Lake Elsinore City Council
February 27, 2024

City of Lake Elsinore
Local Road Safety Plan

2024

Prepared By:

Statement of Protection of Data from Discovery and Admissions

This study applies a systemic safety approach that identifies certain features on particular roadways that are correlated with specific collision types and frequencies. This broad approach is necessitated by the inherent nature of covering an entire agency’s facilities in one study and the limited scope/budget available to prepare Local Road Safety Plans. Limited time is available to perform field observations throughout the study area to contextualize the data, and therefore, it is beyond the scope of work to perform in-depth “hot spot” evaluations at all locations.

Section 148 of Title 23, United States Code
REPORTS DISCOVERY AND ADMISSION INTO EVIDENCE OF CERTAIN REPORTS, SURVEYS, AND INFORMATION — Notwithstanding any other provisions of law, reports, surveys, schedules, lists, or data compiled or collected for any purpose relating to this section, shall not be subject to discovery or admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action for damages arising from any occurrence at the location identified or addressed in the reports, surveys, schedules, lists, or other data.

Acknowledgments
The 2024 City of Lake Elsinore Local Road Safety Plan was developed through a task force consisting of staff from the City Public Works Department, partner public agencies, and local stakeholders. Fehr & Peers assisted the City of Lake Elsinore in preparing the plan. This report is dedicated to the more than 100 people who lost their lives on roadways within the City of Lake Elsinore over the past seven years. Their loss reminds us that every life is precious and inspires us all to continue our efforts toward the vision of zero traffic deaths.

Task Force Members
Lonny Olson
CAL FIRE – Riverside County Fire
Department
Traci Williams
CAL FIRE – Riverside County Fire
Department
Scott Wetherholt
CAL FIRE – Riverside County Fire
Department
Captain Jim Rayls
Riverside County Sheriff’s Office
Sergeant Brad Foster
Riverside County Sheriff’s Office
Mauricio Alvarez
Riverside Transit Agency
Chris Tzeng
Western Riverside Council of Governments
City of Lake Elsinore
Project Management
Remon Habib
City Engineer
Bradley Brophy
Traffic Engineer
Fransico Diaz
Public Works Superintendent
Rick de Santiago
Public Works Manager
Daniel Saavedra
Public Works Supervisor Streets Division
Nicole McCalmont
CIP Specialist

Fehr & Peers Team
Steve Brown, PE, RSP1
Diwu Zhou, PE, RSP1
Raymond Poss, EIT
Sean Reseigh
Maria Nguyen

Glossary
AB Assembly Bill
ADA American with Disabilities Act
AHSC Affordable Housing and Sustainable
Communities
ATP Active Transportation Program
AWSC All Way Stop Control
AV Autonomous Vehicles
B/C Benefit/Cost
BIL Bipartisan Infrastructure Law
BTA Bicycle Transportation Account
BUILD Better Utilizing Investments to
Leverage Development
CA California
CAL FIRE California Department of Forestry
and Fire Protection
Caltrans California Department of
Transportation
CEQA California Environmental Quality Act
CIP Capital Improvement Program
CRF Crash Reduction Factor
DUI Driving Under the Influence
EIT Engineer-In-Training
FHWA Federal Highway Administration
HSIP Highway Safety Improvement
Program
IIJA Infrastructure Investment and Jobs Act
ITE Institute of Transportation Engineers
ITS Intelligent Transportation System
KSI Killed or Severely Injured
LED Light-emitting Diode
LPI Leading Pedestrian Interval
LPP Local Partnership Program
LRSM Local Road Safety Manual
LRSP Local Road Safety Plan
LSRP Local Streets and Roads Program
LTF Local Transportation Funds
MUTCD Manual of Uniform Traffic Control
Devices
NHTSA National Highway Traffic Safety
Administration
OTS Office of Traffic Safety
PDO Property Damage Only
PE Professional Engineer
PHB Pedestrian Hybrid Beacon
RAISE Rebuilding American Infrastructure
with Sustainability and Equity
RSP Roadway Safety Professional
RRFB Rectangular Rapid Flashing Beacon
RTA Riverside Transit Agency
RTP Regional Transportation Plan
SB Senate Bill
SCAG Southern California Association of
Governments
SHSP Strategic Highway Safety Plan
SRTS Safe Routes to School
SS4A Safe Streets and Roads for All
SWITRS Statewide Integrated Traffic
Records System
TAP Transportation Alternatives Program
TCC Transformative Climate Communities
TDA Transportation Development Act
TIGER Transportation Investment
Generating Economic Recovery
TIMS Transportation Injury Mapping
System
TNC Transportation Networking Company
USDOT United States Department of
Transportation
WRCOG Western Riverside Council of
Governments
V2I Vehicle-to-Infrastructure
Table of Contents

Chapter 1 - Introduction ............................................................................................................... 1 Chapter 2 – Visions & Priorities ................................................................................................... 9 Chapter 3 – Task Force ................................................................................................................ 11 Chapter 4 – Existing Safety Efforts ............................................................................................ 15 Chapter 5 – Safety Analysis ........................................................................................................ 23 Chapter 6 – Countermeasure Toolbox ...................................................................................... 41 Chapter 7 – Systemic Trends and Countermeasures ............................................................... 71 Chapter 8 – Implementation and Evaluation ............................................................................ 85

1 Lake Elsinore Local Road Safety Plan Introduction
1 Chapter 1 - Introduction
The City of Lake Elsinore is committed to prioritizing safety and eliminating traffic related deaths and serious injuries on City- maintained roadways. This Local Road Safety Plan (LRSP) proactively identifies and evaluates hot spots and systemic risk factors throughout the City of Lake Elsinore and identifies proven countermeasures that can be implemented through roadway design changes and partnerships with stakeholders. This plan applies a Safe System approach, an international best practice framework that provides the foundation for this LRSP.

Local Road Safety Plan Background
A Local Road Safety Plan is a means for providing the City of Lake Elsinore with an opportunity to address targeted roadway safety needs while contributing to the success of the California Strategic Highway Safety Plan and statewide safety goals. The process of preparing an LRSP creates a framework to systemically identify and analyze safety problems and recommend safety improvements.

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. The LRSP is a proactive approach to addressing safety needs and demonstrates City of Lake Elsinore’s responsiveness to safety challenges.

This will be the second comprehensive safety plan for the City of Lake Elsinore; the first was completed in 2019. This LRSP builds on the City's prior roadway safety efforts and will serve as a resource for the City when it applies for future safety infrastructure funding. The Local Highway Safety Improvement Program (HSIP) distributed through the California Department of Transportation (Caltrans) and the Safe Streets and Roads for All (SS4A) grant program requires an action plan, such as a LRSP, to be eligible for Implementation Grant funding. This LRSP satisfies the requirements outlined in the SS4A Self-Certification Eligibility Worksheet.

What is the Safe System approach?
The Safe System approach aims to eliminate fatal and serious injuries for all road users by reducing impacts on the human body and accommodating human mistakes. Embedded in this approach is an effort to address every aspect of crash risks through the five elements of the Safe System and promoting a holistic approach to safety across the entire roadway system. Each day, people are killed and seriously injured on our roads. Crashes can irreversibly change the course of human lives, touching victims, their families and loved ones, and society as a whole. A Safe System acknowledges the vulnerability of the human body—in terms of the amount of kinetic energy transfer a body can withstand—when designing and operating a transportation network to minimize serious consequences of crashes. According to the World Health Organization, the goal of a Safe System is to ensure that if crashes occur, they “do not result in serious human injury.”1

2 The Safe System approach is founded on the
principle that people make mistakes, and that
the road system should be adapted to
anticipate and accommodate human mistakes
and the physiological and psychological
limitations of humans.
2 Countries that have
adopted the Safe System approach have had
significant success reducing highway fatalities,
with reductions in fatalities between 50 and
70%.3
The Institute of Transportation Engineers (ITE)
and the Road to Zero Coalition’s Safe Systems
Explanation and Framework articulate that to
anticipate human mistakes, a Safe System
seeks to:
• Separate users in a physical space
(e.g., sidewalks, dedicated bicycle
facilities);
• Separate users in time (e.g., pedestrian
scramble, dedicated turn phases);
• Alert users to potential hazards; and
• Accommodate human injury tolerance
through interventions that reduce
speed or impact force.

Creating a Safe System means shifting a major
share of the responsibility from road users to
those who design the road transport system.
“Individual road users have the responsibility
to abide by laws and regulations”
4 and do so
by exhibiting due care and proper behavior on

Lake Elsinore Local Road Safety Plan Introduction
3 the transportation system. While road users are responsible for their own behavior, this is a shared responsibility with those who design, operate, and maintain the transportation network: including the automotive industry, law enforcement, elected officials, and government bodies.5 In a Safe System, roadway system designers and operators take on the highest level of ethical responsibility.

The Safe System approach is the foundation for the National Safety Strategy released by the United States Department of Transportation (USDOT) in 2022. The new federal Safe Streets and Roads for All (SS4A) grant program takes steps to formalize the Safe System approach in local safety planning documents through its Comprehensive Safety Action Plan requirements. The Safe System approach is also the foundation for the Caltrans Strategic Highway Safety Plan (SHSP), and the California Department of Transportation (Caltrans) has adopted a Vision Zero goal for California.

The Safe System approach addresses the five elements of a safe transportation system – safe road users, safe vehicles, safe speeds, safe roads, and post-crash care – in an integrated manner, through a wide range of interventions.

Safe Roads
Prioritize roadway design changes throughout the City of Lake Elsinore that address the factors contributing to severe injury and fatal collisions, including improvements that separate modes in time and space, and reduce severity if collisions do occur.

Safe Road Users
Focus on human vulnerability when planning and implementing street safety strategies, with an emphasis on people who travel by foot, bicycle or wheelchair, children, and seniors. Prioritize equitable strategies that will best serve the community. Identify funding opportunities to support local law enforcement efforts and establish metrics for tracking success.

Safe Speeds
Use a multidisciplinary approach - roadway design, policy, education, and enforcement strategies - that induces drivers to travel at safe speeds that will reduce injuries even when human error inevitably leads to collisions.

Safe Vehicles
Proactively plan for a connected and autonomous vehicle fleet, accounting for related safety considerations, prioritizing investments in advanced signal infrastructure and other ITS projects.

ITE Safe System
Framework: Focus on
Safe Speeds
The ITE Safe System
framework provides
important context for the
focus on safe speeds
within a Safe System
approach. For vulnerable
users speed is a
determining factor in
survivability – a human’s
chance of surviving being
struck by a vehicle
increases from 20% at 40
miles per hour to 60% at
30 miles per hour to 90%
at 20 miles per hour.

Reducing speed in the
presence of vulnerable
users is a key Safe System
strategy. Approaches
include:
- Physical roadway designs
(width, horizontal
alignment) to limit free
flow speeds,
- Traffic calming
treatments that induce
slower speeds,
- Traffic signal timing that
minimizes high speed flow,
- Traditional or automated
enforcement that
discourages speeding.

4 Post-Crash Care
Partner with law enforcement and emergency response to identify strategic investments in areas such as collision response, collision site assessment, and collision reporting and database management practices.

What is Vision Zero?
Vision Zero strives to eliminate traffic fatalities and severe injuries, while increasing safe, healthy, equitable mobility for all. First implemented in Sweden in the 1990s, Vision Zero has proved successful across Europe — and now it’s gaining momentum in major American cities.

Vision Zero is a significant departure from the status quo in two major ways:
• Vision Zero recognizes that people will sometimes make mistakes, so the road system and related policies should be designed to ensure those inevitable mistakes do not result in severe injuries or fatalities. • Vision Zero is a multidisciplinary approach, bringing together diverse and necessary stakeholders to address this complex problem.

Vision Zero is a key component of implementing the Safe System approach. This plan includes a Vision Zero aspiration and a timeline for achieving that aspiration, which aligns with the recently adopted Caltrans 2050 Vision Zero goal.

About Lake Elsinore
The City of Lake Elsinore is home to approximately 72,000 people and is located within Riverside County, California. Lake Elsinore’s population is 60 percent Hispanic, 26 percent non-Hispanic white, 3 percent Black, 7 percent Asian, and 4 percent Other6. 42 percent of residents speak a language other than English at home.7 Approximately 13 percent of Lake Elsinore residents are living in poverty, and approximately 6 percent live with a disability. About 92 percent of workers in Lake Elsinore commute to work via car, about 1 percent walk, and less than 1 percent take public transportation.7 Two of the census tracts within Lake Elsinore fall within the State of California’s definition of Disadvantaged Communities, based on health, economic and environmental factors.8 11 of the census tracts within Lake Elsinore fall within the Federal Government’s definition of Disadvantaged Communities.9 Many of these areas often experience disproportionate burden in roadway safety outcomes.

Lake Elsinore Local Road Safety Plan Introduction
5 6
Endnotes:

1. World Health Organization (2011). Decade of Action for Road Safety 2011-2020. Retrieved from https://www.who.int/ roadsafety/decade_of_ action/plan/plan_en.pdf, p. 9.

2. Belin, M.-Å., Tillgren, P., & Vedung, E. (2012). Vision Zero - a road safety policy innovation. International Journal of Injury Control and Safety Promotion, 19, 171-179.

3. World Resources Institute (2018). Sustainable and Safe: A Vision and Guidance for Zero Road Deaths. Retrieved from https://www.wri.org/publication/ sustainable-and-safe-vision-and-guidance-zeroroad-deaths.

4. World Health Organization (2011). Decade of Action for Road Safety 2011-2020. Retrieved from https://www.who.int/ roadsafety/decade_of_ action/plan/plan_en.pdf, p. 9.

5. World Health Organization (2011). Decade of Action for Road Safety 2011-2020. Retrieved from https://www.who.int/ roadsafety/decade_of_ action/plan/plan_en.pdf.

6. United States Census Bureau. 2022: American Community Survey 1-Year Estimate Data Profile of Lake Elsinore. Retrieved from https://data.census.gov/table?g=160XX00US0639486&tid=ACSDP1Y2022.DP05.

7. United States Census Bureau. American Community Survey 2020 Profile of Lake Elsinore. Retrieved from https://datausa.io/profile/geo/lake-elsinore-ca.

8. California Office of Environmental Health Hazard Assessment. CalEnviroScreen 4.0 Maps. Retrieved from https://oehha.ca.gov/calenviroscreen/maps-data.

9. United States Department of Transportation. Justice 40 November 2022 Version 1.0. Retrieved from https://www.arcgis.com/apps/mapviewer/index.html?webmap=e9fe6175efb74613bfd5d4b33b3fa476.

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9 Lake Elsinore Local Road Safety Plan Task Force
Chapter 2 – Visions & Priorities

Guiding Principles

1. Prioritize traffic safety programs and infrastructure investments at locations with high collision rates and severity.

2. Consistent with the Safe System Approach, foster a citywide culture of safety where all road users have a shared responsibility to exhibit due care and proper behavior on the roadway system.

3. Incorporate equity and considerations of accessibility in decision-making, with a focus on investment in underserved communities and reducing disparities in roadway safety outcomes.

4. Partner with a multi-disciplinary group, including emergency response, law enforcement, public health officials, education institutions, local businesses, and community members to achieve roadway safety goals.

City of Lake Elsinore’s Vision Statement
The City of Lake Elsinore will work, in collaboration with multi-disciplinary partners, to create a safe multimodal transportation system for people of all ages, abilities, and backgrounds.

Vision Zero Aspiration
The City of Lake Elsinore is striving towards zero traffic fatalities and serious injuries on our roadways by 2050.

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11 Lake Elsinore Local Road Safety Plan Task Force
Chapter 3 – Task Force
The City of Lake Elsinore received valuable input from a multidisciplinary stakeholder group (i.e., safety task force) on roadway safety concerns, priority locations, collision trends, and partnership opportunities. The safety task was responsible for the plan's development and will oversee implementation and monitoring.

