Colton City Council
April 4, 2023

23152.06000\30608990.2 4
the performance of the Services. Finally, Contractor represents that it is an equal opportunity employer and it shall not discriminate ag ainst any subcontractor , employee or applicant for employment in violation of state or federal law. As provided for in the indemnity obligations of this Letter Agreement, Contractor shall indemnify City against any alleged violations of this paragraph, inc luding, but not limited to, any fines or penalties imposed by any governmental agency.

Governing Law; Venue; G overnment Code Claim Compliance : This Letter Agreement shall be interpreted in accordance with the laws of the State of California. If any action is brought to interpret or enforce any term of this Letter Agreement, the action shall be brought in a state or federal court situated in San Bernardino County, State of California. In addition to any and all contract requirements pertaining to notices of and requests for compensation or payment for extra work, disputed work, claims and/or changed conditions, Contractor must comply with the cla im procedures set forth in Government Code sections 900 et seq . prior to filing any lawsuit against the City. Such Government Code claims and any subsequent lawsuit based upon the Government Code claims shall be limited to those matters that remain unresolved after all procedures pertaining to extra work, disputed work, claims, and/or changed conditions have been followed by Contractor.

If no such Government Code claim is submitted, or if any prerequisite contractual requirements are not otherwise satisfi ed as specified herein, Contractor shall be barred from bringing and maintaining a valid lawsuit against the City.

Assignment; Amendment: Contractor shall not assign, sublet, or transfer this Letter Agreement or any rights under or interest in this Letter Agreement without the written consent of the City, which may be withheld for any reason. This Letter Agreement may not be modified or altered except in writing signed by both P arties. Except to the extent expressly provided f or in the termination paragraph, there are no intended third party beneficiaries of any right or obligation of the Parties.

Entire Agreement; Construction & Captions: This is an integrated Letter Agreement representing the entire understanding of the P arties as to those matters contained herein, and supersedes and cancels any prior oral or written understanding or representations with respect to matters covered hereunder. Since the Parties or their agents have participated fully in the preparation of this Letter Agreement, the language of this Letter Agreement shall be construed simply, according to its fair meaning, and not strictly for or against any Party. The captions of the various paragraphs are for convenience and ease of reference only, and do not define, limit, augment, or describe the scope, content or intent of this Letter Agreement.

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Attachment: GreenAcresAdvertising2-2-2023SB1383 Letter Agreement (2018)-c2 (4001 : Agreement - Green Acres Advertising) City of Colton
Green Acres Advertising Design Inc.

Letter Agreement for SB1383 Communications Campaign
2-2-2023

23152.06000\30608990.2 5

If you agree with the terms of this Letter Agreement, please indicate by signing and dating where indicated below. An original, executed copy is enclosed for your records.

CITY OF COLTON Green Acres Advertising Design
An Incorporation

By: ____________________________ By: _________________________ WILLIAM R. SMITH CHRISTY OAKES
City Manager President

Attest:

____ By: _________________________
CAROLINA R. PADILLA
City Clerk

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Attachment: GreenAcresAdvertising2-2-2023SB1383 Letter Agreement (2018)-c2 (4001 : Agreement - Green Acres Advertising) City of Colton
Green Acres Advertising Design Inc.

Letter Agreement for SB1383 Communications Campaign
2-2-2023

23152.06000\30608990.2 6
Exhibit “A”
Scope of Services
Develop a City of Colton SB1383 Organics Recycling Video and Promotional Asset Creation Campaign Task #1: Character and Brand Development –
• Develop a brand look and feel for this and future "Colton Organics Recycling" projects. This would include a brand mark, color palette, type choice, additional brand elements, tagline and program title treatment. • Conceptualize, develop and produce a program mascot to use in all the Colton Organics Recycling media including the main animated video.

Task #2: Video/Animation Creation -
• Conceptualize, develop & produce a 60 -90 second animated video for the Organics Recycling program.

Includes all script writing, storyboarding, rough animatics, final video production, music and sound effect selection and narration. All content based on original creative brief and client program content.

Task #3: Video Editing for Social Media Posts –
• Using assets from the main animation, Green Acres would produce 5 short video clips for placement on Colton's social media channels. Includes (3) 15-30 second clips derived from main video and re-cut for placement. Each video would be self encapsulated with an intro and extro but focus on 3 separate parts of the main video.

Task #4: Print, Email, Web Asset Creation -
• Using assets from the video and brand look and feel we would create an email graphic and text for placement on the Questline email, with a link to the full video. Additionally we will create up to one flyer, poster and bill stuffer to promote the Organics Recycling program and resources and one page for to highlight the program and landing page for video on the Colton website.

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Attachment: GreenAcresAdvertising2-2-2023SB1383 Letter Agreement (2018)-c2 (4001 : Agreement - Green Acres Advertising) City of Colton
Green Acres Advertising Design Inc.

Letter Agreement for SB1383 Communications Campaign
2-2-2023

23152.06000\30608990.2 7
Exhibit “B”
Schedule of Services

Task #1: Character and Brand Development – March 2023
• Develop a brand look and feel for this and future "Colton Organics Recycling" projects. This would include a brand mark, color palette, type choice, additional brand elements, tagline and program title treatment. • Conceptualize, develop and produce a program mascot to use in all the Colton Organics Recycling media including the main animated video.

Task #2: Video/Animation Creation – April 2023
• Conceptualize, develop & produce a 60 -90 second animated video for the Organics Recycling program.

Includes all script writing, storyboarding, rough animatics, final video production, music an d sound effect selection and narration. All content based on original creative brief and client program content.

Task #3: Video Editing for Social Media Posts – April 2023 • Using assets from the main animation, Green Acres would produce 5 short video clips for placement on Colton's social media channels. Includes (3) 15-30 second clips derived from main video and re-cut for placement. Each video would be self encapsulated with an intro and extro but focus on 3 separate parts of the main video.

Task #4: Print, Email, Web Asset Creation – April 2023-February 2024 • Using assets from the video and brand look and feel we would create an email graphic and text for placement on the Questline email, with a link to the full video. Additionally we will create up to one flyer, poster and bill stuffer to promote the Organics Recycling program and resources and one page for to highlight the program and landing page for video on the Colton website.

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Attachment: GreenAcresAdvertising2-2-2023SB1383 Letter Agreement (2018)-c2 (4001 : Agreement - Green Acres Advertising) City of Colton
Green Acres Advertising Design Inc.

Letter Agreement for SB1383 Communications Campaign
2-2-2023

23152.06000\30608990.2 8
Exhibit “C”
Cost of Services
Task #1: Character and Brand Development - $2500
Task #2: Video/Animation Creation - $12,000
Task #3: Video Editing for Social Media Posts - $1000
Task #4: Print, Email, Web Asset Creation - $2500
--------------------------------------
Total Cost: not to exceed $18,000 - Total Cost Based on the Hourly rate of $125 per hour for a total of 144 hours.

Total Estimated cost covers all hours for, creative concepts, design and development, animation, print production and print ready files, media purchase including sound effects and narration, project meetings, and revisions.

Terms: $5000 to start, $8000 upon approval of video and $5000 due at completion of all deliverables.

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Attachment: GreenAcresAdvertising2-2-2023SB1383 Letter Agreement (2018)-c2 (4001 : Agreement - Green Acres Advertising)

ITEM NO. 6

STAFF REPORT

DATE: APRIL 4, 2023
TO: HONORABLE MAYOR AND CITY COUNCIL MEMBERS
FROM: BILL SMITH, CITY MANAGER
PREPARED BY: BRIAN DICKINSON, PUBLIC WORKS AND UTILITY SERVICES

DIRECTOR
SUBJECT: APPROVE ADDITIONAL FUNDS WITH OPERATIONAL
TECHNICAL SERVICES FOR THE AMOUNT OF $50,000 FOR

WATER/WASTEWATER DEPARTMENT TEMPORARY CERTIFIED
STAFFING AUGMENTATION.

RECOMMENDED ACTION

Staff recommends that the City Council take the following action:

Approve aggregate total of $100,000 with Operational Technical Services (OTS) for Water/Wastewater Department Temporary Certified Staffing Augmentation pursuant to Colton Municipal Code Section 3.08.140(E).

BACKGROUND

Colton’s Water/Wastewater Department is comprised of a total of 35 full time positions t hat provide Potable Water Services, Wastewater Sanitary Sewer Collections, and Wastewater Treatment to the community. Currently, vacancies exist within the departments for various reasons putting a hindrance on the operations of the Water and Wastewater Utility. The use of temporary certified operators allows the City to maintain high levels of service while advertising and recruiting process takes place. The usage of Operational Technical Services ( OTS) temporary certified staff is not intended to repla ce current staffing or current City employees’ positions. Once these vacancies are resolved, the need for OTS supplemental staff will diminish.

ISSUES/ANALYSIS

The estimated aggregate cost ($ 100,000) for OTS will exceed the $50,000 authority of the City Manager. Colton Municipal Code 3.08.140(E) allows for the City Manager to determine that it 6 Packet Pg. 191
Staff Report to the Mayor and City Council
Contract Amendment - Operational Technical Services
April 4, 2023

is in the best interest of the City and its administrative operations to dispense with public bidding for non-public projects under this chapter. OTS was founded to create a full -service operations, maintenance, recruiting and consulting model for the public water and wastewater industry.

With over 25 years of experience, OTS is best suited to provide the City with the needs to maintain the high level of services for our community.

FISCAL IMPACTS

There are sufficient appropriations available in the FY2022 -2023 adopted budget in Water Fund Operations Professional Services Account Number 521-8100-8101-2350-0000-000.

ALTERNATIVES

1. Provide Alternative Direction to Staff
6 Packet Pg. 192

ITEM NO. 7

STAFF REPORT

DATE: APRIL 4, 2023
TO: HONORABLE MAYOR AND CITY COUNCIL MEMBERS
FROM: BILL SMITH, CITY MANAGER
PREPARED BY: BRIAN DICKINSON, PUBLIC WORKS AND UTILITY SERVICES

DIRECTOR
SUBJECT: APPROVE ADDITIONAL FUNDS FOR ROCKWELL ENGINEERING & EQUIPMENT IN THE AMOUNT OF $64,200.00 FOR CURRENT
AND FUTURE REPAIR AND SERVICE NEEDS.

RECOMMENDED ACTION

Staff recommends that the City Council take the following action:

Approve aggregate total of $112,187 with Rockwell Engineering and Equipment for the Wastewater Department.

BACKGROUND

The City’s Wastewater Division utilizes Vaughn Chopper pumps in multiple areas within the Water Reclamation Facility and all sewer lift stations within the sanitary sewer collections system. Vaughn chopper pumps allow rags and debris that flow through the collection system to be chopped and ground down to minimize backups in the conveyance system and in the pumps at the Water Reclamation Facility. The City’s Water Reclamation Facility receives approximately five million gallons of raw wastewater (sewage) from residential and commercial customers of Colton and Grand Terrace.

ISSUES/ANALYSIS

Due to an incr eased amount of rags, mop heads, foreign objects, and non-biodegradable wipes flowing through the City’s co nveyance system, pumps located at the following locations have been pulled, inspected and are in need of repair, retrofit, and or replacement based on inspections completed by Rockwell Engineering, the sole source provider for Vaughn Pumps. Rockwell Engineering provides sales, service and parts for all Vaughn Pumps. 7 Packet Pg. 193
Staff Report to the Mayor and City Council
Contract Amendment - Rockwell Engineering & Equipment
April 4, 2023

 Influent Wet Well located at Colton Water Reclamation Facility – Pumps No. 3 and 4 were found to have developed moisture seal leaks due to foreign objects entering the sewer conveyance system and causing damage to the impellers and moisture seals. Both pumps have been in service for approximately four (4) years.  In-Plant Lift Station located at Colton Water Reclamation Facility – Existing pump at this location ceased due to bearing issues. A spare Vaughn chopper pump was on hand but did not have the required power cable to install. The spare pump is being sent to Rockwell Engineering to have new power cable installed.  Riverside Lift Station – Due to increase in the amount of rags and non -biodegradable wipes, pump No. one (1) experienced catastrophic failure. The existing pump is manufactured by KSB pumps. Staff is recommending purchasing and installing a Vaughn Chopper pump to minimize catastrophic failure like this due to rags and wipes .

Currently this lift station has one Vaughn pump and one KSB pump.

In an effort to standardize pumps within the City’s sewer conveyance system and within the Water Reclamation Facility, staff is recommending continued use of Vaughn pumps.

The total aggregate cost for Rockwell Engineering and Equipment Co. will exceed the $50,000 authority of the City Manager. Colton Municipal Code 3.08.080( D) requires that aggregate purchases exceeding $ 100,000 in a fiscal year be awarded by the City Council pursua nt to the non-public project bidding procedures. Colton Municipal code 3.08.110(D) Proprietary Projects or Sole Source Products, If the Director of the using department certifies that, to the best of his or her knowledge, the product or service is proprie tary in nature and can be obtained only from a limited number of vendors or contractors, and that no equivalent products or services are available, request for proposal may be sent exclusively to such vendor(s) or contractor(s).

Rockwell Engineering is the Sole Source provider for Vaughan Pumps. Rockwell Engineering provides all sales, repairs and parts which are not available through other vendors.

FISCAL IMPACTS

Sufficient funds are available in the FY 2022/23 approved budget in the Wastewater Utility Fund Operations Equipment Account No. 522-8200-8200-4955-0000-000.

ALTERNATIVES

Provide Alternative Direction to Staff

ATTACHMENT

1. C.W.R.F. SS Letter Rockwell Mar 2023
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Attachment: C.W.R.F. SS Letter Rockwell Mar 2023 (4004 : Contract Amendment - Rockwell Engineering & Equipment)

ITEM NO. 8

STAFF REPORT

DATE: APRIL 4, 2023
TO: HONORABLE MAYOR AND CITY COUNCIL MEMBERS
FROM: BILL SMITH, CITY MANAGER
PREPARED BY: BRIAN DICKINSON, PUBLIC WORKS AND UTILITY SERVICES

DIRECTOR
SUBJECT: APPROVE CONTRACT AWARD TO CLINICAL LABORATORY OF SAN BERNARDINO, INC. TO PROVIDE DRINKING WATER

LABORATORY SAMPLING AND ANALYSIS SERVICES FOR FIVE
(5) YEARS IN AN AMOUNT NOT-TO-EXCEED $250,000.

RECOMMENDED ACTION

Staff recommends that the City Council take the following action:

Approve an award of contract to Clinical Laboratory of San Bernardino, Inc. for the Drinking Water Laboratory Sampling and Analysis Service in an amount $50,000.00 per year for a not-to- exceed aggregate amount of $250,000.00 over the next five (5) years.

BACKGROUND

The Cit y of Colton operates nine (9) production wells, two (2) perchlorate treatment facilities and six (6) potable water reservoirs for a combined total capacity of 15.3 million gallons. The State Water Resources Control Board (SWRCB) requires the City to perfo rm laboratory testing on its drinking water and provide reporting on a monthly basis. The City’s Water Utility division makes arrangements for analysis by outside laboratory; laboratory testing for drinking water is required on a daily basis, including we ekends. On average, 150 samples are taken each week.

The analyses generally consist of the potable water distribution system and ground water source samples. Other analysis related to special projects a re performed as well. Approximately 8,500 samples are performed by outside laboratories each year. The analyses performed by outside laboratory consists of general minerals, general physical inorganics, organics, and volatile and 8 Packet Pg. 196
Staff Report to the Mayor and City Council
Contract Award - Clinical Laboratory of San Bernardino, Inc.

April 4, 2023

semi-volatiles organics. The City of Colton currently has a permit to ope rate and serve potable water to the public from the SWRCB.

ISSUES/ANALYSIS

On February 09, 2023, staff issued a Request for Bids (RFB) for Drinking Water Laboratory Sampling and Analysis Services. Solicitation for this RFB was published in the newspaper on February 15, 2023 with a bid due date of March 1, 2023. On March 1, 2023, staff received two (2) sealed bids from Clinical Laboratory of San Bernardino and BSK Associates . Staff has evaluated and scored the bids received and found the proposals both to be responsive to the RFB scope of work. Out of a total of 100 points, Clinical Laboratory scored 97 points and BSK Associates scored 92.50. Staff is recommending that the City Council approve an agreement with Clinical Laboratory of San Bernardino in the amount of $50,000 per year for a term of five years with a not-to-exceed aggregate amount of $250,000.

Clinical Laboratory of San Bernardino, Inc. has worked with the City in the past and has a proven business relationship with the City and the Utility operations of the City.

FISCAL IMPACTS

Total aggregate amount will be $ 250,000, but the annual purchase order (P.O.) will be $ 50,000 per year for five (5) years starting May 1, 2023.

Sufficient appropriations are available in the FY2022 -23 adopted budget in Water Utility Fund Professional Services Account N umber 521 -8100-8101-2350-0000-000. The annual contract amount for subsequent years will be included in the budget.

ALTERNATIVES

1. Provide alternative direction to staff.

ATTACHMENT

1. Clinical Lab PSA FY 2023-2028

2. Clinical Labs Proposal

3. RFP Evaluation - Matrix
8 Packet Pg. 197

(BB&K 2018)
23152.06000\30453088.2

CITY OF COLTON

PROFESSIONAL SERVICES AGREEMENT

1. PARTIES AND DATE.

This Agreement is made and entered into this 1 st day of May, 2023, by and between the City of Colton, a municipal corporation, organized under the laws of the State of California, with its principal place of business at 650 North La Cadena Drive, Colton, California 92324 ("City") and Clinical Laboratory of San Bernardino, Inc., a corporation, with its principal place of business at 21881 Barton Road, Grand Terrace , CA 9 2313 ("Consultant"). City and Consultant are sometimes individually referred to herein as "Party" and collectively as "Parties."

2. RECITALS.

2.1 Consultant.

Consultant desires to perform and ass ume responsibility for the provision of certain professional consulting services required by the City on the terms and conditions set forth in this Agreement. Consultant represents that it is experienced in providing plan check and inspection consulting services to public clients, is licensed in the State of California, and is familiar with the plans of City.

2.2 Services.

City desires to engage Consultant to render such professional consulting services for Drinking Water Laboratory Sampling and Analysis Services ("Services") as set forth in this Agreement.

3. TERMS.

3.1 Scope of Services and Term.

3.1.1 General Scope of Services. Consultant promises and agrees to furnish to the City all labor, materials, tools, equipment, services, and incidental and customary work necessary to fully and adequately supply the professional plan check services for various development projects ("Services"). The Services are more particularly described in Exhibit "A" attached hereto and incorporated herein by reference. All Services sha ll be subject to, and performed in accordance with, this Agreement, the exhibits attached hereto and incorporated herein by reference, and all applicable local, state and federal laws, rules and regulations.

3.1.2 Term. The term of this Agreement shall be from May 1, 2023 to June 30, 2028 or the completion of the Services (whichever comes first) , unless earlier terminated as provided herein. Consultant shall complete the Services within the term of this Agreement, and shall meet any other established schedules and deadlines. The Parties may, by mutual, written consent, extend the term of this Agreement if necessary to complete the Services.

3.2 Responsibilities of Consultant.

3.2.1 Independent Contractor; Control and Payment of Subordinates . The Services shall be performed by Consultant or under its supervision. Consultant will determine the means, methods and details of performing the Services subject to the requirements of this

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Attachment: Clinical Lab PSA FY 2023-2028 (4002 : Contract Award - Clinical Laboratory of San Bernardino, Inc.)

(BB&K 2018)
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Agreement. City retains Consultant on an independent contractor basis and not as an employee.

Consultant retains the right to perform similar or different services for others during the term of this Agreement. Any additional personnel performing the Services under this Agreement on behalf of Consultant shall also not be employees of City and s hall at all times be under Consultant's exclusive direction and control. Neither City, nor any of its officials, officers, directors, employees or agents shall have control over the conduct of Consultant or any of Consultant's officers, employees, or agen ts, except as set forth in this Agreement. Consultant shall pay all wages, salaries, and other amounts due such personnel in connection with their performance of Services under this Agreement and as required by law. Consultant shall be responsible for all reports and obligations respecting such additional personnel, including, but not limited to: social security taxes, income tax withholding, unemployment insurance, disability insurance, and workers' compensation insurance.

3.2.2 Schedule of Services. Consultant shall perform the Services expeditiously, within the term of this Agreement, and in accordance with the Schedule of Services set forth in Exhibit "B" attached hereto and incorporated herein by reference. Consultant represents that it has the pr ofessional and technical personnel required to perform the Services in conformance with such conditions. In order to facilitate Consultant's conformance with the Schedule, City shall respond to Consultant's submittals in a timely manner. Upon request of City, Consultant shall provide a more detailed schedule of anticipated performance to meet the Schedule of Services.

3.2.3 Conformance to Applicable Requirements . All work prepared by Consultant shall be subject to the approval of City.

3.2.4 Substitution of Key Pers onnel. Consultant has represented to City that certain key personnel will perform and coordinate the Services under this Agreement. Should one or more of such personnel become unavailable, Consultant may substitute other personnel of at least equal competence upon written approval of City. In the event that City and Consultant cannot agree as to the substitution of key personnel, City shall be entitled to terminate this Agreement for cause. As discussed below, any personnel who fail or refuse to perform the Services in a manner acceptable to the City, or who are determined by the City to be uncooperative, incompetent, a threat to the adequate or timely completion of the Services or a threat to the safety of persons or property, shall be promptly removed from the Services by the Consultant at the request of the City. The key personnel for performance of this Agreement are as follows: Steven Martinez, Laboratory Director.

3.2.5 City's Representative. The City hereby designates Brian A. Dickinson, Public Works and Utility Services Director or his/her designee, to act as its representative in all matters pertaining to the administration and performance of this Agreement ("City's Representative"). City's Representative shall have the power to act on behalf of the City for review and approval of all products submitted by Consultant but not the authority to enlarge the Scope of Work or change the total compensation due to Consultant under this Agreement. The City Manager shall be authorized to act on City's behalf and to execute all necessary documents which enlarge the Scope of Work or change the Consultant's total compensation subject to the provisions contained in Section 3.3 of this Agreement. Consultant shall not accept direction or orders from any person other than the City Manager, City's Representative or his/her designee.

3.2.6 Consultant's Representative . Consultant hereby designates Steven Martinez, Laboratory Director , or his/her designee, to act as its representative for the performance of this Agreement ("C onsultant's Representative"). Consultant's Representative shall have full authority to represent and act on behalf of the Consultant for all purposes under

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Attachment: Clinical Lab PSA FY 2023-2028 (4002 : Contract Award - Clinical Laboratory of San Bernardino, Inc.)

(BB&K 2018)
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this Agreement. The Consultant's Representative shall supervise and direct the Services, using his/her best skill and attention, and shall be responsible for all means, methods, techniques, sequences, and procedures and for the satisfactory coordination of all portions of the Services under this Agreement.

3.2.7 Coordination of Services. Consultant agrees to work closely with City staff in the performance of Services and shall be available to City's staff, consultants and other staff at all reasonable times.

3.2.8 Standard of Care; Performance of Employees. Consultant shall perform all Services under this Agreement in a skillful and competent manner, consistent with the standards generally recognized as being employed by professionals in the same discipline in the State of California. Consultant represents and maintains that it is skilled in the professional call ing necessary to perform the Services. Consultant warrants that all employees and sub consultants shall have sufficient skill and experience to perform the Services assigned to them. Finally, Consultant represents that it, its employees and sub consultan ts have all licenses, permits, qualifications and approvals of whatever nature that are legally required to perform the Services, and that such licenses and approvals shall be maintained throughout the term of this Agreement.

As provided for in the indemn ification provisions of this Agreement, Consultant shall perform, at its own cost and expense and without reimbursement from the City, any services necessary to correct errors or omissions which are caused by the Consultant's failure to comply with the standard of care provided for herein. Any employee of the Consultant or its sub-consultants who is determined by the City to be uncooperative, incompetent, a threat to the adequate or timely completion of the Services, a threat to the safety of persons or pr operty, or any employee who fails or refuses to perform the Services in a manner acceptable to the City, shall be promptly removed from the Services by the Consultant and shall not be re-employed to perform any of the Services or to work on the Project.

3.2.9 Period of Performance. Consultant shall perform and complete all Services under this Agreement within the term set forth in Section 3.1.2 above (“Performance Time”).

Consultant shall also perform the Services in strict accordance with any completion schedule or Services milestones described in Exhibits “A” or “B” attached hereto, or which may be separately agreed upon in writing by the City and Consultant (“Performance Milestones”). Consultant agrees that if the Services are not completed within the aforemen tioned Performance Time and/or pursuant to any such Services Milestones developed pursuant to provisions of this Agreement, it is understood, acknowledged and agreed that the City will suffer damage.

3.2.10 Laws and Regulations ; Employee/Labor Certification . Consultant shall keep itself fully informed of and in compliance with all local, state and federal laws, rules and regulations in any manner affecting the performance of the Project or the Services, including all Cal/OSHA requirements, and shall give all notices required by law. Consultant shall be liable for all violations of such laws and regulations in connection with Services. If Consultant performs any work knowing it to be contrary to such laws, rules and regulations, Consultant shall be solely responsible for all costs arising therefrom. Consultant shall defend, indemnify and hold City, its officials, directors, officers, employees, agents, and volunteers free and harmless, pursuant to the indemnification provisions of this Agreement, from any clai m or liability arising out of any failure or alleged failure to comply with such laws, rules or regulations.

3.2.10.1 Employment Eligibility; Consultant . By executing this Agreement, Consultant verifies that it fully complies with all requirements and restrictions of state and federal law respecting the employment of undocumented aliens, including, but not limited to,

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(BB&K 2018)
23152.06000\30453088.2

the Immigration Reform and Control Act of 1986, as may be amended from time to time. Such requirements and restrictions include, but are not limited to, examination and retention of documentation confirming the identity and immigration status of each employee of the Consultant.

Consultant also verifies that it has not committed a violation of any such law within the five (5) years immediately preceding the date of execution of this Agreement, and shall not violate any such law at any time during the term of the Agreement. Consultant shall avoid any violation of any such law during the term of this Agreement by participating in an electronic verificat ion of work authorization program operated by the United States Department of Homeland Security, by participating in an equivalent federal work authorization program operated by the United States Department of Homeland Security to verify information of new ly hired employees, or by some other legally acceptable method. Consultant shall maintain records of each such verification, and shall make them available to the City or its representatives for inspection and copy at any time during normal business hours. The City shall not be responsible for any costs or expenses related to Consultant’s compliance with the requirements provided for in Section 3.2.10 or any of its sub- sections.

3.2.10.2 Employment Eligibility; Subc ontractors, Consultants, Sub - contractors and Sub -consultants. To the same extent and under the same conditions as Consultant, Consultant shall require all of its subcontractors, consultants, sub-subcontractors and sub-consultants performing any work relating to the Services or this Agreement to make the same verifications and comply with all requirements and restrictions provided for in Section 3.2.10.1.

3.2.10.3 Employment Eligibility; Failure to Comply . Each person executing this Agreement on behalf of Consultant verifies that they are a duly authorized office r of Consultant, and understands that any of the following shall be grounds for the City to terminate the Agreement for cause: (1) failure of Consultant or its subcontractors, consultants, sub - subcontractors or sub -consultants to meet any of the requiremen ts provided for in Sections

3.2.10.1 or 3.2.10.2; (2) any misrepresentation or material omission concerning compliance with such requirements (including in those verifications provided to the Consultant under Section

3.2.10.2); or (3) failure to immediatel y remove from the Services any person found not to be in compliance with such requirements.

