[Title] ANNUAL TRAFFIC & ACCIDENT REPORT

Transcription

1 [Title] ANNUAL TRAFFIC & ACCIDENT REPORT 2015

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3 TABLE OF CONTENTS Introduction 2 City-Wide Volume Data 3 Traffic Volume Trends 5 City-Wide Collision Data 7 Collision Analysis Fatalities 13 Collision Analysis City Locations with 3+ Collisions 15 Collision Analysis State Route Locations with 5+ Collisions 17 Collision Analysis Trends 21 Collision Analysis Pedestrians & Bicycles 29 Comparisons With Other Cities 39 Findings and Recommendations Summary 40 Appendix A Traffic Operations Committee Agenda Items (2015) 41

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5 Traffic Volumes INTRODUCTION In accordance with Coronado Municipal Code, Section , the City Engineer files an Annual Traffic Report with the City Council that contains the following: A. Traffic accident data, including the number of traffic accidents, the number of persons killed, and the number of persons injured; B. The number of traffic accidents investigated and other pertinent data on the safety activities of the City; and C. The plans and recommendations of the City staff for future traffic safety activities. This report covers time period from January 1 to December 31, Traffic Volumes Although not required by the Coronado Municipal Code, the annual report also includes traffic volume data. While the City of Coronado is built-out, traffic patterns can significantly vary depending upon the season and the number of civilian and military personnel reporting to the local navy bases. There are two locations to enter or leave the City of Coronado by automobile: 1) State Route 75 via the San Diego-Coronado Bridge (commonly referred to as the Coronado Bridge ) and 2) State Route 75 via the Silver Strand. Coronado is fortunate that both locations have been monitored by Caltrans using permanent traffic count stations for numerous years. These count stations are located within the toll plaza at the base of the Coronado Bridge and near Gate 3 of the Naval Amphibious Base (NAB) at Tarawa Road along State Route 75. The data is continuously collected and can be used to analyze daily, weekly, monthly, or Annual Average Daily Traffic (AADT) volumes. The AADT, reported as the number of vehicles per day, is calculated by taking the total traffic volume for the year and dividing it by 365 (the number of days in one calendar year). Traffic Collisions The statistical data regarding traffic accidents used to prepare the report is collected and analyzed using a computer program called Crossroads. This program provides staff with a platform to organize accident data within a Global Positioning System (GPS)-linked database that allows the data to be easily sorted and analyzed. Crossroads also allows staff to download accident information relevant to the City of Coronado from the State of California Highway Patrol as it becomes available, eliminating a significant amount of staff time that would otherwise be required to manually input the data. Data downloaded from the California Highway Patrol is based on information taken from the Coronado Police Department accident reports, which are required to be submitted to the State. 2

6 Traffic Volumes CITY-WIDE VOLUME DATA 2015 Annual Averages 99,600 Average Vehicles per Day Enter/Leave Coronado 77,500 ADT 84,700 Weekday 62,500 Weekend 77,500 Average Vehicles per Day on Coronado Bridge 5,300 Average Vehicles per Hour AM Peak Hour (6-7 am) on Coronado Bridge 6,300 Average Vehicles per Hour PM Peak Hour (3-4 pm) on Coronado Bridge 35% More Traffic on Weekdays vs. Weekends on Coronado Bridge 3

7 Traffic Volumes CITY-WIDE VOLUME DATA 22,100 ADT 24,800 Weekday 16,400 Weekend 2015 Annual Averages 22,100 Average Vehicles per Day along Silver Strand 1,900 Average Vehicles per Hour AM Peak Hour (7-8 am) along Silver Strand 1,900 Average Vehicles per Hour PM Peak Hour (4-5 pm) along Silver Strand 51% More Traffic on Weekdays vs. Weekends along Silver Strand 4

8 Traffic Volumes TRAFFIC VOLUME TRENDS 120 Toll Fees Removed Historic Volume Data 100 Coronado Bridge Tolls Removed in 2002 Peak Annual Average Daily Volume Occurred in 2002; 101,700 AADT 2015 Ranked as 4th in Highest Average Daily Volume 99,600 AADT AADT (IN THOUSANDS) CORONADO BRIDGE SILVER STRAND COMBINED TOTAL 5

9 Traffic Volumes TRAFFIC VOLUME TRENDS The following table plots average monthly volumes along the Silver Strand and the Coronado Bridge as well as the combined total of both. The highest average volume observed occurred in the month of August with a total average volume entering/leaving Coronado of 111,700 vehicles per day Monthly Average Volumes 120, ,000 80,000 60,000 40,000 20,000 0 JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC STRAND BRIDGE TOTAL 6

