Public Works & Transportation Committee
December 13, 2022

Safe Routes to School funding to cover the remaining schools in the city.
b. Safety concerns:
i. Driving under the influence
ii. Driving too fast
iii. Drivers don’t stop at stop signs
iv. Lack of Class IV infrastructure to separate bicyclists, pedestrians, and vehicles
v. Uneven sidewalks due to tree roots
vi. Lack of awareness around people traveling in wheelchairs vii. Poor driving habits, such as at schools for pick up and drop off.

4. State of Safety in Oxnard
a. Overview of recent safety efforts
b. Overview of collision trends
c. Overview of collision locations
i. Skateboarders near skate park riding wrong way
ii. Bus stops at schools: staff try to coordinate traffic flow but can be challenging given high levels of activity
iii. Drivers passing bus stops with red flashers on
iv. Gary & Rose: City recently signalized the intersection, added crosswalks, and bicycle detection.
v. Rio School District: lack of sidewalks or bike lanes due to boundaries near County/unincorporated areas.

5. Mapping Activity
a. Input additional comments here: https://arcg.is/1SG99v0 or reach out to Rachel with specific locations.

6. Project Next Steps
a. Introduction to Safety Countermeasures
b. Grant funding opportunities:
i. Ventura County Transportation Commission's Incident Responders Grant Program Round 2 call for applications is available now, with applications due on September 30th. Grant guidelines and 194
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Stakeholder Meeting #1
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application information are available here:
https://www.goventura.org/work-with-vctc/grant-opportunities/ ii. The City will coordinate with schools to share how schools can apply for grant funding or support the City in applying for grant funding.
iii. Request for schools to send maps of detailed school boundaries, preferably in a GIS file (e.g. shapefile) to understand where students are traveling to/from.

Mentimeter Results:

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Stakeholder Meeting #1
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Mapping Activity Results:

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Oxnard Local Road Safety Plan
Stakeholder Meeting #2
Notes

1. Introductions
a. Since our last meeting, what have you noticed
while traveling in Oxnard?
i. More people walking, skateboarding,
and biking, including for commuting.
ii. Less students riding the bus due to
COVID-19, and getting dropped off,
biking, or walking instead.
iii. Missing sidewalks in unincorporated
parts of El Rio.

1. Ventura County Public works
received grant funding to install
sidewalks, crosswalk
improvements, and flashing
lights for some pedestrian
crossings. Construction is
expected to begin in 2024.
iv. Curvy roads have limited visibility for
pedestrian crossings.

2. Project Recap and Status Update
a. Completed safety analysis
b. Wrapping up countermeasure selection
c. Working on draft report

3. Emphasis Areas
a. Collision Hot Spot Locations
i. Gonzales Road:

Thursday, April 7
3:00 PM – 4:00 PM

LOCATION:

Teams Video Call

ATTENDEES:

Rita Galvan, Oxnard School District
Corina Cherry, Oxnard Union High
School District
Wael Saleh, Rio School District
Lt. Cesar Romero, Oxnard College
Sergeant Rick Vazquez, Oxnard Police
Department
Sergeant Rocky Marquez, Oxnard
Police Department
Commander Marc Amon, Oxnard
Police Department
Corporal Mike Wood, Oxnard Police
Department
Austin Novstrup, Gold Coast Transit
District
Claire Grasty, VCTC Transit
Amanda Fagan, VCTC Planning
Debbie O’Leary, City of Oxnard
Tatiana Arnaout, City of Oxnard
Steve Brown, Fehr & Peers
Emily Finkel, Fehr & Peers
Rachel Om, Fehr & Peers

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Stakeholder Meeting #2
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1. Support for more pedestrian crossing locations across Gonzales Rd to accommodate pedestrian desire lines.
a. The recommended pedestrian safety improvements
along Gonzales take pedestrian collisions and
pedestrian desire lines into consideration.

2. Identified need for pedestrian crossing infrastructure for bus stop west of Rose Ave & Gonzales Rd.
a. Bus stops are one of the pedestrian generators that
are taking into consideration for pedestrian safety
improvements.

3. Police Department supportive of retroreflective backplates a. This will be noted in the LRSP.
b. Collision Profiles
i. Identified need for sidewalks in El Rio to support safe routes to school, such as for Rio Real and Rio Plaza Elementary Schools

1. Will be addressed through Ventura County Public Works grant
ii. GCTD supportive of curb extensions that could double as bus bulb outs, such as along C Street and Bard Rd, two of GCTD’s busiest routes.

1. This will be noted in the LRSP.

4. Partnership Opportunities
a. VCTC Transit: ongoing campaign focused on increased awareness of people walking and biking (e.g. remind drivers to look both ways before turning right)
i. This is a great example to include as part of the educational efforts for the LRSP.
b. GCTD: ongoing late night safe rides pilot program
i. GCTD to share flier with Oxnard PD to distribute at sobriety checkpoints
c. Identified need for funding for school buses
i. The LRSP will identify a variety of funding sources to support safety.

School districts may be eligible to apply for the recently announced 199
Oxnard Local Road Safety Plan
Stakeholder Meeting #2
Thursday, April 7, 2022

Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project:
https://californiahvip.org/. The program has a Public School Bus Set-Aside: https://californiahvip.org/wp-
content/uploads/2022/03/HVIP-School-Bus-Fact-Sheet.pdf
d. Request for enforcement at school pick up/drop off (school zone speed limit) and for school buses (vehicles not stopping when bus is loading/unloading students)
i. This partnership opportunity will be documented in the LRSP. This will also be addressed in the City’s upcoming Safe Routes to School Program.
e. Oxnard PD: has OTS (bike and pedestrian focus) and OTS STEP grants for enforcement and education programs
i. This will be noted in the LRSP and is an opportunity for partnership with the City’s upcoming Safe Routes to School program.

