 7114 7820 +5.53 1791 -10.49 2002 6508 7547 -8.51 2243 _ +25.23 2003 4802 5732 -26.21 2550 +13.68 2004 2663 3159 -44.54 896 -64.86 2005 3484 3983 +30.82 789 -11.94 2006 3585 4014 +2.89 934 +18.37 2007 4488 4998 +25.18 1769 +89.40 2008 7437 8142 +65.7 3120 +76.37 2009 5947 6573 -20.03%* 2098 -34.35 Source:Spillman RMS database query *See narrative below for explanation of decrease. 4.2 Traffic Safety Index The Traffic Safety Index-the ratio of hazardous citations issued to the number of injury and fatal collisions - is a gauge used by the California Office of Traffic Safety (OTS) to measure cities' traffic safety and the effectiveness of their traffic enforcement programs. Hazardous citations include moving violations for traffic offenses, as opposed to non-moving and mechanical violations. Higher index numbers represent greater traffic safety and more effective traffic programs. The City of San Luis Obispo's index has been steadily increasing since 2004. In 2009 the traffic safety index was 8.06. This is a 29.9% decrease from the 11.5 index in 2008; however it still represents a significant increase since 2004. The decrease in the index coincides with the elimination of a traffic officer and three patrol officer positions in July 2009. In addition, the Department's emphasis on cellular phone use violations lead to an increase in cellular phone citation from 632 in 2008 to 1487 in 2009. These violations are not classified as hazardous but do have an impact on the number of collisions that occur. Statistics used to calculate the City's traffic safety index are reported to OTS as part of a grant awarded to the Police Department that ended in September of 2009. In preparing this report, Police Department staff discovered two significant discrepancies.in prior year reporting. First, staff had previously included seat belt violations in the total count ofhazardous citations in the data reported to OTS. After further researching the categories of violations that constitute a hazardous citation, staff determined that.seat belt violations should not be included. Second, the City municipal code contains enforcement sections that duplicate hazardous violations found in the California Vehicle Code. It was discovered that officers were routinely issuing citations for municipal code traffic violations rather than for vehicle code violations. However, OTS and DMV do not count municipal code citations toward the traffic safety index or as violation points. The Department has worked to reduce the number of municipal code citations used for traffic issues. The use of the Municipal Code for traffic safety matters has decreased by 36% from 2008 to 2009. I The decrease in total citations for 2009 is a result of an adjusted data collection method which better represents traffic related citations. As the data was researched for 2009, staff realized that in prior years some non-traffic related cites were inadvertently included in the total. The 2009 statistics reflect the corrected error and below is a comparison between 2008 and 2009 using the same data collection method: 2008 Total Citations: 5,892 Total Violations: 6,589 2009 Total Citations: 5,947 Total Violations: 6,573 This represents an increase in citations by approximately .94% from 2008 to 2009. 18 Table 4.2.1 reflects the City's Traffic Safety Index for the past ten years. The index is calculated by dividing the number of hazardous citations issued by the number of injury collisions. The number of citations in prior years has been recalculatedto remove any previously reported non- hazardous citations such as seatbelt violations. In addition, a separate column depicts the number of municipal code violations that were issued in lieu of a hazardous vehicle code violation. The Traffic Safety Index was calculated utilizing only vehicle code violations as tracked by OTS and as a total of the hazardous vehicle code and municipal code citations. The latter index number is most reflective of the.City's actual level of traffic safety. Table 4.2— Traffic Safety Index 1 Year Total Hazardous Total Hazardous Total Injury Traffic Index Adj.Index with Vehicle Vehicle Code Citations. Municipal Code Citations Collisions* Vehicle Code Only_ and Muni.Code Citations 2000 2001 1420 283 7.1 —- - 12.1 2001 1791 2080 277 6.5 14 2002 2243 1585 321 7 - 11.9 2003 2550 969 219 8 11 _ 2004 896 390 327 2.7 4 2005 _ 789 493 297_ 2.7 3.9 2006 934 1123 259 3.6 7.9 2007. _ 1769 1131 _ 274_ 6.5 _ _ 10.6. 2008 3120 230 271 11.5 12.36 20.09 2098 147 25.1 1 8.35 *Includes injury collisions on both public and private property Source:Spillman RMS database query 4.3 Driving Under the Influence Driving under the influence (DUI) violations have been a focal point of enforcement.in an effort to reduce injury traffic collisions. Since 2000 the Police Department has averaged 373 DUI arrests each year. Enforcement is dependant on officers having available time when they are not assigned to calls for service or other duties. Arrests were on an upward trend since 2004 before dropping off to 252 arrests in 2009. Of these arrests, five individuals were arrested for felony DUI after they caused a collision in which another person was injured. Statewide statistics show this same upward trend in DUI arrests through 2008. According to the ' Office of Traffic Safety, DUI arrests in California increased 5.4%from 203,866 in 2007 to 214,811 in 2008. This represents the most DUI arrests since 1993. The DUI arrest statistics for 2009 were not available at the time of this-report. Figure 4.3.1 —DUI Arrests 2000-2009 19 i I600 ::� +ih�< 4 r Ylwef<a .e• ,i'k ii y /y. "t.s 41 r' -.i "`r" i g42i`k" A3"� F'as t sc r cmo 500 �. 400 .�.l n ra .a"a c s -kG'' f'a t�¢ sal nn• 'sn+�. '��`,—n »KC t #1 a `i4a 1�^¢ ren q;+ 300 1.ill ( �' W'✓ Nt, 1 4 t 200 S "am." K- I 100 : 0 ��7✓ amu,n .