3.2.10.4 Equal Opportunity Employment. Consultant represents that it is an equal opportunity employer and it shall not discriminate against any sub-consultant, employee or applicant for employment because of race, religion, color, national origin, handicap, ancestry, sex or age. Such non -discrimination shall include, but not be limited to, all activities related to initial employment, upgrading, demotion, transfer, recruitment or recruitment advertising, layoff or termination. Consultant shall also comply with all relevant provisions of City's Minority Business Enterprise program, Affirmative Action Plan or other related programs or guidelines currently in effect or hereinafter enacted.

3.2.10.5 Air Quality . To the extent applicable, Consultant must fully comply with all applicable laws, rules and regulations in furnishing or using equipment and/or providing services, including, but not limited to, emissions limits and permitting r equirements imposed by the South Coast Air Quality Management District (SCAQMD) and/or California Air Resources Board (CARB). Although the SCAQMD and CARB limits and requirements are broader, Consultant shall specifically be aware of their application to "portable equipment", which definition is considered by SCAQMD and CARB to include any item of equipment with a fuel - powered engine. Consultant shall indemnify City against any fines or penalties imposed by SCAQMD, CARB, or any other governmental or regul atory agency for violations of applicable

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Attachment: Clinical Lab PSA FY 2023-2028 (4002 : Contract Award - Clinical Laboratory of San Bernardino, Inc.)

(BB&K 2018)
23152.06000\30453088.2

laws, rules and/or regulations by Consultant, its sub-consultants, or others for whom Consultant is responsible under its indemnity obligations provided for in this Agreement.

3.2.10.6 Safety. Consultant shall execute and maintain its work so as to avoid injury or damage to any person or property. In carrying out its Services, the Consultant shall at all times be in compliance with all applicable local, state and federal laws, rules and regulations, and shall exercise all necessary precautions for the safety of employees appropriate to the nature of the work and the conditions under which the work is to be performed. Safety precautions, where applicable, shall include, but shall not be limited to: (A) adequate life protection and lifesaving equipment and procedures; (B) instructions in accident prevention for all employees and sub -consultants, such as safe walkways, scaffolds, fall protection ladders, bridges, gang planks, confined space procedures, trenching and shoring, equipment and other safety devices, equipment and wearing apparel as are necessary or lawfully required to prevent accidents or injuries; and (C) adequate facilities for the proper inspection and maintenance of all safety measures.

3.2.11 Insurance.

Time for Comp liance. Consultant shall not commence Work under this Agreement until it has provided evidence satisfactory to the City that it has secured all insurance required under this Section. In addition, Consultant shall not allow any subconsultant to commence work on any subcontract until it has provided evidence satisfactory to the City that the sub-consultant has secured all insurance required under this Section.

3.2.11.2 Minimum Requirements. Consultant shall, at its expense, procure and maintain for the duration of the Agreement insurance against claims for injuries to persons or damages to property which may arise from or in connection with the performance of the Agreement by the Consultan t, its agents, representatives, employees or subconsultants.

Consultant shall also require all of its sub-consultants to procure and maintain the same insurance for the duration of the Agreement. Such insurance shall meet at least the following minimum levels of coverage:
(A) Minimum Scope of Insurance . Coverage shall be at least as broad as the latest version of the following: (1) General Liability: Insurance Services Office Commercial General Liability coverage (occurrence form CG 0001); (2) Automobile Liability:

Insurance Services Office Business Auto Coverage form number CA 0001, code 1 (any auto); and (3) Workers’ Compensation and Employer’s Liability: Workers’ Compensation insurance as required by the State of California and Employer’s Liability Insurance. The policy shall not contain any exclusion contrary to the Agreement, including but not limited to endorsements or provisions limiting coverage for (1) contractual liability (including but not limited to ISO CG 24 26 or 21 29); or (2) cross liability for claims or suits by one insured against another. (B) Minimum Limits of Insurance . Consultant shall maintain limits no less than: (1) General Liability: $1,000,000 per occurrence for bodily injury, personal injury and property damage. If Commercial General Liability Insurance or other form with general aggregate limit is used including, but not limited to, form CG 2503, either the general aggregate limit shall apply separately to this Agreement/location or the general aggregate limit shall be twice the required occurrence limit; (2) Automobile Liability: $1,000,000 per accident for bodily injury and property damage; and (3) Workers’ Compensation and Employer’s Liability: Workers’ Compensation limits as required by the Labor Code of the State of California. Employer’s Liability

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limits $1,000,000 per accident for bodily injury or disease. Defense costs shall be paid in addition to the limits.
(C) Notices; Cancellation or Reduction of Coverage . At least fifteen (15) days prior to the expiration of any such policy, evidence showing that such insurance coverage has been renewed or extended shall be filed with the City. If such coverage is cancelled or materially reduced, Consultant shall, within ten (10) days after receipt of written notice of such cancellation or reduction of coverage, file with the City evidence of insurance showing that the required insurance has been reinstated or has been provided through another insurance company or companies. In the event any policy of insurance required under this Agreement does not comply with these specifications or is canceled and not replaced, the City has the right but not the duty to obtain the insurance it deems necessary and any premium paid by the City will be promptly reimbursed by Consultant or the City may withhold amounts sufficient to pay premium from Consultant payments. In the alternative, the City may suspend or terminate this Agreement.

3.2.11.3 Professional Liability . Consultant shall procure and maintain, and require its sub -consultants to procure and maintain, for a period of five (5) years following completion of the Services, errors and omissions liability insurance appropriate to their profession. Such insurance shall be in an amount not less than $1,000,000 per claim, and shall be endorsed to include contractual liability. Defense costs shall be paid in addition to the limits.

3.2.11.4 Insurance Endorsements . The insurance policies shall contain the following provisions, or Consultant shall provide endorsements on forms supplied or approved by the City to add the following provisions to the insurance policies:
(A) General Liability. The general liability policy shall include or be endorsed (amended) to state that: (1) using ISO CG forms 20 10 and 20 37, or endorsements providing the exact same coverage, the City of Colton, its directors, officials, officers, employees, agents, and volunteers shall be covered as additional insured with respect to the Services o r ongoing and completed operations performed by or on behalf of the Consultant, including materials, parts or equipment furnished in connection with such work; and (2) using ISO form 20 01, or endorsements providing the exact same coverage, the insurance coverage shall be primary insurance as respects the City, its directors, officials, officers, employees, agents, and volunteers, or if excess, shall stand in an unbroken chain of coverage excess of the Consultant’s scheduled underlying coverage. Any excess insurance shall contain a provision that such coverage shall also apply on a primary and noncontributory basis for the benefit of the City, before the City’s own primary insurance or self -insurance shall be called upon to protect it as a named insured. A ny insurance or self -insurance maintained by the City, its directors, officials, officers, employees, agents, and volunteers shall be excess of the Consultant’s insurance and shall not be called upon to contribute with it in any way. Notwithstanding the m inimum limits set forth in Section

3.2.11.2(B), any available insurance proceeds in excess of the specified minimum limits of coverage shall be available to the parties required to be named as additional insureds pursuant to this Section 3.2.11.4(A).
(B) Automobile Liability . The automobile liability policy shall include or be endorsed (amended) to state that: (1) the City, its directors, officials, officers, employees, agents, and volunteers shall be covered as additional insureds with respect to the ownership, operation, maintenance, use, loading or unloading of any auto owned, leased, hired or borrowed by the Consultant or for which the Consultant is responsible; and (2) the insurance coverage shall be primary insurance as respects the City, its directo rs, officials, officers, employees, agents, and volunteers, or if excess, shall stand in an unbroken chain of coverage

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excess of the Consultant’s scheduled underlying coverage. Any insurance or self -insurance maintained by the City, its directors, officials, officers, employees, agents, and volunteers shall be excess of the Consultant’s insurance and shall not be called upon to contribute with it in any way.

Notwithstanding the minimum limits set forth in Section 3.2.11.2(B), any available insurance proceeds in excess of the specified minimum limits of coverage shall be available to the parties required to be named as additional insureds pursuant to this Section 3.2.11.4(B). (C) Workers’ Compensation and Employer’s Liability Coverage.

The insurer shall agree to waive all rights of subrogation against the City, its directors, officials, officers, employees, agents, and volunteers for losses paid under the terms of the insurance policy which arise from work performed by the Consultant. (D) All Coverages . Eac h insurance policy required by this Agreement shall be endorsed to state that: (A) coverage shall not be suspended, voided, reduced or canceled except after thirty (30) days (10 days for nonpayment of premium) prior written notice by certified mail, return receipt requested, has been given to the City; and (B) any failure to comply with reporting or other provisions of the policies, including breaches of warranties, shall not affect coverage provided to the City, its directors, officials, officers, employees, agents, and volunteers.

Any failure to comply with reporting or other provisions of the policies including breaches of warranties shall not affect coverage provided to the City, its officials, officers, employees, agents and volunteers, or any other additional insureds.

3.2.11.5 Separation of Insureds; No Special Limitations; Waiver of Subrogation. All insurance required by this Section shall contain standard separation of insureds provisions. In addition, such insurance shall not contain any special limitations on the scope of protection afforded to the City, its directors, officials, officers, employees, agents, and volunteers.

All policies shall waive any right of subrogation of the insurer against the City, its officials, officers, employees, agents, and volunteers, or any other additional insureds, or shall specifically allow Consultant or others providing insurance evidence in compliance with these specifications to waive their right of recovery prior to a loss. Consultant hereby waives its own right of recovery against City, its officials, officers, employees, agents, and volunteers, or any other additional insureds, and shall require similar written express waivers and insurance clauses from each of its subconsultants.

3.2.11.6 Deductibles and Self-Insurance Retentions . Any deductibles or self-insured retentions must be declared to and approved by the City. Consultant shall guarantee that, at the option of the City, either: (1) the insurer shall reduce or eliminate such deductibles or self -insured retentions as respects the City, its directors, officials, officers, employees, agents, and volunteers; or (2) the Consultant shall procure a bond guaranteeing payment of losses and related investigation costs, claims, and administrative and defense expenses.

3.2.11.7 Sub-consultant Insurance Requirements. Consultant shall not allow any sub-consultants to commence work on any subcontract relating to the work under the Agreement until they have provided evidence satisfactory to the City that they ha ve secured all insurance required under this Section. If requested by Consultant, the City may approve different scopes or minimum limits of insurance for particular sub -consultants. The Consultant and the City shall be named as additional insureds on all sub-consultants’ policies of Commercial General Liability using ISO form 20 38, or coverage at least as broad.

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3.2.11.8 Acceptability of Insurers . Insurance is to be placed with insurers with a current A.M. Best’s rating no less than A: VIII, licensed to do business in California, and satisfactory to the City.

3.2.11.9 Verification of Coverage. Consultant shall furnish City with original certificates of insurance and endorsements effecting coverage required by this Agreement on forms satisfactory to the City. The certificates and endorsements for each insurance policy shall be signed by a person authorized by that insurer to bind coverage on its behalf, and shall be on forms provided by the City if requested. All certificates and endorsements must be received and approved by the City before work commences. The City reserves the right to require complete, certified copies of all required insurance policies, at any time.

3.2.11.10 Reporting of Claims. Consultant shall report to the City, in addition to Consultant’s insurer, any and all insurance claims submitted by Consultant in connection with the Services under this Agreement.

3.2.12 Water Quality Management and Compliance.

3.2.12.1 Storm Water Management. Storm, surface, nuisance, or other waters may be encountered at various times during the Services. Consultant hereby acknowledges that it has investigated the risk arising from such waters, and assumes any and all risks and liabilities arising therefrom.

3.2.12.2 Compliance with Water Quality Laws, Ordinances and Regulations. Consultant shall keep itself and all subcontractors, staff, and employees fully informed of and in compliance with all local, state and federal laws, rules and regulations that may impact, or be implicated by the performance of the Services including, without limitation, all applicable provisions of the City’s ordinances regulating water quality and storm water; the Federal Water Pollution Control Act (33 U.S.C. § 1251, et seq.); the California Porter -Cologne Water Quality Control Act (Water Code § 13000 et seq.); and any and all regulations, policies, or permits issued pursuant to any such authority. Consultant must additionally comply with the lawful requirements of the City, and any other municipality, drainage district, or other local agency with jurisdiction over the location where the Services are to be conducted, regulating water quality and storm water discharges.

3.2.12.3 Standard of Care. Consultant warrants that all employees and subcontractors shall have sufficient skill and experience to perform the work assigned to them without impacting water quality in violation of the laws, regulations an d policies described in Section 3.2.12.2 of this Agreement. Consultant further warrants that it, its employees and subcontractors have or will receive adequate training, as determined by the City, regarding these requirements as they may relate to the Services.

3.2.12.4 Liability for Non-compliance.
(A) Indemnity: Failure to comply with laws, regulations, a nd ordinances listed in Section 3.2.14.2 of this Agreement is a violation of federal and state law.

Notwithstanding any other indemnity contained in this Agreement, Consultant agrees to indemnify and hold harmless the City, its officials, officers, agents, employees and authorized volunteers from and against any and all claims, demands, losses or liabilities of any kind or nature which the City, its officials, officers, agents, employees and authorized volunteers may sustain or incur for noncompliance with the laws, regulations, and ordinances listed above, arising out of or in

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connection with the Services, except for liability resulting from the sole established negligence, willful misconduct or active negligence of the City, its officials, officers, agents, employees or authorized volunteers.
(B) Defense: City reserves the right to defend any enforcement action or civil action brought against the City for Consultant’s failure to comply with any applicable water quality law, regulation, or policy. Consultant hereby agrees to be bound by, and to reimburse the City for the costs associated with, any settlement reached between the City and the relevant enforcement entity.
(C) Damages: City may seek damages from Consultant for delay in completing the Services caused by Consultant’s failure to comply with the laws, regulations and policies described in Section 3.2.12.2 of this Agreement, or any other relevant water quality law, regulation, or policy.

3.3 Fees and Payments.

3.3.1 Compensation. Consultant shall receive compensation, including authorized reimbursements, for all Services rendered under this Agreement at the rates set forth in Exhibit "C" attached hereto and incorporated herein by reference. The total compensation shall not exceed Two Hundred and Fifty Thousand Dollars and No Cents ($ 250,000.00) without written approval of the City Council or City Manager as applicable. Extra Work may be authorized, as described below, and if authorized, will be compensated at the rates and mann er set forth in this Agreement.

3.3.2 Payment of Compensation . Consultant shall submit to City a monthly invoice which indicates work completed and hours of Services rendered by Consultant. The invoice shall describe the amount of Services provided since the i nitial commencement date, or since the start of the subsequent billing periods, as appropriate, through the date of the invoice.

City shall, within 30 days of receiving such invoice, review the invoice and pay all non -disputed and approved charges thereon. If the City disputes any of Consultant's fees, the City shall give written notice to Consultant within thirty (30) days of receipt of an invoice of any disputed fees set forth therein.

3.3.3 Reimbursement for Expenses. Consultant shall not be reimbursed for any expenses unless authorized in writing by City, or included in Exhibit "C" of this Agreement.

3.3.4 Extra Work . At any time during the term of this Agreement, City may request that Consultant perform Extra Work. As used herein, "Extra Work" means any work which is determined by City to be necessary for the proper completion of the Services, but which the Parties did not reasonably anticipate would be necessary at the execution of this Agreement.

Consultant shall not perform, nor be compensated for, Extra Wo rk without written authorization from the City.

3.3.5 Rate Increases. In the event that this Agreement is renewed pursuant to Section 3.1.2, the rate set forth in Exhibit “C” may be adjusted each year at the time of renewal as set forth in Exhibit “C.”

3.4 Labor Code Requirements.

3.4.1 Prevailing Wages. Consultant is aware of the requirements of California

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Labor Code Section 1720, et seq., and 1770, et seq., as well as California Code of Regulations, Title 8, Section 16000, et seq., ("Prevailing Wage Laws"), which require the payment of prevailing wage rates and the performance of other requirements on "public works" and "maintenance" projects. If the Services are being performed as part of an applicable "public works" or "maintenance" project, as defined by the Prevailing Wage Laws, and if the total compensation is $1,000 or more, Consultant agrees to fully comply with such Prevailing Wage Laws. City shall provide Consultant with a copy of the prevailing rates of per diem wages in effect at the commencement of this Agreement. Consultant shall make copies of the prevailing rates of per diem wages for each craft, classification or type of worker needed to execute the Services available to interested parties upon request, and shall post copies at the Consultant's princi pal place of business and at the project site. It is the intent of the parties to effectuate the requirements of sections 1771, 1774, 1775, 1776, 1777.5, 1813, and 1815 of the Labor Code within this Agreement, and Con sultant shall therefore comply with su ch Labor Code sections to the fullest extent required by law. Consultant shall defend, indemnify and hold the City, its officials, officers, employees, agents, and volunteers free and harmless from any claim or liability arising out of any failure or alleged failure to comply with the Prevailing Wage Laws.

3.4.2 Registration/DIR Compliance. If the Services are being performed on a public works project of over $25,000 when the project is for construction, alteration, demolition, installation, or repair work, or a public works project of over $15,000 when the project is for maintenance work, in addition to the foregoing, then pursuant to Labor Code sections 1725.5 and 1771.1, the Consultant and all sub -consultants must be registered with the Department of Industrial Relations (“DIR”). Consultant shall maintain registration for the duration of the project and require the same of any sub -consultants. This project may also be subject to compliance monitoring and enforcement by the DIR. It shall be Consultant’s sole responsibility to comply with all applicable registration and labor compliance requirements, including the submission of payroll records directly to the DIR. Any stop orders issued by the Department of Industrial Relations against Consultant or any sub -consultant that affect Consultant’s performance of services, including any delay, shall be Consultant’s sole responsibility. Any delay arising out of or resulting from such stop orders shall be considered Consultant caused delay and shall not be compensable by the City. Consultant shall defend, indemnify and hold the City, its officials, officers, employees and agents free and harmless from any claim or liability arising out of stop orders issued by the Department of Industrial Relations against Consultant or any sub-consultant.

3.4.3 Labor Certification. By its signature hereunder, Consultant certifies that it is aware of the provisions of Section 3700 of the California Labor Code which require every employer to be insured against liability for Worker's Compensation or to undertake self-insurance in accordance with the provisions of that Code, and agrees to comply with such provisions before commencing the performance of the Services.

3.5 Accounting Records.

3.5.1 Maintenance and Inspection . Consultant shall maint ain complete and accurate records with respect to all costs and expenses incurred under this Agreement. All such records shall be clearly identifiable. Consultant shall allow a representative of City during normal business hours to examine, audit, and make transcripts or copies of such records and any other documents created pursuant to this Agreement. Consultant shall allow inspection of all work, data, documents, proceedings, and activities related to the Agreement for a period of three (3) years from the date of final payment under this Agreement.

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3.6 General Provisions.

3.6.1 Termination of Agreement.

3.6.1.1 Grounds for Termination . City may, by written notice to Consultant, terminate the whole or any part of this Agreement at any time and without cause by giving written notice to Consultant of such termination, and specifying the effective date thereof, at least seven (7) days before the effective date of such termination. Upon termination, Consultant shall be compensated only for those services which have been adequately rendered to City, and Consultant shall be entitled to no further compensation. Consultant may not terminate this Agreement except for cause.

3.6.1.2 Effect of Termination . If this Agreement is terminated as provided herein, City may require Consultant to provide all finished or unfinished Documents and Data and other information of any kind prepared by Consultant in connection with the performance of Services under this Agreement. Consultant shall be required to provide such document and other information within fifteen (15) days of the request.

3.6.1.3 Additional Services. In the event this Agreement is terminated in whole or in part as provided herein, City may procure, upon such terms and in such manner as it may determine appropriate, services similar to those terminated.

3.6.2 Delivery of Notices. All notices permitted or required under this Agreement shall be given to the respective parties at the following address, or at such other address as the respective parties may provide in writing for this purpose:

Consultant: Clinical Laboratory of San Bernardino, Inc. 21881 Barton Road.

Grand Terrace, CA 92313
Attn: Steven Martinez, Laboratory Director
City: City of Colton
650 North La Cadena Drive
Colton, CA 92324
Attn: Brian A. Dickinson, Public Works and Utility Services Director Such notice shall be deemed made when personally delivered or when mailed, forty -eight (48) hours after deposit in the U.S. Mail, first class postage prepaid and addressed to the party at its applicable address. Actual notice shall be deemed adequate notice on the date actual notice occurred, regardless of the method of service.

3.6.3 Ownership of Materials and Confidentiality.

3.6.3.1 Documents & Data; Licensing of Intellectual Property . This Agreement creates a non-exclusive and perpetual license for City to copy, use, modify, reuse, or sublicense any and all copyrights, designs, and other intellectual property embodied in plans, specifications, studies, drawings, estimates, and other documents or works of authorship fixed in any tangible medium of expression, including but not limited to, physical drawings or data magnetically or otherwise recorded on computer diskettes, which are prepared or caused to be prepared by Consultant under this Agreement ("Documents & Data"). All Documents & Data shall

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be and remain the property of City, and shall not be used in whole or in substantial part by Consultant on other projects without the City’s express written permission. Within thirty (30) days following the completion, suspension, abandonment or termination of this Agreement, Consultant shall provide to City reproducible copies of all Documents & Data, in a form and amount required by City. City reserves the right to select the method of document reproduction and to esta blish where the reproduction will be accomplished. The reproduction expense shall be borne by City at the actual cost of duplication. In the event of a dispute regarding the amount of compensation to which the Consultant is entitled under the termination provisions of this Agreement, Consultant shall provide all Documents & Data to City upon payment of the undisputed amount. Consultant shall have no right to retain or fail to provide to City any such documents pending resolution of the dispute. In addit ion, Consultant shall retain copies of all Documents & Data on file for a minimum of fifteen (15) years following completion of the Project, and shall make copies available to City upon the payment of actual reasonable duplication costs. Before destroying the Documents & Data following this retention period, Consultant shall make a reasonable effort to notify City and provide City with the opportunity to obtain the documents.

3.6.3.2 Sub-consultants. Consultant shall require all sub-consultants to agree in writing that City is granted a non -exclusive and perpetual license for any Documents & Data the sub -consultant prepares under this Agreement. Consultant represents and warrants that Consultant has the legal right to license any and all Documents & Data. Consul tant makes no such representation and warranty in regard to Documents & Data which were prepared by design professionals other than Consultant or its sub-consultants, or those provided to Consultant by the City.

3.6.3.3 Right to Use . City shall not be limited in any way in its use or reuse of the Documents and Data or any part of them at any time for purposes of this Services or another project, provided that any such use not within the purposes intended by this Agreement or on a project other than this Services without employing the services of Consultant shall be at City’s sole risk. If City uses or reuses the Documents & Data on any project other than this Project, it shall remove the Consultant’s seal from the Documents & Data and indemnify and hold harmless Consultant and its officers, directors, agents and employees from claims arising out of the negligent use or re -use of the Documents & Data on such other project. Consultant shall be responsible and liable for its Documents & Data, pursuant to the terms of this Agreement, only with respect to the condition of the Documents & Data at the time they are provided to the City upon completion, suspension, abandonment or termination. Consultant shall not be responsible or liable for any revisions to the Documents & Data made by any party other than Consultant, a party for whom the Consultant is legally responsible or liable, or anyone approved by the Consultant.

3.6.3.4 Indemnification. Consultant shall defend, indemnify and hold the City, its directors, officials, office rs, employees, volunteers and agents free and harmless, pursuant to the indemnification provisions of this Agreement, for any alleged infringement of any patent, copyright, trade secret, trade name, trademark, or any other proprietary right of any person or entity in consequence of the use on the Project by City of the Documents & Data, including any method, process, product, or concept specified or depicted.

3.6.3.5 Confidentiality. All ideas, memoranda, specifications, plans, procedures, drawings, descriptions, computer program data, input record data, written information, and other Documents & Data either created by or provided to Consultant in connection with the performance of this Agreement shall be held confidential by Consultant. Such materials shall not, without the prior written consent of City, be used by Consultant for any

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purposes other than the performance of the Services. Nor shall such materials be disclosed to any person or entity not connected with the performance of the Services or the Project. Nothing furnished to Consultant which is otherwise known to Consultant or is generally known, or has become known, to the related industry shall be deemed confidential. Consultant shall not use City's name or insignia, photographs of the Project, or any publicity pertaining to the Services or the Project in any magazine, trade paper, newspaper, television or radio production or other similar medium without the prior written consent of City.

3.6.3.6 Confidential Information. The City shall refrain from releasing Consultant’s proprietary information ("Proprietary Information") unless the City's legal counsel determines that the release of the Proprietary Information is required by the California Public Records Act or other applicable state or federal law, or order of a court of competent jurisdiction, in which case the City shall notify Consultant of its intention to release Proprietary Information.

Consultant shall have five (5) working days after receipt of the Release Notice to give City written notice of Consultant's objection to the City's release of Proprietary Information. Consultant shall indemnify, defend and hold harmless the City, and its officers, directors, employees, and agents from and against all liability, loss, cost or expense (including attorney’s fees) arising out of a legal action brought to compel the release of Proprietary Information. City shall not release the Proprietary Information after receipt of the Objection Notice unless either: (1) Consultant fails to fully indemnify, defend (with City's choice of legal counsel), and hold City harmless from any legal action brought to compel such release; and/or (2) a final and non-appealable order by a court of competent jurisdiction requires that City release such information.

3.6.4 Cooperation; Further Acts. The Parties shall fully cooperate with one another, and shall take any additional acts or sign any additional documents as may be necessary, appropriate or convenient to attain the purposes of this Agreement.

3.6.5 Indemnification.

3.6.5.1 To the fullest exten t permitted by law, Consultant shall defend (with counsel of City’s choosing), indemnify and hold the City, its officials, officers, employees, volunteers, and agents free and harmless from any and all claims, demands, causes of action, costs, expenses, li ability, loss, damage or injury of any kind, in law or equity, to property or persons, including wrongful death, in any manner arising out of, pertaining to, or incident to any acts, errors or omissions, or willful misconduct of Consultant, its officials, officers, employees, subconsultants or agents in connection with the performance of the Consultant’s Services, the Services or this Agreement, including without limitation the payment of all damages, expert witness fees and attorney’s fees and other relat ed costs and expenses. Consultant's obligation to indemnify shall not be restricted to insurance proceeds, if any, received by Consultant, the City, its officials, officers, employees, agents, or volunteers.

3.6.5.2 If Consultant’s obligation to defend, indemnify , and/or hold harmless arises out of Consultant’s performance as a “design professional” (as that term is defined under Civil Code section 2782.8), then, and only to the extent required by Civil Code section 2782.8, which is fully incorporated herein, Consultant’s indemnification obligation shall be limited to claims that arise out of, pertain to, or relate to the negligence, recklessness, or willful misconduct of the Consultant, and, upon Consultant obtaining a final adjudication by a court of competent jurisdiction, Consultant’s liability for such claim, including the cost to defend, shall not exceed the Consultant’s proportionate percentage of fault.

3.6.6 Entire Agreement. This Agreement contains the entire Agreement of the

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parties with respect to the subject matter hereof, and supersedes all prior negotiations, understandings or agreements. This Agreement may only be modified by a writing signed by both parties.

3.6.7 Governing Law; Government Code Claim Compliance . This Agreement shall be governed by the laws of the State of California. Venue shall be in San Bernardino County.

In addition to any and all contract requirements pertaining to notices of and requests for compensation or payment for extra work, disputed work, claims and/or changed conditions, Consultant must comply with the claim procedures set forth in Government Code sections 900 et seq. prior to filing any lawsuit against the City. Such Government Code claims and any subsequent lawsuit based upon the Government Code claims shall be limited to those matters that remain unresolved after all procedures pertaining to extra work, disputed work, claims, and/or changed conditions have been followed by Consultant. If no such Government Code claim is submitted, or if any prerequisite contractual requirements are not otherwise satisfied as specified herein, Consultant shall be barred from bringing and maintaining a valid lawsuit against the City.

