2017 Annual Traffic Safety Report

Transcription

1 2017 Annual Traffic Safety Report City of Santa Cruz Public Works Department

2 I. Introduction The purpose of the 2017 City of Santa Cruz Traffic Safety Report is to provide an overview of traffic safety trends to help guide future enforcement and engineering efforts. Collisions form a significant portion of the Police Department s workload, and create substantial costs for the City and society as a whole. In 2017 there were 257 reported injury collisions in Santa Cruz, causing 316 injuries and three fatalities. According to estimates from the American Association of State Highway Transportation Officials Highway Safety Manual, these collisions resulted in more than $30M in societal costs. Property damage only collisions are not included in these figures, making the costs likely to be even higher. This report focuses on crash data of reported traffic collisions for the full year ending December 31, 2017 that resulted in injury or fatality. The majority of collision data for this report is accessed through the Statewide Integrated Traffic Records System (SWITRS), due to the superior analysis and mapping features of the system. SWITRS data adoption is delayed, so the annual report for a given year will be submitted approximately one year later, and data is still provisional. Property damage only collisions are not included in SWITRS, and therefore are not included in this report. Although not all collisions are reported, use of the reported collisions provides a consistent measure of crash rates, and focusing on injury collisions allows for analysis of the most serious incidents. This report examines travel mode split, current traffic safety campaigns, and high collision streets. Crash trends over the past 10 years are analyzed, including bike, pedestrian, motorcycle and youth crashes, as well as key factors in collisions. Overall, crash trends were positive for some groups and troubling for others. Total injury crashes are down 4% from 2016 to In a very encouraging trend, bicycle injury crashes are down slightly from 2016, and have decreased nearly 25% since Injury crashes involving motorcycles increased by 30% during the same time period, reversing the downward trend of the past two years, and injury crashes involving pedestrians increased by 19%. The number of hit and run collisions did not change from , while alchohol-involved collisions increased by 21%. The number of collisions involving youth going to or from school remained the same from 2016 to 2017, and Section V includes an analysis of each 2017 incident. While the total number of collisions is small, continued work will be done to direct enforcement, education and engineering efforts towards improving safe routes to schools.

3 II. Travel Modality An understanding of the different ways people travel within the city is useful when analyzing crash data. Below is a table of mode splits the breakdown by percentage of the ways people travel to work in Santa Cruz. During the five years reported ( ), 56.5% of commuters drove alone, 10% walked, 9.5% bicycled, 8% carpooled, 7% took the bus, and 2% used other modes such as taxi, motorcycle, etc. This data marks significant progress towards the City s Climate Action Plan goals to increase biking and walking and decrease single-occupancy vehicle use. Santa Cruz has one of the highest bicycle mode splits in the country, and a significantly lower Drive Alone mode split than most California cities. City of Santa Cruz Mode Split Drove Alone Carpool Public transit Walked Bicycle Taxi Worked at home USA California Santa Cruz County Santa Cruz City Source: U.S. Census Bureau, American Community Survey 5-Year Estimates When mode split is compared with crashes by travel mode, the data shows that cyclists are disproportionally involved in injury collisions. Bicyclists account for about 10% of work trips, but are involved in 38% of injury collisions in the same time period- nearly the same rate as drivers. The California Office of Traffic Safety (OTS) collision rankings for cities of similar population size (50, ,000) consistently rank Santa Cruz among the highest for bicyclist crashes. However, it is important to note that OTS data is not adjusted for mode split - our collision numbers are higher than other cities in part due to our high rates of bicycle trips. Pedestrians are also involved in in a slightly higher rate of injury collisions (12%), and motorcyclists are also overrepresented in collision data. Meanwhile, drivers are involved in injury crashes at disproportionately low rates. Focusing enforcement, education and engineering efforts on cyclist and pedestrian collisions could help address this disparity. 1

