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HomeMy WebLinkAbout2022-03-07; Traffic and Mobility Commission; ; Local Roadway Safety Plan Progress UpdateItem 4 Meeting Date: March 7, 2022 To: Traffic and Mobility Commission Staff Contact: Miriam Jim, Senior Engineer Miriam.Jim@carlsbadca.gov, 442-339-5796 Subject: Local Roadway Safety Plan Progress Update Recommended Action Receive a report on the Local Roadway Safety Plan, or LRSP, progress update. Background On Jan. 9, 2020, the city was notified by the California Department of Transportation, or Caltrans, that the city has been selected for a grant in the amount of $72,000, with a 10% ($8,000) local match requirement, to prepare a LRSP. On Oct. 26, 2020, the city issued a Request for Proposals for the development of the City’s LRSP. The selected consultant, CR Associates started work on the project in Spring 2021. On April 5, 2021, by 7-0 vote, the Traffic and Mobility Commission members appointed Commissioner Fowler and Commissioner Penseyres to serve as part of the city’s LRSP Stakeholder group. Discussion The LRSP is a data-driven traffic safety plan that uses a systematic approach to address unique roadway safety concerns in the city. The plan will provide a framework for the city and stakeholders to systematically identify, analyze and prioritize roadway safety improvements to reduce fatalities and serious injuries on local roadways. Completion of a LRSP would qualify the city to apply for and receive Highway Safety Improvement Program, or HSIP, funds in the future. Development of the LRSP includes an analysis of citywide collision data to identify locations, patterns and trends of roadway safety issues in the city and recommend safety improvements that integrate the “four E’s” approach, which represents engineering, enforcement, education, and emergency responses. This report provides an overview of the key findings from the citywide collision data analysis conducted, the progress on stakeholder engagement, remaining LRSP development tasks and next steps. March 7, 2022 Item # 4 1 Citywide Collision Data Analysis Overview The purpose of the citywide collision data analysis is to identify patterns, trends and locations in the collision data to help determine emphasis areas that would benefit from safety improvements. The analysis was conducted for all reported collisions that have occurred on local roadways within city’s right-of-way, excluding freeway facilities and private roadways, during the time period from January 2015 through December 20191. As part of this analysis, transportation datasets, including number of travel lanes, traffic signal locations, posted speed limits, and traffic volumes were utilized to populate roadway characteristics in tandem with the collision records. A total of 3,075 collision records were obtained from the City’s Crossroads database and were initially screened to remove duplicate and records with insufficient locational information. The initial screening resulted in a final database of 3,030 records for further review. Note, the removed records did not include collisions resulting in a severe or fatal injury. Figure 1 shows a collision tree for the 3,030 collision records from the five-year period (2015- 2019). Out of these collision records, 1,683 collisions resulted in injuries or fatalities. These collisions were further analyzed in detail by travel mode, collision type, cause, and location. Figures 2 depicts the number of collisions by year and travel mode for the five-year study period (2015-2019). It is worth noting that pedestrian and bicycle collisions accounted for about 19% of injury collisions recorded, however the percentage rose to 39% among collisions that resulted in severe injuries or fatalities. 