3.6.8 Time of Essence. Time is of the essence for each and every provision of this Agreement.

3.6.9 City's Right to Employ Other Consultants . City reserves right to employ other consultants in connection with this Services.

3.6.10 Successors and Assigns . This Agreement shall be binding on the successors and assigns of the parties.

3.6.11 Assignment or Transfer . Consultant shall not assign, hypothecate, or transfer, either directly or by operation of law, this Agreement or any interest herein without the prior written consent of the City. Any attempt to do so shall be null and void, and any assignees, hypothecates or transferees shall acquire no right or interest by reason of such attempted assignment, hypothecation or transfer.

3.6.12 Construction; References; Captions. Since the Parties or their agents have participated fully in the preparation of this Agreement, the language of this Agreement shall be construed simply, according to its fair meaning, and not strictly for or against any Party. Any term referencing time, days or period for performance shall be deemed calendar days and not work days. All references to Consultant include all personnel, employees, agents, and sub-consultants of Consultant, except as otherwise specified in this Agreement. All references to City include its elected officials, officers, employees, agents, and volunteers except as otherwise specified in this Agreement. The captions of the various articles and paragraphs are for convenience and ease of reference only, and do not define, limit, augment, or describe the scope, content, or intent of this Agreement.

3.6.13 Amendment; Modification. No supplement, modification, or amendment of this Agreement shall be binding unless executed in writing and signed by both Parties.

3.6.14 Waiver. No waiver of any default shall constitute a waiver of any other default or breach, whether of the same or other covenant or condition. No waiver, benefit, privilege, or service voluntarily given or perfor med by a Party shall give the other Party any contractual rights by custom, estoppel, or otherwise.

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23152.06000\30453088.2

3.6.15 No Third -Party Beneficiaries . There are no intended third party beneficiaries of any right or obligation assumed by the Parties.

3.6.16 Invalidity; Severability. If any portion of this Agreement is declared invalid, illegal, or otherwise unenforceable by a court of competent jurisdiction, the remaining provisions shall continue in full force and effect.

3.6.17 Prohibited Interests. Consultant maintains and warrants that it has not employed nor retained any company or person, other than a bona fide employee working solely for Consultant, to solicit or secure this Agreement. Further, Consultant warrants that it has not paid nor has it agreed to pay any company or person, other than a bona fide employee working solely for Consultant, any fee, commission, percentage, brokerage fee, gift or other consideration contingent upon or resulting from the award or making of this Agreement. Consultant further agrees to file, or shall cause its employees or sub -consultants to file, a Statement of Economic Interest with the City’s Filing Officer as required under state law in the performance of the Services. For breach or violation of this warranty, City shall have the right to rescind this Agreement without liability. For the term of this Agreement, no member, officer or employee of City, during the term of his or her service with City, shall have any direct interest in this Agreement, or obtain any present or anticipated material benefit arising therefrom.

3.6.18 Authority to Enter Agreement. Consultant has all requisite power and authority to conduct its business and to execute, deliver, and perform the Agreement. Each Party warrants that the individuals who have signed this Agreement have the legal power, right, and authority to make this Agreement and bind each respective Party.

3.6.19 Counterparts. This Agreement may be signed in counterparts, each of which shall constitute an original.

3.6.20 Federal Provisions (Not used).

3.7 Subcontracting.

3.7.1 Prior Approval Required. Consultant shall not subcontract any portion of the work required by this Agreement, except as expressly stated herein, without prior written approval of City. Subcontracts, if any, shall contain a provision making them subject to all provisions stipulated in this Agreement.
[SIGNATURES ON NEXT PAGE]

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SIGNATURE PAGE FOR PROFESSIONAL SERVICES AGREEMENT

BETWEEN THE CITY OF COLTON
AND CLINICAL LABORATORY OF SAN BERNARDINO, INC.

IN WITNESS WHEREOF, the Parties have entered into this Agreement as of the 1st day of May 1, 2023.

CITY OF COLTON Clinical Laboratory of San Bernardino , Inc.

A Corporation

By: ____________________________ By: _________________________ William R. Smith Steven Martinez
City Manager Laboratory Director

Attest:

By: _________________________
Carolina Padilla
City Clerk

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EXHIBIT "A"

SCOPE OF SERVICES
Contracted laboratory shall provide all sample containers and bottles, preservatives, and sample collection instructions. Drinking water samples will be collected and refrigerated by Colton’s Water Department staff. However, under special circumstances, the contracted laboratory may be required to collect the drinking water samples on-site.

Contracted laboratory must comply with all approved State and ELAP methods. Colton Water Department staff will deliver the drinking water samples four days a week (M onday thru Thursday) to the contracted laboratory. However, contracted laboratory must be open seven days a week (Monday thru Sunday), including holidays, to receive delivery of drinking water samples from the City.

Contracted laboratory shall provide the drinking water testing results to the City within ten (10) calendar days of drinking water sample analysis for all tests, except those otherwise specified on Attachment B. These other tests may require shorter or longer time frames to complete the analysis. However, such tests shall be completed as quickly as possible to ensure the City meets regulatory agencies reporting requirements. Such results shall be provided by contracted laboratory to City electronically.

Subcontracting of drinking water sample analysis and testing, other than Bac-T, Coliform, E. Coli, Perchlorate, Iron, Manganese and Nitrate, will be allowed as long as both labs are State-certified and ELAP-accredited.

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23152.06000\30453088.2 Exhibit “B”-1

EXHIBIT "B"

SCHEDULE OF SERVICES

May 1, 2023 to June 30, 2028

SCHEDULE OF SERVICES
Standard tum-around time for lab analysis results is ten (10) business days, except as noted below:

Manganese 200.8 Total Recoverable CA DW 2 Days*
Nitrate-N 300.0 CA DW 2 Days*
Radium 226 15 Days
Radium 228 15 Days
Uranium 15 Days
Strontium 90 15 Days
Gross Beta Radioactivity 15 Days
9223 Total Coliform/E. Coli, PIA Drinking Water 15 Days* Perchlorate 314.0 2 Days*

Contracted laboratory agrees to maintain sufficient staffing levels to ensure on -time delivery, expedited analytical processing, and rush turn-around availability .

* Contracted laboratory shall notify City's Water Department staff within twenty -four (24) hours whenever:

• The presence of total Coliform, E. Coli, Iron, Manganese, Nitrate, or Perchlorate is detected in a drinking water sample; or
• A drinking water sample is invalidated due to interference problems.

Contracted laboratory shall provide City's Water Department staff such laboratory reports within twenty-four (24) hours of such above-mentioned incident.

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23152.06000\30453088.2 Exhibit “C”-1

EXHIBIT "C"

COMPENSATION

NOT TO EXCEED AMOUNT OF $50,000 PER YEAR WITH A TOTAL AGGREGATE OF $250,000 OVER A FIVE (5) YEAR CONTRACT

(SEE NEXT PAGE FOR PROPOSAL)

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Attachment: Clinical Labs Proposal (4002 : Contract Award - Clinical Laboratory of San Bernardino, Inc.) Criteria Max pts Clinical of SB BSK
A. Location/Proximity to the City of Colton Max Pts
20 pts 20.00 17.50
B. Statement of Qualifications: Project
manager and all analysts’ qualifications.

Max Pts
15 pts 14.50 14.50
C. Percentage of Samples contracted out. Max Pts
15 pts 13.00 14.00
D. Vendor’s previous experience with
projects of similar scope.

Max Pts
10 pts 10.00 10.00
E .Schedule compatibility with City’s needs Max Pts
10 pts 10.00 10.00
F. Ability to present a clear understanding of
the nature and scope of the project.

Max Pts
10 pts 10.00 10.00
G. Cost of the project to the City. Max Pts
10 pts 9.50 6.50
H. Adherence to specifications as detailed in
this RFB.

Max Pts
10 pts 10.00 10.00
Total Points 100.00 97.00 92.50

CONSULTANT EVALUATION MATRIX

RFP FOR DRINKING WATER LABORATORY SAMPLING AND ANALYSIS SERVICES Release Date: FEBRUARY 15, 2023

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ITEM NO. 9

STAFF REPORT

DATE: APRIL 4, 2023
TO: HONORABLE MAYOR AND CITY COUNCIL MEMBERS
FROM: BILL SMITH, CITY MANAGER
PREPARED BY: BRIAN DICKINSON, PUBLIC WORKS AND UTILITY SERVICES

DIRECTOR
SUBJECT: ADOPT RESOLUTION APPROVING THE CITY OF COLTON
LOCAL ROADWAY SAFETY PLAN (“LRSP”), RESOLUTION R-26-

23. RECOMMENDED ACTION

Staff recommends that the City Council take the following action:

Approve and Adopt a Resolution to approve the Loc al Roadway Safety Plan (“LRSP”), RESOLUTION NO. R-26-23.

BACKGROUND

A Local Road Safety Plan (“LRSP”) is a means for providing local and rural road owners with an opportunity to address unique highway safety needs in their jurisdictions while contributing to the success of the Strategic Highway Safety Plan (“SHSP”). Federal regulations require each State to have a SHSP.

The process of preparing an LRSP gives local agencies a tool to systematically identify and analyze safety problems and recommend safety improvements to their road network. Preparing an LRSP facilitates the development of local agency partnerships and collaboration, resulting in a prioritized list of improvements and actions that can demonstrate a defined need and contribute to the statewide plan. In the future Highway Safety Improvement Program (“ HSIP”) Calls-for-Projects, an agency is required to have an approved and adopted LRSP to be eligible to apply for federal HSIP funds.

ISSUES/ANALYSIS

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Staff Report to the Mayor and City Council
Local Road Safety Plan ("LRSP")
April 4, 2023

On August 04, 2020, the City of Colton approved and adopted a resolution for Program Supplement Agreement No. U89 for the preparation of an HSIP funded LRSP. On August 03, 2021, the City awarded a contract for preparation of the LRSP to KOA Corporation. Since then, KOA Corp. has prepared and submitted multiple drafts of the LRSP to the City in which the City’s Traffic Engineer, Engineering Staff, Colton Joint Unified School District (“CJUSD”), Colton Police Department, and Colton Fire Department conducted subsequent reviews.

Comments from these agencies were received and addressed accordingly. The LRSP was completed on January 20, 2023. On March 08, 2023, the City’s Traffic Safety Committee reviewed and recommended for approval the LRSP.

The LRSP included focus analysis on two roadway segments and nineteen intersections identified as having opportunities for roadway safety countermeasures. The roadway segments are Riverside Ave. between Miguel Bustamante Pkwy. and Key St., and Agua Mansa Rd. between Riverside Ave. and the Walmart Distribution Center. The roadway segments are as follows:

Approval of Reso lution No. R -26-23 will qualify these street segments and intersections for future HSIP funding.

FISCAL IMPACTS

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Local Road Safety Plan ("LRSP")
April 4, 2023

There is no fiscal impact for adopting Resolution R -26-23. Each crosswalk improvement will be funded separately from grants and/or local fun ding.

ALTERNATIVES

1. Provide alternative direction to staff.

ATTACHMENT

1. Exhibit A - Colton_LRSP_01.19.2023

2. Exhibit B - Resolution
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City of Colton

LOCAL ROADWAY SAFETY PLAN

JANUARY 2023

Prepared for:

City of Colton
Public Works Department
160 S 10
th St
Colton, CA 92324

Prepared By:

2141 W Orangewood Ave
Orange, CA 92868
T: 714.573.0317 | F: 714.573.9584
www.koacorp.com

JC13043

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CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE i

TABLE OF CONTENTS

1.0 EXECUTIVE SUMMARY 1

1.1 Overview ............................................................................................................................................................................... 1

1.2 Prominent Collision Pattern .......................................................................................................................................... 1

1.3 Safety Measures ................................................................................................................................................................ 2

2.0 INTRODUCTION 3

2.1 Four E’s of Safety ............................................................................................................................................................... 3

2.2 Purpose of the LRSP........................................................................................................ ................................................. 3

2.3 City of Colton............................................................................................................. ......................................................... 3

2.4 LRSP Overview.............................................................................................................. ...................................................... 4

2.4.1 DATA COLLECTION 4

2.4.2 SAFETY DATA ANALYSIS 5

2.4.3 IDENTIFY SAFETY MEASURES 5

2.4.4 DEVELOP SAFETY PROJECTS AND COST ESTIMATES 5

2.5 Policy and Programming Summary ........................................................................................................................... 5

2.5.1 CITY OF COLTON GENERAL PLAN – MOBILITY ELEMENT (2013) 5

2.5.2 COLTON ACTIVE TRANSPORTATION PLAN (2018) 6

2.5.3 CALTRANS STRATEGIC HIGHWAY SAFETY PLAN (2019) 7

2.5.4 CALTRANS MAIN STREETS GUIDE (2013) 8

2.5.5 CALTRANS COMPLETE INTERSECTIONS GUIDE (2010) 8

2.5.6 OTHER PLANNING DOCUMENTS 8

3.0 METHODOLOGY 10

3.1 Collision Data Sources ................................................................................................................................................. 10

3.1.1 SWITRS 10

3.1.2 OTS 10

3.2 Stakeholder Outreach .................................................................................................................................................. 10

3.2.1 COLTON PUBLIC WORKS DEPARTMENT 10

3.2.2 COLTON JOINT UNIFIED SCHOOL DISTRICT (CJUSD) 10

3.3 Identifying Locations for Engineering Countermeasures ............................................................................... 11

3.3.1 RANKING FUNCTION 11

3.3.2 AVERAGE CRASH FREQUENCY 12

3.3.3 CRASH RATE 12

3.3.4 EPDO SCORES 12

3.4 Proposing Engineering Countermeasures ............................................................................................................ 13

4.0 SYSTEMIC SAFETY ANALYSIS – COLLISION TREND AND PATTERNS 14

4.1 Total Collisions and KSI Collisions ........................................................................................................................... 14

4.2 Collisions by Facility Type ........................................................................................................................................... 21

4.3 Colton VS. San Bernardino County ......................................................................................................................... 25

4.4 Colton VS. Cities of Similar Sizes .............................................................................................................................. 28

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5.0 TRANSPORTATION SAFETY EMPHASIS AREAS 30

5.1 Wrong Side of Road Collisions ................................................................................................................................. 30

5.2 Broadside Collisions ...................................................................................................................................................... 31

5.3 Pedestrians and Bicyclists ........................................................................................................................................... 32

5.4 Unsafe Speed ............................................................................................................................... .................................... 34

5.5 Driving Under the Influence ............................................................................................................................... ........ 35

5.6 Heavy-Duty Truck Collisions ...................................................................................................................................... 36

6.0 ENGINEERING COUNTERMEASURES 37

6.1 Identified Project Locations ....................................................................................................................................... 39

6.1.1  IDENTIFIED ROADWAY SEGMENTS 39

6.1.2  IDENTIFIED INTERSECTIONS 39

6.2 Roadway Segment Recommendations .................................................................................................................. 39

6.2.1  RIVERSIDE AVENUE (MIGUEL BUSTAMANTE PARKWAY TO KEY STREET) 39

6.2.2  AGUA MANSA ROAD (RIVERSIDE AVENUE TO WAL-MART DISTRIBUTION CENTER DRIVEWAY) 40

6.3 Intersection Recommendations ............................................................................................................................... . 40

6.3.1  SAN BERNARDINO AVENUE AND PEPPER AVENUE 40

6.3.2  RANCHO AVENUE AND LOUISE STREET 41

6.3.3  VALLEY BOULEVARD AND 4TH STREET 42

6.3.4  VALLEY BOULEVARD AND PENNSYLVANIA AVENUE 42

6.3.5  VALLEY BOULEVARD AND LA CADENA DRIVE 43

6.3.6  9TH STREET AND G STREET 44

6.3.7  MT VERNON AVENUE AND F STREET/FAIRWAY DRIVE 44

6.3.8  MT VERNON AVENUE AND M STREET 45

6.3.9  WASHINGTON STREET AND RV CENTER DRIVE (WEST) 46

6.3.10  WASHINGTON STREET AND MEADOW LANE 47

6.3.11  WASHINGTON STREET AND COOLEY DRIVE/BARTON ROAD 48

6.3.12  RIVERSIDE AVENUE AND KEY STREET 48

6.3.13  LA CADENA DRIVE AND FOGG STREET 49

6.3.14  LA CADENA DRIVE AND E STREET 50

6.3.15  LA CADENA DRIVE AND D STREET 50

6.3.16  LA CADENA DRIVE AND B STREET 50

6.3.17  LA CADENA DRIVE AND HANNA STREET 51

6.3.18  RANCHO AVENUE AND B STREET 51

6.3.19  9TH STREET AND D STREET 51

7.0 NON-ENGINEERING SAFETY MEASURES 53

7.1 Driving Under the Influence ............................................................................................................................... ........ 53

7.1.1 EDUCATION 53

7.1.2 ENFORCEMENT 53

7.1.3 FUNDING SOURCES 53

7.2 Speeding ........................................................................................................................................................................... 54

7.2.1 EDUCATION 54

7.2.2 ENFORCEMENT 54

7.2.3 FUNDING SOURCES 54

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7.3 Pedestrians and Cyclists .............................................................................................................................................. 55

7.3.1 EDUCATION 55

7.3.2 ENFORCEMENT 55

7.3.3 FUNDING SOURCES 55

7.4 Emergency Vehicles ...................................................................................................................................................... 56

8.0 SAFETY PROJECTS 57

8.1 Project Scopes and Benefit Calculations ............................................................................................................... 57 Project 1: SAN BERNARDINO AVENUE AND PEPPER AVENUE 58
Project 2: RANCHO AVENUE AND LOUISE STREET 59
Project 3: VALLEY BOULEVARD AND 4TH STREET 59
Project 4: VALLEY BOULEVARD AND PENNSYLVANIA AVENUE 60
Project 5: VALLEY BOULEVARD AND LA CADENA DRIVE 61
Project 6: 9TH STREET AND G STREET 61
Project 7: MT VERNON AVENUE AND F STREET/FAIRWAY DRIVE 62 Project 8: MT VERNON AVENUE AND M STREET 62
Project 9: WASHINGTON STREET AND RV CENTER DRIVE (WEST) 63 Project 10: WASHINGTON STREET AND MEADOW LANE 63
Project 11: WASHINGTON STREET AND COOLEY DRIVE/BARTON ROAD 64 Project 12: RIVERSIDE AVENUE AND KEY STREET 65
Project 13: RIVERSIDE AVENUE (MIGUEL BUSTAMANTE PARKWAY TO KEY STREET) 65 Project 14: AGUA MANSA ROAD (RIVERSIDE AVENUE TO WAL-MART DISTRIBUTION CENTER DRIVEWAY) 66 Project 15: LA CADENA DRIVE AT FOGG STREET 66
Project 16: RANCHO AVENUE AT B STREET 66

8.2 Cost Estimate ................................................................................................................................................................... 67

8.3 Benefit/Cost Ratio .......................................................................................................................................................... 67

8.4 Project Prioritization ..................................................................................................................................................... 76

8.5 Funding Sources ............................................................................................................................................................. 81

LIST OF FIGURES
Figure 2.1: Colton Citywide Collision Heat Map (2016-2020) .......................................................................................... 4 Figure 4.1: Total Collisions by Year .......................................................................................................................................... 14 Figure 4.2: KSI Collisions by Year ............................................................................................................................................. 14 Figure 4.3: Pedestrian, Bicycle, and Truck Collisions by Year ......................................................................................... 15 Figure 4.4: Collisions by Travel Mode, Total Collisions and KSI Collisions ............................................................... 16 Figure 4.5: Collisions by Type, Total Collisions and KSI Collisions ............................................................................... 16 Figure 4.6: Type of Collisions with KSI Percentage ............................................................................................................ 17 Figure 4.7: Collisions by Primary Collision Factor (PCF) ................................................................................................... 18 Figure 4.8: Top Collision Types and Primary Collision Factors ...................................................................................... 19 Figure 4.9: Movement Preceding Collision (At-Fault Party) ........................................................................................... 20

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Figure 4.10: Collisions by Lighting Conditions .................................................................................................................... 20 Figure 4.11: Pedestrian and Bicyclist Collision Victims .................................................................................................... 21 Figure 5.1: Wrong Side of Road Collisions ........................................................................................................................... 31 Figure 5.2: Broadside Collisions ................................................................................................................................................ 32 Figure 5.3: Bicycle and Pedestrian Collisions ....................................................................................................................... 33 Figure 5.4: Unsafe Speed-Related Collisions ....................................................................................................................... 34 Figure 5.5: DUI Collisions ............................................................................................................................................................ 35 Figure 5.6: Truck-Involved Collisions ...................................................................................................................................... 36

LIST OF TABLES
Table 2.1: Top Three Primary Collision Factors, Pedestrians and Cyclists .................................................................... 7 Table 2.2: Collision Reduction Goals .......................................................................................................................................... 7 Table 3.1: Collision Crash Values and EPDO Score ............................................................................................................ 12 Table 4.1: Collisions by Facility Type ....................................................................................................................................... 22 Table 4.2: Collision Types by Facility Type ............................................................................................................................ 22 Table 4.3: Street Lighting by Facility Type ............................................................................................................................ 23 Table 4.4: Primary Collision Factor by Facility Type .......................................................................................................... 23 Table 4.5: Broadside/Automobile Row Collisions by Facility Type .............................................................................. 24 Table 4.6: Broadside Collisions by Facility Type ................................................................................................................. 25 Table 4.7: Total Collision Comparison, Colton vs. San Bernardino County .............................................................. 26 Table 4.8: KSI Collision Comparison, Colton vs. San Bernardino County .................................................................. 26 Table 4.9: Collision Type Comparison, Colton vs. San Bernardino County .............................................................. 27 Table 4.10: PCF Comparison, Colton vs. San Bernardino County ................................................................................ 27 Table 4.11: 2017-19 OTS Rankings, Colton .......................................................................................................................... 29 Table 6.1: Safety Countermeasures Applied to Colton LRSP ......................................................................................... 37 Table 7.1: Driving Under the Influence Program Funding Sources ............................................................................. 53 Table 7.2: Speeding Program Funding Sources .................................................................................................................. 54 Table 7.3: Pedestrian and Bicycle Program Funding Sources ........................................................................................ 55 Table 8.1: Collision Crash Values and EPDO Score ............................................................................................................ 57 Table 8.1: Safety Project Scopes ............................................................................................................................................... 58 Table 8.2: Benefits/Cost Ratio Analysis by Safety Project (for HSIP eligible safety projects) ............................ 68 Table 8.3: Benefits/Cost Ratio Analysis by Safety Project ............................................................................................... 76 Table 8.4: Transportation Safety Funding Sources Summary ........................................................................................ 81

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CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 1

1.0 EXECUTIVE SUMMARY
The California Department of Transportation (Caltrans) established a program for cities to prepare a Local Roadway Safety Plan (LRSP) to identify safety needs and recommend projects to address these needs.

This document serves as the LRSP for the City of Colton.

1.1 OVERVIEW
An LRSP analyzes collision data, assesses infrastructure deficiencies through an inventory of roadway system elements, and identifies roadway safety solutions on a citywide basis. The LRSP was created by the State to help local agencies develop safety projects that can be submitted for funding by the Highway Safety Improvement Program (HSIP). HSIP cycles require an LRSP or equivalent plans such as a Vision Zero Plan or System Safety Analysis Report.

This report has been prepared per Caltrans LRSP guidelines and the Caltrans Local Roadway Safety Manual (LRSM) version 1.6 dated June 2022. The general content of this LRSP report follows this outline:
 Crash data source and analysis techniques
 Crash data analysis results and highest occurring crash types  High-risk corridor and intersection analysis and safety countermeasures  Cost estimates of recommended improvements
 Prioritization of projects based on cost-benefit ratio and effectiveness of safety improvement  Strategies for safety project implementation
 Traffic safety analysis based on Office of Traffic Safety (OTS) data The LRSP fulfills the following purposes:
 Identify the highest occurring collision types and the roadway characteristics contributing to the collisions.
 Identify high-risk corridors and intersections.
 Propose safety countermeasures to address the safety issues.  Prioritize safety improvement projects based on benefit/cost ratio and other considerations.

1.2 PROMINENT COLLISION PATTERN
Five years of collision records were utilized from January 2016 to December 2020, adhering to the maximum period permitted by the HSIP for a safety infrastructure project application for federal funding.

The collisions were categorized by severity, collision type, Primary Collision Factor (PCF), involved parties, lighting conditions, and facility type (signalized intersections, non-signalized intersections, and mid-block locations). A total of 2,649 crashes were recorded from 2016 to 2020. The following summarizes the collision patterns within the City:
 Most common collision types were broadside, rear-end, and sideswipe.  Bicycle- and pedestrian-related crashes accounted for approximately 3% of total collisions, but about 29% of fatal and severe injury collisions.

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 Rear-end collisions due to unsafe speed and broadside collisions due to right-of-way violations are the two most prominent collision patterns.

1.3 SAFETY MEASURES
The following transportation safety emphasis areas were identified based on the collision data analysis:
 Wrong Side of Road Collisions
 Broadside Collisions
 Pedestrians
 Unsafe Speeding
 Driving Under the Influence
 Truck Collisions
The LRSP recommends engineering and non-engineering countermeasures which help to address the identified emphasis areas derived from the collision analysis. Concerns and recommended improvements were discussed with City staff including Colton Public Works Department and Colton Joint Unified School District.

Some of the engineering countermeasures recommended for multiple locations in the City include:
 Installation of nearside signals at signalized intersections  Installing a new traffic signal at non-signalized intersections with a collision history.  Adding bike lanes to major roadway segments
Additionally, engineering analysis recommended other safety countermeasures to address high collision locations on a location-by-location basis. Funding for engineering countermeasures listed in the LRSP are available from the Highway Safety Improvement Program (HSIP).

In addition to the infrastructure improvements mentioned above, non-engineering safety measures address traffic safety concerns through education, encouragement, and enforcement. Several state and federal grant programs offer funds for non-engineering roadway safety projects, as shown below:
 Advanced Transportation and Congestion Management Technologies Deployment Program  Active Transportation Program
 Sustainable Communities Grant Program
 Office of Traffic Safety Grants

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2.0 INTRODUCTION
KOA Corporation (KOA) has been retained by the City of Colton to develop a Local Roadway Safety Plan (LRSP). Traditionally, agencies have selected safety projects based on historical crash records, focusing on sites with a concentration of recent severe collisions. By contrast, the LRSP shares a similar framework with the California Statewide Strategic Highway Safety Plan (SHSP), which focuses on engineering and non-engineering solutions to roadway safety issues. The LRSP identifies the most common collision categories across a roadway network to target projects that address the factors associated with those categories. By focusing on causal factors rather than collisions, the LRSP allows agencies to assess risks before a collision occurs. Systemic improvements target a broader geography than the traditional spot location improvements. The systemic project selection favors the broad implementation of cost-effective countermeasures.

2.1 FOUR E’S OF SAFETY
The LRSP not only focuses on engineering improvements to mitigate crashes. The LRSP also addresses the other safety improvements in other areas such as enforcement, education, and emergency services.

Making roadways safer requires the Four E’s to be involved (Engineering, Enforcement, Education, and Emergency Services). Working together with the Four E’s at the city level will help make city roads safer.

Recently, Federal and State agencies have also considered Emerging Technologies and Equity as additional E’s to improve traffic safety. For instance, considering the use of emerging technologies such as “smart” traffic signal equipment can serve to connect vehicles and traffic control systems to enhance traffic safety.

2.2 PURPOSE OF THE LRSP
The LRSP systematically identifies and analyzes safety problems and recommends safety improvements.

Preparing the LRSP facilitates collaboration through the development of partnerships between Colton and stakeholders, which includes the city’s Public Works Department and the Colton Joint Unified School District. The results of the LRSP are summarized with a prioritized list of improvements and actions. The LRSP offers a proactive approach to addressing roadway safety needs in Colton.