City of Lake Elsinore Public Works
The Lake Elsinore Public Works Department provides a broad base of services through its six divisions: Administration, Streets, Parks and Streetscape, Lake Operations, Facilities, and Fleet. The Public Works Department is involved in the planning, funding, and delivery of safety projects. The Public Works Department is leading the development of this LRSP and will be the primary advocate for its successful implementation.

Riverside County Fire Department
The Riverside County Fire Department is a leader in fire protection and emergency services that are essential to the Post-Crash Care Element of the Safe System approach. Emergency response is a key factor in the survivability of victims involved in severe collisions, making the Riverside County Fire Department a key stakeholder in the implementation of LRSP goals.

Riverside County Sheriff’s Office
Sworn officers provide valuable input on trends they observe on the roads and are important partners in focusing enforcement resources on behaviors that are most closely associated with injuries and fatalities. The Riverside County Sheriff’s Office is responsible for traffic law enforcement on roadways in Lake Elsinore. The Sheriff’s Office was a key partner in prior safety efforts in the City, which include the focused evaluation of the Railroad Canyon Road corridor. The Riverside County Sheriff’s Office operates the Homeless Outreach Team, which assists the community with Equity Considerations
Equity is an important component of analyzing
and improving roadway safety through the Safe
System approach. Low-income communities and
communities of color have experienced decades
of disinvestment in transportation infrastructure,
resulting in inequitable roadway safety outcomes
and disproportionate burden from enforcement.

Vulnerability to injury on the roadway varies from
person to person, and is influenced by travel
mode, age, ability and location.

The process for developing the LRSP took equity
into consideration through data analysis,
stakeholder engagement, selection of priority
locations and projects, and recommendations for
implementation of programs and evaluation. The
following items are documented in this plan:
- Inclusive and representative engagement with
community representatives and people
experiencing homelessness.
- The identification of Disadvantaged
Communities and assessment of collision rates
based on race/ethnicity, age, and gender through
data.
- The identification of proposed engineering
projects and strategies within Disadvantaged
Communities.
- Recommendations tied with non-engineering
strategies to ensure equitable community
engagement and enforcement activities.
- Evaluation metrics include recommendations for
reporting demographics related to collisions.

12 issues related to homelessness through education and outreach. The Sheriff’s Office also conducts outreach to local schools in Lake Elsinore to provide education on traffic safety.

Riverside Transit Agency
The Riverside Transit Agency provides local and regional transit services throughout Riverside County. The Riverside Transit Agency is committed to providing transit service that is accessible for all and riders can report accessibility comments on their website. There are currently three bus routes that service the City of Lake Elsinore. Most transit users walk or bike to stations, representing vulnerable users on the Lake Elsinore roadway network.

Western Riverside Council of Governments
The Western Riverside Council of Governments (WRCOG) is a regional collective of 18 cities including the City of Lake Elsinore, the Riverside County Board of Supervisors, and the regional Municipal Water Districts. WRCOG strengthens intra-governmental cooperation, collaboration, and communication between its member agencies and seeks to elevate the quality of life throughout the subregion. WRCOG operates a regional traffic fee program that is used to fund transportation improvements.

Public Engagement
Local residents, business and community
groups were invited to collaborate on the
LRSP through a series of outreach and
engagement events.

In November 2023, local residents were
invited to attend a public meeting at the
Lake Elsinore Cultural Center to discuss
proposed improvements at the I-15/SR-
74 interchange. This public meeting
represents one of many that will be held
for capital improvement and safety
projects that require coordination with
Caltrans.

In December 2023 and January 2024,
subsequent engagement events were
held jointly with the General Plan update.

The purpose of these engagement events
were to solicit feedback on transportation
network gap closures, transportation
safety policies and goals, and
amendments to the City of Lake
Elsinore’s Complete Streets vision.

Feedback from the outreach and
engagement events included the
identification of transportation network
deficiencies, and many of those locations
coincided with the Safety Focus Area
identified in the LRSP. The Task Force
also collaborated with community
members to identify locally preferred
engineering and non-engineering
countermeasures.

Public Engagement Meeting at Lake Elsinore Cultural Center.

13 Lake Elsinore Local Road Safety Plan Task Force Stakeholder Meetings The stakeholder group met in October and December 2023, to discuss the City’s vision for roadway safety, collision analysis results, and safety countermeasures. The stakeholder meetings included representatives from multiple divisions of the Lake Elsinore Public Works Department, the Riverside County Fire Department, the Riverside County Sheriff’s Office, Riverside Transit Agency, and WRCOG. Meeting topics included an interactive survey of plan priorities, discussion of data analysis results, and stakeholder feedback on proposed safety enhancements.

Feedback from stakeholders and community members were incorporated into the development of this plan, as well as the identification of priority projects within each collision profile.

Street-Based Outreach
Meeting people where they are is a principle that guides street-based outreach; the people who uses the transportation facilities on a daily basis are experts in their own right. In December 2023, members of the task force conducted field visits to observe existing conditions and traffic patterns at high priority locations throughout the City. These field visits included discussion with local business owners and unhoused community members, regarding their traffic safety concerns near the high priority locations.

Pedestrian crossing at signalized intersection on
Riverside Dr (SR-74). Street-Based Outreach near
Transit Stations along SR-74.

Walk Audit in Downtown Lake Elsinore.

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15 Lake Elsinore Local Road Safety Plan Existing Safety Efforts Chapter 4 – Existing Safety Efforts
The City of Lake Elsinore has made investments in roadway safety through project and program implementation, traffic education and enforcement, pursuing funding through grant applications, roadway maintenance, and adoption of planning documents that identify transportation safety priorities and future projects. Planning documents that have specific safety-related goals, policies, projects, and recommendations were reviewed to set the foundation for this LRSP. This summary organizes the City’s existing roadway safety efforts into the five categories of a Safe System, as defined by FHWA: safe roads, safe road users, safe speeds, safe vehicles, and post-crash care.

The planning documents reviewed include:
• Active LE (Active Transportation Plan), 2019.
• Lake Elsinore Capital Improvement Program, Fiscal Year 2023 to 2028, adopted in 2022. • Lake Elsinore General Plan, adopted in 2011, and General Plan Update, currently in progress. • Lake Elsinore Municipal Code, last updated in June 2023. • Lake Elsinore Specific Plans (22 total, including the Downtown Elsinore Specific Plan), prepared in various years.
• Railroad Canyon Road LRSP, 2022.
• Riverside Transit Agency, Short Range Transit Plan, Fiscal Year 2024 to 2026, created in 2023. • Riverside Transit Agency, First and Last Mile Mobility Plan, 2017. • Systemic Safety Analysis Report, 2019.
• Western Riverside County Active Transportation Plan, 2018.

Safe Roads
The Safe Roads Element of the Safe System Approach includes the physical design or improvement of roadways, the separation of users in time and space, and enhancements that accommodate human mistakes and injury tolerance levels. This subsection highlights a few of the City’s completed and planned projects with a focus on safety enhancements.

16 Completed or Planned Improvements (As of October 2023) The City has a Capital Improvement Program (CIP) that is responsible for the development, design, funding, and construction of the City’s capital or physical assets (streets, gutters, sidewalks, traffic signals, etc.) The City has completed multiple CIP projects and has more planned, in the design stage, or currently under construction. The improvements documented below contribute to roadway safety and are included in the City’s CIP.

Pavement Rehabilitation: The City has rehabilitated the pavement for Summerhill Drive, Auto Center Drive, Collier Avenue, Minthorn Street, La Laguna Tract Local Streets, and Sprong Street. The City plans to provide pavement rehabilitation for residential tracts adjacent to Mountain Street and Broadway Avenue.

Sidewalks and Curb Ramps: The City has implemented ADA compliant improvements (sidewalks, curb ramps, curbs, and gutters) on Spring Street. The City is currently implementing ADA-compliant improvements along Sumner Avenue, Chestnut Street, Lakeshore Drive, and other locations throughout the Downtown area. The City also plans to provide ADA compliant improvements to Main Street.

Pedestrian Crossing Improvements: The City plans to implement pedestrian safety improvements (Decorative pavement, stamped colored concrete, and paver or brick inlays) along Main Street. Solar-Powered Rectangular Rapid Flashing Beacon (RRFB) systems and pedestrian countdown heads will be installed at various locations throughout the City using funding from the Highway Safety Improvement Program (HSIP) Cycle 9.

Intersection Modifications: All-way stops were recently installed at the intersections of Nichols Road and Terra Cotta Road, and Dexter Avenue and 3
rd Street. Traffic signals will be installed at the intersections of Gunnerson Street and Riverside Drive, Camino del Norte and Main Street, and the I-15 and Main Street interchange ramp terminal intersections. Advanced dilemma zone detection and protected left turns will be installed at various locations throughout the City using funding HSIP Cycle 9.

Roadway Improvements: There are numerous roadway improvements and new roadways planned throughout the City. Although not specified in the CIP, along Railroad Canyon Road, high friction pavement and higher visibility chevron signs were recently installed on curved roadway segments as a result of the Railroad Canyon Road LRSP.

17 Lake Elsinore Local Road Safety Plan Existing Safety Efforts Adopted Plans Safety Plans: The City’s Systemic Safety Analysis Report and subsequent focused study on the Railroad Canyon Road corridor are predecessors to this Citywide Local Road Safety Plan. These plans were used to identify corridors and intersections with high collision rates, provided engineering and non-engineering countermeasures, and were used to apply for HSIP grant funding.

Active LE: Active LE is the City’s Active Transportation Plan. The plan lays the foundation for improving mobility for all modes of travel, specifically pedestrians and bicyclists, within the City of Lake Elsinore. The plan identifies ways to improve connectivity and safety for all users of the transportation network and is inclusive of age and ability.

General Plan and Specific Plans: The City’s General Plan and Specific Plans in areas throughout the City establishes design standards for streets and cross-sections along local roadways. The Mobility/Circulation Elements in each plan often provide multimodal recommendations, safety and lighting requirements, and other development standards.

Riverside Transit Agency Plans: Infrastructure deficiencies at select bus stations and recommendations documented in the Riverside Transit Agency’s First and Last Mile Mobility Plan. Recommendations included pedestrian and bicycle network gap closures, crossing enhancements, and lighting.

Grant Funded Projects
HSIP Grant Funding: The City received HSIP Grant Funding in Cycle 9 and 11. The funds will be used to implement flashing beacon systems at existing pedestrian crossings, advanced dilemma zone detection, and protected left turns at various locations throughout the City.

Maintenance Programs
Maintenance & Operations Division: This division is part of the City’s Public Works Department and oversees the operation and maintenance of roads, sidewalks, traffic signals, street lighting, street signs, etc. The division implements the following programs:
• Standby Program – This program ensures that Public Works Staff are available to address after hour emergencies. Employees are required to respond to an emergency within one hour.

18 • Streetlight Inspections – Regular streetlight inspections are conducted throughout the City to identify street lights that are not functioning.

• Curb, Gutter, and Sidewalk Repair Program – The purpose of this program is to repair the City’s inventory of curb, gutter, and sidewalk. The program’s goal is to eliminate hazardous conditions and minimize the possibility of injury to residents due to cracks or tripping hazards.

• Pavement Striping and Marking Program – This program
consists of repainting existing crosswalks, legends,
centerline, and other striping and markings on asphalt
pavement. Currently all striping and markings are painted once per year in fall.

• Crack Seal Program – The purpose of this program is to seal cracks in asphalt pavement to prevent the intrusion of water, which leads to road failure.

• Dirt Road Paving Program – The purpose of this program is to reduce the remaining dirt roads within the city and reduce mud debris that flows along roadways due to inclement
weather and eliminate potential hazards that can damage vehicles driving on dirt roads.

Alert LE: The City of Lake Elsinore is accepting non-emergency requests and reports through the Alert LE mobile application and web tool. Requests and reports cover a wide range of topics, such as traffic signals repairs, guardrail and curb damage, and sidewalk issues, and are routed to the relevant department.

Alert LE mobile application reporting system.

19 Lake Elsinore Local Road Safety Plan Existing Safety Efforts Safe Road Users The Safe Road Users element of the Safe System Approach addresses safety from a behavioral perspective by focusing on education, engagement, and enforcement.

Education & Engagement
There are several ongoing educational efforts, such as the traffic safety education programs led by the Riverside County Sheriff's Department and coordination between City departments and school districts to identify safety needs. Targeted traffic safety educational campaigns are present at all schools with a focus at high schools on young drivers. Other educational campaign target driving under the influence (i.e., “Know Your Limit”), distracted driving, motorcycle safety, and traffic violations.

Engagement with the community is also performed during the development of planning efforts such as Active LE. An objective of the Active LE was to share information with community members regarding how active transportation infrastructure promotes a healthy community and benefits the local economy. One way the City plans to accomplish this objective is by pairing the installation of new facilities with educational programs for motorists, bicyclists, and pedestrians.

Enforcement
The City’s Traffic Bureau conducts various enforcement details including school zones, traffic complaints, and special events. The Traffic Bureau participates in several grants through the California Office of Traffic Safety including the "Click It or Ticket" Seatbelt Enforcement Program and DUI Awareness and Enforcement. The Traffic Bureau’s primary focus is to enhance traffic safety through partnering with the community to solve traffic problems and through the enforcement of traffic safety laws.

Safe Speeds
The Safe Speeds element of the Safe Systems Approach focuses on infrastructure and policy changes that specifically target speed as a major factor in collisions and collision severity.

20 Speed is a major concern for active transportation safety in Lake Elsinore and was highlighted in both the Systemic Safety Analysis Report and Railroad Canyon Road LRSP. The City collects speed data and performs a speed limit review regularly, most recently completed in 2022.

The City has a traffic calming program with design guidelines for bulb-outs, narrow lanes, traffic circles, speed awareness signs, and increased speed enforcement. The City installed speed radar signs on Railroad Canyon Road and recently installed more throughout the City paired with traffic calming measures.

Safe Vehicles
The Safe Vehicles Element calls for vehicles to be designed and regulated to minimize the occurrence and severity of collisions using safety measures that incorporate the latest technology. At the federal level, the safety of motor vehicles and related equipment and technology is regulated by the National Highway Traffic Safety Administration (NHTSA). Vehicle safety features, such as seat belts and airbags, were mandated in 1968 and 1998, respectively, and more recently in 2018, all new light-weight vehicles in the United States are required to come equipped with backup cameras.

Some on-board vehicle technologies require investments in public infrastructure in order to function properly. For example, lane departure warning technology that is becoming increasingly common on newer vehicles requires regular maintenance of roadway striping and the use of highly retroreflective materials to maximize effectiveness.

Emerging Vehicle-to-Infrastructure (V2I) technologies, referring to a wireless exchange of data between vehicles and roadway infrastructure, will likely require integration with existing infrastructure systems. Lake Elsinore has made significant investments in roadway maintenance and in updating traffic signal detection systems, providing a strong foundation in support of safe vehicles.

The Safe Vehicles element also includes policies to encourage or regulate vehicle size, as larger vehicles are more likely to cause severe injuries during a collision. In Lake Elsinore, the City’s Municipal Code provides weight, parking, and routing restrictions for commercial vehicles on local roads.

Post-Crash Care
While much of the Safe System Approach centers on collision prevention, the Post-Crash Care Element focuses on reducing fatalities or life-changing complications when collisions do occur. Within road design, Post-Crash Care

21 Lake Elsinore Local Road Safety Plan Existing Safety Efforts involves the balance of prioritizing access for active transportation modes while considering emergency vehicle access needs.

The City’s Traffic Bureau provides an Accident Investigation Team. These officers are subject to call 24/7 and respond to all major injury and fatal traffic accidents in the City. The officers have been through specialized schooling and on- the-job training to investigate and complete a highly detailed report and if needed reconstruction of the collision.

The Riverside County Fire Department recently worked with the City of Lake Elsinore to install emergency vehicle detection at a number of traffic signals to improve emergency response times and to reduce conflicts with emergency vehicles at intersections.

22 5

23 Lake Elsinore Local Road Safety Plan Safety Analysis Chapter 5 – Safety Analysis
This section summarizes the collision analysis for local roadways in the City of Lake Elsinore. Collisions on Interstate 15 are not included in the analysis unless they occurred at the ramp terminal intersections that provide access to local roads.

