CHAPTER 9: SAFETY 9.1 TRAFFIC SAFETY INTERSECTION COLLISIONS

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1 CHAPTER 9: SAFETY 9.1 TRAFFIC SAFETY Creating a transportation network that is not only efficient but also safe is a key objective of the General Plan and the WBCMP. To assess the current safety conditions in West Berkeley, collision data was obtained from the Statewide Integrated Traffic Records System (SWITRS) for the most recent three-year period available. The data includes collision data recorded from September 2003 through September Collision data summary sheets were prepared for the analysis area and are summarized in the following sections. The top 5 high incidence intersections (spot locations) and the top 5 high incidence midblock locations (sections of the road) within the study area were analyzed. and midblock data includes the total number of collisions, the collision rate per intersection and midblock location, the types of collisions at each location, and a severity summary. Appendix D shows the collision diagrams for these high collision locations. The final portion of the analysis includes safety for pedestrians and bicycles and at-grade crossing of the railroad tracks in the West Berkeley study area INTERSECTION COLLISIONS Table 8-1 shows the top five intersection locations for total collisions. Collision rates were then calculated which show the collisions as a proportion of the total traffic volume at that intersection. Collision rates were normalized using ADT data supplied by the City of Berkeley, dating from 2000 to By determining the collision rate and normalizing ADT data for each intersection, analysis can identify where intersections are experiencing high volumes of traffic or which intersections may be poorly designed. These collisions are located along either University Ave. or San Pablo Ave. The results show that when volumes are taken into account, rates can be nearly twice as high as other intersections, even with relatively equal collision occurrences. Table 9-1 provides a summary of intersection collision data. Table 9-1: Collision Data Summary Total Collisions Collision Rate** San Pablo Ave. and Ashby Ave University Ave. and San Pablo Ave University Ave. and 6 th St San Pablo Ave. and Gilman St San Pablo Ave. and Bancroft Way* *ADT data for Bancroft Way estimated from tube counts on Delaware St. between San Pablo Ave. and 10 th St. **Accident rate indicates number of collisions per 100 million vehicles 1 100% sampling of collisions not available from SWITRS data; unreported collisions, bike-pedestrian collisions, bikevehicle collisions, and near-collisions were not recorded. 9-1

2 Table 9-2 is a breakdown of each type of collision by intersection. According to the data, the majority of recorded collisions are caused by rear-ended or broadside collisions. San Pablo Ave. and Bancroft Way has an especially high percentage of broadside collisions compared the other intersections. Overall, it appears that the majority of all recorded collisions within the study area are located along the San Pablo Ave. corridor. Table 9-2: Collision Data by Type Rear Head Side Broad Hit Veh- Not Other Total End On Swipe Side Object Ped Stated San Pablo Ave. and Ashby Ave. University Ave. and San Pablo Ave. University Ave. and 6th St. San Pablo Ave. and Gilman St. San Pablo Ave. and Bancroft Way Note: There were no recorded incidents of over-turn collisions Source: SWITRS accident database (September 2003-September 2006) There have been no recorded fatal vehicular collisions in West Berkeley the past three years. There is one case of severe injury and other visible injuries due to a collision. Most victims of a collision complain of moderate pain or have no injuries after a collision. Table 9-3 summarizes the severity of each collision per intersection. Table 9-3: Collision Data by Severity Severe Injury Other Visible Complain of Injury Pain Non- Injury Total Collisions San Pablo Ave. and Ashby Ave University Ave. and San Pablo Ave University Ave. and 6th St San Pablo Ave. and Gilman St San Pablo Ave. and Bancroft Way Note: There were no recorded incidents of fatal collisions 9-2