2.3 CITY OF COLTON
Colton is a city in San Bernardino County. According to the 2010 US Census, Colton had a population of 53,909; the US Census estimated the 2021 population at 54,285.

Based on the Statewide Integrated Traffic Records System (SWITRS) database, from 2016 to 2020, a total of 2,649 collisions occurred on Colton’s roadways, excluding the Interstate 10 (I-10) and Interstate 215 (I- 215) highways. A small number (41, or 1.5%) of the total collisions were unable to be geocoded accurately based on the available collision location data and are omitted from location-specific analyses or summaries. Of the resulting 2,608 collisions, 55 resulted in fatal or severe injuries. Figure 2.1 shows a heat map of collisions within the City.

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Figure 2.1: Colton Citywide Collision Heat Map (2016-2020)

2.4 LRSP OVERVIEW
The following sections include a brief description of the tasks associated with the development of this LRSP, with a more detailed description of each task in subsequent sections of this document.

2.4.1 DATA COLLECTION
A comprehensive Geographic Information Systems (GIS) project database was developed by utilizing the

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following data:
 Five-years (1/1/2016 to 12/31/2020) of collision data collected via the SWITRS collision database  Traffic count information
 Base map with street centerlines

2.4.2 SAFETY DATA ANALYSIS
Following collection of data, the collision data was analyzed for Colton. Collisions were compared to the safety emphasis areas as defined in the California SHSP. The safety data analysis is summarized in Section 4 of this document. The transportation emphasis areas are identified based on the collision data analysis and are discussed in Section 5 of this document.

2.4.3 IDENTIFY SAFETY MEASURES
In coordination with city staff, a list of engineering-related safety countermeasures and non-engineering safety measures were developed for use as recommendations in this LRSP. These countermeasures are discussed in Section 6 and Section 7 of this document.

2.4.4 DEVELOP SAFETY PROJECTS AND COST ESTIMATES
Roadways and intersections were ranked based on the collision frequency. The top locations of interest were investigated to determine appropriate safety improvements. The improvements include new traffic signals, additional signal heads at existing signalized intersections, and new bicycle facilities. Planning- level cost estimation are provided for each safety project. The list of safety projects are prioritized based on the following considerations:
 Benefit/Cost Ratio (for engineering solutions only)
 Funding availability for engineering and non-engineering programs  Other factors recommended by city staff
The safety projects and cost estimates are discussed in Section 8 of this document.

2.5 POLICY AND PROGRAMMING SUMMARY

2.5.1 CITY OF COLTON GENERAL PLAN – MOBILITY ELEMENT (2013) The Mobility Element of the City of Colton General Plan establishes long-term goals and policies designed to improve the local transportation system and create options for residents to move about the City. The Element includes concerns and priorities related to roadway safety which may be addressed in this LRSP.

Mobility Context
The Plan cites safety issues within the existing context of the City. These issues help establish the priorities of this LRSP.
 Some commercial areas and neighborhoods lack sidewalks or have sidewalks in poor condition.

These circumstances limit the ability of people – particularly folks who have personal mobility challenges – to walk in comfort and security. (p. M-4)

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 Although Colton has several bicycle paths and routes that connect a portion of the City, overall Colton lacks a comprehensive bicycle system. Bicycle connections along major roadways and corridors are still needed. (p. M-4)
Mobility Priorities
The Plan list the following priorities as guiding principles for policies within the Mobility Element.  Safe and convenient travel for all types of transportation modes. (p. M-3)  A citywide Complete Streets Plan to accommodate drivers, transit users, pedestrians, and bicyclists. (p. M-11)
 New bike paths, lanes, and routes, creating a comprehensive bicycle network. (p. M-3)  Required sidewalks within new developments, safe routes to schools, improved crosswalks, and an overall enhanced street environment for pedestrians. (p. M-3)  Classification of “Bicycle Streets”, “Pedestrian Streets” (p. M-12) Mobility Policies
The following is an excerpt of policies listed in the Mobility Plan that address safety concerns.

Countermeasures in this LRSP can support these policies.  Policy M-1.1: Provide for the needs of drivers, public transportation vehicles and patrons, bicyclists, and pedestrians of all ages and abilities in planning, programming, design, construction, reconstruction, retrofit, operations, and maintenance activities of all streets.  Policy M-1.2: View all transportation improvements as opportunities to improve safety, access, and mobility for all travelers in Colton. Recognize bicycle, pedestrian, and transit modes as integral elements of the transportation system.
 Policy M-3.2: Implement traffic-calming measures in Colton’s residential neighborhoods that are severely impacted by speeding, excessive vehicular volumes, truck traffic, and/or cut-through traffic.

Use the City’s adopted traffic-calming policies to apply appropriate solutions.

2.5.2 COLTON ACTIVE TRANSPORTATION PLAN (2018)
The City of Colton Active Transportation Plan seeks to create a comprehensive pedestrian and bicycle system and recommend related programs that will provide for a safe, convenient, accessible and healthy Colton. The Plan includes concerns about pedestrian and bicycle safety within the City, establishes targets for collision reduction, and proposes a list of potential treatments. The findings and recommendations are complimentary and concurrent to those made in this LRSP document.

Collision Data
The Colton Active Transportation Plan includes a comprehensive analysis of bicycle and pedestrian collisions in San Bernardino between January 1, 2010 and December 31, 2015.

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Table 2.1: Top Three Primary Collision Factors, Pedestrians and Cyclists Rank Pedestrian (p. 5-5) Bicycle (p. 6-9)
1 Driver violation of pedestrian ROW Wrong side of road 2 Pedestrian yield, upon roadway
outside crosswalk Driver violation of cyclist ROW
3 Walking on roadway, other than
pedestrian’s left edge Traffic signals and signs

Collision Reduction Goals
The Plan establishes the following goals related to the reduction of pedestrian and bicycle collisions.

Table 2.2: Collision Reduction Goals
Pedestrian (p. 5-5) Bicycle (p. 6-9)
Eliminate all pedestrian related fatalities Maintain a goal of zero bicyclist-related fatalities
Strive for 50% reduction in pedestrian-related
injuries by 2022, and 75% in 2037
Strive for 50% reduction in bicycle-related
injuries by 2022, and 75% in 2037
Review pedestrian collisions annually to identify
emerging trends and evaluate past progress
Review bicycle collisions annually to identify
emerging trends and evaluate past progress

Pedestrian and Bicycle Treatment Toolboxes
After reviewing the Colton ATP’s Pedestrian and Bicycle Treatment Toolboxes, specific treatments from that Toolbox were utilized in many of the final Colton LRSP countermeasure recommendations, including:
 Sidewalks (p. 5-11)
 Curb extensions (p. 5-11)
 Traffic circles (p. 5-11)
 High visibility crosswalks (p. 5-12)
 RRFBs (p. 5-12, 6-9)
 Advanced yield lines (p. 5-12)
 Bike boxes (p. 6-19)
 Buffered bike lanes (p. 6-19)
 Intersection crossing markings (p. 6-19)

2.5.3 CALTRANS STRATEGIC HIGHWAY SAFETY PLAN (2019)
The 2020-24 Caltrans Strategic Highway Safety Plan is a data-driven traffic safety plan that coordinates with a wide range of organizations to improve roadway safety and reduce traffic fatalities and serious injuries. As a statewide document, the Plan evaluates patterns and needs for all of California based on guiding principles of integrating equity, implementing a safe-system approach, emphasizing proven strategies, and accelerated advanced technology. The SHSP refers to the five “E”s of roadway safety, defined as: education, enforcement, engineering, emergency response, and emerging technologies.

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The SHSP serves as a foundation for LRSPs around the state. The purpose of the LRSP is to apply the overarching goals of the SHSP to local issues and local priorities.

2.5.4 CALTRANS MAIN STREETS GUIDE (2013)
The Caltrans “Main Street, California” Guide, also referred to as the Main Streets Guide, provides a set of principles and recommendations to maintain vibrant main streets to function as both transportation vessels and spaces for human activity. The plan emphasizes the following principles:
 Flexibility in the application of design standards
 Partnerships between Caltrans, communities, and stakeholders  “Main Streets for All” approach to include multimodal transportation options  Livability through providing a “sense of place”
 Sustainable practices
The Guide notes that these practices can promote local business, improve public health through encouragement of physical activity and lowering outdoor temperatures, reduce local maintenance expenditures, and increase the local tax base.

Many of the recommendations in the Guide are consistent with goals of this LRSP. Recommendations in the Main Streets Guide include installation of crosswalks, bike lanes, curb bulb-outs, and improved lighting, all of which have been included as countermeasure recommendations in this LRSP.

2.5.5 CALTRANS COMPLETE INTERSECTIONS GUIDE (2010)
The Caltrans Complete Intersections Guide is intended to help planners, engineers, and highway/roadway designers create intersections that properly ensure accessibility for all modes in order to ensure safe travel. The Guide looks at geometrics of different intersection types and identifies potential conflicts; however, recommendations in this LRSP are primarily based on collision history. Despite this, the Guide is useful in supporting a proactive approach to roadway safety.

The Guide mentions a variety of treatments available to improve roadway safety which are found in this LRSP:
 Install high-visibility crosswalks
 Install pedestrian warning signage
 Provide ample lighting at crosswalks

2.5.6 OTHER PLANNING DOCUMENTS
The City of Colton has made observations and recommendations related to roadway safety in other planning documents as well.

Colton Downtown Design Manual (2016)
The Colton Downtown Design Manual is a companion document to complement the Downtown Development Code, and has been prepared to establish an achievable vision, shape future development, and implement an action plan for Downtown Colton. The Manual calls for Class II bike lanes on 7th, 9th, G, and C Streets (p. 4-3), prioritization of La Cadena Drive as a pedestrian corridor, and includes guidelines that promote crosswalks, traffic circles, and curb bulb-outs (p. 5-6). Measures such as these are

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eligible for funding in the Caltrans Local Roadway Safety Manual and can be addressed in an LRSP document.

Colton Hub City Centre Specific Plan (2014)
The Colton HUB City Centre is located in the western part of the City of Colton, adjacent to and east of the City of Rialto boundary. The Colton HUB City Centre Specific Plan seeks to develop the region as both an employment hub and as a walkable community. The Plan seeks to “Establish planning and design guidelines to provide connectivity among all uses through walkways and bikeways”, with a goal that anyone can walk to shopping and restaurant areas in approximately ten minutes. (p. 2-1) The Plan also seeks to install a Class I bicycle/pedestrian facility along Pepper Avenue. (p. 5-1). While walking-time metrics would be beyond the scope of an LRSP, this LRSP document makes similar suggestions for bicycle and pedestrian improvements.

City of Colton Climate Action Plan (2015)
The City of Colton Climate Action Plan identifies how greenhouse gas (GHG) reduction measures should be implemented and monitored to meet statewide reduction targets. Proposed reduction measures relevant to this LRSP include traffic calming, traffic signal improvements, and conversion of downtown roadway miles to “non-motorized zones” which may include bicycle and pedestrian improvements (p. 4- 13). Measures such as these are eligible for funding in the Caltrans Local Roadway Safety Manual and can be addressed in an LRSP document.

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3.0 METHODOLOGY

3.1 COLLISION DATA SOURCES
Collision data was collected for all citywide collis ion trends between January 1, 2016 and December 31, 2020 from the California Highway Patrol’s Statewide Integrated Traffic Records System (SWITRS) database.

The California Office of Traffic Safety (OTS), which tracks safety trends statew ide, contributed collision summaries for the years 2017 through 2019 for Colton and 105 cities in California with a similar population.

3.1.1 SWITRS
The California Highway Patrol’s SWITRS collects and processes data on collisions throughout the state of California. The online SWITRS application provides geographically- and temporally-targeted collision reports in an electronic format. KOA used SWITRS to evaluate data on collisions in the City of Colton between 2016 and 2020, both in aggregate and classified by control type (signalized, non-signalized, and mid-block locations).

3.1.2 OTS
The OTS Rankings compare traffic safety statistics among cities in the state of California with similar populations. The statistics focus on the victims killed and injured in collisions. Cities can use these comparisons to see the areas in which they underperform. In the OTS Collision Ranking system, Colton belongs to Group C, which contains 105 cities with a population between 50,001 and 100,000. At the time of completing the collision analysis, the OTS website only had data available up to the year 2019.

3.2 STAKEHOLDER OUTREACH
In addition to using analytical methods to identify locations for treatments and make recommendations, the LRSP also focuses on partnerships with the community to give input into this process and provide feedback on areas that the LRSP should focus on. Stakeholders were contacted after completing the collision analysis but before selecting emphasis areas or specific infrastructure improvements or programs. Stakeholders were asked to provide feedback about traffic safety issues they have observed through their work and possible approaches to resolving these issues. For the Colton LRSP, feedback was provided by the City of Colton Public Works Department and the Colton Joint Unified School District.

3.2.1 COLTON PUBLIC WORKS DEPARTMENT
The City of Colton Public Works Department provided comments on March 30, 2022. These comments helped form the list of signalized and unsignalized intersections to be studied for improvements. This included information about improvements already underway through the City’s capital improvement projects and how to approach intersections at jurisdiction borders.

3.2.2 COLTON JOINT UNIFIED SCHOOL DISTRICT (CJUSD)
The Colton Joint Unified School District (CJUSD) noted three locations where they suggested the installation of flashing yellow caution lights:
 Rancho Avenue and Mill Street
 W Valley Boulevard and N 7th Street
 E Washington Street and RV Center Drive

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Additionally, CJUSD suggested pedestrian improvements along S Mount Vernon Avenue near the intersection with M Street. S Mount Vernon Avenue has two bridges, one over the Santa Ana River and one over Union Pacific right-of-way. Both bridges lack adequate space for pedestrians.

CJUSD proposed protected left-turn signals for the intersection of N La Cadena Drive and E Valley Boulevard in the north-south direction.

Finally, CJUSD expressed concern about the pedestrian bridge crossing Rancho Avenue outside of Colton High School due to its age and low clearance.

3.3 IDENTIFYING LOCATIONS FOR ENGINEERING COUNTERMEASURES Crash data analysis for this LRSP was conducted using collision data from the SWITRS collision database.

The collision records include a variety of information about each collision, including the location, date, time of the day, crash type, crash severity, primary violation category, transportation mode of the involved parties, and movement of the involved parties prior to the collision. Per California state law, motor vehicle collisions must be reported when vehicle or property damage exceeds $1,000, or when any of the parties suffer an injury or fatality. Collisions with no injured parties or little property damage might not be reported and, therefore, are not included in the collision database.

Caltrans’ Local Roadway Safety, A Manual for California’s Local Road Owners, Version 1.6, April 2022 (LRSM) encourages a pro-active rather than reactive approach to safety issue identification. Traditionally, agencies using a reactive approach have located and implemented safety projects solely based on recent crashes, specific crash concentrations, or safety issues raised by stakeholders. A pro-active approach is preferred, according to the LRSM, because with traditional methods, “crash concentrations and crash trends may be missed if local agencies rely exclusively on these identifiers for their roadway safety effort.” A pro-active approach would identify safety improvements by analyzing the safety of the entire roadway network. For this document, the process for identifying candidate locations for safety improvements considers any one of the following three factors:
 An extensive crash history at high-collision frequency locations providing insight into which roadway characteristics are associated with certain types of crashes  Professional engineering judgment regarding the availability of feasible engineering countermeasures to fix the safety issues
 Applicability of the engineering countermeasures at other locations with roadway characteristics associated with similar types of crashes regardless of their crash history The LRSM guidelines require analyzing at least three to five years of the most recent crash data. Five years-worth of collision data from January 2016 to December 2020 was reviewed for the Colton LRSP.

Five years of crash data usage adheres to the maximum threshold permitted by the Highway Safety Improvement Program (HSIP) for a safety infrastructure project application for federal funding.

3.3.1 RANKING FUNCTION
A candidate intersection or roadway segment for safety improvements does not necessarily need to demonstrate a history of high or severe collisions to be considered for further evaluation. However, locations with high numbers of collisions are often good starting points for safety analysis due to the rich information provided by the collision history. Three ranking methods were utilized to identify high collision frequency intersections and roadway segments: Average Crash Frequency, Crash Rate, and

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Equivalent Property Damage Only (EPDO) scores. A brief description of each of the methods is provided in the following sections.

3.3.2 AVERAGE CRASH FREQUENCY
Average Crash Frequency is the most basic method for assessing collision incidence. The analysis tallies the numbers of collisions at each location in the roadway network, both in aggregate and by a category of interest (e.g. level of severity, collision type, and others). The analysis then ranks intersections or roadway segments based on the collisions’ frequency.

3.3.3 CRASH RATE
The Crash Rate method goes a step beyond average crash frequency, normalizing facilities’ crash frequency by the amount of vehicle traffic or travel. This method divides the number of collisions (or collisions in a particular category) by the quantity of Million Entering Vehicles (for intersections) or 100 Million Vehicle Miles Traveled (for roadway segments). While the Crash Rate method accounts for differences in facilities’ length and traffic volume, it may instead unduly favor low-volume and low- collision roadways where countermeasures produce the lowest net benefit for travelers.

3.3.4 EPDO SCORES
Equivalent Property Damage Only (EPDO) scores assign weighting factors to crashes by severity relative to property damage only (PDO) collisions. The weight generally reflects an order of magnitude difference between the cost of fatal/severe injury crashes and non-severe injury collisions. The weights by crash severity come from the 2022 Local Roadway Safety Manual.

Table 3.1: Collision Crash Values and EPDO Score
Collision Severity Location
Type Crash Cost EPDO Score Value
Fatality (K) and Severe Injury (A)
Signalized
Intersection $1,787,000 119.93
Non-
Signalized
Intersection
$2,843,000 190.81
Combined (KA) Roadway $2,461,000 165.17
Evident Injury - Other Visible (B) $159,900 10.73
Possible Injury–Complaint of Pain
(C) $90,900 6.10
Property Damage Only (O) $14,900 1.00
Source: Appendix D of the Caltrans LRSM, 2022

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EPDO scores are useful for a benefit-to-cost analysis as collision costs can be translated into measurable benefits from installing improvements that reduce the collisions in question. However, EPDO scores may place undue weight on the injury outcomes of previous collisions rather than overall trends suggested by collision patterns regardless of injury outcome. Furthermore, a location’s EPDO score could be inflated by a fatal or severe collision caused by DUI.

3.4 PROPOSING ENGINEERING COUNTERMEASURES
After ranking the intersections and roadway segments, the following steps were used to propose engineering countermeasures:
 Make citywide collision maps for dominant collision types such as rear-end collisions, broadside collisions, bicycle and pedestrian collisions, and collisions due to unsafe speed. Identify high-risk locations by collision type.
 Review crash details (party involved, movement before the crash, primary collision factor, violation code, time of the day, and others) at high-risk locations. Obtain detailed police reports from the City and reviewed for all the fatal and severe injury collisions.  Manually create collision diagrams for high-risk locations. Review field conditions through physical site visits in the City. Assess the nature of prevalent crash types with respect to the intersection’s control type, geometrical features, and signal phasing/timing.  Review current conditions and recent historical conditions via Google Map Street View, whenever necessary, to check whether any geometry, signal, or signage changes have been made in the past few years.
 Evaluate and screen countermeasures from the LRSM or Crash Modification Factor (CMF) Clearinghouse (http://www.cmfclearinghouse.org/), a searchable database that can be easily queried to identify CMFs and Crash Reduction Factors (CRFs).
 Identify intersections/roadway segments that do not have a demonstrated crash history but resemble other locations with documented crash history and risk factors. Once identified, these locations can be analyzed through the steps mentioned above.

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4.0 SYSTEMIC SAFETY ANALYSIS – COLLISION TREND AND

PATTERNS

4.1 TOTAL COLLISIONS AND KSI COLLISIONS
The collision trend analysis draws from the five years of data obtained from the SWITRS database. From 2016 to 2020, a total of 2,649 collisions occurred on Colton’s roadways, excluding the Interstate 10 (I-10) and Interstate 215 (I-215) highways. A small number (41, or 1.5%) of the total collisions were unable to be geocoded accurately based on the available collision location data, and are omitted from location- specific analyses or summaries. Of the resulting 2,608 collisions, 55 resulted in fatal or severe injuries.

Figure 4.1 highlights the annual number of collisions per year over the 5-year period, while Figure 4.2 highlights KSI collisions for the same period. Total collisions decreased steadily year-over-year. However, the number of KSI collisions increased between 2018 and 2019, with a sharp drop in 2020. This decrease may be attributed to the overall decrease in travel activity during the COVID-19 pandemic, when fewer people were commuting to work or traveling for shopping and entertainment purposes.

Figure 4.1: Total Collisions by Year

Source: SWITRS, 2016-2020
Figure 4.2: KSI Collisions by Year

Source: SWITRS, 2016-2020

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Figure 4.3 highlights pedestrian, bicycle, and truck-involved collisions per year. Over the 5-year analysis period, pedestrian collisions peaked in 2017 and remained level, before decreasing to 10 collisions in 2020, which was lowest number of annual pedestrian collisions. Bicycle collisions peaked in 2016, with a significant decrease in 2017. Bicycle collisions did increase between 2019 and 2020, however. Truck- involved collisions remained relatively constant between 2016 and 2018, averaging 27 collisions per year, before decreasing to a record low of 7 collisions in 2020.

Figure 4.3: Pedestrian, Bicycle, and Truck Collisions by Year

Source: SWITRS, 2016-2020
Figure 4.4 illustrates the share of total and KSI collisions by travel mode, which includes automobile, pedestrian, bicycle, and truck collisions. Pedestrian collisions consist of 3% (74) of all collisions, but are nearly ten times the share of KSI collisions (16 collisions, or 29%). This illustrates the disproportionate level of risk for people walking in Colton, who have a historically higher chance of being killed or severely injured in a traffic collision. A similar level of disproportionate risk is present for motorcycle collisions, which are 16% of KSI collisions, but only 3% of all collisions in Colton.

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Figure 4.4: Collisions by Travel Mode, Total Collisions and KSI Collisions

Source: SWITRS, 2016-2020
Figure 4.5 provides a breakdown of total collisions and KSI collisions by collision type. Broadside collisions accounted for more than a quarter of all collisions, representing the largest share of citywide collision types. Broadside collisions also represented a significant portion of KSI collisions (27%), highlighting the relative danger of these collisions. Rear end and sideswipe collisions accounted for the second- and third-largest shares of total collisions. Vehicle/Pedestrian collisions accounted for nearly one of every three KSI collisions. Historically, vehicle/pedestrian collision types are the most likely collision type to result in a severe injury or fatality. Hit object collisions held a larger proportion of KSI collisions versus total collisions, which, like vehicle/pedestrian and broadside collisions, signifies the higher likelihood of this collision type resulting in severe injury or death.

Figure 4.5: Collisions by Type, Total Collisions and KSI Collisions

Source: SWITRS, 2016-2020
Figure 4.6 more clearly illustrates the increased severity of vehicle/pedestrian, broadside, and hit object collisions. Nearly one-third of vehicle/pedestrian collisions resulted in severe injury or death, despite vehicle/pedestrian collisions comprising the sixth-smallest share of total collisions in Colton. Hit object

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and head-on collisions also represented an outsized proportion of KSI collisions. By contrast, 2% of rear end collisions and 5% of sideswipe collisions resulted in severe injury or death.

Figure 4.6: Type of Collisions with KSI Percentage

Source: SWITRS, 2016-2020
Figure 4.7 summarizes the Primary Collision Factor (PCF) for all collisions and KSI collisions over the past five years. The PCF is the primary cause of the collision, based on the opinion of the officer who conducted the investigation and filled out the related collision report.

Across all collisions, wrong side of road (24%), unsafe speed (18.8%), automobile right-of-way (14.7%), and traffic signals and signs (9.6%) were the top four primary collision factors. For KSI collisions, the top four PCF categories were wrong side of road (27.3%), traffic signals and signs (16.4%), pedestrian violation (16.4%), and driving under the influence (DUI) (12.7%). The inclusion of the pedestrian violation category reflects the prevalence of vehicle-pedestrian collisions among fatal or severe injury collisions.

The pedestrian violation is often defined as a pedestrian violating the opposing party’s right-of-way, such as crossing against a walk signal, or crossing outside of a marked crosswalk. Also, wrong side of road, under the influence/DUI, and traffic signals and signs collisions consist of a larger proportion of KSI collisions versus all collisions, showcasing the relative severity of these primary collision factors, and that PCF is more likely to cause a KSI collisions, and should therefore be more proactively addressed by a countermeasure(s).

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Figure 4.7: Collisions by Primary Collision Factor (PCF)

Source: SWITRS, 2016-2020

Figure 4.8 outlines the primary collision factors linking to Colton’s top collision types (broadside, rear end, sideswipe, and hit object categories). The percentages for each PCF are the share for all collisions of that type, including PCFs outside the top 5 shown for each collision type. Wrong Side of Road was the leading primary collision factor for both Hit Object and Sideswipe collision types, as well as the leading cause of KSI collisions for all PCFs. Also, a majority (60%) of rear-end collisions were due to speeding; however, rear-end collisions overall were less likely to result in a death or severe injury than the other collision types. Broadside collisions mostly consisted of Automobile Right-of-Way and Traffic Signals/Signs collision factors, likely due to illegal or unsafe turning movements at intersections. DUI collisions were also present across all of the top four collision types, showing that this is a contributing factor for a significant share of collisions, and education and enforcement programming could be beneficial in reducing those collisions citywide. Note that the percentages do not add up to 100%, since there are additional PCF categories not shown on the chart.

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Figure 4.8: Top Collision Types and Primary Collision Factors

Source: SWITRS, 2016-2020
Figure 4.9 assesses the distribution of these movements for collision at-fault parties (the party which causes the collision, according to reporting officer). This is an important element when assessing specific collision types or PCF factors at a location but can also be used to examine the need for systemic countermeasures, such as improved left turn protection. A majority of Colton’s collisions consisted of the at-fault party proceeding straight, but the second most frequent movement preceding collision is vehicles making left turns. This is in alignment with the high frequency of broadside collision types and top PCF violations for that collision type (Auto ROW, Signs/Signals, and Improper Turning).

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Figure 4.9: Movement Preceding Collision (At-Fault Party)

Source: SWITRS, 2016-2020
Figure 4.10 assesses lighting conditions for all collisions and KSI collisions. Nearly 50% of KSI collisions occurred during dark – street lighting conditions, as compared to about 34% of overall collisions with the same dark – street lighting conditions.

Figure 4.10: Collisions by Lighting Conditions

Source: SWITRS, 2016-2020
Figure 4.11 classifies the pedestrian- and bicyclist-related collisions in Colton by age group, party sex, and race. The chart shows that Hispanic males under the age of 18 comprised the largest group of pedestrian and bicyclist collision victims (12 victims), and Hispanic victims overall made up 77% of pedestrians or cyclists involved in collisions, despite being only 53% of Colton’s population (2020 U.S.

Census).

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Figure 4.11: Pedestrian and Bicyclist Collision Victims

Source: SWITRS, 2016-2020

4.2 COLLISIONS BY FACILITY TYPE
Collision patterns by facility type (intersections vs. mid-block locations) were analyzed by using SWITRS data from 2016 to 2020. This analysis was used to determine the effect of access control and intersection geometry on collision frequency. The analysis classifies collisions by facility type as follows:
 Collisions that occurred within 250 feet of signalized intersections are considered signalized intersection collisions;
 Collisions that occurred within 150 feet of non-signalized intersections are considered non-signalized intersection collisions; and
 Collisions that occur more than 250 feet away from any signalized intersection and more than 150 feet away from any non-signalized intersection are classified as mid-block collisions.