This analysis identified several collision trends and risk factors in the City of Lake Elsinore, including:
• The total number of collisions generally increased between 2018 and 2021, except for 2022. • People walking and biking are involved in 9 percent of all collisions but are disproportionally involved in 19 percent of all killed and severe injury (KSI) collisions, most of which occurred at night. • Motorcyclists are particularly over-represented in KSI collisions, as they are involved in 8 percent of all collisions but 24 percent of all KSI collisions.
• The most common collision type was Broadside (i.e., T-bone), representing one in three collisions and one in four KSI collisions.
• The most common primary collision
factor was Unsafe Speed, playing a role
in 30 percent of all collisions and 22
percent of KSI collisions.
• One in three KSI collisions involved
driving or bicycling under the influence.
• Despite making up less than fifty
percent of roadways, over two thirds of
collisions occurred on roadways with
posted speeds of 40 miles per hour or
greater.
• Most collisions occur at intersections.
• Collisions occur disproportionately
within or near Disadvantaged
Communities.

Killed of Severely
Injured (KSI)
Severe injuries resulting
from a traffic collision can
result in a number of
catastrophic impacts,
including permanent
disability, lost productivity
and wages, and ongoing
healthcare costs.

Throughout this plan, the
acronym KSI is used to
denote collisions where
someone was killed or
severely injured.

Comparison with Neighboring Cities
According to the California Office of Traffic Safety (OTS) 2020 statewide data, the City of Lake Elsinore ranks 45th out of 106 for total number traffic fatalities and injuries among California cities with a population between 50,001 – 100,000 people (a rank of 1 is the worst).

Compared with neighboring cities, Lake Elsinore ranks 3rd in total fatal and injury victims per capita on local roadways.

City Fatal & Injury
Victims per Capita Rank
City of Perris .0052 1
City of Temecula .0036 2
City of Lake Elsinore .0030 3
City of Menifee .0026 4
City of Murrieta .0022 5
City of Wildomar .0012 6

24 Collision Data Overview
The collision analysis examines injury collisions acquired from the Transportation Injury Mapping System (TIMS) from 2018 through 2022. Collisions resulting in property-damage-only (PDO) are not included in the analysis. Collision databases have been found to have certain reporting biases, including:
• Collisions involving people walking, bicycling, or on motorcycles are less likely to be reported than collisions only involving people driving;
• Younger people are less likely to report collisions; and • Alcohol-involved collisions may be under-reported.

Race, income, immigration status, and English proficiency may also impact reporting, but there is limited research on these factors.

Contextual Data Overview
To better understand systemic collision patterns in the City of Lake Elsinore, several contextual factors were analyzed in conjunction with collision characteristics. By merging roadway and intersection features with collision data, relationships can be uncovered between contextual factors and the risk of frequent and severe collisions. The proximity to each contextual factor varied based on its area of influence (e.g., a school has a much larger area of influence than a bus stop).

Data from connected vehicles were also included as contextual factors.

Connected vehicle data such as excessive speeding, aggressive acceleration (i.e., stepping on the gas), and aggressive deceleration/hard-breaking (i.e., slamming on the brakes) were geospatially linked to roadway segments and used as indicators of atypical driving behavior.

Generally, excessive speeding events tend to be an indicator of reckless behavior. Locations with excessive speeding events are those where the 85th percentile travel speed exceeded the posted speed by 5 miles per hour. Aggressive acceleration or deceleration events are the observation of abnormal changes in speed, whether they are positive or negative. Generally, aggressive acceleration events tend to be an indicator of reckless behavior whereas rapid deceleration or hard braking tends to be an indicator of evasive action, though the inverse is sometimes true as well.

Contextual Factors

Roadway Element Distance
Bicycle Facilities 100’
Bus Stops 250’

Roadway Characteristics
Posted Speed Limit 100’
Roadway Classification 100’
Average Annual Daily Traffic 100’
Intersection Control 250’

Land Use Types
Schools ¼ mile
Parks ¼ mile
Disadvantaged Communities ¼ mile

25 Lake Elsinore Local Road Safety Plan Safety Analysis COLLISIONS BY YEAR From 2018 to 2022, there were 860 total injury collisions, 107 (or 12 percent) of which included victims who were killed or severely injured (KSI). On average, 6 people are killed each year on local roadways in the City of Lake Elsinore by traffic collisions.

0 50
100
150
200
250
All Collisions
Total Number of Collisions
2018 2019 2020 2021 2022
0 5
10 15
20 25
30 All Collisions
Total Number of KSI Collisions
2018 2019 2020 2021 2021
0 5
10 15
20 25
30 35
Truck Motorcycle Bike Ped
Total Number of Collisions
2018 2019 2020 2021 2022
0 2
4 6
8 Truck Motorcycle Bike Pedestrian
Total Number of KSI Collisions
2018 2019 2020 2021 2021

26 COLLISIONS BY MODE
People walking and biking are involved in 9 percent of all collisions in the City of Lake Elsinore but are disproportionally involved in 19 percent of all KSI collisions.

Motorcyclists are particularly over-represented in KSI collisions, as they are involved in 8 percent of all collisions but 24 percent of all KSI collisions.

COLLISIONS BY TYPE
The four most common collision types in the City of Lake Elsinore are Broadside (33 percent), Rear End (26 percent), Hit Object (14 percent), and Head-On (10 percent) collisions.

For KSI collisions, Broadside collisions account for the largest share of collision types (25 percent), followed by Hit Object (24 percent), Vehicle/Pedestrian (16 percent), and Head-On (13 percent).

0%
5%
10%
15%
20%
25%
30%
Truck Motorcycle Bike Ped
Collisions By Mode
All Collisions KSI Collisions
0%
5%
10%
15%
20%
25%
30%
35%
Collisions By Type
All Collisions KSI Collisions

27 Lake Elsinore Local Road Safety Plan Safety Analysis PRIMARY COLLISION FACTOR There may be multiple factors at play in any given collision. The primary collision factor is the one element or driving action which in an officer’s opinion best describes the main cause of the collision. In the City of Lake Elsinore, the most common primary collision factors are Unsafe Speed (30 percent), Vehicle Right-of-Way (18 percent), Improper Turning (14 percent), and Traffic Signals and Signs (10 percent).

For KSI collisions, the most common primary collision factors are Unsafe Speed (22 percent), Driving or Bicycling Under the Influence (18 percent), Improper Turning (16 percent), followed by a tie between Vehicle Right-of-Way and Pedestrian Violation (11 percent).

0% 5% 10% 15% 20% 25% 30% 35%
Other
Pedestrian Violation
Wrong Side of Road
Driving/Bicycling Under the Influence
Traffic Signals and Signs
Improper Turning
Vehicle Right of Way Violation
Unsafe Speed
Primary Collision Factor
All Collisions KSI Collisions
Vehicle Right-of-
Way Violation:

When a party of
any mode does not
yield to the driver’s
right-of-way or the
driver observes
their right-of-way
improperly,
depending on
which party is listed
at fault.

Improper Turning:

When a driver
ignores traffic
signals, turns
before it is their
turn, or turns from
the wrong lane.

Traffic Signals and
Signs: Failure to
obey any sign or
signal erected or
maintained.

Pedestrian
Violation: When a
pedestrian does not
yield to other road
users at any point
other than within a
marked crosswalk
or within an
unmarked
crosswalk at an
intersection.

28 DRIVING/BIKING UNDER THE INFLUENCE
A driver or bicyclist under the influence of alcohol and/or drugs (DUI) increases the likelihood of a collision resulting in a severe injury or a fatality. From 2018 to 2022, 11 percent of collisions involved a driver under the influence. The percentage significantly increases to 31 percent for KSI collisions.

Collisions involving DUI increased from 2019 to 2021 and maintained rates above the five-year average in 2022. KSI collisions involving DUI peaked in 2022 over the last five years.

TIME OF DAY
Studying the timing of collisions can provide context about the surrounding traffic and lighting conditions, which informs the selection of countermeasures. A disproportionate share of collisions occurred in the evening between 3 PM and 6 PM (20 percent), which is when many people are returning from work and school. Collisions occurring between this period may also be affected by seasonal changes, such as Daylight Savings Time, which can influence visibility during sunset.

A disproportionate share of KSI collisions occurred in the evening or overnight between 6 PM and 9 PM (22 percent).

This pattern indicates that there are night-related issues, such as visibility, DUI, and speeding when fewer cars are on the road.

0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
2018 2019 2020 2021 2022 Average
Driving/Biking Under the Influence
All Collisions KSI Collisions
0%
5%
10%
15%
20%
25%
Time of Day
All Collisions KSI Collisions

29 Lake Elsinore Local Road Safety Plan Safety Analysis LIGHTING CONDITIONS Roadway lighting conditions can influence the visibility of vulnerable roadway users, especially of pedestrian. 55 percent of pedestrian collisions and 94 percent of pedestrian KSI collisions occurred at night. Of the pedestrian collisions that occurred at night, 26 percent of pedestrian collisions and 44 percent of pedestrian KSI collisions occurred in locations not near a streetlight.

0% 20% 40% 60% 80% 100%
All Modes
Truck
Motorcycle
Bike
Ped
Lighting Conditions of All Collisions
Daytime Dusk - Dawn Nighttime
0% 20% 40% 60% 80% 100%
All Modes
Truck
Motorcycle
Bike
Ped
Lighting Conditions of KSI Collisions
Daytime Dusk - Dawn Nighttime
0% 20% 40% 60% 80% 100%
All Modes
Truck
Motorcycle
Bike
Ped
All Collisions at Night
Near Streetlight Not Near Streetlight
0% 20% 40% 60% 80% 100%
All Modes
Truck
Motorcycle
Bike
Ped
KSI Collisions at Night
Near Streetlight Not Near Streetlight

30 VULERNABLE USERS - PEDESTRIANS
Most pedestrian collisions occurred when pedestrians are crossing a roadway, either at a marked crosswalk (37 percent) or not (35 percent). However, pedestrians crossing not in a marked crosswalk are disproportionately involved in 53 percent of KSI collisions.

Pedestrians crossing the street outside of crosswalks and walking in the road may indicate priority locations to evaluate for new crosswalks and sidewalks.

Most non-pedestrian parties, such as drivers and bicyclists, were proceeding straight prior to the collision; 62 percent of non- pedestrian parties overall and 89 percent of non-pedestrian parties in KSI collisions. While proceeding straight, drivers are able to travel at higher speeds, resulting in more severe collision outcomes.

0%
10%
20%
30%
40%
50%
60%
Crossing in
Crosswalk
Crossing Not in
Crosswalk
In Road,
Including
Shoulder
Not in Road
Pedestrian Movement
All Collisions KSI Collisions
0%
20%
40%
60%
80%
100%
Proceeding
Straight
Making Right
Turn
Making Left Turn Other
Non-Pedestrian Movement
All Collisions KSI Collisions

31 Lake Elsinore Local Road Safety Plan Safety Analysis VULERNABLE USERS - BICYCLISTS Most bicycle collisions occurred when bicyclists were proceeding straight (57 percent), followed by bicyclists traveling the wrong way (21 percent). For KSI collisions, bicyclists were either changing lanes or turning left (66 percent).

Most non-bicyclist parties, such as drivers, were proceeding straight prior to the collision; 56 percent of non-bicyclist parties overall and 100 percent of non-bicyclist parties in KSI collisions. While proceeding straight, drivers are able to travel at higher speeds, resulting in more severe collision outcomes.

0%
10%
20%
30%
40%
50%
60%
Proceeding
Straight
Making
Right Turn
Making
Left Turn
Changing
Lanes
Traveling
Wrong
Way
Other
Bicyclist Movement
All Collisions KSI Collisions
0%
20%
40%
60%
80%
100%
Proceeding
Straight
Making Right
Turn
Making Left
Turn
Other
Non-Bicyclist Movement
All Collisions KSI Collisions

32 POSTED SPEED
Speed is the primary factor in determining the severity of a collision. Over two-thirds of all collisions and KSI collisions occurred on roadways with posted speeds of 40 miles per hour (mph) or greater, while these roads make up less than fifty percent of Lake Elsinore’s roadways.

Despite making up 23 percent of Lake Elsinore’s roadways (measured in centerline miles), 30 percent of all collisions and 35 percent of KSI collisions occurred on roadways with a posted speed of 50 mph or above.

LOCATION TYPE
Most collisions occur within 250 feet of an intersection (83 percent of collisions and 73 percent of KSI collisions).

Collisions are more likely to occur at intersections because people walking, biking, and driving are interacting with each other, changing directions, and making decisions.

Most of the intersection collisions occur at unsignalized locations; 45 percent of all collisions (53 percent of all collisions that occurred at an intersection) and 47 percent of KSI collisions (64 percent of KSI collisions that occurred at an intersection.

0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions Roadways
Posted Speed
30 MPH 40 MPH 50+ MPH
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
Location Type
Unsignalized Intersection Signalized Intersection Midblock

33 Lake Elsinore Local Road Safety Plan Safety Analysis PROXIMITY TO BUS STOPS Areas near bus stops generally have higher pedestrian and bicycle activity as people are traveling to and from transit. In Lake Elsinore, 8 percent of all collisions and 19 percent of all KSI collisions near bus stops involved people walking and biking.
23 percent of all collisions and 20 percent of all KSI collisions occurred within 250 feet of a bus stop. In comparison, 23 percent of walk/bike collisions and 25 percent of walk/bike KSI collisions occurred within 250 feet of a bus stop. KSI collisions involving people walking and biking are somewhat overrepresented near bus stops.

Some bus stops in Lake Elsinore lack surrounding pedestrian infrastructure; 44 percent of pedestrians hit near bus stops were not in a marked crosswalk of dedicated pedestrian facility.

PROXIMITY TO BICYCLE FACILITIES
People biking are more likely to use roadways with bicycle facilities. Despite only making up 3 percent of all collisions and 3 percent of all KSI collisions, 10 percent of all collisions and 22 percent of all KSI collisions near bicycle facilities involved people biking.
39 percent of all collisions and 38 percent of all KSI collisions occurred near a bicycle facility. In comparison, 52 percent of bike collisions and 33 percent of bike KSI collisions occurred near a bicycle facility. Bicycle collisions on roadways with bicycle facilities tend to be less severe.

0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
All Collisions
Near Bus Stops
Yes No
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
Walk/Bike Collisions
Near Bus Stops
Yes No
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
Collisions Near
Bike Lanes
Yes No
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
Bike Collisions
Near Bike Lanes
Yes No

34 PROXIMITY TO SCHOOLS
Schools have higher pedestrian and bicycle activity, especially during arrival and dismissal periods. Despite making up 9 percent of all collisions and 19 percent of all KSI collisions, 14 percent of all collisions and 41 percent of all KSI collisions near schools involved people walking and biking.
17 percent of collisions and 16 percent of KSI collisions occurred within a quarter-mile of a school. In comparison, 28 percent of walk/bike collisions and 35 percent of walk/bike KSI collisions occurred within a quarter-mile of a school.

Collisions involving people walking and biking are
disproportionately overrepresented near schools.

PROXIMITY TO PARKS
Parks are another destination with high pedestrian and
bicyclist activity. 10 percent of all collisions and 21 percent of all KSI collisions near parks involved people walking and biking. 33 percent of collisions and 26 percent of KSI collisions occurred within a quarter-mile of a park. In comparison, 36 percent of pedestrian and bicycle collisions and 30 percent of pedestrian and bicycle KSI collisions occurred within a quarter- mile of a park. Collisions involving people walking and biking are somewhat overrepresented near parks.

0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
All Collisions
Near Schools
Yes No
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
Walk/Bike Collisions
Near Schools
Yes No
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
All Collisions
Near Parks
Yes No
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
Walk/Bike Collisions
Near Parks
Yes No

35 Lake Elsinore Local Road Safety Plan Safety Analysis VICTIM PROFILE BY AGE & GENDER Victims include anyone involved in a collision that experience some level of injury. Victim demographic information are reported at the party level; this means that if multiple people are present in a vehicle, only the driver’s demographic information will be reported.