5. Project Next Steps
a. Implementation & Evaluation
b. Draft Local Road Safety Plan

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156 | APPENDIX B

APPENDIX B
Existing Efforts
Memorandum
and Opportunity
Areas Matrix
201
OXNARD LOCAL ROAD SAFETY PLAN | 157
202

600 Wilshire Boulevard | Suite 1050 | Los Angeles, CA 90017 | (213) 261-3050 | Fax (310) 394-7663 www.fehrandpeers.com
Memorandum

Date: May 2022
To: Debbie O’Leary, City of Oxnard
From: Rachel Om, Emily Finkel, and Alex Melaragno, Fehr & Peers Subject: Oxnard Local Road Safety Plan: State of the Current City Systems and Planning Documents Review
LA-3267
Existing Safety Efforts
Over the past several years, the City of Oxnard (City) has made investments in roadway safety through project implementation, grant applications, maintenance activities, and adoption of planning documents that identify priorities and future projects. Planning documents that have specific safety-related goals, policies, projects, and recommendations were reviewed to set the foundation for the LRSP. The planning documents include:
• Oxnard General Plan Circulation
Element
• Capital Improvement Plan (CIP)
• Bicycle and Pedestrian Facilities
Master Plan (BPMP)
• Complete Streets Safety Assessment
(CSSA)
• Downtown Oxnard Vision Plan
Charrette Report
• Downtown Strategic Plan
• Oxnard Sidewalk Survey Report
• Green Alleys Plan
• Oxnard Transportation Demand
Management (TDM) Plan
• Oxnard Corridor Community
Transportation Improvement Plan
(OCCTIP)
City maintenance programs that are relevant to traffic safety were also reviewed to document safety considerations in routine City functions. The programs include the Streets Division of Public 203
City of Oxnard
May 2022

Works, the Pavement Management System (PMS) Update, the City’s Intelligent Transportation System (ITS) Master Plan, and the City’s 311 Reporting System.

This summary organizes Oxnard’s existing roadway safety efforts into the five categories of a Safe System, as defined by FHWA: safe roads, safe speeds, safe road users, post-crash care and safe vehicles.

Opportunity areas – specific locations where safety improvement opportunities have been identified through multiple prior planning efforts – are identified at the end of this memo. These opportunity areas will be included in the final Local Road Safety Plan.

Safe Roads
The Safe Roads Element of the Safe System Approach includes the physical design of roadways, including the separation of users in time and space, and whether designs are accommodating to human mistakes and injury tolerance levels. Roadway design projects with a focus on safety enhancements are summarized here.

Capital Improvement Program (CIP)
The City of Oxnard’s 2021 CIP, Our Assets, Our Safety, Our Future: 2021-2026 City of Oxnard Five Year Capital Improvement Program, includes the following roadway safety projects:

Completed or Under Construction (as of May 2022)
• Pedestrian Beacon Installation: Completed in April 2020, new pedestrian crossing flashing beacons and signage along with ADA improvements and crosswalks were implemented in various locations throughout the City.
• Rose Avenue & Gary Drive New Traffic Signal: Completed in May 2020, the City installed a new traffic signal and pedestrian ADA improvements and crosswalks at the intersection of Rose Avenue & Gary Drive by Oxnard College. • Signal Improvements: Funded and planned signal upgrade projects in the CIP consist of new signal heads, protected left turn phasing, bicycle detection, and LED lights at five intersections along Oxnard Boulevard and Saviers Road. Expected completion Winter 2022.
• Sidewalks: New sidewalks are under design for Rose Avenue from Auto Center Drive to Collins Street. Expected completion Fall 2022. New sidewalks are also planned for Ventura Blvd between Rose Ave and Balboa St. Expected completion is June 2023. • Active Transportation Improvements: The funded active transportation projects in the CIP include Class II and III bicycle lanes, bicycle detection, and pedestrian curb extensions throughout the city. Completed in Winter 2021, new bicycle facility locations include C 204
City of Oxnard
May 2022

Street from W. Gonzales Road to Hueneme Rd. Bicycle lanes are under design for Oxnard Boulevard from US-101 to Gonzales Road. Expected completion is December 2023. • Grade Separation: The City plans to construct grade separation bridge over UPRR tracks, two new signals, bike lanes and sidewalks at Rice Avenue & Fifth Street. Expected completion Summer 2025.

Additional Projects
• 4th Street Mobility Improvements: widen sidewalks, upgrade streetlights, install bike facilities, and improve bus stop
• Adaptive traffic signals on Rose Avenue and Gonzales Road for 33 intersections • Etting Road bike lane and sidewalks
• Hemlock Street curb extensions and pedestrian crossing beacons • La Colonia bicycle boulevards and green alleys
• Traffic signal modernization at City’s 164 signals
Adopted Plans
The City’s Circulation Element, BPMP, OCCTIP, Downtown Vision Plan, Green Alleys Plan, TDM Plan, CSSA, and Oxnard Vision Plan feature infrastructure recommendations that prioritize safer roadway design.

Circulation Element: The Circulation Element establishes a goal for safe bicycle and pedestrian circulation throughout the city. For example, the Circulation Element recommends closing gaps in bicycle and sidewalk connectivity and improving ADA compliance at curb ramps and crosswalks.

Complete Streets Safety Assessment: The Oxnard Complete Streets Safety Assessment includes a review of existing conditions, a walk audit, and recommendations to improve safety and accessibility for people walking and biking in Oxnard. The CSSA benchmarks key strengths, enhancement areas, and opportunity areas for the City’s existing bicycle and pedestrian programs, policies, and practices. Recommendations include curb extension, high visibility crosswalks, sidewalk widening, increasing pedestrian crossing time, and conflict striping at intersections for bike lanes.

Bicycle and Pedestrian Facilities Master Plan: The BPMP provides recommendations for Class I, II, and III bicycle facilities throughout Oxnard, as well as ADA improvements, countdown timer pedestrian signal heads, and pedestrian refuge islands. The plan also defines priority bicycle and pedestrian projects for the City to implement as funding becomes available.

Oxnard Corridor Community Transportation Improvement Plan: The OCCTIP recommends infrastructure upgrades, such as shared bike lanes, sidewalks, new signals, roundabouts, and ADA improvements, at various locations throughout the city along with funding recommendations. 205
City of Oxnard
May 2022

Downtown Vision Plan and Downtown Strategic Plan: The Downtown Vision Plan and Downtown Strategic Plan are important documents in Oxnard’s Safe Roads efforts as they feature extensive community engagement and input. These plans identify and recommend opportunities for safer roadway infrastructure specifically in Downtown Oxnard, including complete streets concepts and safe bicycle connectivity in the Downtown core.

Green Alleys Plan: The Green Alleys Plan integrates Safe Roads concepts into Oxnard’s network of alleyways. This Plan incorporates a shared street approach to alleys by reimagining them as places with pedestrian, bicycle, and community-serving opportunities. Safety improvements outlined in the Green Alleys Plan include signage, bicycle facilities, and pedestrian cro ssing enhancements, and priority locations include La Colonia, South Winds, and Downtown.