�` 1'cik ^Jme- 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 Source:Spillman RMS database query, IFigure 4.3.2— Felony DUI Arrests 2000-2009 10 n 8. kd �� i, 'St rx': ✓ 1�;w. i�yi �� _..e..e a. ' xY,bt K �l.',jaw:,u 4 .,,ff„ 4 x � 2 f 't 5 a 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 Source:Spillman RMS database query I Figure 4.3.3— 2009 DUI Arrests by Age El Under 18 6% 16% 1% 1918-25 I ❑26-35 ❑36-45 49% 13 Over 45 t 4.4 Alcohol Involved Collisions Source:Spillman RMS database query IIn 2009, alcohol was determined to be a factor in 56 collisions. Seventeen of those collisions resulted in one or more of the parties being injured. Over the last nine years there have been 607 alcohol related collisions. Thirty-two percent of these collisions resulted in injury to a driver or passenger; three collisions resulting in a fatality. I20 4.5 Top Primary Collision Factors Collisions on public and private property were analyzed to determine the top six primary factors that caused the collisions. These factors are listen in order of frequency. Table 4.5.1 = Primary Collision Factors by Collision Severity Non-injury Minor Injury Major Injury, Speed Seed Failure to ield Failure to yield Failure to yield Im ro er turns Improper turns Improper turns DUI DUI Disregard trafficsignal nal Disre and traffic Signal Disregard traffic Signal DUI Stop sign Stop sign violations I Stop sign violations Source:Spillman RMS database query The following table depicts the number of vehicle code citations issued for the violations identified as the most common causes of collisions in 2009: Table 4.5.2= Citations by Collision Factor Traffic Stop Failure to Improper Violation' Speed Signal Sin Yield Turn DUI Citation 940 1 249 279 144 121 252 Source.Spillman RMS database query J 1 1 I I I 21 i section 5 sa f ety mvesuciattons 5.1 Neighborhood Traffic Management and Calming Program 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. In 2009 approximately 4 (neighborhoods) actively pursued the preparation of an (NTM) Action Plan for their neighborhoods. These neighborhoods have submitted petitions to the City and include the Pismo and Buchon neighborhood between Johnson and Osos, Fixlini Street, High Street between Broad and Higuera,.Chorro between Broad and Buchon. Pismo/Buchon Area NTM The Pismo/Buchon is one of the largest and most complex NTM programs that the City has undertaken. In 2005 residents requested that the City address traffic issues in the neighborhood. After a vote on a neighborhood parking district and addressing parking issues at the Mitchell Park/Senior Center, the City worked with residents of the neighborhood to develop an Action Plan to address area traffic concerns. Over the course of 2008 and 2009 a number of traffic studies were performed to help identify,the traffic concerns in the neighborhood. In November 2009 the neighborhood voted on a draft Action Plan. Based on the voting results the neighborhood supported several traffic calming projects including: modifying the striping on Johnson and installing speed feedback signs, installing bulbouts and a raised crosswalk at the intersection of Pismo/Toro along with a series of speed humps and a speed hump on Islay Street. Neighborhood representatives had also requested access closures along Johnson at the intersections of Pismo and Buchon, ultimately these closures were not supported by the neighborhood. At the time the report was written the City Council has approved the Action Plan and construction is anticipated in early 2011. Fixlini Street NTM Residents on Fixlini petitioned for Neighborhood Traffic Management in 2007 citing concerns of excessive speed, school traffic bypassing Johnson to get to San Luis Adult School and lack of contiguous sidewalks. Traffic study results the study results confirmed that approximately that the average daily traffic volumes is approximately 260 vehicles and that 1/3 of the volumes occur during the high school commute time of 7:45 am-8:00 am. Preparation of an action plan for the Fixilini Street neighborhood is currently queued behind the Pismo/Buchon neighborhood, once construction is underway for the Pismo/Buchon neighborhood staff will begin work with the Fixilini neighborhood residents. IHigh Street NTM City staff conducted several pre-project and after-project traffic studies to evaluate the effects of the South Street "Road Diet" on the High Street neighborhood. The road diet project reduced the number of through lanes on South Street-from two to one lane in each direction. The results of the traffic studies conducted between 10/2007 and 4/2010 indicate traffic volumes have not significantly changed due to the South Street project and are within Circulation Element desired maximums. Radar speed studies indicate that the predominant, 85th percentile speed, of 37 mph is 23% higher than the speed limit and 48% higher than the desired maximum speed as I22 specified in the City's Circulation Element..To address the excessive vehicle speeds, the High Street neighborhood is once again eligible for the City's Neighborhood Traffic Management Program (NTM). A 2000 NTM Action Plan was not approved by the neighborhood, a subsequent effort will require the support of at least 25 percent of the households in the area. Johnson Avenue NTM Though no longer active in the NTM program, Johnson Ave (between Bishop Street and Laurel Lane) continues to benefit from radar-activated speed display signs that were installed in 2007. The speed display signs were installed to display driver speed in contrast to the posted speed limit (35 mph). Four solar-powered radar signs, costing over $4,000 each, were partially funded through a grant obtained by the