People between the ages of 15 and 65 experience a disproportionate share of collisions within the City of Lake Elsinore:
• People under the age of 15 comprise 24 percent of Lake Elsinore’s population but represent only 9 percent of all injury victims and 5 percent of all KSI victims.
• People between the ages of 15 and 65 comprise 69 percent of Lake Elsinore’s population but represent only 84 percent of all injury victims and 89 percent of all KSI victims.
• People 65 years and older comprise 6 percent of the City’s population but represent 7 percent of all injury victims and 6 percent of all KSI victims.

Gender breakdown is roughly evenly distributed for all injury victims with 50 percent male and 50 percent female victims. Male victims are overrepresented in KSI collisions, and account for 69 percent of KSI victims.

0% 20% 40% 60% 80% 100%
Total Population
All Victims
KSI Victims
Victim Profile by Age
Under 15 15-64 65+
0% 20% 40% 60% 80% 100%
Total Population
All Victims
KSI Victims
Victim Profile by Gender
Female Male

36 VICTIM PROFILE BY RACE
The victim’s race is determined at the discretion of the reporting officer and is also only reported at the party level. This means that if people of multiple races are present in a vehicle, only the driver’s race will be reported. Additionally, not all roadway users live within the City of Lake Elsinore, and racial breakdown of collision victims may be further influenced by regional demographics. • People who were identified as Asian represent 3 percent of all victims, less than 1 percent of KSI victims, and 7 percent of the population in the City of Lake Elsinore.
• People who were identified as Black are overrepresented in collisions, representing 10 percent of all victims, 7 percent of KSI victims, and 3 percent of the population in the City of Lake Elsinore. • People who were identified as Hispanic represent 47 percent of all victims, 43 percent of KSI victims, and 60 percent of the population in the City of Lake Elsinore.
• People who were identified as White are overrepresented in collisions, representing 38 percent of all victims, 39 percent of KSI victims, and 26 percent of the population in the City of Lake Elsinore.

0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Asian Black Hispanic White Other Not Stated
Victim Profile by Race
Total Population All Victims KSI Victims

37 Lake Elsinore Local Road Safety Plan Safety Analysis DISADVANTAGED COMMUNITIES In the State of California, disadvantaged communities refers to census tracts which most suffer from a combination of economic, health, and environmental burdens. These burdens include poverty, high unemployment, air and water pollution, presence of hazardous wastes as well as high incidence of asthma and heart disease. Environmental and social justice seeks to come to terms with, and remedy, a history of unfair treatment of communities, predominantly communities of people of color and/ or low-income residents. 19 percent of Lake Elsinore’s roadways (measured in centerline miles) are located within a quarter-mile of a state designated disadvantaged community, however state designated disadvantaged communities disproportionately represent 31 percent of all collisions and 21 percent of KSI collisions.

At the federal level, disadvantaged communities refers to census tracts that is at or above the threshold for one or more environmental, climate, or other burdens, and at or above the threshold for an associated socioeconomic burden. In addition, a census tract that is completely surrounded by disadvantaged communities and is at or above the 50% percentile for low income is also considered disadvantaged. Indicators include: 1) Climate Change, 2) Energy, 3) Health, 4) Housing, 5) Legacy Pollution, 6) Transportation, 7) Water and Wastewater, and 8) Workforce Development. 55 percent of Lake Elsinore’s roadways (measured in centerline miles) located within a quarter-mile of a federally designated disadvantaged community, however federally designated disadvantaged community disproportionately represent 93 percent of all collisions and 93 percent of KSI collisions.

0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions Roadways
Near or Within
State Designated Disadvantaged Communities
Yes No
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions Roadways
Near or Within
Federal Designated Disadvantaged Communities
Yes No

38 Safety Focus Areas
Collisions were mapped to identify intersections and roadways with the highest concentration of collisions. The “Safety Focus Area”, used to describe these intersections and roadways, represents roughly 24 centerline miles, or approximately 8 percent of Lake Elsinore’s roadways. The Safety Focus Area represents 65 percent of all collisions and 79 percent of KSI collisions that have occurred within the City of Lake Elsinore between 2018 and 2022.

39 Lake Elsinore Local Road Safety Plan Safety Analysis This page intentionally left blank.

40 6

41 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox Chapter 6 – Countermeasure Toolbox
This toolbox presents safety countermeasures covering safe road users, safe vehicles, safe speeds, safe roads, and post-crash care that address the collision trends identified through the comprehensive collision analysis. This toolbox furthers the work that the City of Lake Elsinore has done over the past several years to prioritize safer roadway design through the Systemic Safety Analysis Report adopted in 2019 and the recent Railroad Canyon Road LRSP completed in 2022.

This plan's focus on the elements of the Safe System approach and an emphasis on equity not only helps to provide alignment with current LRSP guidelines, but also positions the City of Lake Elsinore for federal/state funding opportunities and aligns their actions with emerging safety best practices.

Source: Fehr & Peers for FHWA

42 Engineering Countermeasures
Most of the engineering countermeasures are included in the 2022 Caltrans Local Roadway Safety Manual (LRSM) and can be advantageous for use in Caltrans Highway Safety Improvement Program (HSIP) grant funding applications. The toolbox identifies a Caltrans-approved Crash Reduction Factor (CRF), the expected duration of the project, the federal funding eligibility, the systemic opportunity for countermeasure implementation, and applicable collision type (e.g., all modes, bicycle and pedestrian collisions only, etc.) as outlined in the LRSM. The higher the CRF, the greater the expected reduction in collisions. There are many effective safety countermeasures beyond those listed in the LRSM, and several are included in this toolbox.  Local Roadway Safety Manual (LRSM) Countermeasures
_______________________________________________________________________________________________________________________________________________

LIGHTING
• Intersection Lighting 
• Roadway Lighting 

CONTROL
• Install Stop Sign
• Install All-Way Stop Control 
• Install (Mini-) Roundabout 
• Install Signal 

SIGNAL MODIFICATION
• Retroreflective Signal Backplates 
• Extend Yellow and All Red Time 
• Advanced Dilemma Zone
Detection
• Emergency Vehicle Preemption 
• Protected Left Turns 
• Red Light Camera

SHIELD OBSTACLES
• Install Median Barrier 
• Guardrails 
• Impact Attenuators 

GEOMETRIC
• Minor Road Splitter Islands 
• Raised Median 
• Create Directional Median
Openings 
• Right-Turn Lane 
• Left-Turn Lane 
• Install Acceleration/Deceleration
Lane

• Two-Way Left-Turn Lane 
• Widen Shoulder 
• Widen Median
• Improve Pavement Friction 

OPERATION/WARNING
• Larger or Additional Warning Signs

• Install Flashing Beacons 
• Chevron Signs on Horizontal
Curves

• Curve Advance Warning Signs 
• Speed Monitoring and Feedback
• Improve Intersection Sight
Distance 
• Upgrade Intersection Pavement
Markings 
• Delineators, Reflectors, and/or
Object Markers 
• Transverse Rumble Strips 
• Edgelines and Centerlines 
• Edgeline and Centerline Rumble
Strips


PEDESTRIAN & BICYCLE
• Install Bike Lanes 
• Install Sidewalks/Pathway 
• High Visibility Crosswalk 
• Raised Crosswalk/Intersection 
• Curb Extensions 
• Leading Pedestrian Interval 
• Pedestrian Countdown Signal
Heads 
• Pedestrian Scramble 
• Rectangular Rapid Flashing Beacon

• Pedestrian Hybrid Beacon 
• Raised Median/Refuge Island 
• Advanced Stop Bar 
• Advanced Yield Markings 
• Transit Amenities

43 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox STOP

LIGHTING CONTROL

Intersection Lighting 
LSRM ID: NS01, S01

Adding lighting at an intersection, and on
its approaches, improves safety during
nighttime conditions by (1) making drivers
more aware of their surroundings at an
intersection (2) enhancing drivers’ available
sight distances, and (3) improving the
visibility of non-motorists. Intersection
lighting is also beneficial to non-motorized
users by helping them navigate the
intersection. Upgrading to LED lighting also
has a documented safety benefit.

CRF: 40%
Crash Type: Night
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium
Roadway Lighting 
LSRM ID: R01

Providing roadway lighting improves
safety during nighttime conditions by
making drivers more aware of their
surroundings, enhancing drivers’ available
sight distances to perceive roadway
characteristics in advance of the change,
and improving non-motorist’s visibility and
navigation. Upgrading to LED lighting also
has a documented safety benefit.

CRF: 35%
Crash Type: Night
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium
Install Stop Sign 
LSRM ID: NS06

Installing a stop sign at an uncontrolled
intersection helps determine the right-of-
way of roadway users. When there are no
traffic signs to indicate who should proceed
first, users must rely on their general
knowledge of state laws. Install stop signs
is a low-cost countermeasure that reduces
the risk for collisions at an intersection.

CRF: 15%
Crash Type: All
Expected Life (Years) 10:

HSIP Funding Eligibility 90%:

Systemic Opportunity: Very High

44 STOP

A LL WAY

CONTROL

Install All-Way Stop Control 
LSRM ID: NS02

An all-way stop-controlled (AWSC)
intersection requires all vehicles to stop
before crossing the intersection. An AWSC
intersection improves safety by removing
the need for road users on a side-street
stop-controlled intersection to cross free-
flowing lanes of traffic, which reduces the
risk of collision. An “ALL WAY” sign should
be placed under the octagonal stop sign at
AWSC intersections as required by the
California Manual on Uniform Traffic
Control Devices. Establishing All Way Stop
Controls require that the intersection meet
certain conditions specified by the manual.

CRF: 50%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: High
Install (Mini-) Roundabout 
LSRM ID: NS04, NS05, S16

A roundabout is a type of circular
intersection in which road traffic is
permitted to flow in one direction around a
central island, and priority is typically given
to traffic already in the junction. The types
of conflicts that occur at roundabouts are
different from those occurring at
conventional intersections; namely, conflicts
from crossing and left-turn movements are
not present in a roundabout. The geometry
of a roundabout keeps the range of vehicle
speed narrow, which helps reduce the
severity of crashes when they do occur.

Mini-roundabouts may be optimal traffic
calming measure at an intersection where
there is insufficient right-of-way for a
standard roundabout installation.

CRF: Varies
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Low - Medium
Install Signal 
LSRM ID: NS03

Traffic signals at intersections control the
flow of traffic. Traffic signals have the
potential to reduce the most severe type
crashes but will likely cause an increase in
rear-end collisions. A reduction in overall
injury severity is likely the largest benefit of
traffic signal installation.

CRF: 30%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Low

45 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox +

SIGNAL MODIFICATION

Retroreflective Signal Backplates 
LSRM ID: S02

Retroreflective borders and backplates
enhance the visibility of traffic signals for
aging and color-vision-impaired drivers,
enabling them to understand which signal
indication is illuminated. Retroreflective
borders may also alert drivers to signalized
intersections during periods of power
outages when the signals would otherwise
be dark, and non– reflective signal heads
and backplates would not be visible. Signal
heads that have backplates equipped with
retroreflective borders are also more visible
and conspicuous during nighttime
conditions.

CRF: 15%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: Very High
Extend Yellow and All Red Time 
LSRM ID: S03

Extending yellow and all red time
increases the time allotted for the yellow
and red lights during a signal phase. This
improves safety by allowing drivers and
bicyclists to safely cross through an
intersection before conflicting traffic
movements are permitted to enter the
intersection. See CA MUTCD Section 4D.26
for more details.

CRF: 15%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 50%
Systemic Opportunity: Very High
Advanced Dilemma Zone Detection

An advanced dilemma zone detection
system minimizes the number of vehicles
the intersection traffic control signal system
exposes to an intersection-approach
dilemma zone. This is accomplished by
adjusting the start time of the yellow-signal
phase either earlier or later, based on
observed vehicle locations and speeds. The
advanced dilemma zone detection system
was not eligible for HSIP Cycle 11 funding,
but in previous cycles, this countermeasure
had a crash reduction factor of 40%.

CRF: N/A
Crash Type: All
Expected Life (Years): N/A
Federal Funding Eligibility: N/A
Systemic Opportunity: High
+

46 SIGNAL MODIFICATION

Emergency Vehicle Preemption 
LSRM ID: S05

Providing emergency vehicle preemption
capability at a signal or along a corridor
provides two major safety benefits. First,
preemption may decrease the potential for
a collision to occur as emergency vehicles
try to navigate through intersections.

Second, a signal preemption system can
decrease emergency vehicle response
times, therefore decreasing the time for
victims to receive medical attention, which
is a critical concept of the Post Crash Care
element of the Safe Systems Approach. An
agency may consider combining
emergency vehicle preemption into a
comprehensive signal improvement project.

CRF: 70%
Crash Type: Emergency Vehicles
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: High
Protected Left Turn 
LSRM ID: S06, S07

A protected left turn can be implemented
at signalized intersections (with existing left
turn pockets) that currently have a
permissive left-turn or no left-turn
protection and a high frequency of angle
crashes involving left turning movements.

Left turns are widely recognized as the
highest-risk movements at signalized
intersections. Providing protected left-turn
phases significantly improves the safety for
left-turn maneuvers by removing the need
for the drivers to navigate through gaps in
oncoming through vehicles.

CRF: 30-55%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Low-High
Red Light Camera

A red light camera enforces traffic signal
compliance by capturing the image of a
vehicle that has entered an intersection in
spite of the traffic signal indicating red. The
automatic photographic evidence is used
by authorities to enforce traffic laws and
issue traffic violation tickets.

CRF: N/A
Crash Type: All
Expected Life (Years): N/A
HSIP Funding Eligibility: N/A
Systemic Opportunity: High

47 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox SHIELD OBSTACLES

Install Median Barrier 
LSRM ID: R03

Median barriers are installed where crash
history indicates drivers are unintentionally
crossing the median and the cross-overs
are resulting in high severity crashes. This
strategy is designed to prevent head-on
collisions by providing a barrier between
opposing lanes of traffic. The variety of
median barriers available makes it easier to
choose a site-specific solution. The main
advantage is the reduction of the severity
of the crashes.

CRF: 25%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium
Guardrails 
LSRM ID: R04

Guardrails are installed to reduce the
severity of lane departure crashes.

However, guardrail can reduce crash
severity only for those conditions where
striking the guardrail is less severe than
going down an embankment or striking a
fixed object. Guardrail should only be
installed where it is clear that crash severity
will be reduced, or there is a history of run-
off-the-road crashes at a given location
that have resulted in severe crashes.

CRF: 25%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: High
Impact Attenuators 
LSRM ID: R05

Impact attenuators are typically used to
shield rigid roadside objects such as
concrete barrier ends, steel guardrail ends
and bridge pillars from oncoming
automobiles. Attenuators should only be
installed where it is impractical for the
objects to be removed.

CRF: 25%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: High

48 GEOMETRIC MODIFICATION

Minor Road Splitter Island 
LSRM ID: NS13

The installation of minor road splitter
islands allows for the addition of a stop
sign in the median to make the intersection
more conspicuous. Additionally, the splitter
island on the minor road reduces turning
speeds and provides for a positive
separation between turning vehicles on the
through road and vehicles stopped on the
minor road approach.

CRF: 40%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium
Raised Median 
LSRM ID: NS14, S12, R09

Raised medians with left-turn lanes at
intersections offer a cost-effective means
for reducing crashes and improving
operations at higher volume intersections.

The raised medians also prohibit left turns
into and out of driveways that may be
located too close to the functional area of
the intersection.

CRF: 25%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium
Create Directional Median Openings
to Allow (and Prohibit) Left-Turns 
LSRM ID: NS15, S14

As a form of access management, creating
directional median openings channelizes
left turn and U-turn movements from major
roadways and prohibits left turn and U-turn
movements from cross streets. Raised
medians limit property access to right turns
only and should be used in conjunction
with efforts to provide alternative access
and promote driveway spacing objectives.

Turn prohibitions can be implemented
quickly but impacts to businesses and other
land uses must be considered and
controversy can delay the implementation.