Oxnard Vision Plan: As a part of the Southern California Association of Governments HQTA pilot, the Oxnard Vision Plan includes Safe Roads goals of promoting safety, reducing collisions, and supporting multi-modal travel in Downtown Oxnard. Specific infrastructure recommendations in the Oxnard Vision Plan include bicycle facilities, curb extensions, pedestrian scramble crosswalks and other crossing enhancements, and lighting improvements.

Accessible Sidewalk and Ramp Upgrades: The 2015 Sidewalk Survey included an inventory of existing sidewalks, curb ramps, and traffic calming devices. The Sidewalk Survey also provides recommendations for high priority areas.

Grant-Funded Projects
The City of Oxnard has received Active Transportation Program (ATP) and Highway Safety Improvement Program (HSIP) for roadway design projects.

ATP Grant Funding: In 2021, Oxnard received funding for a Safe Routes to Schools program and mobility improvements for the 4th Street corridor through the most recent ATP Cycle 5. The Safe Routes to Schools improvements include physical curb extensions, accessible curb ramps, high- visibility crosswalks, roadside signs, traffic pavement markings and striping, and rectangular rapid flashing beacons (RRFBs) at six elementary schools. The Safe Routes to Schools program also includes walkability assessment at 26 schools to identify infrastructure improvements . The mobility improvements for the 4th Street corridor include pedestrian crossing enhancements, bicycle facilities, street lighting, and modified traffic signals.

HSIP Grant Funding: In 2021, Oxnard received HSIP funding as part of the most recent HSIP Cycle 10 for signal improvements, streetlights, and accessible crossing facilities at ten intersections, as well as pedestrian crossing upgrades near Ramona Elementary School. 206
City of Oxnard
May 2022

Maintenance Programs
Streets Division of Public Works: The Streets Division of Public Works currently employs a reactive approach to repairs, under the philosophy that quickly addressing street maintenance issues avoids negative safety implications that may stem from disrepair. The division focuses on repairing inadequate structures back to their original, intended state. Although much of the Streets Division work is inherently related to safety, the division does not currently prioritize maintenance based on collision or other safety data, nor does it have in place a process for bundling safety improvement projects with maintenance projects for priority safety locations.

Pavement Management System (PMS): The PMS evaluates pavement conditions throughout the city and presents budget scenarios for maintaining or improving overall pavement condition.

Recommendations range from light maintenance to full reconstruction, the latter of which presents opportunities for bundling maintenance with safety improvements, such as pedestrian crossing enhancements or bicycle lanes. However, this is currently not a feature of the PMS program.
311 Reporting System: The City began accepting
non-emergency requests and reports through a 311
Reporting System in May 2016. Requests and reports
cover a wide range of topics, such as potholes,
overgrown landscape, faded street markings, and
water waste and leaks, and are routed to the relevant
department. Transportation safety-related requests
made between May 2016 and December 2020 were
reviewed to provide additional context for the
collision data. The majority of transportation safety-
related requests are concentrated in the central part
of the city between Ventura Road and Oxnard
Boulevard with the majority of requests related to
potholes, signs, and roadway markings.

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

Speed is a major concern for active transportation safety in Oxnard, with the BPMP noting that 64% of bicycle collisions occur on the City’s high-speed, high-volume arterial roadways. The City collects speed data and performs a speed limit review every five years, as identified in the CSSA, and as of May 2022, is in the process of conducting a speed survey . 207
City of Oxnard
May 2022

Oxnard’s adopted plans contain infrastructure and program recommendations that support Safe Speeds efforts. These include speed radar trailers (BPMP), lane narrowing on Oxnard Boulevard and A Street to encourage slower speeds (Downtown Vision Plan), and a neighborhood pace car to slow down speeders on residential roadways while children walk to school (Sidewalk Survey).

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
The CSSA notes several ongoing Safe Road Users educational efforts, such as traffic safety education programs led by the Oxnard Police Department and coordination between City departments and school districts to identify safety needs. The BPMP and Sidewalk Survey include Safe Road User recommendations. The BPMP recommends “Share the Road” campaigns that include the distribution of educational flyers and the creation of a multi-modal access guide. The Sidewalk Survey recommends staff and agency training on street safety topics such as pedestrian design treatments, and open street events where educational materials about Safe Road Users concepts may be distributed.

Enforcement
Enforcement measures, both traditional and innovative, to equitably serve the goal of Safe Road Users have been highlighted in Oxnard’s BPMP and Sidewalk Survey. Innovative policies include targeted enforcement in high collision areas or areas with high active transportation volumes, as well as concentrated enforcement during the start of the school year. Coordination between City staff, the public, and the Police Department are also noted as innovative enforcement opportunities to serve the Safe Road Users element. On the more traditional side, the Sidewalk Survey includes recommendations for increased driver fines, speed enforcement in school zones, and speed radar trailers, which establish a nexus between the Safe Road Users and Safe Speeds elements.

Grant-Funded Programs
The upcoming Safe Routes to Schools program, described under Safe Roads, also includes bicycle and pedestrian safety educational workshops, bicycle and pedestrian rodeos, and coordination with Oxnard Police Department to develop action plans for 26 schools, including the six schools receiving infrastructure improvements. The Oxnard Police Department also received Office of Traffic Safety (OTS) grant funding for educational outreach on bicycle and pedestrian safety and enforcement, safety items for distribution, and enforcement of bicycle and pedestrian safety violations. The grant funding also allocates funds to the Police Department to target DUIs with 208
City of Oxnard
May 2022

sobriety checkpoints and educational campaigns (e.g. “Know Your Limit”), distracted driving, motorcycle safety, and traffic violations.

Post-Crash Care
While much of the Safe System Approach centers on collision prevention, Post-Crash Care is an important element in reducing fatalities or life-changing complications when collisions do occur.

Within road design, Post-Crash Care involves the balance of prioritizing access for active transportation modes while considering emergency vehicle access needs.

As a Post-Crash Care baseline, the CSSA notes that City staff review collision reports monthly , as well as whenever requests are made for infrastructure improvements. The Sidewalk Survey also recommends the City use collision data to monitor collision trends and collaborate with the Police Department, first responders, and health professionals to develop more efficient reporting and robust datasets to drive post-crash analysis. The City’s ITS Master Plan includes a goal to improve public safety and incident response times by including investments, such as emergency vehicle pre-emption, as part of signal and infrastructure upgrades.

Safe Vehicles
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. The City’s pavement management system and resurfacing program would support the effectiveness of this technology. Emerging Vehicle-to-Infrastructure (V2I) technologies will likely require integration with existing infrastructure, and the City’s ITS Master Plan includes emergency vehicle pre-emption and transit signal priority investments for each phase of the plan.