4 Collisions by Mode Motor Vehicle 40% Bicycle 38% Motorcycle 10% Pedestrian 12% III. Current Traffic Safety Campaigns The City of Santa Cruz and partner agencies are currently involved in the following traffic safety campaigns, designed to improve safety and reduce collisions on our roadways. Santa Cruz Public Works Department The majority of Transportation Engineering activities are geared towards improving safety. These activities include: Securing grant funding for a wide variety of projects, including safety improvements near schools and operational improvements Maintaining infrastructure and addressing traffic safety issues, such as potholes The Street Smarts campaign raises awareness of common traffic safety issues, and encourages safe behavior among drivers, cyclists and pedestrians Responding to pedestrian and bicyclist hazard reports filed by the community Responding to requests for neighborhood safety improvements Reviewing traffic safety plans for projects in the public right-of-way Santa Cruz Police Department Traffic safety tips shared via Police Department blog and social media Back to school bike and pedestrian safety videos 2

5 School crossing guard program at all City of Santa Cruz elementary schools In-school safety presentations at elementary schools Officer attendance at neighborhood meetings Targeted neighborhood speed enforcement Multi-jurisdictional speed enforcement efforts Online form available to residents to register traffic safety concerns Traffic safety plans for special events Community Traffic Safety Coalition (sponsored by County of Santa Cruz Public Health) Vision Zero campaign raises awareness of traffic injuries and fatalities as preventable, and focuses the conversation around proven strategies Ride n Stride program provides bike and pedestrian safety education at elementary schools throughout the county Neighborhood Pace Car program encourages people to set an example by driving slowly in their neighborhoods Traffic Calming Trash Can Sticker program provides free Please Slow Down stickers to City of Santa Cruz residents Bike Traffic School provides a bike safety class to people who receive a traffic ticket while bicycling. Classes are open to the public. Ecology Action Bike Smart program provides bike safety training for elementary, middle and high school students Walk Smart provides pedestrian safety training for elementary school students UCSC bike safety classes and bike light giveaways Biannual Bike to Work/School Days celebrate cycling and provide data on local bike commuting habits as well as opportunities for bike safety education Santa Cruz City Schools Complete Streets Master Plan provides recommendations for improvements to improve safe routes to schools (partnership with City of Santa Cruz and Santa Cruz City Schools) Bike safety trainings at local employers through Employer Membership Program Bike Santa Cruz County Middle School Bike Clubs at Mission Hill and Branciforte Middle Schools teach bike safety skills to students through on-bike field trips 3

6 IV. Highest Crash Locations The majority of crashes in Santa Cruz occur along our major corridors and other hightraffic areas, particularly at intersections. See below for a ranking of the top injury collision locations for the five year period from Data is divided into intersection and mid-block locations. The top injury collision location was Laurel Street at Washington. Of the nine collisions that occurred there between , four collisions involved motor vehicles only. There was one collision involving a car and pedestrian, and two involving a car and a cyclist. There was also a solo bike collision and a solo collision involving a motorcyclist. Corridor improvements on Laurel Street were installed in late 2011, including pedestrian median islands, dedicated left-turned lane pockets, parking removal, and relocated bus stops. While collisions along this corridor remain high, there has been a reduction since improvements were installed. Between 2008 and 2011, there were 18 injury collisions on Laurel Street between California and Chestnut. In the four years after improvements were installed, that number went down to 12. Green bike lane treatments were also installed in conflict zones along the Laurel St. corridor in early 2015, as well as a left-turn pocket at Walti, new pavement markings and visibility improvements at intersections. The collision reductions at both Laurel and Washington and Laurel and Walti have been significant. In the three years since the 2015 improvements there has been a 50% collision reduction at Laurel and Washington, and a 62% reduction in bike collisions at Laurel and Walti, compared to the three years prior. We will continue to monitor the data to see if these promising trends continue. The #2 collision location, Hwy 1 at River Street, is scheduled for improvements in the next few years, including new lanes and assignments designed to reduce rear-end and sideswipe collisions. The intersection of Seabright and Broadway received new green bike lane treatments in 2016, and the intersection of Bay and King is scheduled for a new left turn pocket, dedicated signal phase and new sidewalk in Highest Injury Collision Intersection Locations (All Modes) 1. Laurel at Washington 9 crashes 2. State Hwy 1 at River 8 crashes 3. Laurel at Walti 6 crashes 4. Ocean St at Plymouth 6 crashes 5. Seabright at Broadway 6 crashes 6. Bay St. at King 5 crashes 7. Laurel St at Pacific 5 crashes 8. Mission at Van Ness Ave 5 crashes 9. Mission at Bay 5 crashes *Eight intersections tied for 10 th with four collisions each 4