1 Collision data from 2020 was excluded from this analysis because traffic and travel patterns were an anomaly as a direct result of the COVID-19 pandemic state-mandated stay-at-home orders beginning in March 2020 through June 2021. March 7, 2022 Item # 4 2 Figure 1: Citywide Collision Tree (2015-2019) Figure 2: Injury Collisions by Year and Travel Mode (2015-2019) 276 319 246 266 267 34 47 39 36 2424262523 31 0 50 100 150 200 250 300 350 2015 2016 2017 2018 2019No. of collisionsYear Collisions by Year and Mode (2015-2019) Vehicles Bike Ped March 7, 2022 Item # 4 3 The following sections provide a summary of key findings from the citywide collision data analysis by travel modes; pedestrians, bicycles and vehicles. Collision types causes severity, and location are discussed for each of the three travel modes. Pedestrian Collisions During the five-year study period, 129 pedestrian-involved collisions were reported, most frequently at intersection locations (62%). Among these intersection collisions, most were reported at signalized intersections (43 collisions), followed by side-street stop-controlled intersections (28 collisions), with the remaining nine collision reported at uncontrolled intersections, all-way-stop-controlled intersections and roundabout locations. Severe injury and fatal collisions accounted for 19% of pedestrian-involved collisions, the highest rate of all three travel modes. Pedestrian Violation (pedestrian at-fault) was reported as the primary collision cause, which accounted for 38% of all pedestrian-involved collisions, with 57% of the records reported at mid-block locations. Pedestrian Right-of-Way Violations (driver at-fault) were the second most frequent cause (31% of collisions), and the leading collision cause at signalized intersections. Pedestrian Violations were also the leading cause for collisions resulting in a severe injury or fatality, reported for 16 of those 24 collisions. Violation of a Pedestrian’s Right-of-Way and Improper Turning were the only other causes attributed to multiple severe injury/fatal collisions, with two records each. Top three pedestrian collision causes are summarized in Table 1. Table 1: Leading Causes for Pedestrian-Involved Collisions (2015 – 2019) Cause Total No. of Collisions Severe Injury/ Fatal Intersection Mid-block Pedestrian Violation 49 16 21 28 Ped. R/W Violation 40 1 35 5 Unsafe Speed 7 0 3 2 Figure 3 is a map showing where the reported pedestrian-involved collisions occurred. A high number of the intersection collisions occurred in the Village and Barrio area while mid-block collisions spread throughout the city. The following intersections and roadway segments experienced highest number of pedestrian-involved collisions in the five-year study period (2015-2019). Intersections: • Carlsbad Village Drive and Roosevelt Street (4 collisions) • Carlsbad Boulevard and Hemlock Avenue (4 collisions) • Carlsbad Village Drive and Harding Street (3 collisions) • Grand Avenue and Roosevelt Street (3 collisions) Roadway segments: • Carlsbad Boulevard from Tamarack Avenue to Cannon Road (3 collisions) March 7, 2022 Item # 4 4 • Carlsbad Village Drive from Harding Street to I-5 SB Ramps (3 Collisions) • Paseo del Norte from Palomar Airport Road to Camino De las Ondas (3 collisions) Figure 3: Pedestrian-Involved Collisions by Location (2015 – 2019) March 7, 2022 Item # 4 5 Bicycle Collisions During the five-year study period, 180 bicycle collisions were reported, most frequently at mid- block locations (59%), including the only 2 fatalities and 12 of the 16 severe injury collisions. Drivers were more commonly at-fault when bicycle collisions occurring at signalized intersections (61% of bicycle-involved intersection collisions) while bicyclists were more commonly at-fault at mid-block locations (72% of bicycle-involved mid-block collisions). These mid-block collisions largely did not involve motor vehicles but involved other bicycles and fixed objects. Improper Turning was the leading collision cause for bicycle-involved collisions, accounting for 22% of all bicycle collisions (40 collisions), including three severe injuries which all occurred at mid-block locations. Improper turning collisions were split amongst mid-block (22 collisions) and intersection (18 collisions) locations. Unsafe Speed was the second leading cause of bicycle- involved collisions overall (38 collisions) and the leading cause for severe injury/fatal collisions (4 collisions) which again all occurred in mid-block. Table 2 provides a summary of top three bicycle collisions causes. Table 2: Leading Causes for Bicycle-Involved Collisions (2015 – 2019) Cause Total No. of Collisions Severe Injury/ Fatal Intersection Mid-block Improper Turning 40 3 18 22 Unsafe Speed 38 4 9 29 Auto R/W Violation 20 1 12 8 Figure 4 