In addition to technological and infrastructure investments, the City of Oxnard has made safety interventions that recognize the role particular vehicles play in safer roadways. In 2019, the City re-routed trucks away from Oxnard Boulevard in Downtown Oxnard based on concerns of narrow streets and tight turns.

Opportunity Areas
Based on the planning documents review, fifteen opportunity areas were selected to form a baseline for priority safety improvements in the city. While all safety-related planning documents were reviewed, not all plans are represented in the final list of opportunity areas. Corridors and intersections that meet at least one of the following selection criteria were selected as opportunity areas:
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May 2022

• Mentioned in three or more plans
• Existing conditions were verified through field visits • Majority of proposed improvements are related to safety • Located outside of the Downtown Oxnard area to provide citywide geographic coverage as most other plans were focused on the central area of the City and the Oxnard Corr idor The opportunity areas were identified in their respective plans through data analysis, field visits, and community engagement. Most locations contain several distinct safety recommendations, and some components of those recommendations may have confirmed funding though the CIP.

The fifteen locations are listed below and the detailed Opportunity Areas Matrix is presented in the Appendix.
• Oxnard Boulevard from Esplanade Drive to Wooley Road
• C Street from Gonzales Road to Channel Islands Boulevard • 5th Street from C Street to Rice Avenue
• B Street from 3rd Street to Wooley Road
• A Street from Colonia Road to Wooley Road
• Wooley Road from Harbor Boulevard to Rice Avenue
• Esplanade Drive from Vineyard Avenue to Oxnard Boulevard • Mandalay Beach Road from Falkirk Avenue to Costa de Oro • Saviers Road from Thomas Avenue to Yucca Street
• Oxnard Bouelvard from Wooley Road to Pleasant Valley Road • Oxnard Boulevard & 1st Street
• Oxnard Boulevard & Colonia Road
• Pacifica High School & Gonzales Road
• Oxnard Boulevard & 5th Street/7th Street
• Wooley Road & E Street/C Street
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Location Type
2030
General
Plan
BPFMP
OCC
TIP
HQTA
/Ox
nard
Vision Plan
Do
wntown
Strate
gic Plan
Do
wntown
Vision Plan
Ox
nard
TDM P
lan
Ox
nard
CSS
A
Gree
n Alleys P
lan
Side
wal
k Survey R
ep
ort
Recommendations
Oxnard Boulevard
Esplanade Dr to Wooley Rd Corridor ŃŃŃŃŃ Ń
Ł Bicycle Enhancements
Ł Signal Upgrades
Ł Pedestrian Crossing Enhancements
Ł Sidewalk Upgrades
Ł Lane Narrowing
Ł Lighting
Ł Green Alleys
C Street
Gonzales Rd to Channel Islands Blvd Corridor
ŃŃ Ń Ń
Ł Bicycle Enhancements
Ł Lane Narrowing
Ł Lighting
Ł Speed Limit Modification
Ł Pedestrian Crossing Enhancements
Ł Green Alleys
5th Street
C St to Rice Ave Corridor
ŃŃŃ Ń
Ł Pedestrian Crossing Enhancements
Ł Bicycle Enhancements
Ł Lane Narrowing
Ł Green Alleys
B Street
3rd St to Wooley Rd Corridor
ŃŃ ŃŃ
Ł Bicycle Enhancements
Ł Lighting
Ł Pedestrian Crossing Enhancements
Ł Sidewalk Upgrades
Ł Green Alleys
A Street
Colonia Rd to Wooley Rd Corridor
ŃŃŃ Ń
Ł Bicycle Enhancements
Ł Lighting
Ł Pedestrian Crossing Enhancements
Ł Sidewalk Upgrades
Ł Green Alleys
Oxnard Boulevard & 1st Intersection
Ń
Ł Protected Left Turns
Ł Pedestrian Crossing Enhancements
Ł Curb Extensions
Ł Lighting
Ł Upgraded Signage & Markings
Wooley Road
Harbor Blvd to Rice Ave Corridor
ŃŃ Ń
Ł Bicycle Enhancements
Ł Green Alleys
Oxnard Boulevard & Colonia Road Intersection
Ń
Ł Pedestrian Crossing Enhancements
Ł Curb Extensions
Ł Pavement Marking
Ł Slip Lane Closure
Ł Upgraded Signage & Markings
Ł Right Turn Restrictions
Pacifica High School & Gonzales Road School
Ń
Ł Sidewalk Upgrades
Ł Pedestrian Crossing Enhancements
Ł Curb Extensions
Ł Speed Feedback Signs
Ł Signalization
Ł Lane Narrowing
Ł Bicycle Enhancements
Oxnard Boulevard & 5th, 7th St Intersection
Ń
Ł Protected Left Turns
Ł Pedestrian Crossing Enhancements
Ł Sidewalk Enhancements
Ł Curb Extensions
Ł Upgraded Signage & Markings
Wooley Road & E Street, C Street Intersection
Ń
Ł Sidewalk Upgrades
Ł Pedestrian Crossing Enhancements
Ł Curb Extensions
Ł Left Turn Restrictions
Ł Protected Left Turns
Esplanade Drive
Vineyard Ave to Oxnard Blvd Corridor
Ń Ł Pedestrian Crossing Enhancements
Mandalay Beach Road
Falkirk Ave to Costa de Oro Corridor
Ń Ł Pedestrian Crossing Enhancements
Saviers Road
Thomas Ave to Yucca St Corridor
Ń
Ł Pedestrian Crossing Enhancements
Ł Curb Extensions
Oxnard Boulevard
Wooley Rd to Pleasant Valley Rd Corridor
Ń
Ł Bicycle Enhancements
Ł Pedestrian Crossing Enhancements
Ł Sidewalk Upgrades
Ł Signalizations
Ł Road Diet
Appendix: Opportunity Areas Matrix
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158 | APPENDIX C

APPENDIX C
Collision
Analysis Memo &
Crossroads Data
Management Plan
213
OXNARD LOCAL ROAD SAFETY PLAN | 159
214
Debbie O’Leary
January 6, 2022

600 Wilshire Boulevard | Suite 1050 | Los Angeles, CA 90017 | (213) 261-3050 | Fax (310) 394-7663 www.fehrandpeers.com
Memorandum

Date: January 6, 2022
To: Debbie O’Leary
From: Rachel Om, Emily Finkel, and Steve Brown
Subject: Collision History and Data Collection/Assessment Memorandum LA21-3267
Chapter 2 of Caltrans’ Local Roadway Safety Manual (LRSM) instructs safety practitioners to “consider a wide range of data sources to get an overall picture of the safety needs.” Collision data and contextual data were collected and analyzed as part of this plan, as well as anecdotal input from City staff and community stakeholders.