Police Department from the California Office of Traffic Safety. Two signs were installed on Johnson Avenue, and two signs were installed on Santa Rosa Street. Although the radar activated signs have helped to reduce citations over 15% along this segment of Johnson, the cost of maintaining the signs continues to rise primarily due to replacing defective parts and vandalism. Chorro Street NTM Residents on Chorro Street between Broad and Buchon Street petitioned for NTM in June 2009 citing. concerns of excessive vehicle speeds and volumes. Initial traffic studies indicate that average daily volumes exceed Circulation Element desired maximum volumes by an average of I 20%. Additional traffic studies are scheduled for 2010. Radar Trailer Program The SMART program or Speed Monitoring Awareness Radar Trailer Program uses a portable I monitoring device that measures the travel speed of passing vehicles. The speed is displayed adjacent to a sign with the actual speed limit for that street. The radar speed trailer has proven to reduce vehicle speeds and is a useful supplement to enforcement activities. 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Officers conduct enforcement activities, high visibility patrols and saturation deployment in areas identified as having the highest concentration of collisions, or which I present special risks such as school zones. These enforcement efforts result in citations S and have a lasting impact on drivers who are _ I concerned about receiving a citation even after BicyeleViolation Week a saturation effort ends and change their driving i behavior as a result. In fact, often the presence Right ofwar-Foothill thorm I of officers in a specific area results in drivers obeying the law without the need to issue large Speed Violations-California numbers of citations. speed gpSigns�ooeanalre Speedvio t ns-Johnson Ave The Police Department attempts to correlate these focused enforcement efforts with locations that have been identified as having 00° { 1_ 610 81exlolatlonWeek high collision rates. A Traffic Enforcement .. --J' U "'_ ' Pe teian Week-Downtown Area Calendar is generated each quarter and posted in different areas of the police department. The , Speed/Re4 Lights'-Santa Rosa Foothill specified area is highlighted in briefings each I t j< -•a CeliPhone/Seatbelt Week, week to mobilize officers toward a segment of + _ roadway or specific violation to focus traffic Stop signs/Chorro enforcement efforts. This concentrated effort j makes an impact since it is saturated by many officers during the seven day period. In addition - -- 0.0° BloyDle Violation Week o - „ to enforcement in high collision areas, the Speed/Red Ughts-Lop CsosVallerRd Traffic Safety Unit frequently adjusts its enforcement activities based on citizen Speea/Pad-Santa$osa.EMentorey I complaints and observations of violations. ° - Cell Phone f Seatbelt Week T L Speed-fankfaret'/Polnsettfai 1 I 7.2 DUI Special Enforcement The enforcement of Driving under the Influence (DUI) laws continues to be a high priority for the Police Department, particularly for officers working night shifts. Beginning in November 2007, the Police Department implemented DUI Saturation patrols during which officers were deployed to specifically focus on DUI enforcement utilizing grant funding for overtime. These patrols continued through September 2009. The Police Department participated in the county-wide "Avoid the 14" DUI education and enforcement campaign. Officers conducted coordinated efforts with other law enforcement agencies for DUI enforcement during peak periods such as holiday weekends and participated in DUI media campaigns. The Police Department conducted two DUI checkpoints in the City in 2009 with grant funds. 7.3 Seatbelt Enforcement According to the National Highway Traffic Safety Administration (NHTSA), research has shown that the use of a lap/shoulder seatbelt can reduce the risk of a fatal injury by 45 percent and the risk of a moderate injury by 50 percent. In order to encourage seatbelt use to increase safety, the Police Department strictly enforces seatbelt violations and conducts special education and enforcement campaigns under the annual statewide "Click it or Ticket" program. During "Click it or Ticket" enforcement periods, seatbelt use is measured before and after the enforcement campaign in order to gauge the level of compliance and effectiveness of enforcement. In 2009, the Police Department issued 558 seatbelt citations. The Office of Traffic Safety modified the Click it or Ticket Campaign in 2009 to increase its effectiveness. Two mobilization periods were scheduled during the year with officers conducting specialized enforcement during these times using grant funds. Surveys conducted before and after the enforcement periods indicated that compliance with seatbelt laws remained consistent at 98% which represents a high level of seatbelt use. 7.4 Repeat Offenders - Suspended Licenses The Department of Motor Vehicles suspends the privilege to drive based upon driving behavior, utilizing the Violation Point Assessment tool to identify negligent and dangerous drivers. Individuals who continue to drive once their license has been suspended or revoked pose an increased risk to the public over licensed drivers. In 2009, the Police Department took a pro-active enforcement posture against these offenders by conducting Court Sting Operations funded through an Office of Traffic Safety grant. Individuals with suspended driver's licenses seen driving away from court were issued citations and their vehicles impounded according to law. 7.5 Grant Programs In 2009, the Police Department received grant funding from the Office of Traffic Safety (OTS)to conduct enforcement and education programs focused on reducing deaths, injuries and economic loss resulting from traffic collisions. The following is a summary of the grant programs: OTS Selective Traffic Enforcement Grant Grant Period: 10/1/07 - 9/30/09 57 i This enforcement grant focused on reducing the number of people injured and killed in collisions by increasing DUI and selective traffic enforcement. The grant funded one traffic officer position for 18 months; a traffic motorcycle; radar/LIDAR speed detecting devices for traffic and patrol officers; eight DUI/Driver's License checkpoints; and several saturation patrols. Enforcement operations were focused on red light violations, violations at or near intersections with a disproportionate number of traffic collisions, and drivers exhibiting excessive speed. ■ Avoid the 14 DUI Campaign Grant Period. 