Table 4.1 shows the total number of collisions associated with each type of facility. 48% of all collisions occurred at signalized intersections, 36% occurred at non-signalized intersections, and 16% occurred at mid-block locations. Pedestrian-involved collisions followed a similar pattern with 58% of collisions occurring at signalized intersections, 28% occurring at non-signalized intersections, and 14% occurring at mid-block locations. Over half of bicyclist-involved collisions occurred at non-signalized intersections, indicating that levels of protection for cyclists, right-of-way or delineation, visibility, or other factors are contributing to almost double the risk for cyclists at those locations.

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Table 4.1: Collisions by Facility Type
Collision Type
Signalized
Intersection
Non-Signalized
Intersection
Mid-Block
Locations Total
Collisions % of
Type Collisions % of
Type Collisions % of
Type Collisions
All Collisions 1,251 48% 943 36% 414 16% 2,608
Bicycle Collisions 10 27% 22 59% 5 14% 37
Pedestrian Collisions 43 58% 21 28% 10 14% 74
Source: SWITRS, 2016-2020
Table 4.2 shows how the collision type varies by location. Broadside and rear end collisions are the overall majority share of collisions at signalized intersections (32% and 27%, respectively). At mid-block locations, hit object (25%) collisions account for the largest share of collisions. Vehicle/pedestrian collisions are most common at signalized intersections, with vehicle/pedestrian collisions at signalized intersections (43) more than doubling the number of vehicle/pedestrian collisions at non-signalized intersections (20). Hit object collisions are a larger share of all mid-block collisions (25%) than all collisions at signalized intersections (11%) or non-signalized intersections (15%), despite having a lower collision count at mid-block locations compared to intersections. This may indicate that the travel speeds may be too high to safely avoid objects on/along the roadway, or that additional lighting may be needed to improve visibility.

Table 4.2: Collision Types by Facility Type
Type
Signalized Intersection Non-Signalized
Intersection Mid-Block Locations Total
Collisions % of
Location Collisions % of
Location Collisions % of
Location Collisions % of
Total
Broadside 399 32% 282 30% 54 13% 735 28%
Rear End 337 27% 178 19% 81 20% 596 23%
Sideswipe 202 16% 198 21% 84 20% 484 19%
Hit Object 141 11% 142 15% 104 25% 387 15%
Head-On 90 7% 85 9% 55 13% 230 9%
Vehicle/Pedestrian 43 3% 20 2% 12 3% 75 3%
Overturned 9 1% 17 2% 15 4% 41 2%
Other 12 1% 8 1% 4 1% 24 1%
Not Stated 18 1% 13 1% 5 1% 36 1%
Total 1,251 943 414 2,608
Source: SWITRS, 2016-2020
Table 4.3 shows the relationship between street lighting conditions and facility type. At all location types, most collisions occurred in daylight, with the share ranging from 54% at mid-block locations to 60% percent at signalized and non-signalized intersections. A larger share of collisions at mid-block locations occurred during dark conditions; the higher frequency may indicate that visibility is poor between lighting installations, and additional lighting would improve visibility. Only 2% of all collisions occurred in the dark where no streetlights exist, a figure ranging from 1% at signalized intersections to 5% at mid- block locations. A closer look at bicycle and pedestrian collisions based on street lighting type showed that pedestrians are far more likely to be killed or severely injured at mid-block locations (50% of all

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pedestrian-involved mid-block collisions) when lighting conditions are dark. This could indicate that lighting improvements would have an especially high benefit for pedestrians at mid-block locations or along corridors.

Table 4.3: Street Lighting by Facility Type
Type
Signalized
Intersection
Non-Signalized
Intersection
Mid-Block
Locations Total
Collisions % Collisions % Collisions % Collisions % of
Total
Daylight 745 60% 567 60% 223 54% 1,535 59%
Dusk - Dawn 58 5% 39 4% 14 3% 111 4%
Dark - No Street Lights 12 1% 21 2% 20 5% 53 2%
Dark - Street Lights 433 35% 311 33% 153 37% 897 35%
Dark - Street Lights
Not Functioning 1 0% 1 0% 0 0% 2 0%
Not Stated 2 0% 4 0% 4 1% 10 0%
Total 1,249 100% 939 100% 410 100% 2,598 100%
Source: SWITRS, 2016-2020
Table 4.4 summarizes Primary Collision Factor (PCF) by facility type. At signalized and non-signalized intersections, automobile right-of-way, wrong side of road, and unsafe speed comprised the three largest PCF categories. At mid-block locations, wrong side of road, unsafe speed, and driving under the influence comprised the three largest PCF categories. Nearly 43% of collisions at mid-block locations were due to the wrong side of road primary collision factor.

A closer look at specific categories shows that some location types are associated with a much higher frequency of specific PCGs. For example, more than 50% of unsafe speed-related collisions occurred at signalized intersections; the same is true of pedestrian collisions, which are almost twice as likely to occur at signalized intersections, despite additional traffic safety infrastructure for pedestrians, such as push buttons, crosswalks, curb ramps and street lighting. This indicates that pedestrians are most vulnerable at larger intersections, and proposed countermeasures should address this.

Table 4.4: Primary Collision Factor by Facility Type
Primary Collision Factor
Signalized Intersection Non-Signalized
Intersection
Mid-Block
Locations Total
Collisions % Collisions % Collisions %
Wrong Side of Road 177 14.1% 273 29.0% 176 42.5% 626
Unsafe Speed 284 22.7% 139 14.7% 66 15.9% 489
Automobile Right of Way 185 14.8% 172 18.2% 27 6.5% 384 Traffic Signals and Signs 185 14.8% 65 6.9% 0 0.0% 250
Driving or Bicycling Under
the Influence of Alcohol or
Drug
75 6.0% 81 8.6% 33 8.0% 189
Improper Turning 90 7.2% 74 7.8% 21 5.1% 185
Unknown 53 4.2% 22 2.3% 22 5.3% 97
Unsafe Starting or Backing 26 2.1% 38 4.0% 22 5.3% 86
Unsafe Lane Change 46 3.7% 24 2.5% 8 1.9% 78

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Primary Collision Factor
Signalized Intersection Non-Signalized
Intersection
Mid-Block
Locations Total
Collisions % Collisions % Collisions %
Following Too Closely 35 2.8% 3 0.3% 5 1.2% 43
Improper Passing 16 1.3% 12 1.3% 8 1.9% 36
Pedestrian Violation 17 1.4% 7 0.7% 8 1.9% 32
Pedestrian Right of Way 16 1.3% 9 1.0% 0 0.0% 25
Other Hazardous Violation 12 1.0% 4 0.4% 4 1.0% 20
Other Improper Driving 7 0.6% 8 0.8% 4 1.0% 19
Not Stated 10 0.8% 3 0.3% 3 0.7% 16
Other Than Driver (or
Pedestrian) 4 0.3% 5 0.5% 6 1.4% 15
Impeding Traffic 12 1.0% 3 0.3% 0 0.0% 15
Hazardous Parking 0 0.0% 1 0.1% 1 0.2% 2
Other Equipment 1 0.1% 0 0.0% 0 0.0% 1
Total 1,251 100% 943 100% 414 100% 2,608
Source: SWITRS, 2016-2020
As shown in Table 4.2, broadside collisions were the most common collision type in Colton from 2016 to 2020. Broadside collisions also resulted in 15 deaths or severe injuries, tied with Vehicle/Pedestrian collision type for the highest number of KSI collisions. For broadside collisions alone, automobile right- of-way violations were the leading Primary Collision Factor (PCF), accounting for about 37% of all broadside collisions citywide. Table 4.5 breaks down the locations of broadside collisions that were primarily caused by automobile right-of-way violations. The percentage of broadside collisions caused by automobile right-of-way violations ranged from 31.8% at signalized intersections to 44.7% at non- signalized intersections. Automobile right-of-way conflicts are particularly prevalent at locations lacking signal control (for example, two-way stop-controlled locations), where one roadway may have the prevailing right of way, leading to unsafe attempts to turn through or cross an intersection. Mid-block collisions of this type were infrequent because perpendicular vehicle movements are uncommon, except for uncontrolled driveways, which typically have low vehicle volumes.

Broadside/automobile right-of-way violations also led to 3 KSI collisions (20% of all broadside-Auto ROW KSI collisions), tied for the third-most frequent primary collision factor and collision type combination (see Figure 4.9). Two broadside/automobile right-of-way KSI collisions occurred at signalized intersections, with one additional broadside/automobile right-of-way KSI collision occurring at non- signalized intersections.

Table 4.5: Broadside/Automobile Row Collisions by Facility Type Facility Type Broadside
Collisions
Broadside Collisions
- Automobile ROW
Broadside Collisions -
Automobile ROW (%)
Broadside -
Automobile ROW KSI
Signalized Intersections 399 127 31.8% 2
Non-Signalized Intersections 282 126 44.7% 1
Mid-Block Locations 54 22 40.7% 0
Total 735 275 37.4% 3
Source: SWITRS, 2016-2020

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Of all PCF collisions in Colton, Wrong Side of Road (WSR) driving led in the overall number of collisions citywide. Hit object collisions were the leading collision type from the wrong side of the road PCF, accounting for 222 total collisions, or 35.5% of all WSR collisions. Wrong side of road/hit object collisions were also the third-highest PCF/collision type for any type of collisions, and for KSI collisions (see Figure

4.8). Overall, the only consistent spatial clustering for WSR collisions was a higher frequency on major arterials, indicating that this type of collision is potentially due to other environmental conditions on arterials, such as roadway design, lighting, or operating characteristics.

Table 4.6 tabulates hit object collisions resulting from driving on the wrong side of the road by facility type. Nearly 46% of all wrong side of road collisions at signalized intersections were caused by hit object.

At mid-block locations, of the 63 total wrong ride of road/hit object collisions, 5 were KSI collisions. This is a much higher rate of severe collisions than at intersection locations.

Table 4.6: Broadside Collisions by Facility Type
Facility Type Wrong Side of
Road Collisions
Wrong Side of
Road - Hit Object
Wrong Side of Road -
Hit Object (%)
Wrong Side of Road - Hit
Object KSI
Signalized
Intersections
177 81 45.8% 1
Non-Signalized
Intersections
273 78 28.6% 2
Mid-Block
Locations
176 63 35.8% 5
Total 626 222 35.5% 8
Source: SWITRS, 2016-2020

4.3 COLTON VS. SAN BERNARDINO COUNTY
SWITRS data was extracted for the entire County of San Bernardino using the same 5-year period from 2016 to 2020, to compare the characteristics of injury and fatality collisions for the City of Colton with those for all of San Bernardino County. As shown in Table 4.7, from mid-2016 to 2020, Colton experienced 2,608 collisions. According to the 2020 Decennial Census1, Colton’s estimated population was 53,909 and, using this population figure, about 9,676 collisions occur in Colton per one million residents per year. In San Bernardino County, 81,561 collisions occurred during the same period, making for a rate of 7,477 collisions per one million residents per year. Therefore, Colton has a higher collision rate than the greater San Bernardino County.

However, Colton’s percentage of KSI collisions was significantly lower than San Bernardino County’s KSI percentage – 1.33% lower. Colton also experienced a lower rate of pedestrian and bicycle collisions compared to San Bernardino County.

1 U.S. Census Bureau. (2020, April 1). Population Estimates July 1 2021, Colton City, California (Census Bureau QuickFacts). Retrieved from https://www.census.gov/quickfacts/fact/table/sanbernardinocountycalifornia/AFN120212

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Table 4.7: Total Collision Comparison, Colton vs. San Bernardino County Metrics City of Colton San Bernardino County
Population (2020 Census) 53,909 2,181,654
Total Collisions* 2,608 81,561
Collisions per 1 million residents/Year 9,676 7,477
Fatal and Severe Collisions (KSI) 55 2,803
KSI % 2.1% 3.4%
Pedestrian Collisions 74 2,468
Pedestrian Collision (% of Total) 2.8% 3.0%
Bicycle Collisions 37 1,456
Bicycle Collisions (% of Total) 1.4% 1.8%
Source: SWITRS, 2016-2020. U.S. Decennial Census
Table 4.8 focuses on the KSI collisions in Colton and San Bernardino County from 2016 to 2020. Colton had a lower rate of KSI collisions per million residents per year than San Bernardino County (204 vs. 256).

For KSI collisions, Colton had a larger share of fatal collisions (34.55%) compared to San Bernardino County (31.82%). Colton also had a much larger proportion of KSI collisions that were pedestrian- involved: 29% in Colton compared to about 23% in San Bernardino County.

Table 4.8: KSI Collision Comparison, Colton vs. San Bernardino County Metrics City of
Colton
San Bernardino
County
Population (2020 Census) 53,909 2,181,654
Fatal and Severe Collisions (KSI) 55 2,803
KSI Collisions per 1 million residents/Year 204 256
Fatal Collisions 19 892
Fatal Collision (% of Total KSI) 34.5% 31.8%
Severe Injury Collisions 36 1,911
Severe Injury Collision (% of Total KSI) 65.5% 68.2%
Pedestrian KSI Collisions 16 644
Pedestrian KSI Collisions (% of Total KSI) 29.1% 23.0%
Bicycle KSI Collisions 1 120
Bicycle KSI Collisions (% of Total KSI) 1.8% 4.3%
Source: SWITRS, 2016-2020
Table 4.9 breaks down the SWITRS data by collision type for Colton and San Bernardino County.

Broadside and rear end collisions accounted for the largest number of collisions in both Colton and San Bernardino County. Sideswipe collisions occupied a larger percentage of collisions in Colton (19%) versus San Bernardino County (15%) Overall, collision type proportions for Colton were quite similar to that of the County. Table 4.9 figures are rounded to whole numbers.

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Table 4.9: Collision Type Comparison, Colton vs. San Bernardino County Collision Type City of
Colton
San Bernardino
County
Broadside 28% 29%
Rear End 23% 25%
Sideswipe 19% 15%
Hit Object 15% 15%
Head-On 9% 7%
Vehicle/Pedestrian 3% 3%
Overturned 2% 2%
Other 1% 2%
Not Stated 1% 1%
Source: SWITRS, 2016-2020
Table 4.10 compares PCFs for the City and the County. There were several major differences in PCF shares of collisions between Colton and San Bernardino County. Most notably, the proportion of wrong side of road collisions in Colton was over 21% higher than the County. There also were significantly fewer collisions related to speeding and improper turning in Colton compared to San Bernardino County.

Table 4.10: PCF Comparison, Colton vs. San Bernardino County Primary Collision Factor City of
Colton
San Bernardino
County
Wrong Side of Road 24.0% 2.8%
Unsafe Speed 18.8% 25.4%
Automobile Right of Way 14.7% 17.0%
Traffic Signals and Signs 9.6% 9.4%
Under the Influence of Alcohol or Drug 7.2% 8.0%
Improper Turning 7.1% 19.7%
Unknown 3.7% 3.6%
Unsafe Starting or Backing 3.3% 3.2%
Unsafe Lane Change 3.0% 2.6%
Following Too Closely 1.6% 0.9%
Improper Passing 1.4% 1.3%
Pedestrian Violation 1.2% 1.4%
Pedestrian Right of Way 1.0% 0.7%
Other Hazardous Violation 0.8% 0.6%
Other Improper Driving 0.7% 0.8%
Not Stated 0.6% 0.9%
Other Than Driver/Pedestrian 0.6% 1.4%
Impeding Traffic 0.6% 0.1%
Hazardous Parking 0.1% 0.2%
Other Equipment 0.0% 0.1%
Source: SWITRS, 2016-2020

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4.4 COLTON VS. CITIES OF SIMILAR SIZES
In the State of California’s OTS Collision Ranking system, Colton is classified into Group C, which consists of 105 cities in the state of California with a population between 50,001 and 100,000. Table 4.11 shows the City’s 2017 to 2019 collisions ranking in Group C (1 being the highest or worst and 105 being the lowest or best). The City has several areas that are in the top quartile for that measure in 2019, including ranking 25th for fatal and injury collisions:
 The City ranked 13th for number of victims killed or injured due to alcohol involved collision  The City ranked 3rd for number of victims killed or injured due to a driver between the ages of 21 and 34 who had been drinking
 The City ranked 12rd for composite collisions (which aggregated drinking 21-34, drinking under 21, alcohol involved, hit and run, nighttime and speed collision categories)  The City ranked 20th for number of fatal or injury collisions relating to speeding Colton also ranked relatively high for other measures that are worth evaluating for additional safety improvements, particularly for pedestrian collisions.
 The City ranked 38th for number of pedestrians killed or injured in a traffic collision  The City ranked 23rd for number of fatal or injury collisions occurring at night Colton also saw a sharp increase in the number of KSI collisions per million miles of vehicle miles travelled (VMT), even as the overall VMT citywide decreased between 2017 and 2019. This is primarily attributed to the large increase in collisions between 2018 and 2019 (see Figure 4.2), but collisions did decline in 2020 according to the SWITRS collision records. Infrastructure and programmatic safety measures in the following safety emphasis areas could help the City maintain this reduced rate of collisions into the future. This would include both implementation and ongoing evaluation to ensure that safety measures are having a lasting effect on roadway safety in Colton.

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Table 4.11: 2017-19 OTS Rankings, Colton
Categories
2017 2018 2019
Collisions Rank Collisions Rank Collisions Rank
Total Fatal and Injury 270 44/106 262 43/102 306 25/105 Alcohol Involved 23 51/106 40 19/102 43 13/105
Had Been Drinking Driver < 21 1 56/106 2 20/102 1 34/105 Had Been Drinking Driver 21 – 34 7 54/106 14 17/102 14 3/105 Motorcycles 10 58/106 7 74/102 9 38/105
Pedestrians 19 49/106 15 55/102 18 38/105
Pedestrians < 15 3 27/106 1 70/102 2 46/105
Pedestrians 65+ 1 73/106 1 65/102 3 39/105
Bicyclists 7 84/106 4 90/102 5 87/105
Bicyclists < 15 1 65/106 0 82/102 1 59/105
Composite 121 43/106 136 27/102 152 12/105
Other Collision Types
Speed Related 39 60/106 37 56/102 48 20/105
Nighttime (9:00pm – 2:59am) 35 14/106 23 47/102 29 23/105 Hit and Run 16 53/106 20 35/102 17 37/105
DUI Arrests 137 68/106 141 69/102 120 67/105
Collision – VMT Measures
Daily VMT 569,920 565,481 535,190
Fatal/Injury Collisions per million miles 474 463 572
Source: OTS 2017, 2018, 2019

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5.0 TRANSPORTATION SAFETY EMPHASIS AREAS
Transportation safety emphasis areas provide a strategic framework for developing and implementing the Local Roadway Safety Plan (LRSP). The emphasis areas provide the City of Colton specific areas to focus on when developing projects and programs based on the LRSP. The implementation of the emphasis areas should directly relate to the goals, policies, and strategies of the LRSP.

Based on the collision data analysis conducted for the City of Colton, the following transportation safety emphasis areas were identified:
 Wrong Side of Road Collisions
 Broadside Collisions
 Pedestrians
 Unsafe Speeding
 Driving Under the Influence
 Truck Collisions
The following section explains how each area was selected based on the collision analysis.

5.1 WRONG SIDE OF ROAD COLLISIONS
Wrong side of road collisions accounted for more collisions in Colton from 2016 to 2020 than any other primary collisions factor, according to SWITRS. This includes 15 KSI (fatal and severe injury) collisions -- the largest number of KSI collisions for any primary collision factor -- highlighting the relative severity of wrong side of road collisions, and therefore the necessity of reducing these collisions’ frequency.

Colton also has experienced a disproportionate number of wrong side of road collisions compared to greater San Bernardino County (24% of collisions in Colton versus 2% of collisions in the County). Wrong side of road collisions appear to be a relatively unique traffic safety issue in Colton.

To help prevent wrong side of road collisions, mid-block corridors and intersections with a high number of wrong side of road collisions should be targeted for specific improvements, including median construction/expansion, edge line or centerline striping and rumble strips, traffic calming or speed reducing measures, additional lighting, and improved warning signage.

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Figure 5.1: Wrong Side of Road Collisions

5.2 BROADSIDE COLLISIONS
According to the SWITRS dataset, broadside collisions are the most common type of collision in Colton, accounting for 28% of total collisions and 27% of KSI collisions during the 5-year period. Over 90% of Colton’s broadside collisions occurred within intersections, with automobile right-of-way and traffic signal and sign violations being the two most common PCFs. Together, automobile right-of-way and traffic signal and sign PCFs account for over 65% of all broadside collisions in Colton. Relating to these collision factors, 29% of Colton broadside collisions involved a left turning movement by the “at fault party”. Intersection improvements that reduce vehicle conflicts, such as dedicated turn lanes, protected movements, or near-side signals, may lessen the prevalence of broadside collisions.

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Figure 5.2: Broadside Collisions

5.3 PEDESTRIANS AND BICYCLISTS
Pedestrians are among the most vulnerable roadway users, especially considering that suburban communities are home to large numbers of residents who are too young or too old to drive, or who lack the means to purchase a car. Environmental factors such as wide arterial roadways, narrow sidewalks, and limited crossing facilities make walking uncomfortable and increase potential collision exposure. While pedestrian-involved collisions comprised only 3% of total collisions in Colton, they accounted for 29% of

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KSI collisions, much higher than broadside KSI collisions, despite there being almost seven times as many total broadside collision in Colton. Complementary measures to reduce bicycle collisions should also be considered, to minimize collisions involving vulnerable roadway users.

The focus area should target locations with high frequencies of pedestrian collisions, especially at locations (or along corridors) adjacent to attractors such as schools, retail destinations, or parks. The locations will be investigated for potential pedestrian protection improvements, which may include high- visibility crosswalks, sidewalks, leading pedestrian intervals, bicycle facilities, or improved lighting.

Figure 5.3: Bicycle and Pedestrian Collisions

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5.4 UNSAFE SPEED
Unsafe speed was the second-most frequent primary collision factor in Colton from 2016 to 2020, accounting for about 19% of total collisions and about 23% of collisions at signalized intersections.

Vehicles traveling at unsafe speeds also accounted for a majority of rear end collisions, particularly at signalized intersections. Excessive speeds can also contribute to other factors that increase the risk for collisions, such as DUIs, driver inattention, or right-of-way violations. Over 13% of all citywide collisions were due to unsafe speed/rear end collisions – the top occurring PCF/collision type combination. Colton ranked 20th among similar cities for number of fatal or injury collisions relating to speeding.

Figure 5.4: Unsafe Speed-Related Collisions

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5.5 DRIVING UNDER THE INFLUENCE
Colton experienced 330 alcohol-involved collisions over the 5-year period, including 10 KSI collisions, which account for 18% of all KSI collisions citywide. DUI collisions accounted for the fifth-largest PCF for all collisions citywide (7% of all collisions). The 2019 OTS Rankings placed Colton 13th (of 105) for injury/fatality collisions involving alcohol among peer cities. In addition to investigating corridors with high frequencies of DUI infractions, this focus area could potentially include DUI information/awareness campaigns, targeted DUI checkpoints at high-frequency locations, or partnering with local businesses to support safe ride home or employee driving safety programs for commercial operators.

Figure 5.5: DUI Collisions

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5.6 HEAVY-DUTY TRUCK COLLISIONS
Colton has significant history in the freight and logistics industry, serving as a central hub for rail and road transportation for over 100 years. In addition to the rail ramps that experience extensive truck traffic, there are numerous warehouses, intermodal freight facilities and support uses across the city. Heavy-duty trucks also require specific roadway design, intersection geometry, and other safety enhancing features that are distinct from typical engineering approaches. 75% of truck collisions occurred at intersections, with most involving turning or right-of-way violations.

Figure 5.6: Truck-Involved Collisions

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6.0 ENGINEERING COUNTERMEASURES
The recommended Engineering Countermeasures (improvements to enhance transportation safety) address the emphasis areas on Wrong Side of Road Collisions, Broadside Collisions, Pedestrians, Unsafe Speeding, Driving Under the Influence, and Truck Collisions. This report uses five years of collision data from January 2016 to December 2020 to conduct a more in-depth review of the collision data. Safety countermeasures for the identified candidate locations were selected based on the following collision patterns:
 Collision severity
 Lighting conditions
 Involved parties, especially bicyclists and pedestrians  Type of collision
 Primary collision factor
 Movements of the involved parties preceding the occurrence of the collision Table 6.1 summarizes the list of safety countermeasures included in the LRSM and applied to this project. The table summarizes each countermeasure’s applicable crash types, crash reduction factor (CRF), project life of the recommended improvement, maximum federal reimbursement percentage, and the opportunity for a systemic approach.

Table 6.1: Safety Countermeasures Applied to Colton LRSP CM No. Countermeasure Name Crash
Type CRF
Expected
Life
(Years)
HSIP
Funding
Eligibility
Systemic
Approach
Opportunity?
S01 Add intersection lighting
(S.I.) Night 40% 20 90% Medium
S02
Improve signal hardware:
lenses, back-plates with
retroreflective borders,
mounting, size, and number
All 15% 10 90% Very High
S07
Provide protected left turn
phase (left turn lane already
exists)
All 30% 20 90% High
S08 Convert signal to mast arm
(from pedestal-mounted) All 30% 20 90% Medium
S18PB Install pedestrian crossing
(S.I.)
Pedestrian
and Bicycle 25% 20 90% High
S21PB
Modify signal phasing to
implement a Leading
Pedestrian Interval (LPI)
Pedestrian
and Bicycle 60% 10 90% High

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CM No. Countermeasure Name Crash
Type CRF
Expected
Life
(Years)
HSIP
Funding
Eligibility
Systemic
Approach
Opportunity?
NS01 Add intersection lighting
(NS.I.) Night 40% 20 90% Medium
NS04
Convert intersection to
roundabout (from all way
stop)
All Varies 20 90% Low
NS05mr Convert intersection to mini-
roundabout All 30% 20 90% Medium
NS06
Install/upgrade larger or
additional stop signs or
other intersection
warning/regulatory signs
All 15% 10 90% Very High
NS07 Upgrade intersection
pavement markings (NS.I.) All 25% 10 90% Very High NS21PB
Install/upgrade pedestrian
crossing at uncontrolled
locations (with enhanced
safety features)
Pedestrian
and Bicycle 35% 20 90% Medium
NS22PB Install Rectangular Rapid
Flashing Beacon (RRFB)
Pedestrian
and Bicycle 35% 20 90% Medium
NS23PB
Install Pedestrian Signal
(including Pedestrian Hybrid
Beacon (HAWK))
Pedestrian
and Bicycle 55% 20 90% Low
R01 Add segment lighting Night 35% 20 90% Medium
R04 Install Guardrail All 25% 20 90% High
R22
Install/Upgrade signs with
new fluorescent sheeting
(regulatory or warning)
All 15% 10 90% Very High
R27 Install delineators, reflectors
and/or object markers All 15% 10 90% Very High
R28 Install edge-lines and
centerlines All 25% 10 90% Very High
R30 Install centerline rumble
strips/stripes All 20% 10 90% High
R32PB Install bike lanes Pedestrian
and Bicycle 35% 20 90% High
Source: Local Roadway Safety Manual, Version 1.6 April 2022

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The countermeasure numbers (far left column) in Table 6.1 represent the ID number for the types of improvements that are eligible for HSIP funding. Throughout this document, countermeasures eligible for HSIP funding will have the ID number, and those that are not eligible will not have an ID number.

6.1 IDENTIFIED PROJECT LOCATIONS

6.1.1 IDENTIFIED ROADWAY SEGMENTS
According to the City’s Mobility Element of the General Plan, all roadways within the City are classified into the following categories of roadways: Freeways, Major Arterials, Secondary Arterials, Collector Streets, and Local Streets.