This memorandum summarizes the results of a comprehensive collision analysis for the City of Oxnard, which will inform project prioritization and countermeasure selection for the City. This analysis reflects injury collisions that occurred on City of Oxnard roadways (excluding grade- separated facilities, such as US-101 and portions of SR-1) between 2016 and 2020 according to the Transportation Injury Mapping System (TIMS) and the City of Oxnard Record Management System (RMS) database as of August 23, 2021.

TIMS reports injury collisions from the Statewide Integrated Traffic Records System (SWITRS) , and the City of Oxnard RMS includes injury and property damage only collisions that are reported to SWITRS. Both collision datasets were reviewed to create a comprehensive collision dataset for this analysis1. The final collision dataset is primarily comprised of collisions from the TIMS dataset because the collision dataset from the City’s RMS was not fully geocoded. Collisions where someone was killed or severely injured (KSI) that were in the City’s RMS, but not reported to TIMS due to data processing issues, were manually added to the TIMS dataset. To improve the collision reporting process, the City is implementing the Crossroads Software Collision Report Writer; details about this effort will be in the Crossroads data management plan.

1 Collision data were not directly downloaded from SWITRS because TIMS geocodes all the collisions with sufficient location information in SWITRS.
215
Debbie O’Leary
January 6, 2022

Collision Database Limitations
In general, collision databases have been found to have certain reporting biases, including:
• Collisions involving people walking, on bicycles, or on motorcycles are less likely to be reported than collisions only involving people driving2. • Property damage only collisions are less likely to be reported3. • Younger victims are less likely to report collisions3. • Alcohol-involved collisions may be under-reported4.

Race, income, immigration status, and English proficiency may also impa ct reporting, but there is limited research on these factors. In Oxnard, the majority of the population is Hispanic (73%) followed by Non-Hispanic White (13%), Asian (8%), and Black (2%)5. The median household income is $78,981 whereas the Oxnard-Thousand Oaks-Ventura metro area median household income is $92,2366. Approximately 34 percent of Oxnard residents are foreign-born7, and 18 percent are not U.S. citizens8.

Summary of Trends
With the above reporting biases in mind, this analysis identified several collision trends and risk factors in Oxnard, including:
• People walking and biking are more likely to be killed or severely injured in a collision. More than half of collisions involving a fatality involved someone walking or biking. • Drugs or alcohol increased the likelihood that a collision will be more severe. • Unsafe speeding accounted for nearly a quarter of all injury collisions • Bicycle and pedestrian collisions primarily occurred during the PM peak period, and late at night, when visibility is limited and people may be traveling at higher speeds.9

2 Winters, M., Bran ion-Calles, M. (2017) Cycling safety: Quantifying the underreporting of cycling incidents in Vancouver, British Columbia. Journal of Transport & Health. 3 Imprialou, M-I. and Quddus, M.A. (2017). Crash data quality for road safety research: current state and future directions. Accident Analysis and Prevention.
4 Miller T.R., Gibson R., Zaloshnja E., Blincoe L.J., Kindelberger J., Strashny A., Zhang Y. Annals of Advances in Automotive Medicine/Annual Scientific Conference. Association for the Advancem ent of Automotive Medicine; Barrington, IL, USA: 2012. Underreporting of driver alcohol involvement in United States police and hospital records: Capture-recapture estimates.
5 U.S. Census Bureau. (2019). 2019 American Community Survey 1-Year Estimates Table B03002. 6 U.S. Census Bureau. (2019). 2019 American Community Survey 1-Year Estimates Table B19001. 7 U.S. Census Bureau. (2019). 2015 - 2019 American Community Survey 5-Year Estimates Table B05006. 8 U.S. Census Bureau. (2019). 2015 – 2019 American Community Survey 5-Year Estimates Table C05001. 9 National Highway Traffic Safety Administration National Center for Statistics and Analysis (2007) Passenger Vehicle Occupant Fatalities by Day and Night – A Contrast. Traffic Safety Facts Research Note. 216
Debbie O’Leary
January 6, 2022

• Bicycle and pedestrian collisions that occurred in the middle of the night, such as between 3 AM – 6 AM, were more likely to result in a fatality or severe injury. • Pedestrians crossing outside of a marked crossing accounted for over half of the pedestrian-involved collisions that resulted in a fatality or severe injury. • Nearly 90 percent of collisions occurred within an intersection sphere of influence 10, and approximately 31 percent of those collisions occurred where a primary road intersects with a minor road.
• Nearly 70 percent of collisions that occur red at a signalized intersection were at an intersection without fully protected left turn phases.

The following sections present citywide collision trends, collision hot spots, and a systemic analysis that pairs contextual factors with collision attributes.

Collision Landscape
From 2016 to 2020 , there were 4,751 injury
collisions of which 259 collisions (5%) with
victims killed or severely injured (KSI , additional
details in the green box). On average, 12 people
were killed each year in Oxnard by traffic
violence. The number of injury collisions
increased from 2016 to 2017 and 2018 , then
generally trend ed in 2020 (Figure 1). Travel
patterns in 2020 shifted due to the COVID -19
pandemic as people were working and attending
school remotely and are likely not representative
of longer-term typical conditions. Travel patterns
may continue to shift as people return to
previous travel patterns or establish new travel
patterns.

10 The intersection area of influence was defined as a 50-foot radius around minor intersections and a 250- foot radius around major intersections.

Killed or Severely Injured in a Collision

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. These
injuries can include:
- Broken or fractured bones
- Dislocated or distorted limbs
- Severe lacerations
- Severe burns
- Skull, spinal, chest or abdominal injuries
- Unconsciousness at or when taken from
the collision scene

Throughout this plan, the acronym KSI is used to
denote collisions where someone was killed or
severely injured.
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Figure 1 – Injury Collisions by Year by Mode (2016 – 2020)

From 2016 to 2019, t he number of KSI collisions trended inversely to the number of injury collisions where KSI collisions decreased in 2017 and 2018 but increased in 2019 (Figure 2).

KSI collisions followed the same pattern as total injury collisions with a decrease in 2020. Collisions involving a pedestrian are disproportionately represented in KSI collisions as these collisions make up a larger share of KSI collisions compared to total injury collisions. Similar to the five-year trend, KSI collisions accounted for 5% - 6% of total injury collisions each year.