10/1/07- 9/30/12 The Avoid the 14 grant is a multi-agency effort involving local law enforcement agencies in the County. The goal of the program is to reduce alcohol involved fatalities and injuries and to raise public awareness about the risks associated with impaired driving. The grant funded overtime for DUI checkpoints, saturation patrols, and DUI warrant sweeps throughout the County. • Click/t or Ticket Project Grant Period: 1011107-9108110 The goal of the California Click It or Ticket project is to increase seat belt use statewide to 96% in 2009. A coordinated, statewide seatbelt education and enforcement campaign was conducted for a fourteen day period in May and June 2009 and a second fourteen day period in November. Funds provided by the grant were utilized to increase the level of seatbelt enforcement hours. As.a result, the Office of Traffic Safety reported that seatbelt use in 2009 increased to 95.3% statewide. I - 1 I I58 section S oncomc education campmcns 8.1 Child Safety Seats In order to reduce the likelihood } that an infant or child is injured in a traffic collision, the Police Department offers child safety seat inspection and installation at no cost to members of the public. The Department is part of a ' county-wide Car Seat Safety Coalition which organizes several . Child Seat Check-up events each A year to make sure child seats are properly installed in vehicles and to answer questions about the laws regulating the transportation of children. When a child seat is identified as being unsafe or subject to recall, a new seat is provided to the parent or caregiver at no cost. Two Police employees are certified as child seat inspectors (one officer and one field service technician). They participate in Check-up events throughout the County and provide inspections and installations at the Police Department by appointment. 8.2 Bicycle Safety Each year, the Police and Parks and Recreation Departments co- host a "Bicycle Rodeo" for children in order to promote safe and responsible bicycle skills and operation. During the five days leading up to the Rodeo, a l professional BMX stunt team �p travels to several elementary schools and puts on an exciting '•"t `` ► t bicycle safety demonstration that r includes messaging promoting a healthy lifestyle free of drugs andr ,y , alcohol. 9' The week concludes with a free Bicycle Rodeo featuring a "Safety Town" that includes signaled intersections, stop signs, a railroad crossing, pedestrian traffic, car doors opening into the 59 I Iroadway, as well as specialized cone courses to develop riding skills. Community members volunteer their time to staffthe course, and local professional bicycle mechanics check and adjust children's bicycles prior to entry on the course. Helmets are checked and if they are determined to be unsafe a new one is provided free. The annual attendance ranges from 200 to 300 children. 8.3 Impaired Driver Offender Classes I When a driver is convicted of DUI, they are normally required to attend a.DUI offender class as part of their sentence. The goal of the class is to provide education and dialog about DUI offenses in order to increase the chances an individual will not re-offend. The classes are offered by the County Behavioral Health Department, Drug and Alcohol Services, and'serve approximately 50 people per-class. I The Police Department participates in the program b providing a traffic officer to make a presentation at the DUI offender classes to discuss the impacts of DUI on traffic safety and collisions. The class offers a unique opportunity for officers to interact with DUI offenders in a positive and educational way, rather than during an enforcement action. Class attendees are provided an opportunity to ask questions of the officer and to discuss the impact of DUI driving on them and others. I . I i 60 I I I I N 0 U N N C N (6 I I MOS MCA 0 0 0 M CD CNN CD 00 ObO2tD mCOC") "r V Cit--10 I.- 1p O r to N M Oce) CN ap N zCD '1Ot ZN COD MO'NCc toNN - V � NPO Nr � r V U') CD `- OCAO r r r NSP rti CA tDOi� O 2 ^� �2 1 �CZIzvoi6m 0 co M CO P to rN r••' m Cl) CIA cm N OZO � O ^ O O � N� W O O CC OO C=T � OOMONC6 � 06 IL ate+ O o o 00 (D CD (D c) (D (D (D (D (D o U 0 M N N U1 V1 U) U) U) U) U) U) U) U) U) 55 Q CC OINN OCf MP CO U') V MCA (3) co 0) R COPPPO tU7 '7 'R C: M MNNNr . OP O O O 0 0 0 0 0 0 90.0.0 . OMCD � r OCAMOCD OtDMOO N ELO NCO 000 , 0) CO M r MCD N O N CO I V r O Cl) I- v O O O CO :�► ; a CO m NCD Ln L6 CD CO r M CD CA CD N •L NtOrr rMMrMMMNN '7- 0 .` Cf a C O N V) CA MP vv MCO CDM V vvCl) MM `p O o U CO) aC C a D 1■ � c m L c o g m 0 w `0 C- Q °7 r itoca cE `mL Cc m u o r R t. 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Backing Right turn © Fatality ® Tree Animal Q « Overtaking Left turn Nighttime ! 3rd vehicle Sideswipe U-turn ;-n DUI Extra data WERE Y,91.WOMEN= ... 