Two roadway segments were selected for focused analysis, and development of roadway improvement recommendations:
 Riverside Avenue between Miguel Bustamante Parkway and Key Street  Agua Mansa Road between Riverside Drive and Wal-Mart Distribution Center Driveway

6.1.2 IDENTIFIED INTERSECTIONS
All intersections located on City streets in the public right-of-way were included in the safety analysis and were reviewed using industry standard crash frequency and “EPDO” methods. Nineteen intersections were identified as having opportunities for roadway safety countermeasures:
 San Bernardino Avenue and Pepper Avenue
 Rancho Avenue and Louise Street
 Valley Boulevard and 4th Street
 Valley Boulevard and Pennsylvania Avenue
 Valley Boulevard and La Cadena Drive
 9th Street and G Street
 Mount Vernon Avenue and F Street/Fairway Drive
 Mount Vernon Avenue and M Street
 Washington Street and RV Center Drive (West)
 Washington Street and Meadow Lane
 Washington Street and Cooley Drive/Barton Road
 Riverside Drive and Key Street
 La Cadena Drive and Fogg Street
 La Cadena Drive and E Street
 La Cadena Drive and D Street
 La Cadena Drive and B Street
 La Cadena Drive and Hanna Street
 Rancho Avenue and B Street
 9th Street and D Street

6.2 ROADWAY SEGMENT RECOMMENDATIONS

6.2.1 RIVERSIDE AVENUE (MIGUEL BUSTAMANTE PARKWAY TO KEY STREET) This segment on Riverside Avenue between Miguel Bustamante Parkway and Key Street is approximately

0.7 miles long. The width of the segment is approximately 70 to 75 feet on both ends, but also contains a

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bridge that is approximately 60 feet in width. There is a 50-mph speed limit. The segment serves as a major connector between two sides of the Santa Ana River, with heavy industrial uses on both sides. It provides two lanes in each direction with a landscaped median on the northern end, near Miguel Bustamante Parkway. South of the Santa Ana River, the corridor provides two travel lanes in each direction with a two-way left-turn lane. The bridge provides two lanes in each direction and a single dividing line. Currently, there are no dedicated bicycle or pedestrian facilities along this segment.

In total, 18 collisions occurred on this segment from January 2016 to December 2020, with three of these collisions being fatal. Six collisions (33%) resulted from driving on the wrong side of the road, while two involved unsafe lane changes. Ten collisions (56%) occurred either at night or during dusk/dawn conditions.

To alleviate these issues, this report proposes the following countermeasures:
 R28 – Add shoulder striping along bridge over Santa Ana River.  R01 – Provide additional street lighting along corridors, except on bridge.  Other – City to consider improving bridge side railing with sidewalks and street lighting upon future bridge reconstruction.

6.2.2 AGUA MANSA ROAD (RIVERSIDE AVENUE TO WAL-MART DISTRIBUTION CENTER DRIVEWAY) This roadway segment is approximately 1.0 miles in length along a primarily industrial corridor. The roadway segment has a speed limit of 45 mph. The width of the segment is approximately 75 to 77 feet in width along most of its length, which narrows to approximately 40 feet in width along the southern end as it approaches Riverside Avenue. Near the northern end of the segment, the roadway narrows to a 35-foot-wide bridge. Despite the width, the roadway segment carries only one lane in each direction, with a two-way left turn lane, along the entire portion. Currently, there are no dedicated bicycle or pedestrian facilities along this segment.

In total, 35 collisions occurred on this segment from January 2016 to December 2020, with two resulting in severe injuries. 18 collisions (51%) resulted from driving on the wrong side of the road, while eight collisions (23%) resulted from improper turning, and four collisions (11%) resulted from unsafe speeds.

To alleviate these issues, the following countermeasure is recommended:
 R28 – Provide cross-hatch shoulder striping along EB lane’s extra pavement, similar to shoulder pavement treatment on roadway portion adjacent to Wal-Mart distribution center.

6.3 INTERSECTION RECOMMENDATIONS

6.3.1 SAN BERNARDINO AV ENUE AND PEPPER AVENUE
This location is a major, signalized intersection between two arterial roads. Pepper Avenue contains six lanes along the segment south of the intersection and four lanes north of the intersection, with a 45-mph speed limit on both segments. San Bernardino Avenue contains four lanes along the segment west of the intersection with a 40-mph speed limit, while it narrows to two lanes east of the intersection, with a 35 mph speed limit. Left turn lanes are provided in all directions. Pepper Avenue has protected left turn signals, while San Bernardino Avenue is fully permissive. Sidewalks are provided on both sides of all directions; there is one bike lane traveling westbound on San Bernardino Avenue that starts at the

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intersection. There is no on-street parking along either street in the vicinity of the intersection. The intersection is surrounded by commercial uses and nearby to residential neighborhoods as well as Arrowhead Regional Medical Center and California University of Science and Medicine. The intersection is also adjacent to open lots that could potentially be developed.

A total of 74 collisions have occurred at this intersection, including two resulting in severe injury. The two most common primary collision factors are traffic signals/signs (35%) and unsafe speed (24%). The most common collision types are broadside (43%) and rear-end (30%). This intersection ranks 1st in the City for both collision frequency and Equivalent Property Damage Only (EPDO) score. Figure 6.1 illustrates the collision statistics for this intersection.

The following countermeasures are recommended:
 S18PB – Stripe continental crosswalks, including entirely new crosswalk on northbound approach o 3 pedestrian collisions at intersection
 S01 – Provide additional streetlight at southwest corner (eastbound approach)  S02 – Add retroreflective borders on all signal plates and add new nearside traffic signals for northbound and southbound directions
o Large number of Rear End – Unsafe Speed collisions (6 in SB direction) o Also, large number of “running red light” collisions, especially in the SB direction o 26 total red-light violation (CVC 21453a) at intersection  R22 – Add speed limit signs along southbound approach

6.3.2 RANCHO AVENUE AND LOUISE STREET
This location is a non-signalized intersection between a major arterial road and a minor residential street.

Rancho Avenue has four lanes and a two-way left turn lane, with a 35-mph speed limit, and traffic does not stop for the intersection. Louise Street is a two-lane street with a stop sign at the intersection. Street parking is permitted on Louise Street and prohibited on Rancho Avenue. Both streets have sidewalks on both sides without curb ramps. There are no marked crosswalks, but there is a mid-block crosswalk to cross Rancho Avenue north of the intersection with an overhead crossing beacon. There are no bike lanes along either street. The intersection is surrounded by both commercial and residential uses. Although the intersection is three-way, there is a driveway to a shopping center on the unoccupied side of the intersection, causing the intersection to see a four-way traffic pattern.

A total of 9 collisions have occurred in the area of this intersection from January 2016 to December 2020.

The most common primary collision factor is automobile right-of-way violation (44%). The most common collision types are broadside (44%) and sideswipe (33%). This intersection ranks 10th in the City for collision frequency among non-signalized intersections.

The following countermeasures are recommended:
 NS07 – Based on the collision occurring, restripe SB left turn lane into a regular/dedicated left turn lane. City to collect traffic data at this location to support the dedicated left turn lane with a back-to- back left turn pocket design (SB and NB – North of Louise Street) and discussion with surrounding business property owners.
 NS22PB – Install/upgrade pedestrian crossing at uncontrolled location with installation of RRFB at crossing north of Louise Street.

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 R22 – Install advance warning signs (W11-2 with W16-9P) in advance of the mid-block crossing in both directions.
 NS01 – Provide additional street lighting, both at intersection and around marked crosswalk o 50% of intersection collisions occurred at night
 Other – Stripe leader lines before/after crosswalk located north of Louise Street  Other – Rehabilitate pavement around crosswalk, including crosswalk striping

6.3.3 VALLEY BOULEVARD AND 4 TH STREET
This is a non-signalized intersection between a major arterial road and a minor road. Valley Boulevard has four lanes and a two-way left turn lane, with a 35-mph speed limit, and traffic does not stop for the intersection. 4th Street has two lanes and a stop sign for the intersection. Both streets allow for street parking near the intersection. All four sides of the intersection have marked standard crosswalks in varying levels of condition. Valley Boulevard is marked with shark teeth approximately 50 feet back from crosswalks in both directions as a pedestrian safety measure. Both streets have sidewalks on both sides.

There are no bike lanes on either street. The intersection is surrounded by both commercial and residential uses, with Valley Boulevard acting as a major corridor for commercial activity. Colton High School is approximately 500 feet west of the intersection.

A total of 7 collisions have taken place at the intersection from January 2016 to December 2020. The most common primary collision factor is automobile right-of-way violation (43%), while the most common collision type is broadside (43%). Other collision types at the intersection are sideswipe, hit object, head-on, and vehicle/pedestrian.

The following countermeasures are recommended:
 NS21PB – Modify NW and SW corners to include bulb-outs. Upgrade crosswalks intersecting Valley Blvd to Continental/Ladder crosswalks. Restripe crosswalks intersecting 4th Street. o Account for issue with drainage culverts
 NS22PB – Install RRFB at west and east leg crossing. Install W4-4P warning signs.  NS06 – Add high-reflectivity pedestrian crossing signage  Other – Relocate “yield pedestrian signage” at WB direction to be closer to crosswalk o Also, restripe leader lines to be closer to crosswalk  NS23PB – Investigate HAWK signal for pedestrians crossing Valley Boulevard at WB approach crosswalk (with enhanced protection) per approval of MUTCD warrants.  Other – Consider removing EB leg crosswalk, to funnel all Valley Boulevard pedestrians to cross at EB crosswalk (with enhanced protection)
 Other – Install (R28C (CA)) “No Stopping, Bus Only” signs along curbs adjacent to bus stops.  Other – Consider removing west leg crosswalk, to funnel all Valley Boulevard pedestrians to cross at east leg crosswalk (with enhanced protection)

6.3.4 VALLEY BOULEVARD AND PENNSYLVANIA AVENUE
This is a non-signalized intersection between a major arterial road and a minor road. Valley Boulevard has four lanes and a two-way left turn lane, with a 35-mph speed limit, and traffic does not stop for the

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intersection. Pennsylvania Avenue has two lanes and a stop sign for the intersection. Both streets allow for street parking near the intersection. All four sides of the intersection have marked standard crosswalks in varying levels of condition. Valley Boulevard has sidewalks on both sides; Pennsylvania Avenue has sidewalks on both sides along the segment north of the intersection, but only has a sidewalk on the west-facing side along the segment south of the intersection. Valley Boulevard is marked with shark teeth approximately 35 to 45 feet back from crosswalks in both directions as a pedestrian safety measure. There is an at-grade railroad crossing approximately 300 feet east, which may affect driver decision-making when approaching the intersection. There are no bike lanes on either street. The intersection is surrounded by both commercial and residential uses, with Valley Boulevard acting as a major corridor for commercial activity. Colton High School is approximately 1000 feet west of the intersection.

A total of 11 collisions have occurred at this intersection from January 2016 to December 2020. The most common primary collision factors are automobile right-of-way violation (55%) and driving on the wrong side of the road (36%). The most common collision type is broadside (54%) followed by sideswipe (27%).

This intersection ranks 6th in collision frequency among non-signalized intersections in the City.

The following countermeasures are recommended:
 NS22PB – Install RRFB at west leg crossing and consider removing east leg crossing  NS23PB – Consider a potential HAWK signal if warranted  NS06 – Add high-reflectivity pedestrian crossing signage, add signage directing pedestrians crossing Valley Boulevard to use the west leg
 NS07 – Convert two-way left turn lanes on Valley Boulevard to dedicated left turn lanes  NS21PB – Consider bulb-outs at Valley Boulevard corners which have crosswalks (only consider at one leg of intersection, if decide to remove one Valley Boulevard crosswalk) o Ensure drainage culverts are included in modification  Other – Remove on-street parking along Valley Boulevard up to 100 feet of intersection per City municipal code. City to coordinate with residents for on-street parking removal.  Other – Relocate “yield pedestrian signage” at both WB and EB direction to be closer to crosswalk o Also, restripe leader lines to be closer to crosswalk

6.3.5 VALLEY BOULEVARD AND LA CADENA DRIVE
This location is a major, signalized intersection between two arterial roads. Both roads have four lanes, with dedicated left-turn lanes in all directions. La Cadena Drive has a 45-mph speed limit on the segment south of the intersection and a 35 mph speed on the segment north of the intersection, while Valley Boulevard has a 35 mph speed limit along the entire segment. Valley Boulevard has protective-permissive left turn signals in both directions, while La Cadena Drive is fully permissive in both directions. Street parking is not permitted on either street in this area. There are sidewalks and curb ramps on both sides of both streets, and standard crosswalks filled with red brick on all four sides of the intersection. There are no bike lanes on either street. The intersection is surrounded by commercial uses on all sides, which includes a gas station. The interchange between La Cadena Drive and I-10 is 160 feet south of this intersection.

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A total of 54 collisions took place from January 2016 to December 2020. The most common primary collision factors are automobile right-of-way violation (41%) and traffic signals/signs (15%). The most common collision type is overwhelmingly broadside (61%), followed by head-on and rear end (11% for each). 36% of collisions occurred due to unsafe left turn attempts.

The following countermeasures are recommended:
 S02 – Consider replacing EB and WB left turn protective permissive 5-section head traffic signals with fully protected left turns, or flashing yellow arrow
o 20 collisions due to unsafe left turn (left turn at fault)  36% of all collisions at intersection
 Highest intersection total of left turn at fault collisions in city o Protected left turn was recently installed for NB/SB direction, according to CJUSD  S07 – Install permissive- protected left turn signal head with flashing yellow arrows for NB/SB direction
 R22 – Install speed limit signs (R2-1) with fluorescent sheeting.  Other – Refresh striping of existing crosswalk.

6.3.6 9 TH STREET AND G STREET
This is a non-signalized intersection between two streets with two lanes. Both streets are a part of Colton’s grid network but run parallel to major thoroughfares. North-south traffic on 9th Street does not stop for this intersection. East-west traffic on G Street has a stop sign. Street parking is permitted on both streets in all directions. 9th Street has a bike lane that starts at the intersection and continues south; G Street has a bike lane that starts at the intersection and continues east. Both streets have sidewalks on both sides, with curb ramps on all corners. The adjacent land uses are primarily residential, with the exception of a lumber and hardware store near the southeast corner of the intersection.

A total of 10 collisions have taken place at this intersection from January 2016 to December 2020. The most common primary collision factors are automobile right-of-way violations and traffic signals/signs (40% each). All collisions that took place were broadside collisions.

The following countermeasures are recommended:
 NS05mr – Convert intersection to a mini-roundabout
o Right-of-ways are 75 feet each, with 90° angle property lines on four corners of intersection o Collisions occurring due to vehicles attempting to cross in WB/EB direction (WB/EB is stop- controlled, while NB/SB is uncontrolled)
 NS02 – Consider All-way STOP control if MUTCD warrants are met  Install red curb at northwest and northeast corners along 9th Street (approximately 25-50 ft. of red curb on each side)
 R22 – Install speed limit signs (R2-1) on 9th Street.  Other – Repaint curb as red curb in front of the stop signs

6.3.7 MT VERNON AVENUE AN D F STREET/FAIRWAY DRIVE
This location is a signalized intersection between a major arterial road and a minor road that functions as

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a significant connection point for traffic to and from San Bernardino to the east. Mt Vernon Avenue has four lanes and a two-way left turn lane along the segment south of the intersection. The segment of Mt Vernon Avenue north of the intersection has four lanes with a raised center median running from the intersection to approximately 340 feet north, before continuing as a two-way left turn lane. The roadway has a 40-mph speed limit. The east-west street is named F Street for the segment west of the intersection and Fairway Drive for the segment east of the intersection but is continuous with no offset. This street has two lanes with dedicated left turn lanes at the intersection. Left turning is fully permissive in all directions. There are no bike lanes on either street. The adjacent land uses are commercial, with residential uses nearby.

A total of 33 collisions have taken place at this intersection from January 2016 to December 2020. The most common primary collision factors are automobile right-of-way violations (33%) and improper turning (18%). The most common collision types are broadside (42%) and hit object (21%).

The following countermeasures are recommended:
 S07 – Add protected left turn signal in Northbound/Southbound direction (per approval of warrants)  Other – Restripe existing crosswalks as high-visibility continental crosswalks

6.3.8 MT VERNON AVENUE AND M STREET
This is a three-way signalized intersection between two major connectors in the region. Mt Vernon Avenue is a two-lane roadway with two narrow (30 feet wide) bridges on both segments immediately adjacent to this intersection. M Street is a four-lane roadway that ends at the intersection. There are no sidewalks, bike lanes, or parking lanes near this intersection. There is one marked standard crosswalk along the west-facing side of the intersection crossing M Street. Signage prohibits pedestrians from crossing Mt Vernon Avenue. There are no land uses immediately adjacent to the intersection, but the area is surrounded by heavy industrial uses, leading to high truck demand. Although there are no sidewalks, this segment of Mt Vernon Avenue provides access to the Santa Ana River Trail. Additionally, this intersection is a key connection for travel between Downtown Colton, south Colton, and Cooley Ranch/Reche Canyon, which are separated by the Santa Ana River and extensive rail right-of-way.

A total of 39 collisions have taken place at this intersection from January 2016 to December 2020. The most common primary collision factors are unsafe speed (44%) and driving on the wrong side of the road (33%). The most common collision types are rear end (41%) and hit object (28%).

The following countermeasures are recommended:
 R22 – Replace “signal ahead” warning signage with new reflective signage in both NB and SB directions on Mt Vernon Avenue. Add median signage at centerline indicating vehicles must proceed to right of sign (W6-1 sign)
 R27 – Consider installing bollards along centerline on northern leg of intersection o 6 wrong side of road collisions occurred in SB direction before intersection  R28 – Add shoulder striping along edges of northern intersection leg (both NB and SB direction)  R30 – Install centerline rumble strips from north end of bridge deck to NB approach at M Street.  S02 – Improve signal hardware: lenses, backplates with reflective borders.

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 Other – Consider better lighting or reflective signs/decals on driveway entrance immediately north of intersection, to mitigate wrong side of road collisions

6.3.9 WASHINGTON STREET AND RV CENTER DRIVE (WEST)
This is a three-way non-signalized intersection. Washington Street is a four-lane road with a raised median and dedicated left turn lanes. Traffic on Washington Street does not stop for this intersection. RV Center Drive is a two-lane street that ends at the intersection with stop controls. RV Center Drive permits parking on both sides, while Washington Street permits parking along the segment north of the intersection. There are marked standard crosswalks on the southwest-facing side (crossing Washington Street) and the southeast-facing side (crossing RV Center Drive). Washington Street has a bike lane on the northbound side that starts at the intersection; there are no other bike lanes along the other roadway segments. RV Center Drive has sidewalks on both sides; Washington Street has sidewalks on both sides along the segment north of the intersection, but the west-facing sidewalk ends at the crosswalk south of the intersection. There are currently no measures in place to enhance the visibility of the crosswalk that crosses Washington Street. The current uses around the intersection consist of residential and commercial, which includes RV dealerships nearby.

A total of 14 collisions have taken place at this intersection from January 2016 to December 2020. The most common primary collision factor is driving on the wrong side of the road (43%). The most common collision types are hit object (36%) and head-on (29%).

The following countermeasures are recommended:
 Other – Restripe existing crosswalks as high-visibility continental crosswalks  NS22PB – Install RRFB for either side of crosswalk on Washington Street o Recommended by stakeholder (CJUSD)
 Other – Restripe the travel lanes at the westbound approach to clearly indicate the lane configuration approaching the intersection.
 S04 – (roundabout) Consider roadway reduction, either through bulb-outs at intersection corners or through a roundabout or traffic circle
 R32PB – Consider adding bicycle lanes on all intersection approaches. Install bike lane in the westbound/southbound directions along Washington Street between RV Center Drive (west) and RV Center Drive (east).
 NS06 – Upgrade median divider signage with reflective signage at eastern leg

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 NS06 – Install reflective median divider signage at western leg, at both sides of median

 R04 – Consider guardrails on edges of western leg median

6.3.10 WASHINGTON STREET AND MEADOW LANE
This is a four-way signalized intersection between a major road and a minor road. Washington Street is a four-lane road with a two-way left-turn lane and protected left turn signals. Meadow Lane is a two-lane, primarily residential street with dedicated left turn lanes and fully permissive left turning. The corner lots contain a shopping center, convenience stores, a gas station, and a medical care center. The City of Colton’s Fire Station 214 is located on Meadow Lane approximately 300 feet north of the intersection.

The intersection currently has standard crosswalks on all four legs.

This intersection had highest number of pedestrian collisions (5) in City, including 1 fatal collision.

The following countermeasures are recommended:
 S08: Install mast arm traffic signal for SB Meadow Lane

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 S02: Relocate right-most SB signal head, which would become superfluous with new mast arm traffic signal in SB direction, to serve as nearside EB signal for Washington Street  Other – Provide additional street lighting, especially on southeast corner of intersection, where it appears that a mast arm streetlight was removed (if there is no conflict with overhead power lines)  S18PB – Upgrade existing crosswalks to high-visibility continental crosswalks.  S21PB: Evaluate potential for Leading Pedestrian Interval (LPI) signal phasing across all intersection legs

6.3.11 WASHINGTON STREET AND COOLEY DRIVE/BARTON ROAD
This is a four-way signalized intersection between major roads. Washington Street is a four-lane road with a raised median and dedicated left-turn lanes with protected left turn signals. Westbound traffic along Washington Street has two left turn lanes while eastbound traffic has one. There is also a dedicated right-turn pocket for eastbound traffic turning south. The speed limit on Washington Street is 40 mph.

The north-south roadway is named Cooley Drive for the segment north of the intersection and is named Barton Road for the segment south of the intersection. Speed limits are 35 mph on Cooley Drive and 50 mph on Barton Road. Both roads have dedicated left turn lanes and protected left turn signals. There are marked crosswalks for pedestrians going east and west along both sides of Washington Street.

Pedestrian crossing is prohibited in the north-south direction on both sides. Washington Street and Cooley Drive have sidewalks on both sides, while Barton Road does not have any pedestrian facilities. The nearby land uses are residential and commercial, with apartment complexes and a shopping plaza nearby. The intersection has an unusual shape due to the sharp angle at which Barton Road enters the intersection.

A total of 35 collisions have taken place at this intersection from January 2016 to December 2020, with one fatal collision and one resulting in severe injury. The most common primary collision factors are unsafe speed (23%), driving on the wrong side of the road (20%), traffic signals/signs (14%), and automobile right-of-way violation (11%). The most common collision types are broadside and rear end (34% for each). This location ranks 9th in collision frequency out of all intersections in the City.

The following countermeasures are recommended:
 Other – Provide “cat track” striping to guide SB left and SB through movements  S18PB – Conduct a safety assessment for the free right turn island location at the SW corner of the intersection to remove the free right turn lane and fill with curb & gutter and sidewalk to connect existing sidewalk to access the intersection.
 Other – Conduct safety and operational study to add an exclusive EB right turn pocket at the intersection to go with S18PB improvement.
 R22 – Install yield sign for the channelized EB to SB movement. Install additional signage for pork chop island at southwest corner of intersection
o One fatal collision occurred here

6.3.12 RIVERSIDE AVENUE AND KEY STREET
This is a three-way non-signalized intersection between a major arterial road and a minor road. Riverside Avenue has four lanes and a two-way left turn lane, and traffic does not stop for the intersection. There is

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a 50-mph speed limit on Riverside Avenue. Key Street has two lanes and stop controls. Parking is permitted on Key Street and prohibited on Riverside Avenue. There are no dedicated bicycle or pedestrian facilities on either street, except for a 150-foot segment of sidewalk on the north-facing side of Key Street that starts at the intersection. There are no marked crosswalks at the intersection. Adjacent land uses are heavy industrial, consisting mostly of services for freight vehicles and freight movement.

A total of 12 collisions have taken place at this intersection, including two fatal collisions. The most common primary collision factors are driving on the wrong side of the road (50%), automobile right-of- way violation (17%), and driving under the influence (17%). The most common collision types are hit object (33%), followed by broadside, rear end, and head-on (17% for each).

The following countermeasures are recommended:
 R28 – Install shoulder edge-lines along Riverside Drive from Key Street to bridge over the Santa Ana River
 NS01 – Add intersection lighting at northeast pole and west pole.  NS06 – Add speed limit (R2-1) sign on Northbound & Southbound & (W1-7) sign on west side facing east.
 R22 – Install W2-2 advance warning sign approximately 400 feet south of Key Street, for NB direction, and approximately 400 feet north of Key Street, for SB direction.  Other – Restripe bike lane conflict line based on MUTCD and approach speed along Riverside Avenue at NB approach.
o Remove/restrict on-street parking along eastern side of roadway. Especially near Key Street intersection

6.3.13 LA CADENA DRIVE AND FOGG STREET
This is a four-way non-signalized intersection between a major arterial road and a minor road. La Cadena Drive has four lanes and a two-way left-turn lane, and traffic does not stop for the intersection. There is a 50-mph speed limit on La Cadena Drive. Fogg Street has two lanes and stop controls. South of the intersection, La Cadena Drive has bike lanes and sidewalks on both sides; north of the intersection, there is a sidewalk on the west side only, with a curb and fencing on the east side. There is one marked crosswalk at this intersection on the south leg with non-dynamic signage warning vehicles of pedestrians.

Adjacent land uses are heavy industrial, consisting mostly of services for freight vehicles and freight movement.

A total of 7 collisions have taken place at this intersection. The most common primary collision factors are automobile right-of-way violation and improper turning (29% each). The most common collision types are broadside and sideswipe (29% each).

The following countermeasures are recommended:
 NS22PB – Install RRFB at south leg crossing
 NS06 – Add high-reflectivity pedestrian crossing signage, add signage directing pedestrians crossing La Cadena Drive to use the south leg crosswalk

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6.3.14 LA CADENA DRIVE AND E STREET
This is a four-way non-signalized intersection between a major road and a minor street. La Cadena Drive has two lanes and a two-way left-turn lane, and traffic does not stop for the intersection. There is a 35- mph speed limit on La Cadena Drive. E Street is a two-lane street with stop controls. There are sidewalks on both sides of both streets. The intersection contains four standard crosswalks, with the crossings on La Cadena Drive containing non-dynamic warning signage. The uses around the intersection are primarily residential and commercial, with more commercial uses on La Cadena Drive and more residential uses on E Street.

The following countermeasures are recommended:
 NS22PB – Install RRFB at north leg and eliminate south leg crossing  NS06 – Add high-reflectivity pedestrian crossing signage, add signage directing pedestrians crossing La Cadena Drive to use the north leg crosswalk

6.3.15 LA CADENA DRIVE AND D STREET
This is a four-way non-signalized intersection between a major road and a minor street. La Cadena Drive has two lanes and a two-way left-turn lane, and traffic does not stop for the intersection. There is a 35- mph speed limit on La Cadena Drive. D Street is a two-lane street with stop controls. There are sidewalks on both sides of both streets. The intersection contains four standard crosswalks, with the crossings on La Cadena Drive containing some warning signage. The uses around the intersection are primarily residential and commercial, with more commercial uses on La Cadena Drive and more residential uses on D Street.

A total of 7 collisions have occurred at this intersection. The most common primary collision factor is automobile right-of-way violation, responsible for 86% of collisions, or all but one. The most common collision type is broadside, which comprises 72% of collisions at the intersection.

The following countermeasures are recommended:
 NS22PB – Install RRFB at south leg and eliminate north leg crossing  NS06 – Add high-reflectivity pedestrian crossing signage, add signage directing pedestrians crossing La Cadena Drive to use the south leg crosswalk

6.3.16 LA CADENA DRIVE AND B STREET
This is a four-way non-signalized intersection between a major road and a minor street. La Cadena Drive has two lanes and a two-way left-turn lane, and traffic does not stop for the intersection. There is a 35- mph speed limit on La Cadena Drive. B Street is a two-lane street with stop controls. There are sidewalks on both sides of both streets. The intersection contains four standard crosswalks, with the crossings on La Cadena Drive containing non-dynamic warning signage. The uses around the intersection are primarily residential.