7 Highest Injury Collision Mid-block Locations (All Modes) 1. Beach St from Riverside Ave to Cliff St 6 crashes 2. Municipal Wharf from end to Beach St 6 crashes 3. State Hwy 1 from River St. to Chestnut St. Extension 5 crashes Eleven locations tied for 4 th with four collisions each: Mission St. from Van Ness Ave. to Laurent St. Chestnut St. Extension from Mission St. to State Hwy 1 Front St. from Cathcart St. to Soquel Ave. Soquel Ave from Ocean St. to Dakota Ave. Front St. from Laurel St. to Cathcart St. Washington St. from Center St. to Laurel St. Laurel St. from San Lorenzo Blvd. to Front St. Murray St. from Lake Ave. to Seabright Ave. West Cliff Dr. from Beach St. to Bay St. West Cliff Dr. from Pelton Ave. to Columbia St. Source: Crossroads

8 Bike & Pedestrian Top Collision Locations People biking and walking are disproportionately involved in collisions, and the top bike and pedestrian collision locations were analyzed separately to guide future improvements. For cyclists, locations with steep hills and high cyclist speeds rose to the top of the list. At Bay and Escalona, the top bike collision intersection, improvements are planned for 2019 to widen the downhill bike lane and add green lane treatments. There is also an RRFB planned for this intersection. Laurel and Walti, the #2 location, as mentioned above has seen a significant reduction in bike collisions following improvements installed in The improvements planned for Highway 1 at River Street include new bike lanes on River Street, which may help reduce bike collisions. The City has also constructed a bike and pedestrian path under Highway 1, as well as a bike and pedestrian bridge at Felker, to provide a safe alternative to this high-traffic intersection. Highest Collision Intersection Locations (Bikes) 1. Bay St. at Escalona 6 2. Laurel at Walti 5 1

9 3. State Hwy 1 at River St Bay Dr. at Meder 3 5. Laurel St. at Washington 3 6. Municipal Wharf at Beach St Ocean St. at Plymouth 3 8. Union St. at Cedar 3 9. Water St. at Front St. 3 Public Works will continue to investigate possible improvements at Laurel and Pacific, the top pedestrian collision intersection. Pedestrian countdown signals were installed in late 2015, which provide more warning to pedestrians on when it is safe to cross. While this change is too recent to provide conclusive data, early results are positive in the first two years since the new signals were installed there have been two pedestrian collisions, compared to four collisions in the two years prior to improvements. As discussed above, a connection to the levee trails has been constructed to provide a safe alternative to the intersection of Highway 1 at River Street. The #3 pedestrian injury intersection, Mission Street at Van Ness, is under the jurisdiction of Caltrans. Public Works staff works with Caltrans on an ongoing basis to encourage safety improvements in the Mission Street corridor. Highest Collision Intersection Locations (Pedestrians) 1. Laurel St. at Pacific Ave State Hwy 1 at River St Mission St. at Van Ness 3 4. Beach St. at Cliff St Dakota Ave. at Soquel 2 6. Laurel at Washington 2 7. Ocean St. at Plymouth 2 8. San Lorenzo Blvd. at Riverside Ave Water at Ocean 2 47 intersections tied for 10 th place with one pedestrian collision each 2