1 I I California & Monterey I 7 Accidents 01/01/09 - :12/3 1/09 ! v 12110/2009 9:83 W 0 4-12/222009 18:33 m WAh O N m � W �m o 1 1 m ersedion, accidents with insufficient or clisplay <— Straight ®Parked X Pedestrian Fixed objects: a--i Stopped ar, Erratic X Bicycle ❑ General o Pole —Unknown a-v Out of control p Injury ® signal u Curb e .. Backing et,_ Right tum O Fatality ® Tree 0 animal <� Overtaking Asr-- Left turn - Nighttime 3rd vehicle Sideswipe U-turn w DUI Extra data 1 f 64 00th 01-1 & Santa Rosa 14 Accidents N Ito Lb O a }. 0 0 10/02/2009 20:03 I10/02/2009 14'16 11/10/2009 9:13 —0 03/07/209_18 26 03/17/2009 7:59 " OJ O a O O X81 V 10 10/08!2009 10:07 •Iy/ V N O � ?4, o inIntersection, accidents wi ins icien data or is Straight C=Parked X Pedestrian Fixed objects: – Stopped r, Erratic X Bicycle o General o Pole �— Unknown air Out of control 0 Injury ® signal ® curb I e-» Backing Right turn ® Tree Animal Q Fatality .t Overtaking ,v— Left turn Nighttime 3rd vehicle Sideswipe �— U-turn DUI Extra data I65 Hguera & 1Vlarsh' 4 Accidents 01101/49 12/31LU9 -h. i i 12128/2009 17:52- i 09/1512009 7:32—y)' 08120/2009 9:44 " - 0 N O 1 1 E I I L Within Intersection, accidents voith insufficient a or display 4— Straight =am Parked X Pedestrian Fixed objects: ' 1 Stopped �r ,. Erratic X Bicycle ❑ General o Pole — Unknown <,r Out of control 0 Injury ® signal a curb Backing v,_Right turn @ Fatality ® Tree �5 Animal <- Overtaking Ar—Left turn .:; Nighttime 3rd vehicle ' .o— Sideswipe li;:— U-tum DUI « Extra data City of San Luis Obispo.CA 08111/2010(modified) I ntersecti on Magic yer 6,7()4 P.MR1.1. 66 f I Marsh; & Santa Rasa .. 4 Accidents 01/01/09 - 12/31/09:- W _ a ' 09/13/2009 17:30 10/05/2009 12:54 11/24/2009 12:01 i I I I I , i .........--- --- fWithin lb'of Intersection, accide-nTs-w-IF-in-s-ufficient dataor display 4 Straight =m Parked x Pedestrian Fixed objects: d — Stopped . Erratic X Bicycle o General, c Pole al a Curb <-- Unknown a-v� Out of control p Injury ® Si g" ' <--» Backing t,_ Right turn @ Fatality ® Tree 9� Animal e .t Overtaking Oe— Left turn Nighttime t 3rd vehicle Sideswipe 1r7— U-turn DUI Extra data ` 67 Appel OIX 2 Arterial / Collector Intersections I 1 I I I 1 I I I m 10 100 0 V N00 000 t.- 0) — 00 t01��0e} OON � 100f Mtp O) �-- � rM � AA Omth I m A CO) t0t0l 1Z aD n z OMAt0 t0 '7 O) N H 0l ttf t0 cc C6 N m 10O � t0A 000 N e10 h ^ N LL � to � N N �+ O I W 2tpe. Z �{ MRI •U N � � � � U ' ¢ « OOC7C7C7C2Uo �+ CO) N fA fn fn (n fn fn U0 It;IA Nc 40 com1'ootooLOOv +� � V0000000 d NtAONCl) MCl) O E h OtOe > � a- NNN N O w U O N .w d' Ot0 M Cl) L: .O W)) U f O L (Q O w = @ t0 U o L ww 0 = ■ « c ( C w t w U R O =° 00 O ` 0) ad C W 18 cc LL C oa cya= ca 06 p 0 °a 0 O ca 0 a E E a m w 30 amEOmaaUm` ' J19 -V , tti C C C C S OC d' Nt0 V � M cr a ZZ I a z zz Y A rNM 'ItO t0 I- 00 I i Pismo &. Santa Rosa 4 Accidents 01/01/09 - 12/31/09 - '-07/0512009 6:56 ( m IL-03116/2009 16:48 12/102009 12:43 I I i I I Within of Intersection, acct en s wi msu iaen a a for-displav Straight c= Parked X Pedestrian Fixed objects: a-1 Stopped -r, Erratic >< Bicycle ❑ General C Pole — Unknown a-, Out of control O Injury ® signal ® curb .� Backing e� Right turn O Fatality ® Tree 4 Animal < « Overtaking yr-- Left turn ;. Nighttime 3rd vehicle Sideswipe li;7— U-turn �-i DUI A Extra data I I70 :Buchon & Johnson 5 Accidents 01/01/09 12/31/09 I ' 12/07!2009 17:15 0 04/23!2009 12:14 ' Db.-1P i 10/31/2009 1:17 0 IL I j Within of Intersection, accidents with insufficient a s for displav a--- Straight ®Parked X Pedestrian Fixed objects: a— Stopped Erratic X Bicycle o General o Pole - Unknown Out of control O Injury ® signal a curb Backing o,_ Right turn O Fatality ® Tree I Animal �.. Overtaking pr-- Left turn Nighttime ,I 3rd vehicle Sideswipe (�—U-turn rj DUI A Extra data Citv of San Luis Obispo.CA 08/11120113 imodifed) noraction Magic ver 6.7 04 Pd'Prognamminq 1988.2000_ 71 ' I I I I : ' _ - - Mill & Santa Rosa 5 Accidents 01/Ql/09 12/3 /09; Q 0 N I r}v O O 11/17/2009 15:16'— )) 11/23/2009 15:30 �n i 09 16:00 I, I � � I i m o n ersec ion aca en s wi ms icien a s or s a e Straight =m Parked X Pedestrian Fixed objects: Stopped -t ,. Erratic X Bicycle ❑ General a Pole I - Unknown <-u- Out of control O Injury ® Signal a curb �-.. Backing it,— Right turn @ Fatality ® Tree Animal � Overtaking Left turn Nighttime 3rd vehicle Sideswipe li;7— U-turn DUI Extra data I 72 ! _ Osos &-Pismo 3 Accidents 01/01/09 . 12/3-1/09: 09ro1rz009 12:00 o N m O N O O N O! \ II ! i i Within of Intersection, accidents with insufficient a or display <-- Straight cz;ED Parked X Pedestrian Fixed objects: ! Stopped a, Erratic X Bicycle to General o Pole �— Unknown a-,r Out of control p Injury ® signal ® curb e » Backing %,_ Right turn O Fatality ® Tree § Animal Overtaking Aer— Left turn Nighttime 3rd vehicle Sideswipe 'F-a— U-turn DUI q Extra data Obispo,City of San Luis 0811112010 00 73 ' i i Buchon & Osos 3 Accidents 01/01/09 - 12/31/09 0 N_ oW O N O I 05/20/2009 12:00 I 1 -------'---......_..-... _.._._...._......................................... __....._._� ithin 'of Intersecbon 0 accidentswith insufficient a a for display �— Straight ®Parked X Pedestrian Fixed objects: �i Stopped Q... Erratic X Bicycle ❑ General o Pule R— Unknown -w, Out of control O Injury ® signal ® curb a Tree Animal a–.. Backing v,_ Right turn @ Fatality .. Overtaking Left turn Nighttime 3rd vehicle Sideswipe U-turn DUI Extra data I74 I ApPEnOM3 Arterial / Local Intersections ! I I I I I I I I 75 i 0 co V O N �O � Z O � 00M0 � O(� � bLhOO O00Nf7MZ O M N O M O (0000 pC) 0000r 001 V COM NOM m O � O � p O I� MOOOMOONOI� K Z to 0) OOM NO0Lo t� hOl� r CO A f r N 0 In L6� O N (3 er— CP Cfl M M QQ IV OIOQQ � O000 0N00000 ZOZrp OZZ rn � Mo C'4 (z N �c ih t'7. Nn V � .- t� .