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11 CITY-WIDE COLLISION DATA 2015 Collision Data A total of 221 traffic collisions was reported in Coronado during 2015, 125 of which resulted in injuries; one fatality was reported. The number of accidents, locations, types of vehicles involved (including cyclists and pedestrians), primary collision factors, and the time of year when accidents occurred have been recorded and summarized in this report to better understand accident trends on City streets in an attempt to identify areas and aspects in need of improved safety measures. The significant decrease in the overall number of traffic accidents reported each year since 1977 is due, in large part, to a reduction in the number of reported Property Damage Only accidents. Property Damage Only accidents are calculated by subtracting injury accidents from the total number of accidents reported. By studying the locations where accidents occur, City staff can focus on improving those areas experiencing problems. The location of each accident is graphically shown on the collision maps included in this report. The Public Services & Engineering Department has established an accident threshold of three accidents in a twelve-month period in order to trigger safety concern reviews for specific locations. All locations that experience a collision resulting in a fatality are also reviewed. A similar review is conducted by Caltrans for locations along State Routes that experience five or more collisions within a twelve-month period; these locations are also included in this report with the City s findings for each. In order to implement measures that improve traffic safety, it is also important to identify locations in the City where collisions repeatedly occur year after year. While it may not be possible to totally eliminate accidents, it is possible to identify the primary collision factor (PCF) responsible for an accident, determine if a location experiences accidents based on a common cause, and recommend improvements aimed at addressing the common cause. 8

12 CITY-WIDE COLLISION DATA 2015 Collision Totals 221 Total Collisions 155 (70%) on State Highways 66 (30%) on City Streets 163 (74%) in Village Area 57 (25%) along Silver Strand 1 (1%) in Coronado Cays 9

13 CITY-WIDE COLLISION DATA 2015 Collision Statistics 1 Fatal Collision 125 Injury Collisions 10 Pedestrian Involved 30 Bicyclist Involved 7 DUI 10

14 CITY-WIDE COLLISION DATA Top Three Collision Factors 1) Unsafe Speed 2) Improper Turning 3) Auto R/W Violation Primary collision factors for all 221 reported accidents within Coronado city limits during 2015 are depicted below. For the first time since 2012 the top three collision factors have changed. For the past three years the top three collision factors have been: 1) Auto Right-of-Way Violation; 2) Improper Turning; 3) Unsafe Speed. As seen to the left, the three factors remain the same in 2015 although Unsafe Speed has moved to the most common cause of a collision. It is important to note that unsafe speed does not necessarily mean a vehicle was speeding it means a vehicle was traveling too fast for conditions. For example: A car approaching vehicles stopped in the road and rearending one could be caused by unsafe speed

15 CITY-WIDE COLLISION DATA The graph below illustrates the number of collisions on a monthly basis and distinguishes between Injury and Property Damage Only occurrences. The trending average of the last five years has been depicted in red in order to compare with the most recent findings. Half of 2015 experienced a below-average accident rate relative to the five-year trending average. 35 Monthly Breakdown 125 (57%) Injury Collisions 96 (43%) Property Damage Only Collisions JAN FEB MARCH APRIL MAY JUNE JULY AUG SEPT OCT NOV DEC Injury Property Damage Only 5 Year Average 12

16 COLLISION ANALYSIS FATALITIES City Locations with Fatalities 1) Fourth Street and A Avenue 13

17 COLLISION ANALYSIS - FATALITIES City Locations with Fatalities Location 1 Fourth Street and A Avenue Monday, 5/11/15, 4:45pm involved a pedestrian A pedestrian crossing Fourth Street in the northbound direction was struck and killed by a vehicle traveling in the eastbound direction. No unusual conditions were noted in the police report. The pedestrian was noted as being at fault citing Vehicle Code Section 21950B which states: No pedestrian may suddenly leave a curb or other place of safety and walk or run into the path of a vehicle that is so close as to constitute an immediate hazard. No pedestrian may unnecessarily stop or delay traffic while in a marked or unmarked crosswalk. The City is currently designing a series of traffic calming improvements (bulb-outs) along the Fourth Street corridor in this general area to help slow vehicles and improve visibility between pedestrians and motorists. It is recommended this work continue. It is also worth noting that Caltrans prohibited pedestrian crossings at Fourth Street and B Avenue in Although visibility of on-coming traffic on Fourth Street at A Avenue is slightly better than B Avenue, crossing prohibitions could be considered. Recommendation: Complete design for traffic calming features currently underway and construct. Request Caltrans review the intersection, and City s proposed improvements, for safety (what Caltrans may determine or recommend is unknown at this time). 14

18 COLLISION ANALYSIS 3+ COLLISIONS City Locations with 3+ Collisions 1) Second Street and Orange Avenue (3 collisions) 15