CRF: 50%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium

49 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox GEOMETRIC MODIFICATION

Right-Turn Lane 
LSRM ID: NS17

Adding right-turn lanes can reduce the
frequency of rear-end collisions resulting
from conflicts between vehicles turning
right and following vehicles, and vehicles
turning right and through vehicles coming
from the left on the cross street. Right-turn
lanes also remove slow vehicles that are
decelerating to turn right from the
through-traffic stream, thus reducing the
potential for rear-end collisions.

CRF: 20%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Low
Left-Turn Lane 
LSRM ID: NS18

Adding left-turn lanes removes vehicles
waiting to turn left from the through-traffic
stream, thus reducing the potential for
rear-end collisions. Because they provide a
sheltered location for drivers to wait for a
gap in opposing traffic, left-turn lanes may
encourage drivers to be more selective in
choosing a gap to complete the left-turn
maneuver. This strategy may reduce the
potential for collisions between left-turn
and opposing through vehicles.

CRF: 35%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Low
Install Acceleration/Deceleration
Lane 
LRSM ID: R11

A lane that does not provide enough
deceleration length and storage space for
turning traffic may cause the turn queue to
back up into the adjacent through lane.

This can contribute to rear-end and
sideswipe crashes. An acceleration lane is
an auxiliary or speed-change lane that
allows vehicles to accelerate to highway
speeds (high speed roadways) before
entering the through-traffic lanes of a
highway. Additionally, if acceleration by
entering traffic takes place directly on the
traveled way, it may disrupt the flow of
through-traffic and cause rear-end and
sideswipe collisions.

CRF: 25%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Low

50 GEOMETRIC MODIFICATION

Two-Way Left-Turn Lane 
LSRM ID: R13

Two-way left-turn lanes provide a buffer
between opposing directions of travel and
separate left turning traffic from through
traffic. They can also help to allow vehicles
to begin to accelerate before entering the
through-traffic lanes. They reduce the
disruption of flow of through-traffic and
reducing rear-end and sideswipe collisions.

CRF: 30%
Crash Type: All
Expected Life (Years): 20
Federal Funding Eligibility: 90%
Systemic Opportunity: Medium

Widen Shoulder 
LSRM ID: R15, R16

Adding a shoulder or widening an
existing shoulder provides a greater area
to regain control of a vehicle, as well as
lateral clearance to roadside objects such
as guardrails, signs, and poles. They may
also provide space for disabled vehicles to
stop or drive slowly, provide increased sight
distance for through vehicles and for
vehicles entering the roadway, and in some
cases reduce passing conflicts between
motor vehicles and bicyclists and
pedestrians. Widening the shoulder on a
curve also creates a recovery area for
drivers to regain control of a vehicle, as well
as lateral clearance to roadside objects.

CRF: 30-45%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium
Widen Median 

Widening the center median on high-
speed roadways creates a horizontal buffer
for cars in opposing directions to
mistakenly drift, run over the centerline and
then space to recover without crossing into
opposing lane of traffic. This
countermeasure can be paired with
auditory centerline rumble strips to reduce
head-on collisions.

CRF: N/A
Crash Type: All
Expected Life (Years): N/A
HSIP Funding Eligibility: N/A
Systemic Opportunity: Medium

51 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox STOP

GEOMETRIC MODIFICATION OPERATION/WARNING

Improved Pavement Friction 
LSRM ID: NS12, S11, R21

A roadway must have an appropriate level
of pavement friction to ensure that
drivers are able to keep their vehicles safely
in the lane. Poor pavement conditions,
especially wet pavement which reduces
friction and may lead to hydroplaning, have
been identified as one of the major
contributing factors in roadway departure
crashes. Traditional friction courses or high
friction surface treatments should be
considered for curves with numerous wet
weather crashes or severe curves with
higher operating speeds.

CRF: 55%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium - High
Larger or Additional Warning Sign 
LSRM ID: NS06

The visibility of intersections and, thus, the
ability of approaching drivers to perceive
them can be enhanced by installing larger
regulatory and warning signs at or prior
to intersections. A key to success in
applying this strategy is to select a
combination of regulatory and warning
sign techniques appropriate for the
conditions on a particular unsignalized
intersection approach.

CRF: 15%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: Very High
Install Flashing Beacons 
LSRM ID: NS08, NS09, S10

A flashing beacon as advanced warning
is a blinking light with signage to notify
motorists of an upcoming intersection or
crosswalk. A flashing beacon improves
safety by providing motorists more time to
become aware of and slow down for an
intersection or yield to pedestrians crossing
at a crosswalk. Flashing beacons can also
be installed on top stop signs. Alternatively,
signs can also be enhanced with LED lights
embedded in the sign to outline the sign
itself or the words and symbols on the sign.

The LEDs may be set to flash or operate in
a steady mode. An LED-enhanced sign
improves safety by improving the visibility
of signs at locations with visibility
limitations or with a documented history of
drivers failing to see or obey the sign.

CRF: 15-30%
Crash Type: All
Expected Life (Years): 10
Federal Funding Eligibility: 90%
Systemic Opportunity: Medium - High

STOP STOPSTOP

52 OPERATION/WARNING

Install Chevron Signs on Horizontal
Curves 
LSRM ID: R23

Post-mounted chevrons are intended to
warn drivers of an approaching curve and
provide tracking information and guidance
to the drivers. While they are intended to
act as a warning, it should also be
remembered that the posts, placed along
the roadside, represent a possible object
with which an errant vehicle can crash.

CRF: 40%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: Very High
Install Curve Advance Warning Signs

LSRM ID: R24, R25

This strategy primarily addresses problem
curves and serves as an advance warning
of an unexpected or sharp curve. It
provides advance information and gives
drivers a visual warning that their added
attention is needed.

CRF: 25-30%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: High - Very High
Speed Monitoring and Feedback

Video or radar roadside sensors are used to
monitor individual vehicle speeds. With
speed monitoring and feedback, signs
can notify motorists of excessive speed
through a combination of dynamic
roadside signage and vehicle-to-
infrastructure (V2I) messaging. By notifying
motorists of their speed, feedback signs
may promote slower speeds and safer
driver behavior.

CRF: N/A
Crash Type: All
Expected Life (Years): N/A
HSIP Funding Eligibility: N/A
Systemic Opportunity: Very High

53 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox OPERATION/WARNING

Improve Intersection Sight Distance

LSRM ID: NS11

Improving intersection sight distance
may require clearing roadside obstructions
without major reconstruction of the
roadway. Adequate sight distance for
drivers at stop or yield-controlled
approaches to intersections has been
recognized as among the most important
factors contributing to overall safety at
unsignalized intersections. Obstructions
may include vegetation, parked vehicles,
signs, buildings, etc..

CRF: 20%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: Very High
Upgrade Intersection Pavement
Markings 
LRSM ID: NS07, S09

Upgrading intersection pavement
markings can include “Stop Ahead”
markings and the addition of centerlines
and stop bars. At signals, clear pavement
markings and striping through intersections
can guide motorists through complex
intersections. These markings can improve
safety by increasing the visibility of
intersections for drivers. Pavement
markings can be upgraded to be
retroreflective, where ambient illumination
assures adequate visibility, particularly at
night.

CRF: 10-25%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: Very High
Delineators, Reflectors, and/or
Object Markers 
LRSM ID: R27

Delineators, reflectors and/or object
markers are intended to warn drivers of an
approaching curve or fixed object that
cannot easily be removed. They are
generally less costly than chevron signs as
they don’t require posts to place along the
roadside, avoiding an additional object with
which an errant vehicle can crash.

CRF: 15%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: Very High
P

54 OPERATION/WARNING

Transverse Rumble Strips 
LRSM ID: NS10

Transverse rumble strips are installed in
the travel lane for the purposes of
providing an auditory and tactile sensation
for each motorist approaching the
intersection. They can be used at any stop
or yield approach intersection, often in
combination with advance signing to warn
of the intersection ahead. When motorists
are traveling along the roadway, they are
sometimes unaware they are approaching
an intersection. This is especially true on
rural roads, as there may be fewer clues
indicating an intersection ahead. Due to
noise concerns, rumble strips may not be
suitable near residential neighborhoods.

CRF: 20%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: High
Edgelines and Centerlines 
LSRM ID: R28

Installing edge-lines and centerlines
where none exists or making significant
upgrades to existing lines (paint to
thermoplastic, adding audible disks/bumps
in the thermoplastic stripes, or adding
RPMs) are intended/ designed to help
drivers who might leave the roadway
because of their inability to see the edge of
the roadway along the horizontal edge of
the pavement or cross-over the centerline
of the roadway into oncoming traffic. New
pavement marking products tend to be
more durable, are all-weather, more visible,
and have a higher retroreflectivity than
traditional pavement markings.

CRF: 25%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: Very High
Edgeline and Centerline Rumble
Strips 
LSRM ID: R30, R31

Rumble strips provide an auditory
indication and tactile rumble when driven
on, alerting drivers that they are drifting
out of their travel lane, giving them time to
recover before they depart the roadway or
cross the center line. Additionally, rumble
stripes (pavement marking in the rumble
itself) provide an enhanced marking,
especially in wet dark conditions. Due to
noise concerns, rumble strips may not be
suitable near residential neighborhoods.

CRF: 15-20%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: High

55 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox PEDESTRIAN & BICYCLE

Install Bike Lanes 
LSRM ID: R32PB, R33PB

A bike lane provides dedicated street
space, typically adjacent to outer vehicle
travel lanes, with designated striping,
pavement markings, and signage. Bike
lanes improve safety by reducing conflicts
between bicycles and vehicles on the road
and by creating a road-narrowing effect
with buffers or vertical barriers, which may
reduce vehicle speeds.

CRF: 35-45%
Crash Type: Pedestrian & Bicycle
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: High
Install Sidewalk/Pathway 
LRSM ID: R34PB

Adding sidewalks or pathways provides a
separate and continuous facility for people
to walk along the roadway. Adding
sidewalks or pathways also improves safety
by minimizing the risk of vehicle and
bicycle collisions with pedestrians.

CRF: 80%
Crash Type: Pedestrian & Bicycle
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium
High Visibility Crosswalk 
LSRM ID: NS20PB, NS21PHB, R35PB

A high-visibility crosswalk has a striped
pattern (beyond two white lines) with
markings made of high-visibility material,
such as thermoplastic tape, instead of
paint. They may also include raised
pavement markers at the leading edge for
better visibility. A high-visibility crosswalk
improves safety with a clearly marked
pedestrian crossing so motorists exercise
caution and yield to pedestrians. The crash
reduction factor noted here only applies to
locations currently without a marked
crosswalk, but high-visibility crosswalk
upgrades can be implemented at existing
marked crosswalks. See Section 3B.18 of
the CA MUTCD for more details.

CRF: 25-35%
Crash Type: Pedestrian & Bicycle
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium - High

56 PEDESTRIAN & BICYCLE

Raised Crosswalk/Intersection 
LRSM ID: R36PB

On lower-speed roadways, where
pedestrians are known to be crossing
roadways that involve significant vehicular
traffic, a raised crosswalk or intersection
has the opportunity to enhance safety. The
raised crossing encourages motorists to
reduce their speed and provide improved
delineation for the portion of the roadway
that is designated for pedestrian crossing.

CRF: 35%
Crash Type: Pedestrian & Bicycle
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium
Curb Extension 
LSRM ID: NS20PB, NS21PHB, R35PB

Curb extensions visually and physically
narrow the roadway, creating safer and
shorter crossings for pedestrians while
increasing the available space for street
furniture, benches, plantings, and street
trees. Curb extensions increase the overall
visibility of pedestrians by reducing the
crossing distance and period of exposure to
motorists for pedestrians.

CRF: 25-35%
Crash Type: Pedestrian & Bicycle
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium - High
Leading Pedestrian Interval 
LSRM ID: S21PB

A leading pedestrian interval (LPI) gives
pedestrians the opportunity to enter an
intersections 3-7 seconds before vehicles
are given a green indication. LPIs provide
increased visibility of crossing pedestrians,
reduced conflicts, increased likelihood of
motorists yielding to pedestrians, and
enhanced safety for pedestrians who may
be slower to start into the intersection.

CRF: 60%
Crash Type: Pedestrian & Bicycle
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: Very High

57 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox PEDESTRIAN & BICYCLE

Pedestrian Countdown Signal Heads

LSRM ID: S17PB

A pedestrian countdown signal head
contains a timer display and counts down
the number of seconds left to finish
crossing the street. Countdown signals can
reassume pedestrians who are in the
crosswalk when the flashing “DON’T WALK”
interval appears and that they still have
time to finish crossing.

CRF: 25%
Crash Type: Pedestrian & Bicycle
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Very High
Pedestrian Scramble 
LSRM ID: S19PB

A pedestrian scramble is a dedicated
phase at signalized intersections in which
all vehicular traffic is required to stop,
allowing pedestrians and bicycles to safety
cross through the intersection in any
direction, including diagonally. Pedestrian
scrambles may be considered at signalized
intersections with very high
pedestrian/bicycle volumes, such as near
schools, parks, and urban business districts.

CRF: 40%
Crash Type: Pedestrian & Bicycle
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: High
Rectangular Rapid Flashing Beacon

LRSM ID: NS22PB, R37PB

A rectangular rapid flashing beacon
(RRFB) is a pedestrian-activated flashing
light with additional signage to alert
motorists of a pedestrian crossing. An RRFB
improves safety by increasing the visibility
of marked crosswalks.

CRF: 35%
Crash Type: Pedestrian & Bicycle
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium

58 PEDESTRIAN & BICYCLE

Pedestrian Hybrid Beacon 
LRSM ID: N23PB

Pedestrian hybrid beacon (PHB), also
known as a HAWK (High intensity Activated
CrossWalK), is a flashing light that is
activated by a pedestrian pushing a button
or some other form of detection. A PHB is
used at unsignalized intersections or mid-
block crosswalks to notify oncoming
motorists to stop with a series of red and
yellow lights. Unlike a traffic signal, the PHB
rests in dark until a pedestrian activates it
via pushbutton or other form of detection.

See CA MUTCD Section 4F for more detail.

CRF: 55%
Crash Type: Pedestrian & Bicycle
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Low
Raised Median/Refuge Island 
LRSM ID: NS19PB

A raised median/refuge island is a raised
curb in the center of the roadway that can
restrict certain turning movements and
provide a place for pedestrians to wait if
they are unable to finish crossing the
intersection. A Raised Median can improve
safety by reducing the number of potential
conflict points with designated zones for
vehicles to turn, and a pedestrian refuge
island improves safety by reducing the
exposure time for pedestrians crossing the
intersection.

CRF: 35%
Crash Type: Pedestrian & Bicycle
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium
Advanced Stop Bar 
LSRM ID: NS20PB, NS21PHB, S18PB,
R35PB

An advanced stop bar is a horizontal stripe
painted ahead of the crosswalk at stop
signs and signals to indicate where drivers
should stop. An advanced stop bar
improves safety by reducing instances of
vehicles encroaching on the crosswalk.

Creating a wider stop bar or setting the
stop bar further back from the crosswalk
may be appropriate for locations with
known crosswalk encroachment issues. See
CA MUTCD Section 3B.16 for more
information. Current detection loops may
need to be adjusted to accommodate
advanced stop bars.

CRF: 25-35%
Crash Type: Pedestrian & Bicycle
Expected Life (Years): 10-20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium – Very
High STOPSTOP

59 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox PEDESTRIAN & BICYCLE

Advanced Yield Markings 
LSRM ID: NS20PB, NS21PHB, S18PB,
R35PB

Yield markings are placed 20 to 50 feet in
advance of pedestrian crossings to alert
drivers of an upcoming pedestrian crossing.

Yield markings indicate where drivers
should stop when pedestrians are crossing
at the crosswalk.