- N M 00 to le LO co W I00 WZtoNo- co z00 (O+i`O z. � �_ cM�iN °J-Z. Z OOe - Orl O) M n F C C CD oa ac. da a a aaaaa. -0 « 0 0 0 0 0 �J 0 0 0 0 0 0 0 0 0000000 c - - F- F 1— I- - - — - - U O 0) US In y to co ri) 05 V5 U) In fn In (n In (n (n 1n (n (A V r r r N r r N r r. r N N m 7CON N (O NM V' O co f` CO R' r M M M C'Mrr OD C7 O W 00 M CO O O O O O O C co co co r r r 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 N m CD cm f� O N CO N CO O O N M CO ao O CO O O (�J E NaNMV U') r- f'- M NMMOV f-- (A T j. OOM d' OI�Or ON c0 MNMV NT O w (o M O CO CO 'i ; X0000) OONN V v V O7 r CO - LdfL L 0 r r - r r r r C) r r N N M N r CO N N CO (M I L a cn ° (� _ m C7 t0 m w M M M 1,- M M O V O V M Lo 't M V, V O O U U 0 0 L mcu m 1 + C y m N to V O R m O O O > O O 7 N J W G C �' J N 0 O J (0 m Ir — ca m m t) O H ld y 0) a'3 O N O a13 N [0 t N O 5 d tj o od cao �° 0 O o o c c ols m a m C40 m2 m 22 cors OJ m -0 ml- (n > x3 c N CL c °� 013 ot3 m -r .t3 m o �tf °� m m m et30a0 — E m — c � mots mo13 0it ca cm (n A O be w 7 p C c 7 U N :a :c w N o 76 013 C ca c �c f6 f0 N OTu rr.m N M m O O .- M 0 m m0mmc) iUCDu- 2C7uac� tnLLm Y m m m m 6 O o v o o D w Y YY Y YYY Q) CD Y Y cC C C c c 'c c c 10 l0 m R N m m m O m w m N O I, R co co O O O O O O O O O. O O O aZzzZ z z z z z z z z I Y C lml,* 1()ICD,r--I(Dlcnlc) l I rNM V' O (D I� ODmOr r r r r r r r r r r N N i I I Broad & Serrano 3 Accidents 01/01/09 - 12/31/09 I � 02/13/2009:0 06/2812a009 1:00 I I I o v IWithin 75'of in erre ion acct en s wi ins igen a a or is a 0 Straight =m Parked X Pedestrian Fixed objects: 19 Stopped c. . Erratic X Bicycle o General o Pole ' < Unknown <-1 Out of control O Injury ® signal ® Club v,Backing Right turn O Fatality ® Tree Animal .. Overtaking s' Left turn Nighttime 3rd vehicle ' Sideswipe IF-7— U-turn DUI Extra data I I77 I .Osos &Pacific 5 Accidents 01/01/09 . =12/31/09 ! 03/24!2009 14:39 N O ' f---6 6/01f2009 17:33 08!12!2009 14:08 08/14/2009 8:51 I I Within tb af Interwdion. accidents with insufficient a a for display Straight c= Parked X Pedestrian Fixed objects: e-- Stopped m, Erratic X Bicycle c General a Pole �— Unknown a-zr Out of control O Injury ® signal a curb .� Backing e,_ Right turn O Fatality a Tree Animal <- Overtaking A�— Left turn Nighttime 3rd vehicle .4— Sideswipe U-turn w DUI rt Extra data I 78 I Marsh & Morro 4 Accidents 1/01/09..- 12/31/09 02/072009 23:57 ' 121152009 10:41 04/052009 17:30 ' 0528/2009 15:38 i Within n erre ion acc—ide—nff—wilh insufficient a a for display a— Straight c= Parked X Pedestrian Fixed objects: ' Stopped a.,. Erratic X Bicycle ❑ General o Pole —Unknown Out of control 0 Injury ® signal a Curb --.r Backing v,_ Right turn 0 Fatality ® Tree Animal I .. Overtaking Left turn _.:,.. Nighttime 1 3rd vehicle Sideswipe 1F.7— U-turn DUI *( Extra data I I79 I Brookpme & Tank Farre 3 Accidents 01/Q1/09 -: 12/31/09 j I I 01/27/2009 13:54 0424/2009 14:50—* C .�.a 06232009 22:25 I I j ' I Within of Intersection. acc-id-ents With insuffident data Tor alsplay Straight Parked X Pedestrian Fixed objects: �--I Stopped Q... Erratic X Bicycle ❑ General o Pole ' Unknown a-,r Out of control O Injury ® signal ® curb Backing Right turn O Fatality ® Tree 9� Animal Overtaking e— Left turn :;r Nighttime 3rd vehicle -o— Sideswipe U-turn Ki DUI « Extra data 80 ' i California & Taft 6 Accidents 01/01/09 - 12/31/09 B , 07117200013:12 OW52oo9 7:57 - 11/192009 7:40 I �-101142oos 17:36 0 W 0 I � O I t Within of Intersection, accidents with insufficient data for disDIav �- Straight u=,Parked X Pedestrian Fixed objects: a—� Stopped - -m, Erratic X Bicycle o General o Pole _— Unknown a-Np Out of control O Injury ® signal c curb ..Backing 4�_Right turn @ Fatality ® Tree .an;,nal « Overtaking Left turn Nighttime 3rd vehicle Sideswipe U-turn DUI 4, Extra data I I 81 AppenOIX 4 Collector / Collector Intersections 82 I m � � m Z � m leLN N Q W Q I a O ate+ O N U O �L d d c_cm O 000 U r fn = L (D fA Q 0 1) C E O to IL O U Lft � c `o � Y � C Y . 0 � aZ Y L. i Chorro & Palm 4 Accidents 01/01/09 - 12/31/09 I N N n O N N 03/05/2 9 17:30 0220/2009 22:04 . o I ■ I N yl I Within of Intersecton acct en s wi insu icient data for displav I Straight c�n Parked X Pedestrian Fixed objects: �—L Stopped a... Erratic X Bicycle ❑ General a Pole Unknown a Out of control C Injury ®signal ® Curb ® Tree 95 Animal .. Backing Right turn O Fatality e « Overtaking e---Left turn _; - Nighttime 3rd vehicle ISideswipe �—U-turn DUI Extra data I 84 i i Collector / Local Intersections 85 ' I - C', 1'� C', co zc cc ;tmei lco o� a� W G o� Q 200 0M I W R `° N o w cm m _ cm > a � C00 O m °° c I U o � fll M M � U O (a o c Q � m i C O c L O U _ t Y Y U !C l6 m O O ILz Y I High &. Leff . 3 Accidents. 01/01/09 - 12/31/09 I i N rn 05/1112009 12:33 O N W N 05!30(2009 12:41 0 I i Within of Intersection. accid-e-nTs—with insuffitEient data for display I <-- Straight Parked X Pedestrian Fixed objects: –� Stopped Erratic X Bicycle o General o Pole �— Unknown a-,r Out of control O Injury ® signal a curb e .. Backing v,_ Right turn 0 Fatality ® Tree # Animal Overtaking Left turn Nighttime 3rd vehicle Sideswipe IF-7— U-turn Hi DUI Extra data I I ' 87 i i Chorro Lmhcoln 3 Accidents -. 01/01/09 12/31/09: 07127rz009 16:27 ' 0 05/12/2009 14:51-11 ' i i j i n -of Ifiters6alon, accidents with insutticient data for display % Straight =m Parked X Pedestrian Fixed objects: ' 41 Stopped ate. Erratic X Bicycle o General o Pole �— Unknown <-v, Out of control O Injury ® signal a Curb e .. Backing Right tum O Fatality ® Tree 4 animal e .. Overtaking Left turn Nighttime 3rd vehicle ' Sideswipe S7— U-turn DUI e Extra data 88 ' i i Appenoix 6 Local / Local Intersections I I I I ' 89 i ca 1. 0 0 � U N mo •L L O IL IO ; U N C R I ) C io O +� v O H � c6 s I J Y � � Y ' R � O I a Y C R � I � I i i Hathway & Montalban 3 Accidents 01/01/09 - 12/31/09 i I 12/03/2009 17:47 I ■ 0 10/16/2009 1:53 0 I I Within o 6 erre ion accidents with insufficient data for display I a— Straight c=Parked X Pedestrian Fixed objects: --i - Stopped -m,Erratic X Bicycle ❑ General o Pole -q— Unknown a-kr Out of control OInjury ® Signal o curb I .