is a map showing where the reported bicycle-involved collisions occurred. A high proportion of the intersection collisions occurred in the Village and Barrio area while mid-block collisions are spread out within the city. The following intersection and roadway segments experienced highest number of bicycle-involved collisions in the five-year study period. Intersection: • Carlsbad Boulevard & Cerezo Drive (4 collisions) Roadway segments: • Carlsbad Boulevard from Solamar Drive to Island Way (7 collisions) • Carlsbad Boulevard from Tamarack Avenue to Cannon Road (5 Collisions) • Carlsbad Boulevard from Avenida Encinas to La Costa Avenue (5 collisions) March 7, 2022 Item # 4 6 Figure 4: Bicycle-Involved Collisions by Location (2015 – 2019) March 7, 2022 Item # 4 7 Vehicular Collisions During the 5-year study period, 1,374 vehicular collisions (collisions involving vehicles only) were reported. These vehicular collisions were closely split between intersections (53%) and mid-block (47%) locations. Approximately 60% of the severe injury/fatal collisions were reported at mid-block locations, and largely concentrated along Carlsbad Boulevard (14 collisions), followed by Palomar Airport Road (4 collisions) and Rancho Santa Fe Road (4 collisions). Among all vehicular collisions that occurred at an intersection, signalized locations accounted for 78% of all injury collisions and 59% of severe injury/fatal collisions. Rear-end and Broadside collisions were the most frequent crash types for all injuries, accounting for 37% and 29% of vehicular collisions, respectively. The leading crash type for severe injury/fatal collisions was Hit Object, assigned to 21 of the 66 collisions. Hit Object collisions resulting in a severe injury or fatal conditions were due to unsafe speeds (8 collisions), driving under the influence (6 collisions), improper turning (6 collisions), and other improper driving (1 collision). Unsafe Speed was the most frequent collision cause reported for all vehicle locations (489 collisions), and the leading cause for mid-block collisions (317 collisions). Unsafe Speed was also the most frequent collision cause reported for severe/fatal injuries, accounting for 22 collisions, including 14 at mid-block locations. Failure to obey Traffic Signals and Signs was the second leading cause, reported for 240 collisions with 233 reported at signalized intersection locations including all eight severe injuries attributed to this cause. Approximately 13% of the 133 Driving Under the Influence collisions resulted in a severe/fatal injury, the highest rate of any cause. Driving Under Influence of Alcohol was the second most frequent cause reported for collisions resulting in a severe injury/fatal situation, accounting for 13 severe injury and 4 vehicular fatalities (one at a signalized intersection and 3 at midblock locations). Top five vehicular collision causes are summarized in Table 3. Table 3: Leading Causes for Vehicular Collisions (2015 – 2019) Cause Total No. of Collisions Severe Injury/ Fatal Intersection Mid-block Unsafe Speed 489 22 172 317 Failure to obey Traffic Signals and Signs 240 8 233 7 Auto R/W Violation 151 5 107 44 Improper Turning 139 15 44 95 Driving Under Influence 133 18 64 69 Figure 5 is a map showing where the reported vehicular collisions occurred. Vehicular collisions were more frequently reported on major arterials where volumes and speeds are generally March 7, 2022 Item # 4 8 higher, like Palomar Airport Road and El Camino Real. The following intersection and roadway segments experienced highest number of vehicle-only collisions in the five-year study period. Intersections: • El Camino Real and Palomar Airport Road (17 collisions) • Melrose Drive and Palomar Airport Road (16 collisions) • El Camino Real and Alga Road (14 collisions) Roadway segments: • Palomar Airport Road from El Camino Real to Loker Avenue/Innovation Way (17 collisions) • Palomar Airport Road from El Fuerte Street to Melrose Drive (17 Collisions) • El Camino Real from Costa Del Mar Road to La Costa Avenue (16 collisions) March 7, 2022 Item # 4 9 Figure 5: Vehicular Collisions by Location (2015 – 2019) March 7, 2022 Item # 4 10 High Frequency Locations Top 10 high collision frequency locations with all modes combined are summarized for