CRF: 25-35%
Crash Type: Pedestrian & Bicycle
Expected Life (Years): 10-20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium – Very
High
Transit Amenities

Transit amenities could include benches,
shelters, trash receptacles, and other
features that would provide shelter, shade,
and safety to pedestrians and bicyclists
using transit. Providing and/or upgrading
transit stops/stations highlights the
destination for pedestrians and bicyclists
more visible to motorists. Pedestrians and
bicyclists often cross the roadway to access
transit and visibility of the stops/stations
allows vehicles to anticipate non-motorized
users of the roadway more easily.

CRF: N/A
Crash Type: Pedestrian & Bicycle
Expected Life (Years): N/A
HSIP Funding Eligibility: N/A
Systemic Opportunity: High
STOP

60 Non-Engineering Countermeasures
_______________________________________________________________________________________________________________________________________________

SAFE ROADS
• Placemaking in Traffic Safety
Initiatives
• Regular Regional Traffic Safety
Coordination Meetings

SAFE ROAD USERS
• Education & Public Awareness
Campaigns Targeted at Specific
Behaviors
• Pair Education with Engineering
Countermeasures
• Safe Routes to School
• Safe Ride Home
• DUI Prevention
• High-Visibility Enforcement for DUI
• Pedestrian/Bicycle Safety and
Homeless Services

SAFE SPEEDS
• Safe Speeds Education Campaign
• Speed Limit Modification
• Automated Enforcement

SAFE VEHICLES
• Emerging Technology

POST-CRASH CARE
• Rapid Response Safety
Communication Protocol & Multi-
Disciplinary Team

Countermeasures That Work –
Effectiveness Rating

★★★★★
Demonstrated to be effective by
several high-quality evaluations with
consistent results.
★★★★
Demonstrated to be effective in certain
situations.
★★★
Likely to be effective based on balance
of evidence from high-quality
evaluations or other sources.
★★
Effectiveness still undetermined;
different methods of implementing this
countermeasure produce different
results.
★
Limited or no high-quality evaluation
evidence.

Source: Countermeasures That Work,
National Highway Traffic Safety
Administration, 2017
Example of placemaking in
traffic safety initiatives.

Source: City of Richmond
Hill, Georgia

61 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox

SAFE ROADS

Placemaking in Traffic Safety Initiatives
Launch a city-wide initiative to treat streets as places by incorporating permanent placemaking efforts (public art, green infrastructure, and neighborhood amenities) into traffic safety initiatives. Such amenities can activate streetscapes and encourage lower speeds and better awareness of non-vehicle users. Prioritize areas with high numbers of vulnerable users.

Lead Agency:
- City of Lake Elsinore Public Works
Partner Agencies:
- Community-Based Organizations
- Riverside Transit Agency
- Western Riverside Council of Governments
- Caltrans
Funding Sources:
- City Funds
- Public/Private Partnerships
- SCAG Sustainable Communities Program
- SCAG Go Human Mini-Grant Program
- California Natural Resources Agency Urban Greening Program Effectiveness:

N/A - Initial studies indicate art-based placemaking efforts have a strong positive correlation with improve safety benefits, but further studies are recommended to cover a wider variety of roadway and land use contexts to inform development of a crash modification factor.

Context:

Areas throughout the City with high volumes of vulnerable users

Regular Regional Traffic Safety Coordination Meetings
Given that residents and visitors often pass back and forth between the different jurisdictions with regularity, coordination and updates on roadway safety best practices and observations across the region can create a unified approach to traffic safety. Information sharing could improve efficiencies in traffic safety management, including policies that are working and those that require improvement. The meetings could be held monthly or semi-annually.

In August 2019, SCAG hosted a series of traffic safety workshops entitled Go Human with representatives from each of the counties and many jurisdictions within the SCAG region. Presenters from the region spoke on a number of projects within their region including multi-lingual pedestrian safety campaigns, open streets projects, safe routes to school, and others. This allowed members from cities within the SCAG region to hear about best practices, successes, and challenges from their counterparts and enhance their understanding of roadway safety.

Lead Agency:
- Western Riverside Council of Governments
Partner Agencies:
- City of Lake Elsinore Public Works
- Neighboring Cities Public Works
Funding Sources:
- Regional Funds
Effectiveness:

N/A
Context:

Regional

62 SAFE ROADS USERS

Education & Public Awareness Campaigns Targeted at
Specific Behaviors
Coordinate the City’s and Regional communication efforts to use existing social media accounts to establish an ongoing public education campaign on safe and responsible driving, discouraging drinking and driving, along with encouraging increased awareness of pedestrians and bicyclists. Another application of this countermeasure would be collaborating with local radio stations to disseminate safety messages.

The SCAG Go Human campaign and the California Office of Traffic Safety (OTS) Go Safely California campaign both have free resources for local agencies to use in implementing public awareness campaigns.

Lead Agency:
- City of Lake Elsinore Public Works & Communications Team Partner Agencies:
- Riverside County Fire Department
- Riverside County Sheriff’s Department
- Riverside Transit Agency
- Western Riverside Council of Governments
- Caltrans
- City or Regional Public Health Department
Funding Sources:
- SCAG Go Human Mini-Grant Program
- OTS Grant Programs
Effectiveness:
★★★ Mass Media Campaigns on DUI
Context:

City or Regional
Pair Education with Key Engineering Countermeasures
Educational materials can be used to teach people how to use new and unfamiliar safety countermeasures, such as pedestrian hybrid beacons (PHB), roundabouts, or protected bikeways. These materials can consist of informational signs or demonstration videos, and should be presented in multiple languages, including English and Spanish.

Lead Agency:
- City of Lake Elsinore Public Works & Communications Team Partner Agencies:
- Community-Based Organizations
- Riverside County Sheriff’s Department
- Western Riverside Council of Governments
Funding Sources:
- OTS Grant Programs
- City & Regional Funds
Effectiveness:

N/A
Context:

City or Regional,
focused on areas with
new infrastructure
projects Source: Ohio Department of Transportation

63 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox SAFE ROAD USERS

Safe Routes to School
Safe Routes to School programs aim to make it safer for students to walk and bike to school and encourage more walking and biking where safety is not a barrier. Transportation, public health and planning professionals, school communities, law enforcement officers, community groups and families all have roles to play using education, encouragement, engineering, and enforcement to meet a local community’s needs.

Lead Agency:
- City of Lake Elsinore Public Works
Partner Agencies:
- School District(s)
- Community-Based Organizations
- Riverside County Sheriff’s Department
Funding Sources:
- Active Transportation Program (ATP)
- Safe Streets and Roads for All Grant
Effectiveness:
★★★ Safe Routes to School
Context:

Areas adjacent to schools

Safe Ride Home
Develop partnerships between the Transportation Network Company (TNC) operators, Riverside County Sheriff’s Department, the regional transit agency, WRCOG, and local businesses to offer promotional codes for free or discounted rides home from establishments or events in the County to reduce the potential for DUI, drowsy driving, or distracted driving. This program may be focused on particular holidays or event days or applied more broadly to weekend nights.

Lead Agency:
- City of Lake Elsinore Public Works
Partner Agencies:
- TNC Operators (Lyft, Uver, Taxis, etc.)
- Riverside County Sheriff’s Department
- Riverside Transit Agency
- Western Riverside Council of Governments
- Local Businesses
Funding Sources:
- User Fees (e.g., taxi and TNC fee)
- City & Regional Funds
Effectiveness:
★★★ Alternative Transportation
Context:

City or Regional

64 SAFE ROAD USERS

DUI Prevention
Prevention and education policies focus on mobilizing and educating the community and intervening before driving under the influence takes place. According to NHTSA research, alcohol problem assessment and treatment programs, as well as alcohol intervention in settings such as a doctor's office, are highly effective strategies for improving safety outcomes.

Lead Agency:
- Riverside County Sheriff’s Department
Partner Agencies:
- School District(s)
- City or Regional Public Health Department
Funding Sources:
- OTS Grant Programs
Effectiveness:
★★★★★ Alcohol Screening & Brief Intervention
Context:

City or Regional

High Visibility Enforcement for DUIs
The County Sheriff’s Department should continue their use of high visibility enforcement for DUIs. Deterrence policies focus on raising the actual and perceived risk of detection of driving under the influence. These policies should be highly visible to increase awareness of the risks of driving under the influence. Publicized sobriety checkpoints, saturation patrol, and other forms of high visibility enforcement are effective for safety outcomes.

Integrated enforcement would include coordination with Public Awareness Campaigns. Deterrence policies focus on raising the actual and perceived risk of detection of driving under the influence. These policies should be highly visible to increase awareness of the risks of driving under the influence. For example, widespread dissemination of multi-lingual educational messaging and promotion of safe rides home programs in advance of major enforcement efforts will help to mitigate equity concerns about disproportionate impacts of fines/fees on lower income residents.

Lead Agency:
- Riverside County Sheriff’s Department
Partner Agencies:
- City of Lake Elsinore Public Works
Funding Sources:
- OTS Grant Programs
Effectiveness:
★★★★★ Publicized Sobriety Checkpoints
★★★★ High-Visibility Saturation Patrols
★★★ Integrated Enforcement
Context:

Citywide

65 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox SAFE ROAD USERS SAFE SPEEDS

Pedestrian/Bicycle Safety and Homeless Services
Homeless services provide temporary residence for homeless individuals and families. In jurisdictions with a large unsheltered population, unsheltered people are often disproportionately represented in pedestrian collisions. Unsheltered people have a relatively high level of traffic exposure as they may stand in medians, cross roadways outside of designated pedestrian crossings, and/or spend time in parking lots.

Lead Agency:
- Community-Based Organizations (i.e., The Anchor)
Partner Agencies:
- City of Lake Elsinore Public Works
- Western Riverside Council of Governments
- City or Regional Public Health Department
Funding Sources:
- City & Regional Funds
- Public/Private Partnerships
Effectiveness:

N/A
Context:

City or Regional, focused on areas with high homeless populations

Safe Speeds Education Campaign
Continue existing safety education campaign targeting safe speeds.

This could include yard signs, wall boards/posters along high-injury corridors and neighborhoods, ads on bus exteriors, radio ads, etc. To maximize effectiveness, this should be an ongoing program.

The SCAG Go Human campaign and the OTS Go Safely California campaign both have free resources for local agencies to use in implementing public awareness campaigns.

Lead Agency:
- City of Lake Elsinore Public Works & Communications Team Partner Agencies:
- School District(s)
- Riverside County Sheriff’s Department
- Western Riverside Council of Governments
- Caltrans
Funding Sources:
- SCAG Go Human Mini-Grant Program
- OTS Grant Programs
Effectiveness:
★★★ Communications and Outreach on Speeding
Context:

City or Regional

66 SAFE SPEEDS

Speed Limit Modification
Utilize California Assembly Bill (AB) 43 methodology to lower speed limits on additional corridors. AB 43 provides local jurisdictions with more flexibility in setting speed limits, especially regarding vulnerable road users.

AB 43 sets speed limits on roads without posted signs in residential and business districts to 25 miles per hour. AB 43 also allows local authorities to forgo engineering and traffic surveys to lower the speed limit on portions of highway near to schools and school grounds. The legislation also provides for flexibility in lowering speed limits in senior zones and business districts.

Lead Agency:
- City of Lake Elsinore Public Works
Partner Agencies:
- School District(s)
- Riverside County Sheriff’s Department
- Local Businesses
Funding Sources:
- City Funds
Effectiveness:
★★★★★ Speed Limits
Context:

Citywide, focused on “safety corridors”, business activity districts, and school zones

Automated Enforcement
Automated enforcement, such as red-light cameras or speed cameras, target the specific drivers who are behaving dangerously. Automated speed detection devices can identify speeding violations and provide citations. This treatment is currently not supported in California..

A strictly data-driven approach to automated enforcement might place red-light or speed cameras in locations with the highest number of collisions. However, given that many low-income neighborhoods have historically received fewer infrastructure investments, which often results in a higher rate of collisions, a strictly data-driven approach could lead to a disproportionate burden of enforcement.

Therefore, automated enforcement should be implemented evenly across a jurisdiction at problem locations. In addition, jurisdictions should pair automated enforcement with updated fine structures so that low-income communities don’t bear a disproportionate burden of traffic fines.

Lead Agency:
- City of Lake Elsinore Public Works
Partner Agencies:
- School District(s)
- Riverside County Sheriff’s Department
Funding Sources:
- City Funds
- Citations
Effectiveness:
★★★★★ Automated Enforcement
Context:

Citywide, focused on areas with speeding and school zones

67 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox SAFE VEHICLES

Emerging Technology
Recent advancements in transportation technology have not only introduced new transportation modes and travel patterns but have also presented opportunities to better understand travel behavior and encourage safe behavior. The following represents a summary of emerging technology trends related to safety.

Intelligent Transportation Systems
Some existing and emerging on-board vehicle technologies require investments in public infrastructure in order to function properly. For example, lane departure warning technology common on newer vehicles requires regular maintenance of roadway striping and the use of highly retroreflective materials to maximize effectiveness. Emerging Vehicle-to- Infrastructure (V2I) technologies will likely require integration with existing infrastructure. The City’s Capital Improvement Plan can facilitate the effectiveness of safe vehicle technology with traffic signal and detection upgrades and systematic resurfacing projects to ensure roadway striping is easily visible.

Near Miss Data
Near miss collisions have historically been difficult to study in practical safety applications due to an overall lack of reported information. In the absence of sufficient crash data, near miss data is an important indicator for guiding crash prevention. Video data and incident data from connected vehicles are emerging data sources that can provide key safety insights regarding near misses.

Autonomous Vehicle Readiness Planning
Having strategies prepared to meet and address the oncoming challenges posed by autonomous vehicle (AV) technology will be crucial in advancing road safety. Fully automated vehicles have the potential to transform travel behavior and safety outcomes given that AVs are ultimately designed to operate without any human intervention. Some strategies for preparation include educating the public on current and future safety features and limitations, developing signing and striping standards, and conducting reviews of equity implications. Without appropriate research and guidance, AVs could widen accessibility and safety gaps for vulnerable communities.

Lead Agency:
- City of Lake Elsinore Public Works
Partner Agencies:
- Riverside County Fire Department
- Riverside County Sheriff’s Department
- Vehicle Manufacturers
- Data Vendors
Funding Sources:
- Caltrans Highway Safety Improvement Program
- OTS Grant Programs
- City Funds
Effectiveness:

N/A
Context:

Citywide

68 POST-CRASH CARE

Rapid Response Safety Communication Protocol & Multi-
Disciplinary Team
Employ an internal, multi-departmental communication strategy in response to severe and fatal collisions. The protocol should outline a path forward for Public Works staff to be a part of the immediate on- the ground-response to an investigation of severe and fatal collisions, ensuring a multi-disciplinary response team focused both on the behavioral and engineering elements of a collision. Development of this multi-disciplinary team can also support timely data sharing among City departments.

The development of an integrated database with law enforcement collision data and injury surveillance provides can also improve communication protocol. Data integration can help practitioners estimate actual injury costs and costs of treatments for future planning efforts.

Lead Agencies:
- Riverside County Fire Department
- Riverside County Sheriff’s Department
Partner Agencies:
- City of Lake Elsinore Public Works & Communication Team - Western Riverside Council of Governments
- Caltrans
- City or Regional Public Health Department
Funding Sources:
- City & Regional Funds
- OTS Grant Programs
Effectiveness:

N/A
Context:

City or Regional

69 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox This page intentionally left blank.

70 7

71 Lake Elsinore Local Road Safety Plan Systemic Trends and Strategies Chapter 7 – Systemic Trends and
Countermeasures
This chapter outlines the six collision profiles selected for project development. Each collision profile represents a systemic trend, or combinations of factors that contributed to the highest quantity of severe injury or fatal collisions. Countermeasures proposed to address systemic trends are also presented.

Systemic Analysis and Project Prioritization
Systemic analysis is a proactive safety approach that focuses on evaluating an entire roadway network using a defined set of criteria. It looks at collision history on an aggregate basis to identify high-risk roadway characteristics, in addition to looking at high- collision locations. By merging roadway and intersection features with collision data, relationships can be uncovered between contextual factors and the risk of frequent and severe collisions.