19 COLLISION ANALYSIS 3+ COLLISIONS City Locations with 3+ Collisions The Public Services & Engineering Department has established an accident threshold of three accidents in a twelve-month period in order to trigger safety concern reviews for specific locations. Second Street and Orange Avenue Day Date Time Cause Misc. Thur 5/14/15 2:18pm Pedestrian Violation w/ pedestrian Sat 9/5/15 10:48am Bike ROW Violation w/ bicyclist Thur 10/22/15 6:55pm Auto ROW Violation This is the fourth time since 2010 that the intersection has experienced three or more collisions in a single calendar year. All three accidents involved different types of users, occurred at a different time of day, and took place within a different quadrant of the intersection. As a result, no patterns or specific safety concerns have been identified. In response to the intersection being repeatedly flagged for more than three collisions per year, the City constructed a Capital Improvement Project in 2016 to install curb bulb-outs and enhanced crosswalks. The purpose of the project was to calm traffic through the intersection, shorten pedestrian crossing distances, and improve the overall visibility of crosswalks in the intersection as well as the pedestrians using them. Recommendation: Review 2016 collision data to determine whether or not the constructed improvements have improved the safety of the intersection. 16

20 COLLISION ANALYSIS STATE ROUTES, 5+ COLLISIONS State Route Locations with 5+ Collisions 1) Seventh Street and Orange Avenue (8 collisions) 2) Ninth Street and Orange Avenue (6 collisions) 3) Fourth Street and Orange Avenue (5 collisions) 17

21 COLLISION ANALYSIS STATE ROUTES, 5+ COLLISIONS State Route Locations with 5+ Collisions Caltrans conducts an annual safety audit of its roadways and considers a location as high incidence when five or more collisions occur in a 12-month period. Seventh Street and Orange Avenue (8 collisions) Day Date Time Cause Misc. Fri 1/17/15 7:50pm Auto ROW Violation Fri 4/10/15 9:35am Auto ROW Violation Sat 5/26/15 11:27am Auto ROW Violation Tue 6/8/15 5:16pm Auto ROW Violation Mon 6/25/15 7:25pm Auto ROW Violation Thur 7/2/15 2:00pm Auto ROW Violation Thur 7/24/15 11:50am Following Too Close Thur 8/13/15 6:18pm Improper w/parked Driving car This is the third time in five years that the intersection has experienced five or more collisions in a single calendar year. Six of the eight collisions involved vehicles leaving the protected median. This suggests drivers are failing to yield in the median, failing to see vehicles in both on-coming lanes on Orange Avenue, or are impatient and proceeding before it is safe to do so. The remaining two collisions involved vehicles traveling the same direction (northbound). None of the collisions involved pedestrians or bicyclists. Visibility from the protected median area is virtually unobstructed. In 2016 Caltrans replaced the previously existing Yield signs in the median with Stop signs. Once available, a review of 2016 data should be completed to see if a reduction in collisions involving vehicles leaving the median is realized. If not, adding a traffic signal could be considered to help assign proper right-of-way and organize traffic at this location. Recommendation: Review 2016 collision data to determine if installation of stop signs was beneficial. Request Caltrans review the intersection for safety (what Caltrans may determine or recommend is unknown at this time). 18

22 COLLISION ANALYSIS STATE ROUTES, 5+ COLLISIONS Ninth Street and Orange Avenue (6 collisions) Day Date Time Cause Misc. Fri 3/27/15 8:38pm Auto ROW Violation Thur 4/2/15 4:33am Auto ROW Violation Sat 4/4/15 12:17am Auto ROW Violation Tue 6/23/15 5:31pm Auto ROW Violation Mon 12/21/15 3:28pm Signals and Signs Sun 12/27/15 10:20am Unsafe Speed calendar year. This is the second time in five years that the intersection has experienced five or more collisions in a single In 2015, five of the six collisions that occurred involved vehicles entering the Orange Avenue corridor from Ninth Street (three eastbound, two westbound). This suggests drivers may not have adequate sight distance to see oncoming traffic or are impatient and proceeding before it is safe to do so. However, 2015 appears to have been somewhat unique in terms of the location of each collision. A review of collision data since 2010 shows a total of 29 collisions in the intersection with 13 of them involving vehicles leaving the median area. The remaining collisions are summarized as follows: 5 collisions involving vehicles entering Orange from Ninth Street; 8 collisions of vehicles traveling in the same direction; 3 solo-vehicle accidents. There are red curb zones painted along the upstream curb area of Orange Avenue from Ninth Street in both directions. Each red curb zone satisfies the Tier 1 requirements of the City s red curb zone policy (each has in excess of 20 of red curb). In order to satisfy Tier 2 requirements (a 50 sight triangle available measured from intersection curb faces), an additional parking space would need to be removed on each side of Orange Avenue. Recommendation: Request Caltrans review the intersection for safety (what Caltrans may determine or recommend is unknown at this time). Monitor 2016 collision data when available to determine if additional collisions involving vehicles entering Orange Avenue from Ninth Street have occurred and whether red curb would be beneficial. 19