<-.. Backing Right turn p Fatality ® Tree �5 Animal. .. Overtaking Left turnNighttime 3rd vehicle a a Sideswipen�U-turn DUI Extra data I91 I dppE OIX 7 Other Significant Intersections , I I I i I I I I I 92 IOSLO (D 11 OtDOQMN CDN co ON CD 00 � tgrr cr)0( � COMOm 0)V V' C'i I � nO1 LZvi " ci Ndvz — Mr00mmcoN COLON m to- 0 coomON cotc CD � 10O 0c0 C a Z O W tD O r� r LO m N N t` n a--: R r,- to N r r CA N 0 r r a7 coLO CL) O CD r 0 O) C7 r '- r r N-0 r r. r ll Lo I 3 C1 rM- 2n � CODNoZOa00zNONLOONO rM rf� n N vCAc co Icc ccyr r� rN . . .C, co 0 . . r QOS ^CN MI WbnrNDOfiOnpO0CD Wa a "� C QwOtr � , [ MO r � N C ' o a U C7 C7C� C92LD (Da (Do0C) (D (D0 (7C� oo U (� p fAtAyyfn Cn (nNCnIA (nfnl4CnCAfA (nCAN ' U N CI) •a ai O co 40 M N r r (A CD L0 M IT M r r O 00 CO O l~0 a W 10 W LD LO CO V' Vqq: t1 M M M M N N N r N 'p o c o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 L N_ CD W N W W M N M CD M O O CO O O O LO M W W a E to NMM O v n M O � 0 M M r O M O MCO = 7 CM N 7 W O M LO CD O M r, ,T V O O O CA m t6 - co O co LO r M CO LO co co co N Cl) > Mr N r N mr Mr NMmNMM NN '7 m O O UN = •01 P M W M m V M co M v Nr 'd' co V' V M M M >_ .2 O _S ° ++ U mcc m � c a� L > m o O O> l4 U) D N ca p ca o UL m 7 m m. La 0 ` WOU) Um 'a > W a) Lr •C O � mLLY O r- L C V O m w C 0.S N — ` m N Co Y C O .� O � tca m � j m 0 co 2 c Co ho W C M m atlm m otos 0M, ca as — mF- La too C) ca = ppa _ � — U) O N Na2S —ffi ` a cc ' `o E m c 6 wm o � � m Em : 0 C i p CO L W m m O O 2 0 D O 0 ._ (a p LL rLJUd.00 LL J m 022 m 2 m2Ur c 'aa a •om •oa •0 -D p v !D 0 a7 0 m m a) at (D a) 0 Y Y C C C C C C C C C C C co m m to C m g m CO m m r o m m 0 m Lo N � — MMIXx m xr XX " XXNX N a0 0 0 0 0 0 0 0 0 0 0 zzzzz Z ZZ ZZ Z Y Cr N M v W CD � 00 a) O r N M IT i0 'Olt D f� W C cr r r r r r r r r r i Froom Ranch & Los Osos Valley 7 Accidents 01/01/09 12/31/09 s Io210712�:08 I 05/06/200099119:57 0611 :52 0712612009 14:52 I1112312009 14:97 X12/1112009 17:27 I I ,I i in- o ntersec on accidents with insufficient data Tor cusplay Straight Parked X Pedestrian Fixed objects: CE Stopped m.. Erratic X Bicycle o General o Pole 1� Unknown -i v Out of control p Injury . ® signal ® curb Backing o,,_Right turn O Fatality ® Tree Animal —.. Overtaking Ae—Left turn _( Nighttime ;; 3rd vehicle Sideswipe U-turn �4 DUI Extra data f94 I Monterey & Osos 3 Accidents 01/01/09 - 12/31/09 �o 4-3 w7r2W9 11:25 I i i 2/2009 10:20 Within 75 FofIntersection, accidents with insufficient data for dispiay �— Straight Parked X Pedestrian Fixed objects: a� Stopped Erratic X Bicycle o General o Pole �— Unknown a-v, Out of control 0 Injury ® signal v curb Backing Right turn p Fatality ® Tree Animal Overtaking Left turn =(; Nighttime 3rd vehicle ' Sideswipe IF17— U-turn N DUI Extra data I 95 # Laguna & Los Osos Valley 5 Accidents 01/01/09 - 12/31/09 I02/01/2.009 12:55 08/15/2009 22:01 08/25/2:41 1�44-10/13/2009 7:59 /05/2009 8:57 I I Within o ersec ion 0 accidents with insufficient data for display I a— Straight to Parked X Pedestrian Fixed objects: a--r Stopped Erratic X Bicycle ❑ General o Pole — Unknown a-,r Out of control O Injury ® signal ® curb .c—» Backing R-Right turn © Fatality ® Tree Animal -o« Overtaking Left turn Nighttime. 3rd vehicle Sideswipe U-tum DUI r Extra data City of San Luis Obisco.CA 09/09/M10 Intersev.ion Magi c ver 6.704 Pcr Programming ,,. I I t96 Chorro & Marsh 3 Accidents . 01/01/09 - 12/31/09 ioil inoo9 21:21,.3, e� 06113/2009 :ss 07/2012009 5:57 Within 75'of Intersection, 0 accidents with insufficient a for display Straight Parked X Pedestrian Fixed objects: a--, Stopped Erratic X Bicycle o General o Pole Unknown Out of control O Injury ® signal ® curb ..BackingRight turn ® Tree Animal � gh O Fatality Overtaking �r—Left turn Nighttime 3rd vehicle Sideswipe U-turn DUI Extra data i 97 Palm & Santa Rosa 4 Accidents 01/01/09 - 12/31 /09 i I I ,2/22/2009.9:55 I 1 � o o,rzorzoos ,z:as<�- � r 1 1 � o � O _I Rhin of Intersection accidents with insufficient data for display I a— Straight ®Parked X Pedestrian Fixed objects: Stopped Erratic ,X Bicycle o General ® Pole — Unknown <-\.p Out of control O Injury ® Signal m Curb �.. Backing Right turn @ Fatality ® Tree Animal Overtaking Ar-- Left turn Nighttime q 3rd vehicle Sideswipe U-turn m DUI Extra data IXPIN I 98' i i ' 0000 O y z LO 0 0 tf N t0 N N O zO ^ O to co N N n N 0; e- D r � r CD m 0 0 0 0 0 C 3za000�CO co N co 'O = W O mX20 N I UO ~ UU oaaaaaa I Q >' X000000 0 a ' = f- t- F- H H k- a E fA C -e <TN co 3 w N W M fA ch fnO N O lz N 00 N p� C C: > � NMNN N p� O 0 to C _O U) cn N M W et M ++ C O U C (a m 0 O 0 U 0 Ir Ca 0) .0 R .a) to c 06 I m 'C e °a c Odsmmw0 m` tQ � ? 0 Y mm 3 m R .Y .YYY ar CC C C M f6 l0 R M N. OO O O azzzz I Y lC4 r N Mle In CO I I I Garden & Marsh. 3 Accidents 01/01/09 - 12/31/09 I l 11,0612009 9:41— 03//11=009 17:26 02 15:13 d in of Intersection accidents with i—n—s—uVicient data for display I Straight ® Parked X Pedestrian Fixed objects: o f Stopped Erratic X Bicycle o General a Pole C Unknown a-,i Out of control O Injury ® sipal a curb ® Tree -3E Aninnal ..Backing t,_ Right turn O Fatality <- Overtaking Ae-- Left turn Nighttime 3rd vehicle Sideswipe U-tum ha DUI 4 Extra data ' 100 Peach & Santa Rosa 4 Accidents 01/01/09 - 12/31/09 12/14/2009 11:15 02/2512009 17:1 , —om nrmos s:01 J Within of IntersecUon, 0 accidents with insufficient a a for display c— Straight =m Parked X Pedestrian Fixed objects: .q— Stopped Erratic X Bicycle ❑ General a Pole �— Unknown Out of control O Injury m signal a curb ® Tree 4 Animal .4 .Backing �Right turn p Fatality �.t Overtaking Left turn .