One collision occurred at this intersection, a sideswipe collision with a primary collision factor of driving on the wrong side of the road.

The following countermeasures are recommended:
 NS22PB – Install RRFB at south leg and eliminate north leg crossing

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 NS06 – Add high-reflectivity pedestrian crossing signage, add signage directing pedestrians crossing La Cadena Drive to use the south leg crosswalk
 Improve northwest corner curb ramps to ADA standards

6.3.17 LA CADENA DRIVE AND HANNA STREET
This is a four-way non-signalized intersection between a major road and a minor street. La Cadena Drive has two lanes and a two-way left-turn lane, and traffic does not stop for the intersection. There is a 35- mph speed limit on La Cadena Drive. Hanna Street is a two-lane street with stop controls. The intersection contains four standard crosswalks, with the crossings on La Cadena Drive containing existing non-dynamic warning signage. The uses around the intersection are primarily residential.

Two collisions have occurred at this intersection, one being a rear-end collision and the other being a head-on collision. The primary collision factors are driving on the wrong side of the road and automobile right-of-way violation.

The following countermeasures are recommended:
 NS22PB – Install RRFB at south leg and eliminate north leg crossing  NS06 – Add high-reflectivity pedestrian crossing signage, add signage directing pedestrians crossing La Cadena Drive to use the south leg crosswalk

6.3.18 RANCHO AVENUE AND B STREET
This is a three-way non-signalized intersection between a major road and a minor street. Rancho Avenue has four lanes with dedicated left-turn pockets, and traffic does not stop for the intersection. There is a 35 mph speed limit on Rancho Avenue. B Street is a two-lane street with stop controls. There are sidewalks on both sides of Rancho Avenue and on the south side of B Street. There is currently one standard crosswalk on the south side of the intersection, with some warning signage. The land uses around the intersection are primarily residential, with some commercial uses in the area southwest of the intersection.

A total of five collisions have occurred at this intersection. The most common collision type is sideswipe (40%). The most common primary collision factor is driving on the wrong side of the road (60%).

The following countermeasures are recommended:
 NS22PB – Install RRFB at south leg crossing
 NS06 – Add high-reflectivity pedestrian crossing signage, add signage directing pedestrians crossing Rancho Avenue to use the south leg crosswalk

6.3.19 9 TH STREET AND D STREET
This is a four-way non-signalized intersection. 9th Street has two lanes and a center line, with no left-turn pockets, and traffic does not stop for the intersection. There is a 35-mph speed limit on La Cadena Drive.

D Street is a two-lane street with stop controls. There are sidewalks on both sides of both streets. The intersection contains four standard crosswalks, with the crossings on La Cadena Drive containing some warning signage. The uses around the intersection are primarily residential and commercial, with more commercial uses on La Cadena Drive and more residential uses on D Street.

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The following countermeasures are recommended:
 NS22PB – Install RRFB at south leg crossing
 NS06 – Add high-reflectivity pedestrian crossing signage, add signage directing pedestrians crossing 9th Street to use the south leg crosswalk

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7.0 NON-ENGINEERING SAFETY MEASURES
This section presents the non-infrastructure solutions to Colton’s roadway safety needs. The programs will promote safe behavior in the identified transportation safety emphasis areas through education, law enforcement, and encouragement.

7.1 DRIVING UNDER THE INFLUENCE
Driving Under the Influence (DUI) remains a major issue in the City of Colton, ranking 3rd in collisions involving DUI between ages 21-34 and 13th for all alcohol-involved collisions among cities of similar size in California. While underage drinking is often an issue in other locations, adults driving under the influence is a more major issue for Colton, and thus the education and enforcement meant to address the issue must focus on all ages.

7.1.1 EDUCATION
 The Colton Joint Unified School District can consider incorporating Every 15 Minutes2 into the curriculum. The Every 15 Minutes program is a two-day program focusing on high school juniors and seniors. The program challenges them to think about drinking, driving, personal safety, the responsibility of making decisions, and the impact their decisions have on their family, friends, and community. The program is funded through OTS grants and California Highway Patrol mini-grants.  The California Department of Alcoholic Beverage Control (ABC) operates the Licensee Education on Alcohol and Drugs (LEAD) training program for store managers and employees on how to sell alcohol safely, responsibly, and legally, with an emphasis on preventing sales to minors and clearly intoxicated customers

3. This program is voluntary and free through OTS grants.

7.1.2 ENFORCEMENT
 Set up police checkpoints at night to enforce DUIs.
 Provide training to Colton Police Department for finding DUIs and other driving behaviors.

7.1.3 FUNDING SOURCES
Table 7.1 presents potential funding sources for the programs addressing Driving Under the Influence.

Table 7.1: Driving Under the Influence Program Funding Sources

DESCRIPTION

RESPONSIBLE
AGENCY

FUNDING
SOURCE

EDUCATION
Establish and stage an Interactive Simulation program for high school students – Every 15 Minutes. The Interactive Simulation program aims to challenge high school juniors and seniors about drinking, driving, and mature decision- making.

Colton Joint Unified School
District OTS Grants

2 https://www.chp.ca.gov/programs-services/programs/youth-programs/every-15-minutes 3 https://www.abc.ca.gov/education/lead-training/

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DESCRIPTION

RESPONSIBLE
AGENCY

FUNDING
SOURCE
Promote Licensee Education on Alcohol and Drugs (LEAD)
certification for store managers and employees on how to sell alcohol safely, responsibly, and legally.

City of Colton Department of
Community Services, City of
Colton Department of
Economic Development
OTS Grants

ENFORCEMENT
Set up police checkpoints at night to enforce driving under the influence. Colton Police Department OTS Grants

7.2 SPEEDING
Colton ranks 20th in speed-related collisions among cities of similar size. Speeding contributes significantly to crash frequency and severity. The following safety (non-engineering) programs or program elements can be considered to address speeding-related crashes.

7.2.1 EDUCATION
 Create a social media campaign to help drivers become more aware of how their speed impacts the risk of death for vulnerable road users. This campaign could be led by the City of Colton Department of Public Works or the Colton Police Department.

7.2.2 ENFORCEMENT
 Deploy Colton Police Department officers equipped with radar or LIDAR technology at strategic locations to ticket speeding drivers.

7.2.3 FUNDING SOURCES
Table 7.2 presents potential funding sources for the programs addressing Speeding.

Table 7.2: Speeding Program Funding Sources

DESCRIPTION

RESPONSIBLE
AGENCY

FUNDING
SOURCE

EDUCATION
Create a social media campaign.

City of Colton Department of
Public Works, Colton Police
Department
OTS Grants

ENFORCEMENT
Deploy police officers equipped with radar or
LIDAR technology at strategic locations to
ticket speeding drivers.

Colton Police Department OTS Grants

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7.3 PEDESTRIANS AND CYCLISTS
Pedestrians and cyclists are a highly vulnerable set of road users, particularly at night. Colton ranked 20th in nighttime collisions and 38th in pedestrian collisions among cities of similar size. While motorists have a responsibility to drive safely, pedestrians and cyclists can also take steps to enhance their own safety through increased awareness and measures to make themselves more visible.

The following safety (non-engineering) programs or program elements can be considered to address pedestrian and bicycle crashes:

7.3.1 EDUCATION
 Implement a “See and Be Seen” campaign through signage, social media, and advertising.  Support adult bicycle rider skills classes, such as those offered by the League of American Bicyclists.  Offer student pedestrian and bicycle traffic safety education in schools. Lessons related to walking can include the danger of walking with distractions, while bicycle lessons can include helmet and bicycle fit, hand signals, and riding safely with traffic.

7.3.2 ENFORCEMENT
 Offer diversion classes for bicycle riders who have been cited for traffic violations. These classes would help bicyclists learn about rights and responsibilities.  Offer free bicycle helmets or lights and schools or community centers.

7.3.3 FUNDING SOURCES
Table 7.3: Pedestrian and Bicycle Program Funding Sources

DESCRIPTION

RESPONSIBLE
AGENCY

FUNDING
SOURCE

EDUCATION
Implement a “See and Be Seen” campaign for pedestrians
and cyclists
City of Colton Department of
Community Services, City of
Colton Department of Public
Works
OTS Grants
Support adult bicycle rider skills classes. City of Colton, League of American Bicyclists OTS Grants
Offer student pedestrian and bicycle traffic safety education. Colton Joint Unified School District OTS Grants

ENFORCEMENT
Offer diversion classes for bicycle riders. City of Colton, Colton Police Department OTS Grants
Offer free bike helmets or lights. City of Colton OTS Grants

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7.4 EMERGENCY VEHICLES
A total of 59 collisions were related to an emergency vehicle in Colton from 2016 to 2020. The City of Colton has its own Fire Department, with four fire stations within the City.

Emergency Vehicle Preemption (EVP) systems may not be provided at all major intersections in the City.

Signal preemption allows emergency vehicles to interrupt a normal signal cycle in order to proceed through the intersection more quickly and under safer conditions. An EVP system may assist emergency vehicles traveling through traffic prone areas when responding to an emergency call. Implementation of the EVP system citywide may improve the emergency response team’s response time.

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8.0 SAFETY PROJECTS
This section provides the project scope, collision reduction benefits calculation, cost estimation, and Benefit to Cost (B/C) ratio analysis. This section also discusses and summarizes the project prioritization for the HSIP application.

8.1 PROJECT SCOPES AND BENEFIT CALCULATIONS
The development of project scopes involves identifying one or more specific countermeasures at potential locations for safety improvements. Expected benefits are derived by applying the proposed countermeasures and corresponding Crash Reduction Factors (CRFs) to the expected crashes. This involves:
 Identifying the current number of crashes without treatment  Applying CRFs by type and severity
 Applying a benefit value by crash severity
 Calculating the annual collision reduction benefits and multiplying by the project life in years Caltrans has established some key requirements and procedures for its calls-for-projects to allow agencies maximum flexibility in combining countermeasures and locations into a single project while ensuring all projects can be consistently ranked on a statewide basis. These include:
 Only a maximum of three individual countermeasures can be utilized in the B/C ratio for a project.  For a countermeasure to be utilized in the B/C ratio calculations, it must represent a minimum of 15 percent of the project’s total construction cost. This is intended to ensure that minor and insignificant project elements are not misrepresented to the agency's major safety effort.

An engineer determining the benefits of newly installed infrastructure first determines the number of collisions with the potential to be prevented by the improvement. The engineer then applies the CRF, which gives the rough percentage of crashes that would be prevented. The next step in estimating the overall benefit of a proposed improvement project is multiplying the expected reduction in crashes by a generally accepted value for the “cost” of crashes. The expected “benefit” value for a project is the expected “reduction in costs” value from reducing future crashes. The values weights by crash severity come from the 2022 Local Roadway Safety Manual.

Table 8.1: Collision Crash Values and EPDO Score
Collision Severity Location Type Crash Cost EPDO Score Value Fatality (K) and Severe Injury (A)
Signalized Intersection $1,787,000 119.93
Non-Signalized
Intersection $2,843,000 190.81
Combined (KA) Roadway $2,461,000 165.17
Evident Injury - Other Visible (B) $159,900 10.73
Possible Injury–Complaint of Pain (C) $90,900 6.10
Property Damage Only (O) $14,900 1.00
Source: Appendix D of the Caltrans LRSM, 2022

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The final step in calculating the total safety project benefits is to divide the benefits by the number of years the collision data was collected (five years for this project) and multiply this value by the project life in years.

The safety project scopes are listed in Table 8.1, including the applicable countermeasure category for each improvement and benefits calculated according to the method above.

Table 8.1: Safety Project Scopes
PROJECT 1: SAN BERNARDINO AVENUE AND PEPPER AVENUE

CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
S18PB Install pedestrian
crossing (S.I.)
Stripe continental crosswalks,
including entirely new crosswalk
on northbound approach
P & B 25% 20 5
S01 Add intersection
lighting (S.I.)
Provide additional streetlight at
southwest corner (eastbound
approach)
Night 40% 20 23
S02
Improve signal
hardware: lenses,
back-plates with
retroreflective
borders, mounting,
size, and number
Add new nearside traffic signals
for northbound and southbound
directions
All 15% 10 74
R22
Install/Upgrade
signs with new
fluorescent
sheeting
(regulatory or
warning)
Add speed limit signs along
southbound approach All 15% 10 74

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PROJECT 2: RANCHO AVENUE AND LOUISE STREET

PROJECT 3: VALLEY BOULEVARD AND 4TH STREET
CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
NS07
Upgrade
intersection
pavement
markings (NS.I.)
Restripe SB left turn lane into a
regular/dedicated left turn All 25% 10 9
NS22PB
Install Rectangular
Rapid Flashing
Beacon (RRFB)
Install RRFB at crossing north of
Louise Street P&B 35% 20 -
R22
Install/Upgrade
signs with new
fluorescent
sheeting
Install advance warning signs
(W11-2 with W16-9P) in
advance of the mid-block
crossing in both directions
All 15% 10 9
NS01 Add intersection
lighting (NS.I.)
Provide additional street
lighting, both at intersection
and around marked crosswalk
Night 40% 20 5
OTHER Street
Improvements
Install striping; rehabilitate
pavement - - - -
CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
NS21PB
Install/upgrade
pedestrian
crossing at
uncontrolled
locations (with
enhanced safety
features)
Modify NW and SW corners to
include bulb-outs. Upgrade
crosswalks intersecting Valley
Boulevard to Continental
/Ladder crosswalks. Restripe
crosswalks intersecting 4
th
Street.

P & B 35% 20 1
NS22PB
Install Rectangular
Rapid Flashing
Beacon (RRFB)
Install RRFB at EB and WB
approach P & B 35% 20 1
NS06
Install/upgrade
larger or additional
stop signs or other
intersection
Add high-reflectivity pedestrian
crossing signage All 15% 10 7

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PROJECT 4: VALLEY BOULEVARD AND PENNSYLVANIA AVENUE

warning/regulatory
signs
NS23PB
Install Pedestrian
Signal (including
Pedestrian Hybrid
Beacon (HAWK))
Investigate HAWK signal for
pedestrian crossing Valley
Boulevard at WB approach
(east leg)
P & B 55% 20 1
OTHER Signing and
Striping
Relocate signage; install sign
and post; remove striping - - - -
CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
NS22PB
Install Rectangular
Rapid Flashing
Beacon (RRFP)
Install RRFB at west leg crossing
and consider removing east leg
crossing
P&B 35% 20 2
NS23PB
Install Pedestrian
Signal (including
Pedestrian Hybrid
Beacon (HAWK))
Consider HAWK signal at Valley
Boulevard pedestrian crossing
(if warranted)
P & B 55% 20 2
NS06
Install/Upgrade
larger or additional
stop signs or
tother intersection
warning/regulatory
signs
Add high-reflectivity pedestrian
crossing signage All 15% 10 9
NS07
Upgrade
intersection
pavement
markings (NS.I.)
Convert two-way left turn lanes
on Valley Boulevard to
dedicated left turn lanes
All 25% 10 9
NS21PB
Install/upgrade
pedestrian
crossing at
uncontrolled
locations (with
enhanced safety
features)
Consider bulb-outs at Valley
Boulevard corners which have
crosswalks (only consider at
one leg of intersection, if
decide to remove one Valley
Boulevard crosswalk)
P & B 35% 20 2
OTHER Signing and
Striping
Relocate signage; install sign
and post; remove striping - - - -

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PROJECT 5: VALLEY BOULEVARD AND LA CADENA DRIVE

PROJECT 6: 9

TH STREET AND G STREET

CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
S02 Signal Modification
Replace five-head signal with
four-section protected-
permissive signal head with
flashing yellow arrow for EB
and WB approach
All 30% 20 54
S07
Provide protected
left turn phase (left
turn lane already
exists)
Install protected-permissive
signal head with flashing yellow
arrow for NB/SB direction
All 30% 20 54
R22
Install/Upgrade
signs with new
fluorescent
sheeting
Install speed limit signs (R2-1)
with fluorescent sheeting All 15% 10 54
CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
NS05mr
Convert
intersection to
mini roundabout
(from stop or yield
control on minor
road)
Convert intersection to a mini-
roundabout All 30% 20 10
NS02
Convert to all-way
STOP control
(from 2-way or
Yield control)
Consider All-Way STOP
control if MUTCD warrants are
met
All 50% 10 10
R22
Install/Upgrade
signs with new
fluorescent
sheeting
Install speed limit signs (R2-1)
on 9th Street All 15% 10 10
Other Signing and
Striping
Repaint curb as red curb in
front of stop signs - - - -

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PROJECT 7: MT VERNON AVENUE AND F STREET/FAIRWAY DRIVE

PROJECT 8: MT VERNON AVENUE AND M STREET

CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
S07
Provide protected
left turn phase (left
turn lane already
exists)
Install protected left turn in SB
direction All 30% 20 33
OTHER Signing and
Striping Install high-visibility crosswalk - - - -
CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
R22
Install/Upgrade
signs with new
fluorescent
sheeting
(regulatory or
warning)
Replace “signal ahead”
warning signage with new
reflective signage in both NB
and SB directions on Mt
Vernon Avenue. Add median
signage (W6-1) at centerline.

All 15% 10 39
R27
Install delineators,
reflectors and/or
object markers
Consider installing bollards
along centerline on northern
leg of intersection
All 15% 10 39
R28 Install edge-lines
and centerlines
Add shoulder striping along
edges of northern intersection
leg (both NB and SB direction)
All 25% 10 39
R30
Install centerline
rumble
strips/stripes
Install centerline rumble strips
from north end of bridge deck
to northbound approach at M
Street
All 20% 10 39
S02 Improve signal
hardware
Improve signal hardware:
lenses, backplates with
reflective borders
All 15% 10 39
OTHER Lighting/Reflectors
Consider better lighting or
reflective signs/decals on
driveway entrance
immediately north of
intersection
- - - -

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Attachment: Exhibit A - Colton_LRSP_01.19.2023 (4007 : Local Road Safety Plan ("LRSP")) Safety Projects
CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 63
PROJECT 9: WASHINGTON STREET AND RV CENTER DRIVE (WEST)

PROJECT 10: WASHINGTON STREET AND MEADOW LANE
CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
NS22PB
Install Rectangular
Rapid Flashing
Beacon (RRFB)
Install RRFB for either side of
crosswalk on Washington
Street
P & B 35% 20 0
R32PB Install bike lanes
Consider adding bicycle lanes
on all intersection approaches.

Install bike lane in the
westbound/southbound
directions along Washington
Street between RV Center Drive
(west) and RV Center Drive
(east).

P & B 35% 20 0
NS06
Install/upgrade
larger or additional
stop signs or other
intersection
warning/regulatory
signs
Upgrade median divider
signage with reflective signage
at eastern leg; Install reflective
median divider signage at
western leg, at both sides of
median
All 15% 10 14
R04 Install Guardrail Consider guardrails on edges
of western leg median All 25% 20 14
OTHER Signing and
Striping
Install high-visibility crosswalk.

Install striping - - - -
CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
S08
Convert signal to
mast arm (from
pedestal-mounted)
Install mast arm traffic signal
for SB Meadow Lane All 30% 20 33
S02
Improve signal
hardware: lenses,
back-plates with
retroreflective
borders, mounting,
size, and number
Relocate right-most SB signal
head, which would become
superfluous with new mast arm
traffic signal in SB direction, to
serve as nearside EB signal for
Washington Street
All 15% 10 33

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Attachment: Exhibit A - Colton_LRSP_01.19.2023 (4007 : Local Road Safety Plan ("LRSP")) Safety Projects
CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 64

PROJECT 11: WASHINGTON STREET AND COOLEY DRIVE/BARTON ROAD

CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
S18PB Install pedestrian
crossing
Upgrade existing crosswalks to
high-visibility continental
crosswalks
P & B 25% 20 14
S21PB
Modify signal
phasing to
implement a
Leading Pedestrian
Interval (LPI)
Evaluate potential for Leading
Pedestrian Interval (LPI) signal
phasing across all intersection
legs
P & B 60% 10 14
OTHER Street
Improvements
Install high visibility crosswalk;
install light pole; install pull box - - - -
CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
S18PB Install pedestrian
crossing (S.I.)
Add crosswalk on the
southwest quadrant, adjoining
to the pork chop island
P & B 25% 20 1
R22
Install/Upgrade
signs with new
fluorescent
sheeting
(regulatory or
warning)
Install yield sign for the
channelized EB to SB
movement. Install additional
signage for pork chop island
at southwest corner of
intersection
All 15% 10 35
OTHER Signing and
Striping
Provide “cat track” striping to
guide southbound left and
southbound through
movements. Conduct safety
and operational study to add
an exclusive eastbound right
turn pocket at the intersection
- - - -

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Attachment: Exhibit A - Colton_LRSP_01.19.2023 (4007 : Local Road Safety Plan ("LRSP")) Safety Projects
CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 65
PROJECT 12: RIVERSIDE AVENUE AND KEY STREET

PROJECT 13: RIVERSIDE AVENUE (MIGUEL BUSTAMANTE PARKWAY TO KEY STREET) CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
R28 Install edge-lines
and centerlines
Install shoulder edge-lines
along Riverside Drive from Key
Street to bridge over the
Santa Ana River
All 25% 10 4
R22
Install/Upgrade
signs with new
fluorescent
sheeting
Install W2-2 advance warning
sign approximately 400 feet
south of Riverside Ave and
approximately 400 feet north
of Riverside Ave
All 15% 10 4
NS01 Add intersection
lighting
Add intersection lighting at
northeast pole and west pole Night 40% 20 3
NS06
Install/Upgrade
larger or additional
stop signs or other
intersection
warning/regulatory
signs
Add speed limit (R2-1) sign on
northbound and southbound
& (W1-7) sign on west side
facing east.

All 15% 10 4
OTHER Signing and
Striping
Restripe bike land conflict line
(based on MUTCD) and
approach speed along
Riverside Avenue at
northbound approach.
- - - -
CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
R28 Install edge-lines
and centerlines
Add shoulder striping along
bridge over Santa Ana River. All 25% 10 18
R01 Add segment
lighting
Provide additional street
lighting along corridor Night 35% 20 18
OTHER Sidewalks &
Lighting
City to consider improving
bridge side railing with
sidewalks and street lighting
upon future bridge
reconstruction
- - - -

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Attachment: Exhibit A - Colton_LRSP_01.19.2023 (4007 : Local Road Safety Plan ("LRSP")) Safety Projects
CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 66

PROJECT 14: AGUA MANSA ROAD (RIVERSIDE AVENUE TO WAL-MART DISTRIBUTION CENTER

DRIVEWAY)

PROJECT 15: LA CADENA DRIVE AT FOGG STREET

PROJECT 16: RANCHO AVENUE AT B STREET
CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
R28 Install edge-lines
and centerlines
Provide cross-hatch shoulder
striping along EB lane’s extra
pavement
All 25% 10 35
CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
NS22PB
Install Rectangular
Rapid Flashing
Beacon (RRFB)
Install RRFB at EB and WB
approach P & B 35% 20 7
NS06
Install/upgrade
larger or additional
stop signs or other
intersection
warning/regulatory
signs
Add high-reflectivity
pedestrian crossing signage All 15% 10 7
CM #
Countermeasure
Names
Description
Collision
Type
CRF
Project
Life
(Years)
No. of
Preventable
Collisions
NS22PB
Install Rectangular
Rapid Flashing
Beacon (RRFB)
Install RRFB at EB and WB
approach P & B 35% 20 5
NS06
Install/upgrade
larger or additional
stop signs or other
intersection
warning/regulatory
signs
Add high-reflectivity
pedestrian crossing signage All 15% 10 5

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Attachment: Exhibit A - Colton_LRSP_01.19.2023 (4007 : Local Road Safety Plan ("LRSP")) Safety Projects
CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 67

8.2 COST ESTIMATE
Planning-level cost estimates were developed for each countermeasure. Cost estimates were prepared based on recent bid tabulations and estimates of current construction costs consisting of unit-based cost estimates and contingencies. The costs include construction costs and include engineering and administrative costs. A contingency is added to the construction cost of each project depending on the complexity of the scope.

8.3 BENEFIT/COST RATIO
A Benefit/Cost Ratio (BCR) is the ratio of a project's benefits relative to its costs, and both are expressed in monetary terms. The BCR is calculated by taking a project’s overall benefit and dividing it by the overall project cost. Projects with a higher BCR mean greater benefits relative to costs, while a lower BCR means fewer benefits than costs.

Based on Caltrans’s need for a fair, data-driven, statewide project selection process for HSIP call-for- projects, the benefit and cost calculations were completed using the same process shown in the HSIP Analyzer to calculate the B/C ratio of the project. The B/C ratios were used to identify the projects with high cost-effectiveness that may have a greater chance of receiving federal funding in Caltrans call-for- projects. Table 8.2 summarizes the B/C ratio of proposed safety projects. The benefit/cost ratio is calculated according to the HSIP Analyzer from the HSIP grant application.