Figure 2 – KSI Collisions by Year by Mode (2016 – 2020)

200
400
600
800
1,000
1,200
2016 2017 2018 2019 2020
Number of Collisions
Vehicle Bike Ped
10 20
30 40
50 60
70 2016 2017 2018 2019 2020
Number of KSI Collisions
Vehicle Bicycle Pedestrian
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Collision Characteristics
The most common collision types in Oxnard were Broadside (37%), Rear End (29%), and Head-On (9%), Sideswipe (9%), and Vehicle/Pedestrian (9%) (
Figure 3). For KSI collisions, Broadside collisions were most common (27%), followed by Vehicle/Pedestrian (26%) and Hit Object collisions (12%). This trend further illustrates the disproportionate share of KSI collisions involving pedestrians in Oxnard. Hit Object collisions were also more likely to result in a KSI compared to other common collision types.

Figure 3 – Injury Collisions by Collision Type (2016 – 2020)

0%
5%
10%
15%
20%
25%
30%
35%
40%
Percent of Collisions
All Collisions KSI Collisions
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Collision reports note a Primary Collision Factor (PCF), which is the reporting officer’s determination of the primary cause, or violation, of the collision. In Oxnard, the most common violations were Unsafe Speed (23%), Vehicle Right of Way Violation (23%), and Traffic Signals and Signs (11%), per Figure 4. The majority of Vehicle Right of Way violations included drivers not yielding after left turn or U-turn, drivers not yielding at stop sign, and drivers not yielding to oncoming traffic when entering or crossing the road from property or alley. The majority of Traffic Signals and Signs violations included drivers not stopping at line or stop bar.

For KSI collisions, the most common violations were Unsafe Speed (15%), Pedestrian Violation (14%), Driving/Bicycling Under the Influence (13%), and Vehicle Right of Way Violation (13%). The Pedestrian Violation PCF indicates that the pedestrian violated a rule of the road, such as crossing on a red signal, as opposed to the Pedestrian Right of Way Violation PCF (4%), where the driver violates the pedestrian’s right of way.

Figure 4 – Injury Collisions by Violation (2016 – 2020)

A driver under the influence of alcohol and/or drugs increases the likelihood of a collision resulting in a severe injury or a fatality (Figure 5). While nine percent of all collisions involve d drugs or alcohol, 18 percent of KSI collisions involved drugs or alcohol.

Figure 5 – DUI Injury Collisions for All and KSI Collisions

0%
5%
10%
15%
20%
25%
Unsafe Speed Vehicle Right
of Way
Violation
Traffic Signals
and Signs
Improper
Turning
DUI Following Too
Closely
Pedestrian
Right of Way
Violation
Percent of Collisions
All Collisions KSI Collisions
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Studying the timing of collisions can provide context about the surrounding traffic and lighting conditions, which informs the selection of countermeasures. The highest share of all collisions occurred between 3 PM and 7 PM, which is when many people are returning from work and school (Figure 6). The number of collisions occurring between 3 PM and 7 PM may also be affected by seasonal changes, such as Daylight Savings Time, which can influence visibility as people’s commutes shift from being before to after sunset.

The highest share of KSI collisio ns occurred between 7 PM and 6 AM, which may indicate there may be night-related issues, such as visibility and speeding when fewer cars are on the road.

Figure 6 – Injury Collisions by Time of Day (2016 – 2020) Roadway lighting conditions can influence the visibility of roadway users, especially pedestrians and bicyclists, and road infrastructure. While 30 percent of all collisions occurred during nighttime, nighttime collisions accounted for 48 percent of KSI collisions (Figure 7).

Figure 7 – Injury Collisions by Lighting Conditions (2016 – 2020) 0%
10%
20%
30%
40%
50%
Overnight (7PM-6AM) Morning Peak (6AM-
10AM)
Midday (10AM-3PM) Evening Peak (3PM-7PM)
Percent of Collisions
All Collisions KSI Collisions
0%
10%
20%
30%
40%
50%
60%
70%
Daylight Dusk - Dawn Dark - Street Lights Dark - No Street Lights/Not Functioning
Percent of Collisions
All Collisions KSI
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Collision Characteristics by Mode
People walking and biking were involved in 17 percent of total collisions but 39 percent of KSI collisions (Figure 8). People walking were particularly over-represented in KSI collisions, as they were involved in ten percent of all collisions but 28 percent of KSI collisions. Additionally, 52 percent of the City’s fatal collisions involved either a bicyclist or a pedestrian.

Figure 8 – Injury Collisions by Mode (2016 – 2020)

A large share of injuries to people walking occur red when people were crossing in the crosswalk at an intersection (38%) or crossing not in a crosswalk (33%), per Figure 9. For KSI collisions, pedestrians crossing not in a crosswalk ma de up the largest share (52%) of pedestrian- involved KSI collisions. Collisions where people crossed the street outside of crosswalks and walked in the road may indicate that there are unmet pedestrian desire lines and could be evaluated to identify potential locations for new crosswalks and sidewalks.

Figure 9 – Pedestrian Action Preceding Injury Collision (2016 – 2020)

83%
7%
10%
All Collisions
61%11%
28%
KSI Collisions
0%
10%
20%
30%
40%
50%
60%
Crossing in
Crosswalk at
Intersection
Crossing Not in
Crosswalk
In Road, Including
Shoulder
Not in Road Crossing in
Crosswalk Not at
Intersection
Percent of Pedestrian-Involved
Collisions
All Collisions KSI Collisions
Vehicle
Bicycle
Pedestrian
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In collisions involving someone biking, the majority of people biking were either proceeding straight (77%) or traveling the wrong way on the road (i.e. traveling against the flow of vehicular traffic; 10%) before the collision occurred (Figure 10). The majority of people driving were also proceeding straight (46%) followed by making either a right turn (29%) or left turn (10%). Collisions involving a turning movement may indicate a need to increase drivers’ awareness of bicyclists by increasing the visibility of bicyclists with signage and striping.

Figure 10 – Movement Preceding Collision for Bicycle-Involved Injury Collisions (2016 – 2020)

Appendix A presents detailed tables that summarize the top violations, crash types, time of day, and driver movement at fault for all collisions and KSI collisions for all injury collisions and by mode.