23 COLLISION ANALYSIS STATE ROUTES, 5+ COLLISIONS Fourth Street and Orange Avenue (5 collisions) Day Date Time Cause Misc. Fri 1/16/15 8:01am Traffic Signals and Signs Wed 1/7/15 11:16pm Traffic Signals and Signs Thur 7/23/15 4:45pm Unsafe Starting or Backing Sun 10/25/15 8:20am Improper vs. parked Turning vehicle Thur 11/5/15 3:10pm Improper noncollision Turning in a single calendar year. This is the fourth time in five years that the intersection has experienced five or more collisions The first two accidents listed above were broadside accidents between cars traveling in perpendicular/conflicting directions. The third accident involved two cars heading northbound. The remaining collisions were involved a parked vehicle or a non-collision, meaning the vehicles involved never actually collided but circumstances resulted in a crash (typically a vehicle running off the road or striking a roadside object). Considering the intersection of Fourth Street and Orange Avenue is one of the busiest intersections in the City it is not surprising that the intersection has regularly experienced five or more collisions in a single year. The intersection already features a fully operational traffic signal, meaning improvements to the operation of the intersection and assignment of right-of-way are limited. Recommendation: Request Caltrans review the intersection for safety (what Caltrans may determine or recommend is unknown at this time). 20

24 COLLISION ANALYSIS FIVE-YEAR TRENDS Five-Year Data Map the Village 21

25 COLLISION ANALYSIS FIVE-YEAR TRENDS Five-Year Trends in the Village ( ) As would be expected, traffic collision locations are generally spread across the entire village with a higher density of collisions observed on streets that experience higher traffic volumes. Principal Arterials (Orange Avenue, Third Street, Fourth Street) appear to experience the most collisions. Alameda Boulevard, Ocean Boulevard, Orange Avenue from First to Third, and Pomona Avenue are the City s designated Minor Arterials and would therefore be expected to experience a high number of collisions. Fortunately, both Alameda Boulevard and Pomona Avenue appear to have a relatively small number of accidents considering their classification. No new significant improvements to advance traffic safety were installed along any of these corridors between 2011 and 2015 except for the roundabout at Pomona Avenue and Seventh Street. Since the installation of the roundabout was completed in August 2014 there has only been one accident within the intersection which involved a single vehicle striking a fixed object, resulting in property damage only. The City s Collector Streets are First, Sixth, and Tenth Streets along with B, D, and H Avenues, Glorietta Boulevard, and small portions of Second Street and A Avenue. Again as expected, these streets appear to experience a higher number of accidents than typical local residential roadways. Buffered bike lanes were installed along the majority of Glorietta Boulevard in 2013 in an effort to reduce vehicle speed and improve general safety for all users. The project was completed in December of 2013 making it easy to analyze collision trends, before and after installation, by calendar year as shown below: Collisions along Glorietta Boulevard from 2011 through Total 6 Total 3 Total (1 ped) (2 bike) (1 bike; 1 ped/bike) 0 Unsafe Speed 2 Unsafe Speed 0 Unsafe Speed 3 Total (2 bike) 1 Unsafe Speed 4 Total (1 bike) 2 Unsafe Speed The amount of available data to analyze trends is limited. While it is encouraging to see the highest number of accidents experienced along the subject corridor appears to have peaked in 2013 before the buffered bike lanes were installed, the limited data available makes it difficult (statistically speaking) to determine what, if any, impact the buffered bike lanes have had on safety. Bike lanes were also installed along Sixth Street to improve bicyclist safety and were ultimately completed in early January of 2014, again making it easy to review collision data in search of trends by calendar year. Similar to the information presented for Glorietta Boulevard, the relatively small amount of data available makes it difficult to draw conclusions regarding the impact of the improvements. Collisions along Sixth Street from 2011 through Total (2 Bike) 1 Total (1 Bike) 3 Total (1 Ped) 3 Total (1 Ped) 4 Total (1 Bike) 22