intersections in Table 4 and segments in Table 5. Table 4: High Collision Frequency Intersections Intersection Total No. of Collisions Vehicle Pedestrian Bike 1 El Camino Real and Palomar Airport Road (Signalized) 18 17 1 - 2 Melrose Drive and Palomar Airport Road (Signalized) 16 16 - - 3 Carlsbad Boulevard and State Street1 (Roundabout) 15 12 1 2 4 El Camino Real and Alga Road (Signalized) 14 14 - - 5 College Boulevard and Palomar Airport Road (Signalized) 12 12 - - 6 El Camino Real and La Costa Avenue (Signalized) 12 11 - 1 7 Rancho Santa Fe Road and La Costa Avenue (Signalized) 12 12 - - 8 El Camino Real and Carlsbad Village Drive (Signalized) 11 11 - - 9 El Camino Real and Cannon Road (Signalized) 10 10 - - 10 Melrose Drive and Lionshead Avenue (Signalized) 10 10 - - Note: 1 8 out of the 15 collisions were Driving Under the Influence. No severe injuries/fatalities were reported at this location. March 7, 2022 Item # 4 11 Table 5: High Collision Frequency Segments Segment Total No. of Collisions Vehicle Pedestrian Bike 1 Carlsbad Boulevard from Tamarack Avenue to Cannon Road 21 13 3 5 2 Palomar Airport Road from El Camino Real to Loker Ave/Innovation Way 20 17 1 2 3 El Camino Real from Costa Del Mar Rd to La Costa Ave 18 16 - 2 4 Palomar Airport Rd from El Fuerte St and Melrose Dr 17 17 - - 5 Carlsbad Blvd from Solamar Dr to Island Way 15 7 1 7 6 Carlsbad Blvd from Cannon Rd to Cerezo Dr 13 12 - 1 7 Carlsbad Village Dr from Harding St to I-5 SB Ramps 13 7 3 3 8 Palomar Airport Rd from Paseo Del Norte to Armada Dr 13 11 2 - 9 La Costa Ave from Saxony Rd to El Camino Real 12 9 1 3 10 Paseo Del Norte from Car Country Dr to Palomar Airport Rd 10 8 2 2 Stakeholder Engagement The LRSP development effort includes involvement of a range of stakeholders with different backgrounds and local knowledge, which is critical to the success of the LRSP. The city’s LRSP stakeholder group comprises members from various city departments as well as outside agencies and civic groups as listed below. • Public Works Branch, Transportation Department, Traffic Division • Public Works Branch, Transportation Department, Streets Division • Police Department • Fire Department • Traffic and Mobility Commission • Carlsbad Unified School District • Encinitas Unified School District • San Dieguito Union High School District • San Marcos Unified School District • North County Transit District • Caltrans • Walk + Bike Carlsbad March 7, 2022 Item # 4 12 Two stakeholder group meetings were conducted on a virtual platform, in October and December 2021, during which the collision data analysis results and high frequency locations were presented and discussed. One topic that came up from both stakeholder group meetings was safety concerns related to the recent increase in the number of electric bikes on local roadways, especially young riders commuting to and from schools and on high speed and volume roadways. The five-year collision data analysis, unfortunately, was not able to reflect or identify this safety issue because the type of bicycle involved in collisions typically was not identified in the collision reports. However, the team will develop specific safety recommendations to be included in the city’s Local Roadway Safety Plan to address this safety issue raised by the stakeholder group. The third stakeholder group meeting is scheduled on March 1, 2022, during which safety improvement recommendations for emphasis areas, including citywide collision trends and high frequency locations, will be discussed. A final fourth stakeholder group meeting will be held in April/May 2022 to discuss and prioritize the recommended roadway safety improvements. Next Steps The project team is currently working on development of roadway safety improvement recommendations for the emphasis areas (citywide collision trends and high frequency locations) identified from the five-year collision data analysis. Once finalized, the team will prioritize the recommended safety improvements based on a preliminary benefit/cost ratio analysis. Staff plans to present the draft LRSP report and seek comments from the Commission in spring/summer of 2022. Staff will then finalize the LRSP report and present the findings and results to the City Council in fall 2022. March 7, 2022 Item # 4 13