10 V. Collision/Crash Trends To establish collision trends, injury collisions for the 10-year period from were analyzed. This is enough time to adjust for changes in population, economic variations, and transportation mode shifts. The decline in collisions from was likely due to the economic recession, which resulted in higher unemployment and fewer car trips nationwide. Statewide collision data has followed a similar trend, with collisions decreasing significantly from , and rising steadily from Therefore, the rise in collisions between 2012 and 2014 should be viewed as a sign of increased overall trips resulting from economic recovery. 350 Injury Collisions Of these total crashes, a very small percentage cause fatalities. The chart below is included to show both the random nature of fatal collisions and the importance of the Traffic Division of the Police Department and the Traffic Engineering Section of Public Works. Enforcement and engineering are the primary tools in the work required to eliminate fatal crashes. If one looks at 10 years of data comparing fatal crashes versus homicides, a trend does not appear. The number of incidents for any particular year is small, and so variations can appear to be significant. 1. Brekke, Dan. With Rising Numbers of Highway Deaths, California Bucks a National Trend. KQED News. Nov

11 Fatal Crashes vs. Homicides Fatal Crashes Homicides Source: SCPD + SWITRS Crash Date and Time Data Looking at all 2017 crashes by month, day of the week, and time of day does not reveal many surprises. Crashes are higher in the summer when traffic volumes are higher. Crashes are also highest during the peak commute time, 3:00pm-6:00pm. Unlike the past few years, when collisions peaked on Fridays and Saturdays, the midweek period had the highest rate of collisions in Crashes by Month Source: Crossroads 4

12 2017 Collisions by Time of Day Source: Crossroads 2017 Crashes by Day of the Week Monday Tuesday Wednesday Thursday Friday Saturday Sunday Source: Crossroads Motorcycle Crashes Motorcycle crashes are consistently high for our jurisdiction. In 2015, the most recent year available, the Office of Traffic Safety ranked Santa Cruz #18 out of 105 cities of similar size for motorcycle crashes. The number of collisions involving motorcycles rose by 30% from 2016 to Comparing motorcyclist injury crashes to total injury crashes for the 10 year period, the trend line is consistent for motorcyclist crashes while overall crashes show a slight upward trend. 5

13 Motorcycle Collisions Total Motorcycle Linear (Total) Linear (Motorcycle) Bike and Pedestrian Crashes Santa Cruz has a high bike and pedestrian mode split, and a correspondingly high number of crashes involving people biking and walking. Over a 10-year period, the trend for bicyclist crashes is increasing as bicycle mode split increases, and cyclists continue to be disproportionately involved in injury collisions. However, in 2017 we saw the continuation of a promising downward trend in the number of bicycle collisions. Pedestrian injury crashes increased in 2017, in conjunction with a rising pedestrian mode-split. Bike Collisions Total Bicycle Linear (Total) Linear (Bicycle)

14 Pedestrian Collisions Total Pedestrian Linear (Total) Linear (Pedestrian) Safe Route to Schools Data The safety of youth biking and walking to school is a frequent concern in our community. Analysis of injury crashes involving school-aged pedestrians and bicyclists for the 10-year period, focusing on trips to and from school, provides insight into the data behind the perception of safety. The following graphs represent collisions that occurred on weekdays from September through June, between 6:00am and 6:00pm, and involving young people aged Between 2008 and 2017, the majority of injury crashes (72%) involved bicyclists rather than pedestrians, and high school-aged youth had the highest rate of injury collisions, averaging 4 crashes annually. Elementary school students were involved in crashes at the lowest rate, averaging less than one injury collision per year for the entire city. There were no collisions involving elementary-aged youth in The largest percentage of youth injury collisions occurred between 3pm-6pm, when young people are sharing the roads with commute traffic. 41% of crashes occurred on five streets, with Soquel Avenue accounting for 16% (11 crashes) of all crashes in this group. There was no change to the list of high collision streets between 2016 and Bay Street was the 2 nd highest crash location, with 5 crashes in the ten year period. 7