3 9.1.2 MID-BLOCK COLLISIONS By definition, a midblock location is a section of a roadway between two intersections. In determining midblock collision rates, ADT data and the length of each midblock (in miles) were considered. ADT data considered only the two-way traffic (northbound/southbound or eastbound/westbound) volumes travelling along the midblock location. The majority of midblock collisions occurred along Ashby Ave. and University Ave. The midblock collision rate along Heinz Ave. from 7 th St. to 3 rd St. is high due to a relatively high number of collisions and a low volume count, whereas other midblock locations experience a higher number of traffic volume, therefore reducing the chance of a collision. Table 9-4 below lists the top five midblock locations with the most collisions from September 2003 through September Table 9-4: Midblock Collision Data Summary Midblock Section Total Collision Collisions Rate** University Ave. from 6th St. to 5th St Ashby Ave. from 7th St. to Interstate 80/ Ashby Ave. from San Pablo Ave. to 9th St Heinz Ave. from 7th St. to 3 rd St. (railroad)* San Pablo Ave. from University Ave. to Addison St *ADT data for Heinz Ave. estimated from tube counts on Potter St. between 7th St. and 9th St. **Collision rate indicates number of collisions per 100 million vehicles According to the data, most collisions per midblock location are rear-end collisions and side-swipe collisions. There were no recorded head-on collisions or incidents involving pedestrian-vehicle collisions. Table 9-5: Midblock Collision Data by Type Rear End Side Swipe Broad Side Total University Ave. from 6th St. to 5th St Ashby Ave. from 7th St. to Interstate 80/ Ashby Ave. from San Pablo Ave. to 9th St Heinz Ave. from 7th St. to 3 rd St. (railroad) San Pablo Ave. from University Ave. to Addison St Note: There were no recorded incidents of head-on, hit-object, over-turn, vehicle-pedestrian, or other collisions 9-3

4 The midblock data reveals that there were no fatal collisions or any incidences that resulted in severe injury during September 2003 and September The majority of all collisions resulted in non-injury collisions. Table 9-6 below lists the midblock collision data by severity. Table 9-6: Midblock Collision Data by Severity Other Visible Injury Complain of Pain Non-Injury Total Collisions University Ave. from 6th St. to 5th St Ashby Ave. from 7th St. to Interstate 80/ Ashby Ave. from San Pablo Ave. to 9th St Heinz Ave. from 7th St. to 3 rd St. (railroad) San Pablo Ave. from University Ave. to Addison St Note: There were no recorded incidents of fatal, or severe injury-related collisions 9.2 PEDESTRIAN AND BICYCLE SAFETY ANALYSIS The Berkeley Pedestrian Master Plan identified several locations involving pedestrian collisions between 1996 and Trends show an overall decreasing number of collisions over this eight-year period. According to the results, major roadways experienced the most number of pedestrian-related collisions, specifically along University Ave., Ashby Ave., and San Pablo Ave. 2. In analyzing the collision data from September 2001 through September 2006, there were several cases of pedestrian-vehicle collisions as shown in Table 9-7. Within the five year span, the most pedestrian-related collisions occurred at the San Pablo Ave. and Ashby Ave. intersection and at the 10 th St. and University Ave. intersection and other major activity occurred at various junctions along San Pablo Ave. For the San Pablo Ave. and Ashby Ave. intersection, there are four reported collisions involving pedestrians, which is a high amount, relative to the total number of pedestrian volumes for this intersection. There were four reported incidents involving pedestrians at the 10 th St. and University Ave. intersection. Due to high pedestrian volumes at this particular intersection, the proportion of reported incidents to number of pedestrian volumes is rather low. The number of collisions at the San Pablo Ave. and University Ave. intersection is proportionally low, since this intersection has the highest amount of pedestrian traffic in the entire study area. Overall, the number of collisions at San Pablo Ave. and Ashby Ave., and number of collisions at San Pablo Ave. and Addison St. are relatively high in relation to the total number of pedestrian volumes for each intersection. The table below lists the areas of high pedestrian-related collision activity from 2001 through Administrative Draft Berkeley Pedestrian Master Plan, June