26 COLLISION ANALYSIS FIVE-YEAR TRENDS Five-Year Data Map Silver Strand & Cays 23

27 Five-Year Trends in the Cays Collisions COLLISION ANALYSIS FIVE-YEAR TRENDS Sixteen collisions were reported within the Coronado Cays community between 2011 and Of these 16 collisions, seven involved a parked vehicle, four involved a bicyclist, and one involved a pedestrian. Only three locations within the Cays experienced more than one accident within the five-year time frame reviewed. Each of these locations was reviewed as follows: Three collisions took place in the intersection of Coronado Cays Boulevard and Grand Caribe Causeway. One was described as a sideswipe type of collision between a vehicle and a bicycle; the primary cause factor of the collision is described as an auto right-of-way violation by the bicyclist. The second collision is described as involving a hit object in the roadway that involved two vehicles. The third incident is described as a non-collision between a bicyclist and a vehicle. The three collisions do not appear to have anything in common that would suggest safety-related improvements are needed. In addition, the intersection is already all-way stop controlled with pedestrian crosswalks across all legs. Two collisions took place at, or in close proximity to, the intersection of Coronado Cays Boulevard and Port Royale/Port of Spain. Both collisions involved two vehicles. The first accident took place 66 east of the intersection between two vehicles traveling westbound. The collision is described as a sideswipe with the primary cause factor identified as unsafe speed. The second collision took place in the intersection itself and was between a northbound and an eastbound vehicle with the primary cause factor identified as auto right-of-way violation. The intersection is two-way stop controlled (Coronado Cays Boulevard is uncontrolled). Red curb is already present in a location that should have provided adequate visibility between the vehicles involved in the later accident. Considering the two collisions do not appear to have anything in common and improvements already present at this location, no safety-related improvements are proposed at this time. Two collisions took place along Antigua Court which is a looped one-way road providing access to private garages. The two collisions did not take place in the same location along Antigua Court but appear to be similar in nature in that they are described as being due to improper turning and improper driving and resulted in property damage only. Considering the characteristics of the roadway it is likely that the collisions were due to limited visibility between drivers where one vehicle was exiting a garage. There do not appear to be any safety-related improvements that could have helped prevent these collisions from taking place. 24

28 COLLISION ANALYSIS MISC. TRENDS 600 Historic Collision Data 9th Fewest Total Collisions since ACCIDENTS REPORTED TOTAL ACCIDENTS INJURY ACCIDENTS PROPERTY DAMAGE ONLY 25

29 COLLISION ANALYSIS MISC. TRENDS Intentionally Left Blank 26

30 COLLISION ANALYSIS MISC. TRENDS Tenth Street Corridor 2 Seven collisions occurred along the Tenth Street corridor in 2015 as shown to the right and summarized below: Day Date Time Cause 1) Sat 3/28/2015 1:50 PM Unsafe Speed 2) Wed 3/25/2015 7:00 PM Auto R/W Violation 3) Tue 6/2/2015 4:02 PM Other Hazardous Movement 4) Fri 7/3/2015 8:15 AM Improper Turning 5) Thur 9/17/2015 6:30 PM Ped R/W Violation 6) Thur 12/31/ :26 PM Unsafe Starting or Backing 7) Sat 7/4/2015 4:00 PM Unsafe Speed; Bicycle &

31 COLLISION ANALYSIS MISC. TRENDS Tenth Street Corridor When finalizing the 2014 Annual Traffic Report, staff reviewed the locations of all collisions that had occurred within the last five years ( ) along the Tenth Street corridor. Twenty-four collisions occurred within the review period with over half of them due to right-of-way violations of vehicles traveling in conflicting directions. It was recommended that the 2015 data along Tenth Street be reviewed to see if the majority of collisions continued to be due to right-of-way violations within the corridor, potentially due to visibility constraints. Collisions identified as numbers 2, 3, and 4 were specifically reviewed to better understand the cause of the accident. Collision number 2 appears to involve a vehicle exiting an alley. Collision 3 involves a vehicle pulling out of a parking space. Collision 4 appears to involve a vehicle turning left (north) into a private driveway and an eastbound vehicle. Although the primary cause factor for collisions 3 and 4 was not noted as right-of-way violations it could be argued that the other hazardous movement was a type of rightof-way violation. However, only one of the seven collisions involved a right-of-way violation between vehicles entering the Tenth Street corridor from a side street, alley, or driveway where visibility could play a contributing role. As a result there does not appear to be a continued trend or evidence of visibility constraints in need of correction. 28

32 COLLISION ANALYSIS PEDESTRIAN & BICYCLE COLLISIONS 2015 Ped and Bike Collision Data 10 Pedestrian Collisions 30 Bicycle Collisions 29