> Nighttime 3rd vehicle Sideswipe F�7— U-turn Fc DUI Extra data 101 Boysen & Santa Rosa 5 Accidents 01/01/09 - 12/31/09 I05/22/2009 13:14 - I7/02/2009 3:15 /13/2009 22:05 ' 770-4107/2009 19:24 N IrQ N nuTT'� YI ............_._____.—_.—._—__ - L_.._..'___"__—........._. --------------__ d m 75'of Intersection. 0 accidents with msu ice ata for_display - - I �-- Straight Parked X Pedestrian Fixed objects: Stopped a... Erratic X Bicycle ❑ General a Pole �— Unknown am Out of control 0 Injury ® signal ® Curb �-» Backing Right turn © Fatality ® Tree �5 Animal e .. Overtaking — Left turn Nighttime 3rd vehicle Sideswipe U-turn a DUI Extra data 102 Mguera & Vachell 4 Accidents 01/01/09 - 12/31/09 0 09116/2009 15:012/2009 11 10 �—07102=69 13:23 .......—------------- Within 75'of Irdersedon, (0)accidents with insufficient data for display Straight c=Parked X Pedestrian Fixed objects: Stopped -m-, Erratic X Bicycle a General a Pole ® Signal ® Curb Unknown 4-\,- Out of control 0 Injury ® Tree ig� Animal <� Backing Right turn @ Fatality Overtaking g— Left turn Nighttime 3rd vehicle .x-- SideswipeIF7— U-tum F4 DUI r Extra data :City.of San�L.is Ob-i=6,CA 0911 6/-,ril 0 nterse�io�Maqic,er 6 704 Pd'-Proommminc 1988.- 103 Montalban & Santa Rosa 4 Accidents 01/01/09 12%31/09 0 0 01/21/2009 8:04 ' 07/08/2009 1038 i I Within of Intersect-ion, acct en s wit rns iaent d-515 for display Straight c�R= Parked X Pedestrian Fred objects: Stopped *,Erratic x Bicycle ❑ General o Pole -� Unknown -q ti Out of control O Injury ® signal m Curb ® Tree yp Animal e—» Backing q,,_ Right turn Q Fatality <- Overtaking Ar— Left tum =;;; Nighttime G 3rd vehicle Sideswipe In U-turn r-j DUI Extra data I ' 104 AppenOm s Arterial Segments ' i 1 1 1 1 1 1 1 1 1 105 i i > E (D a C c m o 3 U LL o I A ` CUL : . f6 � .a) OY .. N cu O V L_ Ow -i MY E a) ati J w 3O 0 � LL(O m M 0 a) ~ O C O 1` Z1ORfn2 O � Or ■ O Y d 0 6 0 0 0 0 0 0 0 0. Ip U) Q O O O m 0 2 c0 7 y l7 _ O L a) L O a O a3 f0 USm � aUUUOWSJU0 f6 N m cd R R ns R a) () . . Q •C i' = O 'C T a) a) m () m Q Q a) CD 1 N O a) N Q Q Q Q Q N N Q. .O. Q Q Q Q Q w W- co rwOOh OOOw M (OMCO W R OhO1HN V Q VN MO (O V' MO � CDN � (h NNNrr. �- rrr U C Q J (O O) CD w Of I- 1 �r m0 M CU N r r r O r 0 0 0 0 0 0 0 0 0 0 0 0 0 0 N m0P. CDr0o � rinrna0om O M ^ 1\ N I,- N M M r 1- V W a+ 7 ticq NOM V — - O (O U.) CO LO CO .� pad' ^ OM OOO (A Q r M r N N N N N N N M .`L- 0- y c O M M MMM V M CO L) L) 'I- E E M ,^ p CD Y U Ocu U Fn O Y O U Y O 9 N 0 0 O M („) YYYY Y mr [Q Om Q O D U V V Y U m O O 0 a ' O O p O UOO O O i O , CD M MCY) � MOMO CD CDO f6 M O y eN- N h M O � 0 0 > O r C) I� r CO N y CO (a" L) l0 ' C ai l0 N (0 o c M O. M C M C L m a) O a7 .L--. '� N 0 N N •' 7 7 (0 7 fA O O O) O O O p N O a p a fq li2Sm2liLLLIiL� -jm2m � a M 101 a aa "a CD C Y Y Y Y Y Y Y Y Y M CO M R M V N (y M Co M Co fa N ap zzp zp z z° z° z° z° z° Y R r M N � (O h co 0) I i FOOTHILL 1200 BLK 3 Accidents 01/01/09. - .12/31/09. oa. . lalarzoos zs:oo 08/1091:00 I �-09/25/2009 15:03 1 r (clear i er accidents with ms icie- a a for display ' 9 Straight ® Parked X Pedestrian Fixed objects: 4 Stopped a... Erratic X Bicycle ❑ General c Pole I i— Unknown Out of control O Injury ® Signal a curb .s., Backing Right turn O Fatality ® Tree ij Animal < .t Overtaking Left turn > Nighttime 3rd vehicle <— Sideswipe U-turn w DUI rt Extra data 1 107 10 0 ra a `�' s� i a � oT s i a i 108 i i MGUERA 200 . 6 Accidents 01/01/09 - 12/31/09.:. I I I � r O N I Q� O 01116/2009 7A&--1 I N O m r r � W 6� � N a O O (clear filter), accidents with insufficient a for is a <— Straight ®Parked X Pedestrian Fixed objects: �–, Stopped zz-, Erratic X Bicycle o General o Pole �— Unknown a--r Out of control p Injury ® Signal a curb I .. Backing t,_Right nazi O Fatality ® Tree # Animal < .t Overtaking Left turn >. Nighttime 3rd vehicle Sideswipe �n U-turn w DUI « Extra data ' 109 C9 , �fn kyr 9 a H Z 1 ' 110 i i HIGUERA 500 B LK 3 Accidents 01/01/09 - 12/31/09 08115!2009 6:20 09/06/2009 1:18 12r2612009 15:45 I I I cearfitter 0 acct a swrt insufficient as for displav 9 Straight �Parked X Pedestrian Fixed objects: e—a Stopped Erratic X Bicycle ❑ General c Pole Unknown a-,r Out of control O Injury ® signal ® curt, �••Backing � Right turn @ Fatality ® Tree Animal Overtaking Left turn J Nighttime 3rd vehicle Sideswipe U-turn 4 DUI Extra data I I111 I Q� HIGH f I f W f f SOUTH - 1 I 112 f I I BROAD 2400 BLK 3 Accidents (rate:0.08 0.1/0,1/09.. :12/31109 rel: i I i I Ilo+oqqI O O� I i 05/17noo9 2:21 05//122009 2:21 I ' I i Ii ---- --- ------------- (clear ier accidents with insufficient a a for is I Straight c:;�Parked X Pedestrian Fixed objects: �- Stopped cr, Erratic X Bicycle o General o Pole �—Unknown a* r Out of control O Injury ® signal ® curb t a »Backing v,_ Right turn 0 Fatality ® Tree # animal I �.. Overtaking Ae--- Left turn Nighttime 3rd vehicle Sideswipe IF7— U-turn w DUI A Extra data MOM=A1 I113 i 1 SWEENEY eu a a c t i I i t �R�Urr 114 i i HIGUERA 300 BLK 3 Accidents 01/01/09 - 12/31/09 ]I 0 � W O N O O I I I I I I pOp clear filter). 0 accidents—with insufficient data for dis a Straight c=Parked X Pedestrian Fixed objects: �– Stopped Q... Erratic X Bicycle o Generd a pole _— Unknown a,r Out of control 0 Injury ® signal a Curr .. Backing Right turn @ Fatality ® rrzz Animal �. Overtaking Left turn ;> Nighttime 3rd vehicle Sideswipe U-tum DUI Extra data I I115 i r I I I K I G\ rC Q d JL CA t h -Y { I I w i tiG High 116 i dppEnoix 9 Collector Segments I I I I I 117 i Collector Segments Prioritized by Accident Rate NO LOCATIONS UNDER THIS CATEGORY HAD MORE THAN 3 COLLISIONS IN 2009 - I i I I 118 i appenOm to Local Segments i I I I I i i119 i Local Segments Prioritized by Accident Rate I NO LOCATIONS UNDER THIS CATEGORY HAD MORE THAN 3 COLLISIONS IN 2009 I I 120