0% 10% 20% 30% 40% 50% 60% 70% 80% 90%
Proceeding Straight
Making Right Turn
Making Left Turn
Traveling Wrong Way
Percent of Bicycle-Involved Collisions
Bicyclist Action Driver Action
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Victim Profile
The collision data indicate that vulnerable age groups (under 15 and 65+ years of age) have not experienced a significantly disproportionate share of all collisions in Oxnard. People under the age of 15 make up 22 percent of the City’s population but represent less than ten percent of all injury and KSI c ollisions (Figure 11). People 65 years and older make up 11 percent of the City’s population but represent 8 percent of all collisions and 12 percent of KSI collisions. People under the age of 15 or over the age of 65 are generally not part of the driving population and are walking, biking, or taking transit. Younger victims are less likely to report collisions, and collisions involving people walking or biking are less likely to be reported11,12. Therefore, safety improvements should still be considered with people in vulnerable age groups in mind.

Figure 11 – Victims by Age Compared to Census Data (2016 – 2020)

11 Imprialou, M-I. and Quddus, M.A. (2017). Crash data quality for road safety research: current state and future directions. Accident Analysis and Prevention.
12 Winters, M., Branion-Calles, M. (2017) Cycling safety: Quantifying the underreporting of cycling incidents in Vancouver, British Columbia. Journal of Transport & Health. 0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
Under 15 15-64 65+
Percent of All Victims
All Collisions KSI Oxnard Population
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In collision reports, race is reported at the party level and determined at the discretion of the reporting officer. This means that if people of multiple races are present in a vehicle, only the driver’s race will be reported. The distribution of parties by race generally reflect s the racial makeup of Oxnard (Figure 12). Parties identified as Non -Hispanic White are slightly overrepresented in collisions as people identified as Non -Hispanic White account for 15 percent of parties in all collisions, 16 percent of parties in KSI collisions, and 13 percent of the population of Oxnard. Parties identified as Hispanic account for a smaller share of parties of all collisions (64%) and KSI collisions (67%) compared to the population of Oxnard (73%). Race, income, immigration status, and English proficiency may impact collision reporting, but there is limited research on these factors.

Figure 12 – Parties by Race compared to Census Data (2016 – 2020)

0%
10%
20%
30%
40%
50%
60%
70%
80%
Asian Black Non-Hispanic White Hispanic
Percent of All Parties/Population
All Collisions KSI Oxnard Population
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Collisions by Neighborhood
The City of Oxnard has 61 designated neighborhoods, and 97 percent of collisions occurred in one of these designated neighborhoods. Table 1 through Table 4 list the top five neighborhoods for all injury, KSI, bicycle -involved, and pedestr ian-involved collisions. The highest share of all injury collisions (8%) and KSI collisions (7%) occurred in the Kamala Park neighborhood. The highest share of bicycle-involved (11%) and pedestrian-involved collisions (8%) also occurred in the Kamala Park neighborhood. For each collision category, the top five neighborhoods are located around Downtown Oxnard and the surrounding central area of the city. For all injury collisions, the top five neighborhoods cover ten percent of the city area but account for 25 percent of citywide collisions. In addition to Downtown Oxnard generating a lot of activity with the Oxnard Transit Center and commercial areas, the central area of Oxnard also has a denser roadway network with many alleys and minor roadways intersecting major roadways, such as Oxnard Boulevard, compared to other parts of the city. A full collision summary by neighborhood can be found in Appendix B.

Table 1 – All Injury Collisions by Neighborhood (2016 – 2020) Neighborhood Percent of City
Area
Total Injury
Collisions
Percent of Total
Collisions
Kamala Park 2% 364 8%
Five Points Northeast 2% 162 3%
La Colonia 2% 207 4%
Pacific Avenue Commercial Area 3% 268 6%
Wilson 1% 210 4%
Table 2 – KSI Collisions by Neighborhood (2016 – 2020)
Neighborhood Percent of City
Area KSI Collisions Percent of Total KSI
Collisions
Kamala Park 2% 19 7%
Five Points Northeast 2% 15 6%
La Colonia 2% 12 5%
Pacific Avenue Commercial Area 3% 10 4%
Wilson 1% 10 4%

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Table 3 – Bike Collisions by Neighborhood (2016 – 2020) Neighborhood
Percent
of City
Area
Bike
Collisions
Percent of Bike
Collisions
KSI Bike
Collisions
Percent of KSI
Bike Collisions
Kamala Park 2% 38 11% 3 11%
Pacific Avenue Commercial Area 3% 25 7% 0 0%
Wilson 1% 22 6% 2 7%
Sea Air 1% 18 5% 3 11%
Five Points Northeast 2% 17 5% 3 11%
Table 4 – Pedestrian Collisions by Neighborhood (2016 – 2020) Neighborhood Percent of
City Area
Ped
Collisions
Percent of Ped
Collisions
KSI Ped
Collisions
Percent of KSI
Ped Collisions
Kamala Park 2% 38 8% 6 8%
Wilson 1% 31 7% 5 7%
La Colonia 2% 23 5% 6 8%
Five Points Northeast 2% 20 4% 6 8%
Hobson Park East 1% 20 4% 2 3%
Hot Spot Analysis
We used a collision mapping process to identify the top intersections and corridors that account for a disproportionate share of collision s. In safety analyses, locations with a higher number of crashes are often referred to as “hot spots”13. The term “hot spot” is used throughout this report to differentiate the conventional, more reactive approach that looks at observed crash patterns from the more proactive s ystemic analysis approach. The top ten intersections were identified for all injury collisions, weighted collisions, and collisions per million entering vehicles. The top ten roadway segments were identified for all injury collisions, weighted collisions, and collisions per million vehicle miles traveled. Intersections and roadway segments with less than three collisions were omitted for this analysis.

13 U.S. Department of Transportation Federal Highway Administration. (2018). Guidebook on Identification of High Pedestrian Crash Locations.
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Intersections
To associate collisions to intersections, a set of non-overlapping areas of influence were generated based on a 50 -foot radius around minor intersections and a 250 -foot radius around maj or intersections14. Major intersections are defined as intersections where a primary road meets a primary, secondary, or minor road and where a secondary road meets a secondary or minor road.