Collision data (2018-2022) in the City of Lake Elsinore was paired with geographic roadway and other contextual data to develop collision profiles. Outputs from this analysis were used to populate a set of matrices that allow us to look at crosstabs between collision data and geographic data.

The matrices allowed for identification of the combinations of factors that contributed to the highest quantity of collisions resulting in severe injury or fatalities, and combinations that led to the highest Weighted Collision Score. The Weighted Collision Score represents the equivalent numbers of property-damage-only collisions that occur for relative comparison between collision profiles. Injury collisions involving vulnerable victims, including pedestrians, bicycles, and people under the age of 18 or over the age of 65, receive additional weight.

Collision Profiles
Each collision profile is representative of a systemic trend observed in the City of Lake Elsinore. The collision profiles are presented with key statistics, including a list of key locations based on collision data and a set of recommended countermeasures aimed at reducing the number and severity of collisions. Collision Reduction Factor (CRF) are provided for countermeasures, if available; these
countermeasures are best suited for competitive HSIP grant applications, which require a benefit-cost analysis.

Collision Profiles – Representative of a Systemic Trend

1. Broadside Collisions at Unsignalized Intersections along High-Speed Roads (40+ mph)

2. Broadside Collisions at Signalized Intersections with Permissive Left-Turn Phasing

3. Hit Object Collisions at Night at Unsignalized Locations

4. Collisions with Pedestrians Crossing the Road at Night

5. Collisions with Pedestrians at Intersections near Parks and Schools

6. Collisions involving Driving Under the Influence at
Locations with Speeding

72 COLLISION PROFILE 1
Broadside Collisions at Unsignalized Intersections along High-Speed Roads (40+ mph)

KEY STATISTICS
• Representative of 12 percent of injury collisions and 9 percent of KSI collisions in Lake Elsinore. • The primary collision factor for 65 percent of injury collisions and 80 percent of KSI collisions within Collision Profile 1 was roadway users not yielding to opposing vehicles at unsignalized intersections (Vehicle Right-of-Way Violation). • Within Collision Profile 1, 64 percent of injury collisions involved left-turn conflicts, common for broadside collisions (i.e., T-bone).

KEY LOCATIONS COUNTERMEASURES
Unsignalized Intersections Install Left-Turn Lane
(CRF = 30-35%)
Improve Sight Distance
(CRF = 20%)
Install Signal
(CRF = 30%)
Prohibit Left-Turns from
Minor Road (CRF=50%)
Along Grand Ave (SR-74)2
At Tempe St X
Between Riverside Dr and Ortega Hwy3 Two-Way Left-Turn Lane At Morro Way3 X
At Scales Way3 X
Dexter Ave & Lake Elsinore Market Place Dwy2 Left-Turn Receiving Lane X Lakeshore Dr & Fraser Dr1,2 X
Lakeshore Dr & Lawrence Way1,2 Left-Turn Pocket and
Receiving Lane
Canyon Hills Rd & Whispering Willow Dr X X
Auto Center Dr & San Jacinto River Rd2 X (Or stripe “Keep Clear”)

1. Located in a State Designated Disadvantaged Community.

2. Located in a Federal Designated Disadvantaged Community.

3. Owned and Maintained by Caltrans. The City of Lake Elsinore is unable to make improvements at this location without concurrence from Caltrans.

Recent safety countermeasures were installed by the City of Lake Elsinore at 1) Canyon Hills Rd & Sprucewood Way, 2) Riverside Dr (SR-74) & Gunnerson St, 3) Riverside Dr (SR-74) & Joy St, and 4) Riverside Dr (SR-74) & Grand Ave. These key locations are not included in the table above.

GENERAL COUNTERMEASURES
• Install intersection warning signs (CRF = 15%)
• At locations where both the major and minor roadways are high-speed, installing flashing beacons (CRF = 15%) and traverse rumble stripes (CRF = 20%) on stop-controlled approaches are appropriate.
• On a case-by-case basis, investigating alternative control strategies, such as roundabouts, may reduce broadside collisions and provide traffic calming. Roundabouts are not recommended along congested corridors.

73 Lake Elsinore Local Road Safety Plan Systemic Trends and Strategies

74 COLLISION PROFILE 2
Broadside Collisions at Signalized Intersections with Permissive Left-Turn Phasing

KEY STATISTICS
• Representative of 9 percent of injury collisions and 7 percent of KSI collisions in Lake Elsinore. • The primary collision factor for 53 percent of injury collisions and 57 percent of KSI collisions within Collision Profile 2 was roadway users failing to obey signs or signals (i.e. Traffic Signals and Signs Violation). • Within Collision Profiles 2, 62 percent of injury collisions involved left-turn conflicts, common for broadside collisions (i.e., T-bone).

KEY LOCATIONS COUNTERMEASURES
Signalized Intersections
Install Left-Turn Lane and
Provide Protected Left-Turn
(CRF = 55%)
Provide Protected
Left-Turn Phase
(CRF = 30%)
Extend Yellow and
All-Red Time
(CRF = 15%)
Retroreflective
Backplates on Signals
(CRF=15%)
Along Central Avenue (SR-74)2
At Riverside St X X
At Trellis Ln (Private Street) X X
At Conard Ave X X X
At Dexter Avenue X X X
At I-15 Northbound Ramps X X
Diamond Dr & Auto Center Dr/Casino Dr2 X X X
Mission Trail & Olive Street2 X X
Grand Ave & McVicker Canyon Park Rd2 X X
Summerhill Dr & Canyon Estates Dr X X X
Canyon Hills Dr & Hillside Dr X X X

1. Located in a State Designated Disadvantaged Community.

2. Located in a Federal Designated Disadvantaged Community.

3. Owned and Maintained by Caltrans. The City of Lake Elsinore is unable to make improvements at this location without concurrence from Caltrans.

Recent safety countermeasures were installed by the City of Lake Elsinore at 1) Railroad Canyon Rd/Diamond Dr & I-15 Southbound Ramps and Grape St & I-15 Northbound Ramps, which included revised yellow and all-red times and retroreflective backplates, and 2) Grand Avenue (SR-74) & Ortega Hwy, which included retroreflective backplates. These key locations are not included in the table above.

GENERAL COUNTERMEASURES
• Install Advanced Dilemma Zone detection and/or Red Light Cameras. • Install ‘Signal Ahead’ warning signs with flashing beacons along roadway approaches with limited sight distance (i.e., curved roadway segments) and/or approaches with elevation changes (CRF = 30%).

75 Lake Elsinore Local Road Safety Plan Systemic Trends and Strategies

76 COLLISION PROFILE 3
Hit Object Collisions at Night at Unsignalized Locations

KEY STATISTICS
• Representative of 6 percent of injury collisions and 11 percent of KSI collisions in Lake Elsinore. • 73 percent of injury collisions and 100 percent of KSI collisions within Collision Profile 3 occurred on High-Speed Roads (40+ mph). • 38 percent of injury collisions and 67 percent of KSI collisions within Collision Profile 3 involved driving under the influence.

KEY LOCATIONS COUNTERMEASURES
Unsignalized Intersections Convert to All-Way Stop
(CRF = 50%)
Install Flashing Beacon on ‘Stop Ahead’ Signs
(CRF = 30%)
Minthorn St & Spring St1,2 X
Nichols Rd & Collier Ave2 X
Roadways - General
Retroreflective Paint on
Edgelines, Lane Markings,
and Centerlines
(CRF = 25%)
Install Additional
Edgelines and
Centerlines to Maintain
12’ Lanes (CRF = 25%)
Install Pavement
Reflectors along
Edgelines and/or
Centerlines (CRF = 15%)
Install Edgeline
and Centerline
Rumble Stripes
(CRF = 15-20%)
Lakeshore Dr between Lake St and Machado St2 X X X
Mission Trail between Magala Rd and Corydon Rd2 X X
Riverside Dr (SR-74) between Lakeshore Dr and Collier
Ave1,2,3 X X
Nichols Rd between Pierce St and Collier Ave2 X
Roadways - Significant Changes in Elevation
Install
Speed
Feedback
Sign
High Friction
Surface
Treatment
(CRF = 55%)
Retroreflective Paint on
Lane Markings and/or
Median Curb
(CRF = 15%)
Additional Pavement
Reflectors along Curved
Segments
(CRF = 15%)
Install Chevron
and/or Curve
Ahead Signs
(CRF = 25-40%)
Summerhill Dr between Canyon Estates Dr and Corte Seriui X X X X X

1. Located in a State Designated Disadvantaged Community.

2. Located in a Federal Designated Disadvantaged Community.

3. Owned and Maintained by Caltrans. The City of Lake Elsinore is unable to make improvements at this location without concurrence from Caltrans.

Recent safety countermeasures were installed by the City of Lake Elsinore on Railroad Canyon Rd as a result of the Railroad Canyon Road LRSP (Fehr & Peers, 2022); this key location is not included in the table above.

GENERAL COUNTERMEASURES
• Install Object Markers and Roadside Delineators (CRF = 15%) and Upgrade Signs with Fluorescent Sheeting (CRF = 15%). • Install or upgrade Edgelines and Centerlines with Retroreflective Paint (CRF = 25%) and/or Pavement Reflectors (CRF = 15%). • In Non-Residential Areas, install Edgeline and Centerline Rumble Stripes (CRF = 15-20%).

77 Lake Elsinore Local Road Safety Plan Systemic Trends and Strategies

78 COLLISION PROFILE 4
Collisions with Pedestrians Crossing the Road at Night

KEY STATISTICS
• Representative of 33 percent of pedestrian injury collisions and 47 percent of pedestrian KSI collisions in Lake Elsinore. • Most injury collisions (88 percent) within Collision Profile 4 occurred at unsignalized intersections. • Within Collision Profile 4, Half (50 percent) occurred near a park or school, and 31 percent involved people under 17 or over 65 years of age.

KEY LOCATIONS COUNTERMEASURES

Unsignalized Intersections
Upgrade Pedestrian Crossings
with High Visibility Crosswalks,
Raised Crosswalks and/or Curb
Extensions (CRF = 35%)
Install Pedestrian Crossing
with Beacons and/or
Refuge Island
(CRF= 35-55%)

Sumner St & Langstaff St1,2 X
Machado St & Parkview Dr2 X Across Machado St
Graham Ave & Lindsay St1,2 X
Mission Trail & Sylvester Rd2 Across Mission Trail
Signalized Intersections Install Leading Pedestrian
Interval (CRF= 60%)
Install Pedestrian
Countdown Signal Heads
(CRF = 25%)
Provide Protected
Left-Turn Phase
(CRF = 30%)

Central Ave & I-15 Southbound Ramps1,2,3 X X
Diamond Dr & I-15 Southbound Ramps2,3 X X
Diamond Dr & Auto Center Dr/Casino Dr2 X X X
Roadways Install Sidewalk/Pathway
(CRF= 80%)
Install Pedestrian Crossing
with Beacons (CRF= 35%)
Install Roadway Segment
Lighting (CRF = 20%)
Install Bus
Stop Amenities
Grand Ave (SR-74)2,3 Across Grand Ave (SR-74) at
bus stops (i.e., Riverside Dr or
Jaimeson St, and Macy St)
X X Between Jamieson St and Lime St South Side
Between Macy St and Ortega Hwy South Side
Between Intersections and Bus Stops North Side

1. Located in a State Designated Disadvantaged Community.

2. Located in a Federal Designated Disadvantaged Community.

3. Owned and Maintained by Caltrans. The City of Lake Elsinore is unable to make improvements at this location without concurrence from Caltrans.

GENERAL COUNTERMEASURES
• Install sidewalks/pathways (CRF = 80%) and roadway segment lighting (CRF = 20%).

79 Lake Elsinore Local Road Safety Plan Systemic Trends and Strategies

80 COLLISION PROFILE 5
Collisions with Pedestrians at Intersections near Parks and Schools

KEY STATISTICS
• Representative of 41 percent of all pedestrian injury collisions and 29 percent of pedestrian KSI collisions in Lake Elsinore. • Most injury collisions (70 percent) within Collision Profile 5 occurred at unsignalized intersections. • Within Collision Profile 5, 41 percent of injury collisions and 100 percent of KSI collisions involved driving under the influence.

KEY LOCATIONS COUNTERMEASURES

Unsignalized Intersections
Upgrade Pedestrian Crossings
with High Visibility Crosswalks
(CRF = 35%)
Upgrade Pedestrian
Crossings with High Visibility
Crosswalks, Raised
Crosswalks and/or Curb
Extensions (CRF = 35%)
Install Pedestrian
Crossing with Beacons
and/or
Refuge Island
(CRF= 35-55%)
Install Bus Stop
Amenities
Sumner St & Langstaff St1,2 X
Sumner St & Riley St1 X Across Sumner Ave4
Machado St & Parkview Dr2 X Across Machado St
Graham Ave & Lindsay St1,2 X
Lakeshore Dr & Avenue 62 Across Lakeshore Dr X
Lincoln St & Broadway Ave2 X Across Lincoln St
Lincoln St & Sunswept Dr2 X
Signalized Intersections Upgrade Pedestrian Crossings
with High Visibility Crosswalks
Install Leading Pedestrian
Interval (CRF= 60%)
Install Pedestrian
Countdown Signal
Heads (CRF = 25%)
Provide Protected
Left Turn Phase
(CRF = 30%)
Grand Ave & Broadway Ave X X X X
Riverside Dr (SR-74) & Le Harve Street2,3 X X X

1. Located in a State Designated Disadvantaged Community.

2. Located in a Federal Designated Disadvantaged Community.

3. Owned and Maintained by Caltrans. The City of Lake Elsinore is unable to make improvements at this location without concurrence from Caltrans.

4. Consider relocating the mid-block crossing 50 feet east to the bike path crossing.

GENERAL COUNTERMEASURES
• Install or upgrade pedestrian crossings with High Visibility Crosswalks (CRF = 35%). • At unsignalized intersections on low-speed (less than 40 mph) roadways, install mini-roundabouts (CRF = 30%). • At uncontrolled pedestrian crossings, install Beacons and/or Refuge Islands (CRF = 35-55%). • At signalized pedestrian crossings, install Leading Pedestrian Intervals (CRF = 60%), Pedestrian Countdown Signal Heads (CRF = 25%), and/or a Pedestrian Scramble (CRF = 40%) near/at entrances to schools and parks.

81 Lake Elsinore Local Road Safety Plan Systemic Trends and Strategies

82 COLLISION PROFILE 6
Collisions involving Driving Under the Influence at Locations with Speeding

KEY STATISTICS
• Representative of 5 percent of all injury collisions 15 percent of KSI collisions in Lake Elsinore. • 82 percent of injury collisions and 81 percent of KSI collisions within Collision Profile 6 occurred at night between 6 PM and 6 AM. • Within Collision Profile 6, the most common KSI collision types are Hit Object (38 percent), Vehicle/Pedestrian (25 percent), and Head-On (19 percent).

KEY LOCATIONS COUNTERMEASURES

Roadways
Retroreflective Paint on
Edgelines, Lane Markings,
and Centerlines
(CRF = 25%)
Install Additional
Edgelines and
Centerlines to Maintain
12’ Lanes (CRF = 25%)
Install Pavement
Reflectors along
Edgelines and/or
Centerline (CRF = 15%)
Install Edgeline
and Centerline
Rumble Stripes
(CRF = 15-20%)
Lake St between I-15 and Nichols Rd2 X X X
Lakeshore Dr between Lake St and Machado St2 X X X
Lakeshore Dr between Riverside Dr (SR-74) and Graham
Ave1,2 X X X
Machado St between Grand Ave and Lakeshore Dr2 X X X
Riverside Dr (SR-74) between Lakeshore Dr and Collier
Ave1,2,3 X X
Mission Trail between Malaga Rd and Corydon Rd2 X X
Corydon Rd between Mission Trail and Palomar St2 X X X
Palomar St between Silverwood Dr & Cape Cod Dr2 X

1. Located in a State Designated Disadvantaged Community.

2. Located in a Federal Designated Disadvantaged Community.

3. Owned and Maintained by Caltrans. The City of Lake Elsinore is unable to make improvements at this location without concurrence from Caltrans.