5 Table 9-7: Collisions Involving Pedestrians Peak Hour Pedestrian Volumes Total Collisions San Pablo Ave. and Ashby Ave th St. and University Ave th St. and University Ave. 0 3 San Pablo Ave. and Addison 71 3 San Pablo Ave. and University th St. and University Note: Pedestrian volumes were reported by WSA and represent total number of pedestrians crossing each intersection during the PM peak hours Source: SWITRS collision database (September 2001-September 2006) The City of Berkeley Bike Plan Update stated in 2000, that 5% of all reported collisions in Berkeley were collisions involving cyclists. Between 2000 and 2003, the total number of collisions has been reduced but the number of bicycle-related incidents has not changed. In 2003, over 7% of collisions in Berkeley involved cyclists; therefore there has been a slight rise in bicycle related collisions. The City of Berkeley has recognized this trend, and the Office of Transportation has instituted a pilot program of signage, pavement legends, and posters to encourage bicyclists to ride their bicycles safely on the street and to walk their bikes on the sidewalks. In 2003, preliminary results have shown a 10% reduction in cyclists riding on the sidewalks; a complete evaluation is forthcoming. Additional analysis determined the highest bicycle-related collisions from September 2001 through September 2006 occurred along San Pablo Ave., a non-designated bicycling facility. In considering the proportion of total bicycle-related collisions to the total number of bicycle volumes per intersection along San Pablo Ave., there is a significant amount of high-level accident activity. Table 9-8 summarizes the top five intersections for bicycle collisions within the study area. Table 9-8: Collisions Involving Bicycles Peak Hour Bicycle Volumes Total Collisions San Pablo Ave. and Cedar St San Pablo Ave. and Bancroft Way 46 3 San Pablo Ave. and Dwight Way NA 2 San Pablo Ave. and Ashby Ave Gilman St. and Frontage Road NA 2 Note: Bicycle volumes were reported by WSA and represent total number of bicycles crossing each intersection during the PM peak hours Source: SWITRS collision database (September 2001-September 2006) 9-5

6 9.3 AT-GRADE RAIL CROSSING SAFETY ANALYSIS There are seven at-grade rail crossings within the study area. At-grade rail crossings are defined as an intersection of a railway and a road which cross on the same level. Typically, barriers or gates operate while trains are passing through these intersections to prevent automobiles, cyclists, or pedestrians from interfering with the passing train. In West Berkeley, all at-grade crossings are equipped with two-way dropdown gates (parallel to the railroad alignment), flashing lights, and sound indication. The Federal Railroad Administration (FRA) has recorded 22 incidents involving train-related collisions in West Berkeley from 1975 through December During this thirty-two year period, the majority of atgrade crossing collisions involved automobiles and a passing train. Nineteen of the 21 total collisions included automobiles and trucks colliding with a train. The at-grade crossing between the railroad alignment and Addison St. has the highest number of reported at-grade crossing collisions (eight incidents out of 21 total collisions reported) including one collision involving a motorcyclist. Collisions involving a pedestrian and a train occurred at Bancroft Way and Gilman St. In regards to the number of reported injuries and fatalities at each at-grade crossing, there have been four reported injuries and three reported fatalities. There was one incident to the truck driver at the Cedar St. atgrade crossing, one injury to the auto driver at the Virginia St. crossing, and one injury to a motorcyclist at the Addison St. crossing. An additional incident at the Addison St. at-grade crossing resulted in the fatality of a trick driver and injury to a railroad employee. Other fatalities occurred at the Camelia St. crossing (auto driver) and the Bancroft Way and Gilman St. crossings (pedestrians). Table 9-9 below is a summary of these findings. Table 9-9: At-Grade Crossing Collisions Study Area At- User Involved in Collision Severity Total At-Grade Grade Auto/Truck* Pedestrian Other** Collisions Crossings Injuries Fatalities Gilman St Camelia St Cedar St Virginia St Hearst Ave Addison St Bancroft Way Total *Auto/Truck users include standard size automobiles, vans, buses, and heavy vehicles **Other users include motorcycles, bicycles, and various other motorized vehicles Source: Federal Railroad Administration (FRA) at-grade crossing collision database; 9-6