15 Collisions 12 Safe Routes to School Collisions by Age Group Age Age Age The number of injury collisions involving youth going to or from school remained the same between 2016 and Of the seven crashes involving cyclists and pedestrians aged 5-17, five involved cyclists and two involved pedestrians. Four of the collisions were the fault of a driver, and three were the fault of the pedestrian or cyclist. Of collisions where drivers were at fault, one was caused by a driver who made a left turn and struck two pedestrians in the crosswalk. Another collision occurred when a driver made a left turn through a gap in traffic and struck a youth cyclist traveling in the bike lane. The third collision was caused by a driver making a three point turn who backed into the bike lane in front of a cyclist. Lastly, one collision occurred when a driver slowly pulled into the crosswalk into the path of several pedestrians. Of collisions where youth were at fault, one was a solo crash where a cyclist traveling at high speed down High Street lost control. Another collision was caused by a cyclist making a left turn from the bike lane into the path of a Metro bus. The final collision occurred when a cyclist rode through a crosswalk into the path of an oncoming car. Awareness is a key factor in all of these collisions. Reminding drivers to check for cyclists and pedestrians before all turns, and encouraging youth to check for cars before making turning movements or entering crosswalks, is an important complement to enforcement and engineering activities. The City of Santa Cruz Street Smarts campaign is aimed at increasing this awareness, and reminding all road users to follow the rules of the road. 8

16 This data represents a more complete picture of the relative risk of biking or walking to school in Santa Cruz, and may suggest that additional bike and pedestrian safety education for older students is warranted. Youth Bike/Ped Crashes by Mode Pedestrian Bicycle Youth Crashes by Time of Day am-9am 9am-12pm 12pm-3pm 3pm-6pm 9

17 Top 5 Crash Streets # Average SOQUEL AVE 11 >1/year BAY ST 5 <1/year KING ST 4 <1/year LAUREL ST 4 <1/year SEABRIGHT AVE 4 <1/year VI. Key Collision Factors Finally, collision data was analyzed by primary collision factor, as well as for trends in hit and run and alcohol-involved crashes. After an increase in , the number of hit and run crashes remained the same from Alcohol-involved crashes have seen an upward trend since 2015, with a 21% increase from Improper Turning was the #1 cause of collisions, followed by Unsafe Speed and Other Improper Driving. 31 Felony Hit and Run Crashes

18 Alcohol Involved Crashes Collisions by Primary Collision Factor Wrong Side of Road 1% Following Too Closely 1% Other than Driver (or Pedestrian) 3% Traffic Signals and Signs Pedestrian Violation 5% 2% Driving or Bicycling Under the Influence of Alcohol or Drug 3% Other Improper Driving Unsafe 10% Starting or Backing 9% Improper Turning 19% Automobile Right of way 9% Unknown 25% Unsafe speed 13% Source: Crossroads 11

19 Primary Collision Factor Definitions Unsafe speed: Driving at a speed greater than is reasonable or prudent, or without due regard for weather, visibility, traffic, etc. Automobile Right of way: Failure to yield right of way to other roadway users. Improper Turning: Making an unsafe turning movement, or failure to signal. Driving or Bicycling Under the Influence of Alcohol or Drug: Operating a vehicle while under the influence. Pedestrian Violation: Pedestrian failure to yield right of way to other vehicles while outside of a legal crosswalk. Other than Driver (or Pedestrian): Collision caused by outside factor. Pedestrian Right of Way: Driver failing to yield right of way to a pedestrian at a legal crosswalk. Following Too Closely: Following another vehicle more closely than is reasonable and prudent. Wrong Side of Road: Driving a vehicle on the wrong side of the road or against traffic. 12