33 COLLISION ANALYSIS PEDESTRIAN & BICYCLE COLLISIONS 2015 Pedestrian and Bike Collision Data 30

34 COLLISION ANALYSIS PEDESTRIAN & BICYCLE COLLISIONS Pedestrian Collision Analysis A total of ten collisions took place involving a pedestrian. Day Date Time Location Cause Mon 1/19/2015 6:25 PM Orange Ave & Adella Ave 139' East Other Improper Driving Tue 2/17/2015 1:35 PM Fourth St & Glorietta Blvd 0' In Int. Pedestrian Violation Mon 5/11/2015 4:45 PM Fourth St & A Ave 0' In Int. Pedestrian Violation Thur 5/14/2015 2:18 PM Second St & Orange Ave 0' In Int. Pedestrian Violation Mon 7/6/2015 4:07 PM Third St & J Ave 0' In Int. Pedestrian Violation Mon 8/31/ :36 AM Third St & Pomona Ave 0' In Int. Unknown Sun 9/13/2015 2:38 PM Margarita Ave & San Luis Rey Ave 185' North Unsafe Starting or Backing Thur 9/17/2015 4:30 PM Park Pl & Orange Ave 91' East Pedestrian Violation Thur 9/17/2015 6:30 PM Orange Ave & Tenth St 0' In Int. Ped R/W Violation Thur 12/17/2015 6:54 PM Orange Ave & Glorietta Blvd 119' North Pedestrian Violation Six of the identified collisions took place in an intersection. Four of these six collisions occurred at either a signalized intersection with pedestrian indicators or at a location with no sidewalk or pedestrian ramps and not intended to accommodate pedestrians. As a result, no new improvements are recommended at these locations at this time. One of two remaining pedestrian-involved collisions took place at the intersection of Second Street and Orange Avenue. Improvements were constructed at this location in 2016 to improve pedestrian safety including sidewalk bulb-outs at all four corners of the intersection as well as enhanced crosswalk striping. It is recommended that data from 2016 be reviewed before recommending any additional improvements. The last pedestrian involved collisions occurred at Fourth Street and A Avenue and was addressed earlier in this report (Collisions Resulting in Fatalities). Four of the identified collisions took place mid-block with no location experiencing more than one collision. The California Vehicle Code generally requires pedestrians to cross roadways via marked crosswalks or at intersections. With this in mind, and considering no location experienced multiple accidents, no improvements to address concerns regarding mid-block pedestrian-related collisions are recommended. Recommendation: Review 2016 data for the intersection of Orange Avenue and Second Street to determine if bulb-outs improved pedestrian safety. 31

35 Bicycle Collision Analysis Collisions COLLISION ANALYSIS PEDESTRIAN & BICYCLE COLLISIONS A total of 30 collisions involving bicyclists took place in 2015: Day Date Time Location Cause Wed 1/28/ :05 PM Silver Strand Blvd & Leyte Rd 0 In Int. Unsafe Speed Thur 1/29/2015 9:55 AM H Av & 9 th St 53 North Other Hazardous Movement Wed 2/4/2015 4:37 PM Strand Way & Pomona Ave 400 South Auto R/W Violation Fri 2/6/2015 5:08 PM Star Park Cir & Flora Ave (S) 24 East Unsafe Speed Wed 3/11/2015 5:01 PM Silver Strand Blvd & Leyte Rd 1504 North Following too Closely Mon 4/13/2015 7:00 PM Leyte Rd & Silver Strand Blvd 0 In Int. Other Hazardous Movement Sun 4/19/2015 3:40 PM 3 rd St & H Ave 0 In Int. Traffic Signals and Signs Sat 5/23/2015 9:10 AM 4 th St & Alameda Blvd 180 East Wrong Side of Road Mon 5/25/2015 2:28 PM 9 th St & F Ave 114 East Other Hazardous Movement Tue 5/26/ :20 AM 2 nd St & C Ave 0 In Int. Unknown Sun 5/31/ :26 AM Silver Strand Blvd & Leyte Rd 1556 North Unsafe Speed Fri 6/5/2015 2:30 PM Ocean Blvd & Marina Ave 145 South Unknown Sun 6/7/2015 3:11 PM 2 nd St & G Ave 75 East Improper Turning Sat 6/13/ :40 AM Silver Strand Bl & Hooper Bl (N) 1381 North Following too Closely Wed 6/17/ :52 AM Coronado Cays Blvd & Bahama 0 In Int. Improper Turning Bend Mon 6/29/2015 5:11 PM Silver Strand Bl & Coronado Cays 0 In Int. Unsafe Speed Bl Sat 7/4/2015 4:00 PM 10 th St & Glorietta Blvd 110 North Unsafe Speed Fri 7/10/2015 8:30 AM Pomona Ave & Strand Way 0 In Int. Unknown Mon 7/13/2015 3:12 PM D Ave & 4 th St 0 In Int. Unsafe Starting or Backing Wed 7/22/2015 6:05 PM A Ave & 8 th St 0 In Int. Unsafe Speed Mon 8/10/2015 6:24 PM Palm Ave & 4 th St 0 In Int. Driving Under Influence Sat 8/22/2015 8:44 AM Silver Strand Blvd & Leyte Rd 1247 North Unsafe Speed Sat 9/5/ :48 AM 2nd St & Orange Ave 0' In Int. Auto R/W Violation Tue 9/22/2015 4:13 PM Rendova Cir & Silver Strand Bl 9' East Auto R/W Violation Thur 9/24/2015 3:50 PM Orange Ave & Adella Ave 0' In Int. Unknown Mon 9/28/2015 7:45 AM 6th St & C Ave 0' In Int. Traffic Signals and Signs Sat 10/3/2015 7:47 AM Silver Strand Bl & Hooper Bl (N) 2713' North Unsafe Speed Sat 10/3/2015 8:00 AM Silver Strand Bl & Hooper Bl (N) 2530' North Unsafe Speed Sun 10/4/ :59 AM Tarawa Rd & Silver Strand Bl 10' East Auto R/W Violation Thur 12/10/2015 6:38 PM Silver Strand Blvd & Leyte Rd 4177' North Unsafe Speed 32