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Attachment: Exhibit A - Colton_LRSP_01.19.2023 (4007 : Local Road Safety Plan ("LRSP")) Safety Projects

CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 68 Table 8.2: Benefits/Cost Ratio Analysis by Safety Project (for HSIP eligible safety projects) ID Location CM # Countermeasure
Names
Collision
Benefits
Cost ($)
Estimation
Benefit/Cost
Ratio (BCR)
HSIP
Max
Share
HSIP
Amount
Local
Amount
1 San Bernardino
Avenue and
Pepper Avenue
S18PB Install pedestrian cro ssing (S.I.) $378,500 $10,000 37.85 90% $9,000 $1,000 S01 Add intersection lighting (S.I.) $5,638,080 $7,500 751.74 90% $6,750 $750 S02
Improve signal hardware: lenses,
back-plates with retroreflective
borders, mounting, size, and
number
$2,486,040 $3,840 647.41 90% $3,456 $384
R22
Install/Upgrade signs with new
fluorescent sheeting (regulatory
or warning)
$2,486,040 $2,000 1243.02 90% $1,800 $200
TOTAL $10,988,660 $23,340 470.81 $21,006 $2,334
2 Rancho Avenue
and Louise Street
NS07 Upgrade intersection pavement
markings (NS.I.) $288,050 $1,336 215.61 90% $1,202 $134 NS22PB Install Rectangular Rapid Flashing
Beacon (RRFB) $0 $58,860 0.00 90% $52,974 $5,886
R22 Install/Upgrade signs with new
fluorescent sheeting $172,830 $2,000 86.42 90% $1,800 $200 NS01 Add intersection lighting (NS.I.) $716,000 $2,500 286.40 90% $2,250 $250 OTHER Street Improvements - $10,186 - - $0 $10,186
TOTAL $12,165,540 $74,882 162.46 $58,226 $16,656

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Attachment: Exhibit A - Colton_LRSP_01.19.2023 (4007 : Local Road Safety Plan ("LRSP")) Safety Projects
CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 69
ID Location CM # Countermeasure
Names
Collision
Benefits
Cost ($)
Estimation
Benefit/Cost
Ratio (BCR)
HSIP
Max
Share
HSIP
Amount
Local
Amount
3 Valley Boulevard
and 4th Street
NS21PB
Install/upgrade pedestrian
crossing at uncontrolled locations
(with enhanced safety features)
$20,860 $200,000 0.10 90% $180,000 $20,000
NS22PB Install Rectangular Rapid Flashing
Beacon (RRFB) $20,860 $58,860 0.35 90% $52,974 $5,886
NS06
Install/upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$163,890 $3,000 54.63 90% $2,700 $300
NS23PB
Install Pedestrian Signal (including
Pedestrian Hybrid Beacon
(HAWK))
$32,780 $57,900 0.57 90% $52,110 $5,790
OTHER Signing and Striping - $3,334 - - $0 $3,334
TOTAL $238,390 $323,094 0.74 $287,784 $35,310
4 Valley Boulevard
and Pennsylvania
Avenue
NS22PB Install Rectangular Rapid Flashing
Beacon (RRFP) $41,720 $58,860 0.71 90% $52,974 $5,886
NS23PB
Install Pedestrian Signal (including
Pedestrian Hybrid Beacon
(HAWK))
$65,560 $57,900 1.13 90% $52,110 $5,790
NS06
Install/Upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$129,330 $3,000 43.11 90% $2,700 $300
NS07 Upgrade intersection pavement
markings (NS.I.) $215,550 $1,450 148.66 90% $1,305 $145

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Attachment: Exhibit A - Colton_LRSP_01.19.2023 (4007 : Local Road Safety Plan ("LRSP")) Safety Projects
CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 70
ID Location CM # Countermeasure
Names
Collision
Benefits
Cost ($)
Estimation
Benefit/Cost
Ratio (BCR)
HSIP
Max
Share
HSIP
Amount
Local
Amount
NS21PB
Install/upgrade pedestrian
crossing at uncontrolled locations
(with enhanced safety features)
$41,720 $200,000 0.21 90% $180,000 $20,000
OTHER Signing and Striping - $3,144 - - $0 $3,144
TOTAL $493,880 $324,354 1.52 $289,089 $35,265
5 Valley Boulevard
and La Cadena
Drive
S02
Improve signal hardware: lenses,
back-plates with retroreflective
borders, mounting, size, and
number
$956,280 $15,560 61.46 90% $14,004 $1,556
S07 Provide protected left turn phase
(left turn lane already exists) $3,825,120 $6,420 595.81 90% $5,778 $642 R22 Install/Upgrade signs with new
fluorescent sheeting $956,280 $1,000 956.28 90% $900 $100 TOTAL $4,781,400 $21,980 217.53 $19,782 $2,198
6 9th Street and G
Street
NS05mr
Convert intersection to mini
roundabout (from stop or yield
control on minor road)
$817,200 $286,250 2.85 90% $257,625 $28,625
NS05
Convert intersection to
roundabout (from stop or yield
control on minor road)
$817,200 $286,250 2.85 90% $257,625 $28,625
R22 Install/Upgrade signs with new
fluorescent sheeting $204,300 $1,000 204.30 90% $900 $100 Other Signing and Striping - $200 - - $0 $200
TOTAL $1,838,700 $573,700 3.20 $516,150

$57,550

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Attachment: Exhibit A - Colton_LRSP_01.19.2023 (4007 : Local Road Safety Plan ("LRSP")) Safety Projects
CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 71
ID Location CM # Countermeasure
Names
Collision
Benefits
Cost ($)
Estimation
Benefit/Cost
Ratio (BCR)
HSIP
Max
Share
HSIP
Amount
Local
Amount
7 Mt Vernon
Avenue and F
Street/Fairway
Drive
S07 Provide protected left turn phase
(left turn lane already exists) $4,954,560 $6,920 715.98 90% $6,228 $692 OTHER Signing and Striping - $10,000 - - $0 $10,000
TOTAL $4,954,560 $16,920 292.82 $6,228 $10,692
8 Mt Vernon
Avenue and M
Street
R28 Install edge-lines and centerlines $2,249,100 $3,000 749.70 90% $2,700 $300 R22
Install/Upgrade signs with new
fluorescent sheeting (regulatory
or warning)
$1,349,460 $1,500 899.64 90% $1,350 $150
R27 Install delineators, reflectors
and/or object markers $1,349,460 $7,200 187.43 90% $6,480 $720 R30 Install centerline rumble
strips/stripes $1,799,280 $2,000 899.64 90% $1,800 $200 S02 Improve signal hardware $1,349,460 $2,100 642.60 90% $1,890 $210 OTHER Lighting/Reflectors - $500 - - $0 $500
TOTAL $13,051,320 $16,3000 800.69 $14,220 $2,080
9 Washington
Street and RV
Center Drive
NS22PB Install Rectangular Rapid Flashing
Beacon (RRFB) $561,820 $57,900 9.70 90% $52,110 $5,790
R32PB Install bike lanes $561,820 $10,000 56.18 90% $9,000 $1,000 NS06
Install/upgrade larger or
additional stop signs or other
intersection warning /regulatory
signs
$1,174,110 $2,000 587.06 90% $1,800 $200
R04 Install Guardra il $3,531,700 $11,160 316.46 90% $10,044 $1,116

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Attachment: Exhibit A - Colton_LRSP_01.19.2023 (4007 : Local Road Safety Plan ("LRSP")) Safety Projects
CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 72
ID Location CM # Countermeasure
Names
Collision
Benefits
Cost ($)
Estimation
Benefit/Cost
Ratio (BCR)
HSIP
Max
Share
HSIP
Amount
Local
Amount
OTHER Signing and Striping - $4,000 - - $0 $4,000
TOTAL $5,829,450 $85,060 68.53 $72,954 $12,106
10 Washington
Street and
Meadow Lane
S08 Convert signal to mast arm (from
pedestal-mounted) $3,429,240 $22,400 153.09 90% $20,160 $2,240 S02
Improve signal hardware: lenses,
back-plates with retroreflective
borders, mounting, size, and
number
$857,310 $300 2857.70 90% $270 $30
S18PB Install pedestrian crossing $1,070,700 $2,500 428.28 90% $2,250 $250 S21PB
Modify signal phasing to
implement a Leading Pedestrian
Interval (LPI)
$3,429,240 $5,000 685.85 90% $4,500 $500
OTHER Street Improvements - $5,000 - - $0 $5,000
TOTAL $13,730,870 $39,200 350.28 $30,780 $8,420
11 Washington
Street and
Cooley
Drive/Barton
Road
S18PB Install pedestrian crossi ng (S.I.) $3,154,800 $10,000 315.48 90% $9,000 $1,000 R22
Install/Upgrade signs with new
fluorescent sheeting (regulatory
or warning)
$1,148,640 $1,500 765.76 90% $1,350 $150
OTHER Signing and Striping - $378 - - - $378
TOTAL $4,303,440 $11,878 374.21 $10,350 $1,528

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Attachment: Exhibit A - Colton_LRSP_01.19.2023 (4007 : Local Road Safety Plan ("LRSP")) Safety Projects
CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 73
ID Location CM # Countermeasure
Names
Collision
Benefits
Cost ($)
Estimation
Benefit/Cost
Ratio (BCR)
HSIP
Max
Share
HSIP
Amount
Local
Amount
12 Riverside Avenue
and Key Street
R28 Install edge-lines and ce nterlines $1,435,850 $6,000 239.31 90% $5,400 $600 R22 Install/Upgrade signs with new
fluorescent sheeting $1,892,490 $1,000 1892.49 90% $900 $100 NS01 Add intersection lighting $559,360 $6,000 93.23 90% $5,400 $600 NS06
Install/Upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$1,892,490 $1,500 1261.66 90% $1,350 $150
OTHER Signing and Striping - $12,000 - - $0 $12,000
TOTAL $7,498,490 $26,500 282.96 $13,050 $13,450
13 Riverside Avenue
from Miguel
Bustamante
Parkway to Key
Street
R28 Install edge-lines and centerlines $4,279,750 $18,900 226.44 90% $17,010 $1,890 R01 Add segment lighting $5,092,500 $10,000 509.25 90% $9,000 $1,000 OTHER Sidewalks & Lighting - - - - - -
TOTAL $9,372,250 $28,900 324.30 $26,010 $2,890
14 Agua Mansa
Road from
Riverside Avenue
to Wal-Mart
Distribution
Center Driveway
R28 Install edge-lines and centerlines $3,155,850 $2,820 1119.10 90% $2,538 $282 TOTAL $3,155,850 $2,820 1119.10 $2,538 $282

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Attachment: Exhibit A - Colton_LRSP_01.19.2023 (4007 : Local Road Safety Plan ("LRSP")) Safety Projects
CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 74
ID Location CM # Countermeasure
Names
Collision
Benefits
Cost ($)
Estimation
Benefit/Cost
Ratio (BCR)
HSIP
Max
Share
HSIP
Amount
Local
Amount
15 La Cadena Drive
and Fogg Street
NS22PB Install Rectangular Rapid Flashing
Beacon (RRFB) $571,620 $58,860 9.71 90% $52,974 $5,886
NS06
Install/upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$122,490 $3,000 40.83 90% $2,700 $300
TOTAL $694,110 $61,860 11.22 $55,674 $6,186
16 Rancho Avenue
and B Street
NS22PB Install Rectangular Rapid Flashing
Beacon (RRFB) $104,300 $58,860 1.77 90% $52,974 $5,886
NS06
Install/upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$22,350 $3,000 7.45 90% $2,700 $300
TOTAL $126,650 $61,860 2.05 $55,674 $6,186
18 La Cadena Drive
and D Street
NS22PB Install Rectangular Rapid Flashing
Beacon (RRFB) $465,220 $29,430 15.81 90% $26,487 $2,943 NS06
Install/upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$99,690 $2,000 49.85 90% $1,800 $200
TOTAL $564,910 $31,430 65.65 $28,287 $3,143
19 La Cadena Drive
and B Street NS22PB
Install Rectangular Rapid Flashing
Beacon (RRFB)

$20,860 $29,430 0.71 90% $26,487 $2,943

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Attachment: Exhibit A - Colton_LRSP_01.19.2023 (4007 : Local Road Safety Plan ("LRSP")) Safety Projects
CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 75
ID Location CM # Countermeasure
Names
Collision
Benefits
Cost ($)
Estimation
Benefit/Cost
Ratio (BCR)
HSIP
Max
Share
HSIP
Amount
Local
Amount
NS06
Install/upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$4,470 $2,000 2.24 50% $1,000 $1,000
TOTAL $25,330 $31,430 2.95 $27,487 $3,943
20 La Cadena Drive
and Hanna Street
NS22PB Install Rectangular Rapid Flashing
Beacon (RRFB) $244,720 $29,430 8.32 90% $26,487 $2,943
NS06
Install/upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$52,440 $2,000 26.22 90% $1,800 $200
TOTAL $297,160 $31,430 34.54 $28,287 $3,143

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CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 76

8.4 PROJECT PRIORITIZATION
A prioritized list of safety projects for the HSIP application was identified. The B/C ratios may be used as a guide to identifying the projects with high cost-effectiveness that have the greatest chance of receiving federal funding in Caltrans call-for-projects.

BCR is not the only guide to prioritize and implement a countermeasure. The safety project list will be used as a reference on which safety project to implement first. The implementation timeline will be dependent on the City’s goals and funding eligibility. The City may choose to move forward with any of these safety projects in any order, depending on funding availability. If the applications are approved for funding, these projects should not be applied for future HSIP cycles. If the safety projects are not funded by the HSIP Cycle 11, then those projects could be considered for reapplying for funding in future cycles.

Because HSIP grants are competitive, it is typically appropriate to apply only for projects with an estimated BCR considered high. According to the HSIP grant application guidelines, a safety project needs to be at least $100,000 and a minimum of 3.5 BCR to submit an HSIP Cycle 10 application. It is anticipated that similar minimum dollar value and BCR requirements will apply to future HSIP application cycles.

Taking the HSIP application into consideration, Table 8.3 summarizes the BCR analysis for the safety project. The safety projects are categorized by countermeasure ID and are prioritized by BCR. The City may use the list from Table 8.3 to determine which will be implemented based on the City’s goals and funding availability.

Table 8.3: Benefits/Cost Ratio Analysis by Safety Project Location CM # Countermeasure Names Collision
Benefits Cost ($)
Benefit/Cost
Ratio
Washington Street
and Meadow Lane S02
Improve signal hardware: lenses,
back-plates with retroreflective
borders, mounting, size, and
number
$857,310.00 $300.00 2857.70
Riverside Avenue and
Key Street R22
Install/Upgrade signs with new
fluorescent sheeting (regulatory
or warning)
$1,892,490.00 $1,000.00 1892.49
Riverside Avenue and
Key Street NS06
Install/Upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$1,892,490.00 $1,500.00 1261.66
San Bernardino
Avenue and Pepper
Avenue
R22
Install/Upgrade signs with new
fluorescent sheeting (regulatory
or warning)
$2,486,040.00 $2,000.00 1243.02

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Location CM # Countermeasure Names Collision
Benefits Cost ($)
Benefit/Cost
Ratio
Washington Street
and Meadow Lane R35PB
Install/upgrade pedestrian
crossing (with enhanced safety
features)
$4,944,380.00 $4,000.00 1236.10
Agua Mansa Road
(Riverside Avenue to
Wal-Mart Distribution
Center Driveway)
R28 Install edge-lines and
centerlines $3,155,850.00 $2,820.00 1119.10
Valley Boulevard and
La Cadena Drive R22
Install/Upgrade signs with new
fluorescent sheeting (regulatory
or warning)
$956,280.00 $1,000.00 956.28
Mt Vernon Avenue
and M Street R22
Install/Upgrade signs with new
fluorescent sheeting (regulatory
or warning)
$1,349,460.00 $1,500.00 899.64
Mt Vernon Avenue
and M Street R30 Install centerline rumble
strips/stripes $1,799,280.00 $2,000.00 899.64
Washington Street
and Cooley
Drive/Barton Road
R22
Install/Upgrade signs with new
fluorescent sheeting (regulatory
or warning)
$1,148,640.00 $1,500.00 765.76
San Bernardino
Avenue and Pepper
Avenue
S01 Add intersection lighting (S.I.) $5,638,080.00 $7,500.00 751.74 Mt Vernon Avenue
and M Street R28 Install edge-lines and
centerlines $2,249,100.00 $3,000.00 749.70
Mt Vernon Avenue
and F Street/Fairway
Drive
S07
Provide protected left turn
phase (left turn lane already
exists)
$4,954,560.00 $6,920.00 715.98
Washington Street
and Meadow Lane S21PB
Modify signal phasing to
implement a Leading Pedestrian
Interval (LPI)
$3,429,240.00 $5,000.00 685.85
San Bernardino
Avenue and Pepper
Avenue
S02
Improve signal hardware: lenses,
back-plates with retroreflective
borders, mounting, size, and
number
$2,486,040.00 $3,840.00 647.41
Mt Vernon Avenue
and M Street S02
Improve signal hardware: lenses,
back-plates with retroreflective
borders, mounting, size, and
number
$1,349,460.00 $2,100.00 642.60

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Location CM # Countermeasure Names Collision
Benefits Cost ($)
Benefit/Cost
Ratio
Valley Boulevard and
La Cadena Drive S07
Provide protected left turn
phase (left turn lane already
exists)
$3,825,120.00 $6,420.00 595.81
Washington Street
and RV Center Drive NS06
Install/upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$1,174,110.00 $2,000.00 587.06
Riverside Avenue and
Key Street R28 Install edge-lines and
centerlines $3,154,150.00 $6,000.00 525.69
Riverside Avenue
(Miguel Bustamante
Parkway to Key Street)
R01 Add segment lighting $5,092,500.00 $10,000.00 509.25 Washington Street
and Meadow Lane S18PB Install pedestrian crossing $1,070,700.00 $2,500.00 428.28 Washington Street
and RV Center Drive R04 Install Guardrail $3,531,700.00 $11,160.00 316.46 Washington Street
and Cooley
Drive/Barton Road
S18PB Install pedestrian crossing (S.I.) $3,154,800.00 $10,000.00 315.48 Rancho Avenue and
Louise Street NS01 Add intersection lighting (NS.I.) $716,000.00 $2,500.00 286.40 Riverside Avenue
(Miguel Bustamante
Parkway to Key Street)
R28 Install edge-lines and
centerlines $4,279,750.00 $18,900.00 226.44
Rancho Avenue and
Louise Street NS07 Upgrade intersection pavement
markings (NS.I.) $288,050.00 $1,336.00 215.61
9th Street and G Street R22
Install/Upgrade signs with new
fluorescent sheeting (regulatory
or warning)
$204,300.00 $1,000.00 204.30
Mt Vernon Avenue
and M Street R27 Install delineators, reflectors
and/or object markers $1,349,460.00 $7,200.00 187.43
Washington Street
and Meadow Lane S08 Convert signal to mast arm
(from pedestal-mounted) $3,429,240.00 $22,400.00 153.09 Valley Boulevard and
Pennsylvania Avenue NS07 Upgrade intersection pavement
markings (NS.I.) $215,550.00 $1,450.00 148.66
Riverside Avenue and
Key Street NS01 Add intersection lighting $559,360.00 $6,000.00 93.22

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Location CM # Countermeasure Names Collision
Benefits Cost ($)
Benefit/Cost
Ratio
Rancho Avenue and
Louise Street R22
Install/Upgrade signs with new
fluorescent sheeting (regulatory
or warning)
$172,830.00 $2,000.00 86.41
Valley Boulevard and
La Cadena Drive S02
Improve signal hardware: lenses,
back-plates with retroreflective
borders, mounting, size, and
number
$956,280.00 $15,560.00 61.46
Washington Street
and RV Center Drive R32PB Install bike lanes $561,820.00 $10,000.00 56.18 Valley Boulevard and
4th Street NS06
Install/upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$163,890.00 $3,000.00 54.63
La Cadena Drive and
D Street NS06
Install/upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$163,890.00 $3,000.00 49.85
Valley Boulevard and
Pennsylvania Avenue NS06
Install/upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$129,330.00 $3,000.00 43.11
La Cadena Drive and
Fogg Street NS06
Install/upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$122,490.00 $3,000.00 40.83
San Bernardino
Avenue and Pepper
Avenue
S18PB Install pedestrian crossi ng (S.I.) $378,500.00 $10,000.00 37.85 La Cadena Drive and
Hanna Street NS06
Install/upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$52,440.00 $2,000.00 26.22
La Cadena Drive and
D Street NS22PB Install Rectangular Rapid
Flashing Beacon (RRFB) $465,220.00 $29,430.00 15.80
La Cadena Drive and
Fogg Street NS22PB Install Rectangular Rapid
Flashing Beacon (RRFB) $571,620.00 $58,860.00 9.71
Washington Street
and RV Center Drive NS22PB Install Rectangular Rapid
Flashing Beacon (RRFB) $561,820.00 $57,900.00 9.70

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CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 80
Location CM # Countermeasure Names Collision
Benefits Cost ($)
Benefit/Cost
Ratio
La Cadena Drive and
Hanna Street NS22PB Install Rectangular Rapid
Flashing Beacon (RRFB) $244,720.00 $29,430.00 8.31
Rancho Avenue and B
Street NS06
Install/upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$22,350.00 $3,000.00 7.45
9th Street and G
Street NS05
Convert intersection to
roundabout (from stop or yield
control on minor road)
$817,200.00 $286,250.00 2.85
9th Street and G
Street NS02 Convert to all-way STOP control
(from 2-way or Yield control) $681,000.00 $286,250.00 2.38 La Cadena Drive and B
Street NS06
Install/upgrade larger or
additional stop signs or other
intersection warning/regulatory
signs
$4,470.00 $2,000.00 2.23
Rancho Avenue and B
Street NS22PB Install Rectangular Rapid
Flashing Beacon (RRFB) $104,300.00 $58,860.00 1.77
Valley Boulevard and
Pennsylvania Avenue NS23PB
Install Pedestrian Signal
(including Pedestrian Hybrid
Beacon (HAWK))
$65,560.00 $57,900.00 1.13
Valley Boulevard and
Pennsylvania Avenue NS22PB Install Rectangular Rapid
Flashing Beacon (RRFB) $41,720.00 $58.860.00 0.70
La Cadena Drive and B
Street NS22PB Install Rectangular Rapid
Flashing Beacon (RRFB) $20,860.00 $29,430.00 0.70
Valley Boulevard and
4th Street NS23PB
Install Pedestrian Signal
(including Pedestrian Hybrid
Beacon (HAWK))
$32,780.00 $57,900.00 0.57
Valley Boulevard and
4th Street NS22PB Install Rectangular Rapid
Flashing Beacon (RRFB) $20,860.00 $58,860.00 0.35
Valley Boulevard and
Pennsylvania Avenue NS21PB
Install/upgrade pedestrian
crossing at uncontrolled
locations (with enhanced safety
features)
$41,720.00 $200,000.00 0.21
Valley Boulevard and
4th Street NS21PB
Install/upgrade pedestrian
crossing at uncontrolled
locations (with enhanced safety
features)
$20,860.00 $200,000.00 0.10

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CITY OF COLTON | LOCAL ROADWAY SAFETY PLAN PAGE 81

The average BCR of HSIP 10 selected projects is 24.3 (the BCR cutoff was 12.0). The City can either select the eligible individual projects or group projects as a systemic improvement, as shown in Table 8.3 and Table 8.4, for the HSIP funding application. The City may also determine which project to be prioritized based on available funding sources, public support, and other factors.

8.5 FUNDING SOURCES
Several state and federal grant programs offer to fund engineering and non-engineering roadway safety projects. The California Department of Transportation’s (Caltrans) Active Transportation Program (ATP) encourages bicycle and pedestrian use in the state by funding programs that increase bike or pedestrian mode share or improve bicycle or pedestrian safety. Caltrans also administers the Sustainable Communities Grant Program, which awards grants to municipal projects that reduce greenhouse gas emissions and support multi-modal transportation. The Sustainable Communities Program prioritizes projects that solicit stakeholder and community engagement and support state policies like the 2040 California Transportation Plan. The California Office of Traffic Safety awards grants for projects addressing any one or more of ten priority areas, including Alcohol-Impaired Driving, Drug-Impaired Driving, Motorcycle Safety, Police Traffic Services, Roadway Safety and Traffic Records, Distracted Driving, Emergency Medical Services, Occupant Protection, Pedestrian and Bicycle Safety, and Public Relations.

At the federal level, the Advanced Transportation and Congestion Management Technologies Deployment Program funds technology to promote safety and efficiency in the transportation system.

The Highway Safety Improvement Program (HSIP) funds roadway improvements on any public roadway.

Table 8.4 provides a list of eligible programs and the funding sources for related to transportation safety.

Table 8.4: Transportation Safety Funding Sources Summary Agency Source Eligible Programs Areas Addressed
Federal Highway
Administration
(FHWA)
Highway Safety
Improvement
Program (HSIP)
Any work on public roads, bikeways and
pedestrian paths/trails “that improves the
safety for its users”. For the most part, only
engineering projects are eligible, but the
FAST act also permits funding for data
collection by law enforcement
1, 2.

Data Collection,
Countermeasure
Implementation
Federal Highway
Administration
(FHWA)
Advanced
Transportation and
Congestion
Management
Technologies
Deployment
Program
Funds advanced transportation and
congestion management technologies to
improve safety, efficiency and performance.

Examples of funded project types include
advanced traveler information systems and
data collection and analysis efforts

3. Digital Enforcement;
Technology Partnerships

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Agency Source Eligible Programs Areas Addressed
Federal Highway
Administration
(FHWA)
Surface
Transportation Block
Grant Program
(STBG)
Provides flexible funding that may be used
by States and localities for projects to
preserve and improve the conditions and
performance on any Federal-aid highway,
bridge and tunnel projects on any public
road, pedestrian and bicycle infrastructure,
and transit capital projects, including
intercity bus terminals4.

Active Transportation
California
Department of
Transportation
(Caltrans)
Active
Transportation
Program (ATP)
Local government projects that improve the
safety or increase the mode share of
bicycling and walking. Additional program
objectives include reducing emissions and
enhancing public health

5. Bicycle and Pedestrian
Education and
Enforcement
California
Department of
Transportation
(Caltrans)
Sustainable
Communities Grant
Program
The program awards "Competitive Grants"
to local governments. These grants
prioritize projects that reduce Greenhouse
Gas Emissions, support multi-modal
transportation, involve stakeholder/
community engagement and support
related plans like the California
Transportation Plan and California
Complete Streets Framework
6 .

Active Transportation,
Speed, Education
California Office
of Traffic Safety
Office of Traffic
Safety (OTS) Grants
Programs should address one of ten priority
areas (eight are listed to the right). Grant
recipients should expect to wait up to 90
days before being reimbursed/funded, and
should be able to provide traffic safety data
to justify funded programs

7. Alcohol-Impaired Driving,
Drug-Impaired Driving,
Police Traffic Services,
Roadway Safety and
Traffic Records,
Emergency Medical
Services, Occupant
Protection, Pedestrian and
Bicycle Safety, Public
Relations/Advertising/
Marketing
California Air
Resources Board
Sustainable
Transportation
Equity Program
(STEP)
Aims to address community residents’
transportation needs, increase access to key
destinations, and reduce greenhouse gas
emissions by funding planning, clean
transportation, and supporting projects
particularly in disadvantaged and low-
income communities via two types of
grants: Planning and Capacity Building
Grants and Implementation Grants.

Countermeasure
Implementation
Sources:

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1. Highway Safety Improvement Program Guidelines, September 2021

2. Highway Safety Improvement Program, Pub. L. No. 148, 23 US Code (2015). https://www.law.cornell.edu/uscode/text/23/148.

3. Federal Highway Administration. Advanced Transportation and Congestion Management Technologies Deployment. February 2016. https://www.fhwa.dot.gov/fastact/factsheets/advtranscongmgmtfs.cfm.

4. Federal Highway Administration. Surface Transportation Block Grant Program (STBG). https://www.fhwa.dot.gov/specialfunding/stp/

5. California Transportation Commission. 2023 Active Transportation Program Guidelines. March 16, 2022. Resolution G-22-30.

6. California Department of Transportation. Sustainable Transportation Planning Grant Program 2022-23 Grant Application Guide.

September 2021.

7. California Office of Traffic Safety Grant Manual for Federal Fiscal Year 2022. October 2021.

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RESOLUTION NO. R-26-23

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF COLT ON ADOPTING

THE COLTON LOCAL ROADWAY SAFETY PLAN

WHEREAS, the City intends to support the City’s goal to improve the City’s traffic safety and infrastructure; and
WHEREAS, on August 04, 2020, the City of Colton approved and adopted a resolution for Program Supplement Agreement No. U89 for the preparation of HSIP funded LRSP; and WHEREAS, a Local Roadway Safety Plan (“LRSP”) provides a framework for organizing stakeholders to identify, analyze, and prioritize roadway safety improvements on local and rural roads while contributing to the success of the Strategic Highway Safety Plan (“HSHP”); and
WHEREAS, on February 19, 2021, the City issued a Request for Proposal (“RFP”) for the preparation of LRSP; and
WHEREAS, on August 03, 2021, the City awarded a contract for the preparation of the LRSP to KOA Corporation; and
WHEREAS, the LRSP is completed and ready for adoption; and WHEREAS, adopting the LRSP will allow the City of Colton to be eligible for upcoming federally funded transportation grants; and
WHEREAS, approval of the LRSP and authorizing submittal of the HSIP grant applications are planning and design work that is categorically exempt from the California Environmental Quality Act (CEQA) per §15306 Information Collection. CEQA analysis for any Safety Projects undertaken as part of the HSIP grants will be conducted as part of the scope of services under the design contract.

NOW, THEREFORE, BE IT RESOLVED THAT THE CITY COUNCIL OF THE CITY OF COLTON DOES HEREBY RESOLVE AS FOLLOWS:

Section 1 The Recitals preceding in this Resolution are true and correct and are incorporated into this Resolution by reference.

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Section 2 The City Council authorizes the adoption of the City of Colton LRSP as recommended by the City Traffic Safety Committee on March 08, 2023 /
/

PASSED, APPROVED AND ADOPTED THIS 4th DAY OF APRIL 2023.

________________________________________
Frank J. Navarro, Mayor

ATTEST:

_____________________________
Carolina R. Padilla, City Clerk

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