Recent safety countermeasures were installed by the City of Lake Elsinore on Railroad Canyon Rd as a result of the Railroad Canyon Road LRSP (Fehr & Peers, 2022); this key location is not included in the table above. Countermeasures for Summerhill Drive between Canyon Estates Dr and Corte Seriui are provided in Collision Profile 3.

GENERAL COUNTERMEASURES
• Install Speed Feedback Signs and evaluate the potential for Automated Speed Enforcement (Assembly Bill 645). • Install or upgrade Edgelines and Centerlines with Retroreflective Paint (CRF = 25%) and/or Pavement Reflectors (CRF = 15%). • In Non-Residential Areas, install Edgeline and Centerline Rumble Stripes (CRF = 15-20%).

83 Lake Elsinore Local Road Safety Plan Systemic Trends and Strategies

84 8

Lake Elsinore Local Road Safety Plan Evaluation and Implementation 85 Chapter 8 – Implementation and Evaluation
This chapter describes the process that can be used by the City to ensure implementation of projects, identify funding sources for projects, and evaluate the success of the plan.

Implementation
Implementation of the LRSP is a vital step in the process where identified strategies and projects are executed. To successfully implement programs and projects, partnerships, trust, funding, and coordination need to be proactively managed. Successful implementation requires sustained and coordinated support from key stakeholders, elected officials, and City staff.

Funding Opportunities
This LRSP positions the City of Lake Elsinore for funding at the regional, state, and federal levels. At the state level, Highway Safety Improvement Program (HSIP) funds are largely awarded based on a benefit/cost analysis using a set of Caltrans-approved countermeasures with documented collision reduction factors and historic collision data. While many safety projects will perform well in the HSIP process, others may be successfully funded through sources that consider additional factors, such as the Active Transportation Program (ATP) and Safe Streets and Roads for All (SS4A) Grant Program. The sources in this chapter may be used to fund a broad scope of projects targeting air quality and sustainability, affordable housing, and transportation. Successful projects often entail creative solutions that address impact areas beyond transportation safety alone.

Evaluation
Evaluation of the plan allows the City to understand how it is doing against the goal of reducing collisions and collision severity in each of its emphasis areas. Recommendations include how and when to update this plan, and guidance on presenting these findings to local stakeholders. Specific performance metrics that can be used to quantify safety are included.

86 Implementation
Implementation
Action Description Agencies or Partners Example(s)
Garnering Support
Public
Engagement
Develop a one-page fact sheet about the LRSP, how it was developed, and what it will be used for.

Lake Elsinore Public Works

Riverside County Sheriff’s
Department

Community-Based
Organizations
Reporting options in the Alert LE
mobile app could include locations
where residents encounter
speeding, stop sign violations, or
near miss collisions.

Regional resources include the
SCAG Go Human Campaign, which
offers free County co-branded
materials and lends demonstration
kits for pop-up events.

Address citizen concerns about recently-implemented LRSP projects.

Include a safety data reporting option in the “Alert LE” mobile app.

Continue to incorporate community leaders into engagement event planning and outreach.

Leverage regional resources to receive free materials and borrow demonstration kits.

Engage Elected
Officials
Maintain ongoing touch points with elected officials on roadway safety updates. Annually, in conjunction with CIP planning, is a good minimum.

Lake Elsinore City Council Brief newly-appointed officials on LRSP goals and benefits.

Identify Roadway
Safety Champions

A champion is the plan’s main advocate and point-person for its development and implementation. Lake Elsinore Public Works

Riverside County Fire
Department

Riverside County Sheriff’s
Department

Riverside Transit Agency

Mayor’s Office

Lake Elsinore City Council

Western Riverside Council
of Governments

Caltrans
Many safety stewards can fit the
role, including public works officials,
law enforcement officers, or elected
officials.

A champion represents the City’s safety efforts to other City agencies, the public, and surrounding jurisdictions.

Establish a
Roadway Safety
Task Force
Supports the roadway safety champion(s) and is the team responsible for implementing the multi-agency nature of the safety plan.

Continuation of the stakeholder
group established for the LRSP or a
smaller group consisting primarily
of City with a greater
implementation and decision-
making responsibility.

Engage Other
Agencies
Facilitate support for roadway safety goals with colleagues at neighboring cities and regional agencies.

Coordinate improvements on multi-
jurisdictional roadways.

Host quarterly meetings with
counterparts to facilitate regional
coordination and check- in on
progress.

Lake Elsinore Local Road Safety Plan Evaluation and Implementation 87 Implementation
Action Description Agencies or Partners Example(s)
Project Delivery Methods
Project Bundling
This can reduce soft costs such as project administration, data collection, and conceptual and final design and increase the efficiency of public outreach and engagement compared to delivering multiple separate projects.

Lake Elsinore Public Works

Lake Elsinore City Council

Citywide signal improvements or
pavement marking upgrades.

Partnerships with other agencies
can serve as a bridge for improving
multi-jurisdictional roadways that
are often more-difficult to improve.

More cost-intensive LRSP projects that serve multiple
communities can be bundled across multiple jurisdictions to minimize cost and pool resources.

Reallocate
Funding or
Modify Scope for
CIP Projects
Reevaluate currently-funded general road projects and
potentially reallocate some of this money to prioritize high priority locations identified in the LRSP, adding safety improvements to project scopes.

Resurfacing projects can allow for
integration of bike lanes or striping
and pavement marking upgrades.

Traffic signal modifications can be
an opportunity for integration of
pedestrian signal heads, leading
pedestrian intervals, or protected
left-turn phasing.

Focus future Intelligent
Transportation System (ITS)
investments on safety elements.

The City Council and Public Works Department can also
strategically develop future capital improvement plans to create opportunities for safety improvements with typical CIP projects.

Integrate Safety
Projects into
Public Works
Department
Regular
Maintenance
Create new standards for typical maintenance that reflect LRSP project goals.

Lake Elsinore Public Works
Striping standards, lighting
standards, or crosswalk design
guidelines.

Routine re-painting of crosswalks
can introduce an ongoing
opportunity to upgrade to high-
visibility crosswalk.

Incorporate LRSP
Goals into All
Roadway Projects
Consider prioritization of roadway projects based on
locational or attribute collision history and potential to address safety risk factors.

Prioritization of projects with a
safety benefit over those with other
operational benefits, such as
congestion relief.

88 Implementation
Action Description Agencies or Partners Example(s)
Project Delivery Methods (Continued)
Implement Pilot
Projects to Gather
Feedback
Rolling out safety projects as pilots presents the opportunity for the City to gather valuable public and stakeholder
feedback to make improvements and adjustments before
moving on with similar projects.

Lake Elsinore Public Works
Installing protected bicycle lanes on
a pilot roadway corridor.

A less capital-intensive strategy is
pop-up demonstrations, which can
be funded and supported through
the SCAG Go Human campaign.

A pilot typically consists of one or a few rollouts of a replicable safety improvement, where the engagement,
construction, and impact of the improvement is evaluated for scalability.

Implement
Interim Strategies
Not all of the LRSP recommended projects need to be
implemented at once; some lower cost projects can be
introduced first to get the safety benefits moving and gather public and elected official recognition or support.

Implementation of striping until
funding for more capital-intensive
concrete medians or curb
extensions is secured.

Incorporate LRSP
Goals into
Citywide Traffic
Impact Study
Include collision review and roadway safety issues
identification during development review and non-CEQA
traffic impact analysis.

Create City of Lake Elsinore roadway
safety guidelines for development
review.

Example: Caltrans Interim Land
Development and
Intergovernmental Review, Safety
Review Practitioners Guide

Lake Elsinore Local Road Safety Plan Evaluation and Implementation 89 Funding Opportunities

Local and Regional Sources
RCTC TDA Article 3 Program
The Transportation Development Act (TDA) provides that two percent of the Local Transportation Funds (LTF) be made available to counties and cities for facilities for the exclusive use of pedestrians and bicyclists, known as TDA Article 3 Program. Call for projects occur on a biennial basis, with a release date in the Spring of every other year.

NEXT FUNDING OPPORTUNITY: SPRING 2025
SCAG Sustainable Communities Program
Provides direct technical assistance to SCAG member
jurisdictions to complete planning and policy efforts that enable implementation of the regional SCS. Grants are
available in four categories: 1) Civic Engagement, Equity & Environmental Justice; 2) Smart Cities & Mobility Innovations; 3) Housing & Sustainable Development; and 4) Active
Transportation & Safety.

NEXT FUNDING OPPORTUNITY: TBD
SCAG Go Human Mini-Grant Programs
Competitive community grant program that funds safety
projects. The program aims to build street-level community resiliency and increase the safety of people most harmed by traffic injuries and fatalities. The 2023 funding cycle closed in April and applicants could apply for up to $40,000 in grant funding to support projects that leveraged new or existing community gatherings and resources site to implement traffic safety strategies including but not limited to messaging, education, engagement activities, leadership development, community assessment, or resource distribution.

NEXT FUNDING OPPORTUNITY: TBD
State Sources
Highway Safety Improvement Program (HSIP)
HSIP is a core federal-aid program to states for the purpose of achieving a significant reduction in fatalities and serious injuries on all public roads. California’s local HSIP focuses on infrastructure projects with nationally recognized crash reduction factors (CRFs). This is the primary grant funding source to support roadway projects identified through the LRSP. Call for projects occur on a biennial basis, with a release date in the Spring/Summer of every other year.

NEXT FUNDING OPPORTUNITY: SPRING/SUMMER 2024
California Strategic Growth Council (SGC) Transformative Climate Communities (TCC) Program
The Transformative Climate Communities (TCC) Program
empowers the communities most impacted by pollution to
choose their own goals, strategies, and projects to reduce greenhouse gas emissions and local air pollution. Round 5 applications concluded in August 2023.

NEXT FUNDING OPPORTUNITY: TBD
SGC Affordable Housing and Sustainable Communities (AHSC) Program
The Affordable Housing and Sustainable Communities (AHSC) Program makes it easier for Californians to drive less by

90 making sure housing, jobs, and key destinations are accessible by walking, biking, and transit.

NEXT FUNDING OPPORTUNITY: DUE MARCH 2024
Active Transportation Program (ATP)
ATP is a statewide competitive grant application process with the goal of encouraging increased use of active modes of transportation. The ATP consolidates existing federal and state transportation programs, including the Transportation
Alternatives Program (TAP), Bicycle Transportation Account (BTA), and State Safe Routes to School (SRTS), into a single program with a focus to make California a national leader in active transportation. The ATP is administered by the Division of Local Assistance, Office of State Programs.

NEXT FUNDING OPPORTUNITY: DUE JUNE 2024
SB 1 Local Streets and Roads Program (LSRP)
SB 1 dedicated approximately $1.5 billion per year in new formula revenues apportioned by the State Controller to cities and counties for basic road maintenance, rehabilitation, and critical safety projects on the local streets and roads system.

NEXT FUNDING OPPORTUNITY: 2024
Caltrans Sustainable Communities Grants
To encourage local and regional planning that furthers state goals, including, but not limited to, the goals and best practices cited in the Regional Transportation Plan Guidelines adopted by the California Transportation Commission. Fiscal Year 2024-25 applications were due in January 2024.

NEXT FUNDING OPPORTUNITY: 2025
California Office of Traffic Safety (OTS) Grant Programs OTS administers traffic safety grants in the following areas:

Alcohol Impaired Driving, Distracted Driving, Drug- Impaired Driving, Emergency Medical Services, Motorcycle Safety, Occupant Protection, Pedestrian and Bicycle Safety, Police Traffic Services, Public Relations, Advertising, and Roadway Safety and Traffic Records. Fiscal Year 2025 applications were due December 2023.

NEXT FUNDING OPPORTUNITY: 2024
SB1 Local Partnership Program (LPP)
The purpose of this program is to provide local and regional transportation agencies that have passed sales tax measures, developer fees, or other imposed transportation fees with a continuous appropriation of $200 million annually from the Road Maintenance and Rehabilitation Account to fund road maintenance and rehabilitation, sound walls, and active transportation projects. There is also a competitive grant portion of this program that occurs on a biennial basis.

NEXT FUNDING OPPORTUNITY: 2024
California Natural Resources Agency Urban Greening Program This competitive grant program intends to solicit project proposals for urban greening projects that reduce greenhouse gas emissions, mitigate the effects of extreme heat, and provide additional multiple benefits. This program will give priority consideration to projects located within and benefiting disadvantaged communities. The prior grant cycle concluded in November 2023.

NEXT FUNDING OPPORTUNITY: 2024

Lake Elsinore Local Road Safety Plan Evaluation and Implementation 91 Federal Sources
RAISE Grants (formerly BUILD and TIGER)
Under the Bipartisan Infrastructure Law (BIL), the Rebuilding American Infrastructure with Sustainability and Equity (or RAISE) program provides funding for capital investments in surface transportation that will have a significant local or regional impact. A Benefit-Cost Analysis (BCA) is required for this grant program.

NEXT FUNDING OPPORTUNITY: 2024
Safe Streets and Roads for All Grant
In November 2021, the Infrastructure Investment and Jobs Act (IIJA), also known as the Bipartisan Infrastructure Law (BIL), was passed into law. The passage of IIJA included funding for the Safe Streets and Roads for All (SS4A) grant program. The SS4A program provides funding to local agency initiatives that prevent transit related deaths and serious injuries on roads and streets.

NEXT FUNDING OPPORTUNITY: FEBURARY 2024

92 Evaluation
Evaluation Action Description Agencies or Partners Example(s) Update Plan
Regularly
Scheduling an update every two years could assist with
organizing and directing evaluation efforts. As conditions within the County change, it will be necessary to update the LRSP in the future. Caltrans requires the LRSP to be updated every 3-5 years. Lake Elsinore Public Works

This LRSP is an example of a
regularly updated safety plan. The
predecessor, the City’s Systemic
Safety Analysis Report was
published in 2019.

Completion of bi-annual plan updates should correspond with Caltrans HSIP calls-for-projects. Calls-for-projects are typically released in spring or early summer of even years (i.e., 2024, 2026, etc.) and are due in the fall of the same year.

Presentation of
Evaluation
Annual presentations to local leaders on LRSP performance.

Lake Elsinore Public Works

Lake Elsinore City Council

Summarizing collision trends
annually is a way to demonstrate
and/or market the benefits of
improving safety.

Online collision dashboards have
been used by cities to share safety
trends and priorities with the public.

Create online dashboard showcasing safety metrics and recent projects.

Release an annual publicly available “safety report card”.

Train County employees on a standard approach to
addressing the public and the media about LRSP performance.

Market benefits of safety investments – how is funding being used and what are resulting safety outcomes?

Lake Elsinore Local Road Safety Plan Evaluation and Implementation 93 Evaluation Performance Metrics
Performance Metric Sub-Metrics
Safety Funding Secured • Dollars received from infrastructure and programmatic grants.

Number of Countermeasures
Implemented
• Engineering countermeasures
• Education, engagement, and enforcement campaigns or programs Collisions
KSI Collisions:
• Annual KSI collisions
• Percentage of total collisions resulting in KSI

Vulnerable Users:
• Annual collisions by mode (e.g., pedestrian, bicycle, and motorcycle collisions) • Percentage of collisions resulting in KSI by mode

Collision Trends:
• Annual collisions within each collision trends
• Percentage of collisions within each collision trend resulting in KSI

Demographic Data of Collision Victims
• Percentage of collisions involve victims aged under 19 or over 65 • Percentage of victims who identify as a person of color • Percentage of collisions within or near a Disadvantaged Community Before/After Studies • Number of collisions in the project influence area • Percentage of collisions resulting in KSI in the project influence area Speed and Speed Limit
Compliance
• 85th percentile speeds
• Number of roadways where posted speed has been lowered, based on California Assembly Bill 43 • Annual collisions with unsafe speed violations
Perception of Safety and
Community Feedback
• Pedestrian and bicycle volumes in areas where safety projects have been implemented • Community surveys in areas where safety projects have been implemented

94