36 COLLISION ANALYSIS PEDESTRIAN & BICYCLE COLLISIONS Bicycle Collision Analysis (cont.) Of the 30 bicycle collisions that took place in 2015, 14 of them occurred along the Bayshore Bikeway Class 1 facility. Of those 14 accidents, only five involved a bicyclist and a moving vehicle while the rest of the collisions where either between multiple bicyclists or a bicyclist and a parked vehicle. No single location experienced more than one collision within the calendar year. Six of the collisions were located at an intersection along the Bayshore Bikeway while the remaining collisions all took place mid-block along the Class 1 facility. The number of mid-block bicycle collisions could suggest the volume and type of users along the path have grown to a point where the path is no longer wide enough to safely accommodate all users. The City has previously applied for grants to add graded shoulders along the bikeway but all applications to date have been denied. A review of the remaining 16 bicycle collisions that took place within the City s Village area found no one location that experienced more than a single collision. Five of these collisions involved a parked vehicle where the car was either pulling into or out from a parking space or where the driver was opening their door. No trends regarding the cause of the collisions has been identified. As a result, there are no improvements to address specific safety concerns at this time. However, the City is currently drafting an Active Transportation Plan that will update the Coronado Bicycle Master Plan as well as create a Pedestrian Master Plan. This effort will take a comprehensive look at pedestrian and bicycle safety and recommend improvements that will provide a cohesive City-wide approach to pedestrian and bicycle safety in the City of Coronado. A specific review of the Bayshore Bikeway s width, user-volume, and accident data is recommended to determine if the data supports a project to widen the Bayshore Bikeway. Five-Year Pedestrian and Bicycle Collision Trends ( ) The following four pages provide maps showing the locations of collisions involving pedestrians and bicyclists that took place between 2011 and The five-year analysis provided earlier in the report reviewed all types of collisions and identified no safety-related improvements needed at this time. With that in mind, and considering the on-going efforts regarding an Active Transportation Plan as described in the previous section of this report, no additional analysis or recommendations are being made at this time regarding pedestrian and bicycle improvements. 33

37 COLLISION ANALYSIS PEDESTRIAN & BICYCLE COLLISIONS Intentionally Left Blank 34

38 COLLISION ANALYSIS PEDESTRIAN & BICYCLE COLLISIONS Five-Year Pedestrian Data Map The Village 35

39 COLLISION ANALYSIS PEDESTRIAN & BICYCLE COLLISIONS Five-Year Pedestrian Data Map Silver Strand & Cays 36

40 COLLISION ANALYSIS PEDESTRIAN & BICYCLE FIVE-YEAR TRENDS Five-Year Bike Data Map The Village 37

41 COLLISION ANALYSIS PEDESTRIAN & BICYCLE FIVE-YEAR TRENDS Five-Year Bike Data Map Silver Strand & Cays 38

42 COMPARISONS WITH OTHER CITIES Comparisons with Other Cities The California Office of Traffic Safety ( OTS ) provides data and statistics regarding the number of collisions that take place throughout the state of California each year. Using the OTS data, cities can compare their traffic safety statistics to other cities with similar populations. The data provided by OTS regarding Coronado falls into a category for cities with a population between 10,001 and 25,000 residents (Group E) which makes the City of Coronado, with a population listed as 23,310, one of the largest cities in the group. The cities used for comparison purposes in this report have been selected for their similarity to Coronado in terms of population, tourism industry, proximity to the coastline, and/or presence of significant Navy facilities. The categories included in the chart below are just some of the categories OTS analyzes. The composite score provided on the right-hand side of the chart is described by OTS as an aggregate of several of the other rankings (Had Been Drinking 21-34, Had Been Drinking Under21, Alcohol Involved, Hit & Run, Nighttime and Speed collisions) and is provided as a means to give an indication of overall traffic safety. The rankings provided in the chart are for Group E only which includes a total of 105 cities. A ranking of Number 1 is the highest, or worst in that category. The following is from the 2013 OTS report (reports for 2014 and 2015 have not yet been published). City Population Fatal & Injury Collisions Pedestrian Collisions Bike Collisions Total # Rank Total # Rank Total # Rank Composite Rank S. Lake Tahoe 21, Port Hueneme 22, Laguna Beach 23, Coronado 23, Seal Beach 24, A review of the data used by OTS to obtain these rankings has identified some discrepancies when compared against City data. However, the OTS rankings provide the best methodology readily available to compare Coronado s collision statistics with other cities in California. 39

43 Annual Traffic Report FINDINGS AND RECOMMENDATIONS SUMMARY Findings The following summarizes the primary indicators tracked as part of the annual volume and collision data analysis that is included within this report. The average traffic volume entering/leaving the City on a daily basis increased to 99,600 vehicles per day compared to 94,218 vehicles per day in 2014; this ranks as the fourth highest annual average traffic volume recorded since The number of reported collisions increased from 196 in 2014 to 221 in 2015; this ranks as the ninth fewest number of reported collisions since One collision resulted in a fatality in 2015 and was located at the intersection of Fourth Street and A Avenue. The intersection of Second Street and Orange Avenue was the only location on City streets to experience three or more collisions during 2015 (it experienced three). The following intersections along State Routes 75 experienced five or more collisions during 2015: o Seventh Street and Orange Avenue (8 collisions) o Ninth Street and Orange Avenue (6 collisions) o Fourth Street and Orange Avenue (5 collisions) Recommendations The following summarizes all of the recommendations made throughout the body of this report: Fourth Street and A Avenue Request that Caltrans review the intersection, and City s proposed improvements, for safety. Second Street and Orange Avenue Review 2016 data to determine if recently installed bulbouts are effective. Seventh Street and Orange Avenue Review 2016 collision data for the intersection to determine if installation of stop signs in the median was beneficial. Ninth Street and Orange Avenue Request that Caltrans review the intersection for safety; review 2016 data to see how many collisions took place. Fourth Street and Orange Avenue Request that Caltrans review the intersection for safety. It is important to note that what Caltrans may determine or ultimately recommend as a result of any review is currently unknown. 40

44 Annual Traffic Report APPENDIX A TRAFFIC OPERATIONS COMMITTEE AGENDA ITEMS (2015) The following is a list of all items presented to the Traffic Operations Committee (TOC) in 2015: January 22, Blue Curb Zone in front of the Residence at 515 Ninth Street (pulled by requestor) 2. Blue Curb Zone in front of the Residence at 532 Glorietta Boulevard (denied) 3. Additional Red Curb at the Intersection of Fifth Street and Orange Avenue (approved) February 19, Traffic Controls at the Intersection of Palm and I Avenues (approved) 2. Blue Curb Zone in front of the Residence at 831 E Avenue (approved) April 23, 2015 (no meeting in March) 1. Proposed Improvements at Sharp Coronado Hospital including Reconfiguration of Prospect Place, Soledad Place, and Installation of Angled Parking on Third Street (requested more info) 2. Two-Way Stop Control at the Intersection of D Avenue and Second Street (denied) 3. Red Curb Zone between Driveways at 551 and 561 Marina Avenue (approved) May 28, Proposed Improvements at Sharp Coronado Hospital including Reconfiguration of Prospect Place, Soledad Place, and Installation of Angled Parking on Third Street (approved) 2. All-way Stop Control at the Intersection of Fifth Street and A Avenue (denied) 3. Proposed Installation of a Red Curb Zone on Tenth Street adjacent to Orange Avenue (approved) 4. Red Curb Zone between the Driveways at 47 and 49 Catspaw Cape (denied) 5. Orange Avenue Median Pavement Markings and Signage (approved) June 25, Proposed Yield Signs on H Avenue at Olive Avenue (approved) 2. Two-Way Stop Control at the Intersection of D Avenue and Fifth Street (denied) July 23, All-Way Stop Control at the Intersection of Glorietta Boulevard and Ynez Place (denied) 2. Speed Humps or Bike Lanes on Coronado Cays Boulevard (continued to August meeting) August 27, Speed Humps or Bike Lanes on Coronado Cays Boulevard (denied) Annual Traffic Report (approved) September 24, Stop Control along Isabella Avenue at its Intersection with E, Tolita, and Flora Avenues (yield sign on Isabella approved) 2. Residential Blue Curb at 1214 Fourth Street (approved) 41

45 Annual Traffic Report APPENDIX A TRAFFIC OPERATIONS COMMITTEE AGENDA ITEMS (2015) October 22, All-Way Stop Control at the Intersection of D Avenue and Fifth Street (denied) 2. Keep Clear Pavement Markings adjacent to the Police Station Driveway on Seventh Street (approved) (no meeting in November) December 17, Consideration of Speed Humps and Stop Signs in the Blocks of Alameda Boulevard (denied) 2. Right-turn Restriction onto Glorietta Boulevard from Westbound Fourth Street (denied) 42