Total Injury Collisions
The ten intersections with the highest number of total injury collisions are at major intersections, which have relatively high traffic volumes and increased exposure (Table 5). Figure 13 illustrates the total injury collisions by intersection with the top ten intersections highlighted in blue. Appendix C summarizes the top ten intersections for six intersection classifications:
• Primary-Primary
• Primary-Secondary
• Primary-Minor
• Secondary-Secondary
• Secondary-Minor
• Minor-Minor
Table 5 – Top Ten Intersections by Total Collisions (2016 – 2020) Intersection Name Intersection Classification Total Injury Collisions
KSI
Collisions
E Gonzales Rd & N Rose Ave Primary-Secondary 55 0
Wooley Rd & Ventura Rd Secondary-Secondary 46 0
W Bard Rd & Saviers Rd Primary-Secondary 45 2
N Vineyard Ave & Oxnard Blvd Primary-Primary 43 1
E Fifth St & S Rice Ave Primary-Primary 40 1
E Fifth St & S Rose Ave Primary-Secondary 40 0
N C St & W Gonzales Rd Primary-Secondary 39 1
W Channel Islands Blvd & Saviers Rd Primary-Primary 38 0 S Victoria Ave & W Channel Islands Blvd Primary-Secondary 37 2 N Rose Ave & Camino Del Sol Secondary-Secondary 37 2

14 The radius for minor intersections was determined by the length of centerline striping at stop-signs, and the radius for major intersections was determined by the length of the striping for left-turn turn pockets. 228
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Figure 13 – Intersections by Total Injury Collisions (2016 – 2020)

Note: The top ten intersections with the highest number of injury collisions are highlighted in blue.

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Weighted Score
Collisions were weighted by severity: collisions where the highest degree of injury was a fatality or severe injury received a weight o f 27. The weight of 27 for KSI collisions was calculated by comparing the average cost of a fatality or severe injury ($2.1 million) to the average cost of other visible injury, complaint of pain, and property damage only ($78.8 thousand) for a ratio of 27:1. The collision costs are found in the Caltrans Local Road Safety Manual Benefit/Cost Ratio Calculations15.

Table 6 lists the top ten intersections by the total weighted score. Figure 14 illustrates the weighted score by intersection with the top ten intersections highlighted in blue.

Table 6 – Top Ten Intersections by Total Weighted Score (2016 – 2020) Intersection Name Intersection Classification Weighted
Score
Total Injury
Collisions
KSI
Collisions
W Pleasant Valley Rd & Saviers Rd Primary-Primary 149 19 5 S Ventura Rd & W Fifth St Primary-Primary 137 33 4
S Rose Ave & E Bard Rd Secondary-Secondary 135 31 4
E Wooley Rd & Commercial Ave Secondary-Minor 123 19 4
W Channel Islands Blvd & S C St Primary-Secondary 110 32 3 N Rice Ave & Camino Del Sol Primary-Secondary 104 26 3
W Bard Rd & Saviers Rd Primary-Secondary 97 45 2
N Oxnard Blvd & 1st St Primary-Minor 97 19 3
Cypress Rd & E Pleasant Valley Rd Primary-Minor 95 17 3 Thames River Dr & N Vineyard Ave Primary-Minor 93 15 3

15 Caltrans. (2020). Local Roadway Safety: A Manual for California’s Local Road Owners . https://dot.ca.gov/- /media/dot-media/programs/local-assistance/documents/hsip/2020/lrsm2020.pdf 230
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Figure 14 – Intersections by Total Weighted Score (2016 – 2020)

Note: The top ten intersections with the highest weighted score are highlighted in blue.

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Collision Rates
In order to control the results for traffic volum e (the number of collisions is naturally higher with more volume) , we cal culated a collision rate based upon the number of Collisions per Million Entering Vehicles (MEV) as follows:

𝐶 𝑥 1,000,000
𝑉 𝑥 365 𝑥 𝑁
Where:
• C = Number of Collisions
• V = Average Daily Intersection Entering Volume, which was calculated by adding the AADT for segments at the intersection and dividing in half to remove the exiting volumes • N = Number of Analysis Years (5 years for 2016 to 2020)

The following ten intersections have the highest collision rate normalized by traffic volumes (Table 7). Figure 15 illustrates the Collisions per MEV by intersection with the top ten intersections highlighted in blue.

Table 7 – Top Ten Intersections by Collisions per Million Entering Vehicles (2016 – 2020) Intersection Name Intersection
Classification
Collisions
per MEV
Total
Injury
Collisions
KSI
Collisions
W Bard Rd & Saviers Rd Primary-Secondary 1.20 45 2
S Rose Ave & E Bard Rd Secondary-Secondary 0.87 31 4
E Gonzales Rd & N Rose Ave Primary-Secondary 0.85 55 0
Anchorage St & E Bard Rd Secondary-Minor 0.85 17 0
Lombard St/Outlet Center Dr &
E Gonzales Rd Primary-Minor 0.85 17 0
W Wooley Rd & S J St Secondary-Secondary 0.84 29 1
S Victoria Ave & W Channel Islands Blvd Primary-Secondary 0.83 37 2 W Wooley Rd & S C St Secondary-Secondary 0.76 36 1
W Gonzales Rd & N Victoria Ave Primary-Primary 0.74 35 1 Pacific Ave & Ives Ave Secondary-Minor 0.73 8 0
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Figure 15 – Intersections by Collisions per Million Entering Vehicles (2016 – 2020)

Note: The top ten intersections with the highest crashes per MEV are highlighted in blue.

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Segments
To account for Oxnard’s dense roadway network in identifying roadway segment hot spots , collisions that were more than 50 feet away from an intersection were matched to the nearest roadway segment. As a result, some collisions were dou ble assigned to an intersection and a roadway segment.

The following ten roadway segments have the highest total number of collisions (Table 8). Figure 16 illustrates the total collisions with the top ten roadway segments highlighted in blue.

Table 8 – Top Ten Roadway Segments by Total Collisions (2016 – 2020) Road Name From To Class Total Injury
Collisions
KSI
Collisions
Saviers Rd W Channel Islands Blvd Alley (Near Laurel St) Primary 22 0 N Rose Ave E Gonzales Rd Lockwood St Secondary 20 0
N Vineyard Ave W Esplanade Dr Craig Dr Primary 18 0
N Victoria Ave Flax Pl W Gonzales Rd Primary 16 2
E Gonzales Rd N Rose Ave Alley (Near Sonata Dr) Primary 12 0 N Rose Ave Camino De La Luna Camino Del Sol Secondary 12 0 S Ventura Rd N Ninth St W Wooley Rd Primary 12 0
N Rose Ave E Gonzales Rd Mc Grath Dr Secondary 11 0
S Oxnard Blvd E Date St Midblock (Near Sunkist Cir) Primary 10 3 N Oxnard Blvd Citrus Grove Ln Vineyard Ave Primary 10 2 234
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Figure 16 – Roadway Segments by Total Injury Collisions (2016 – 2020)

Note: The top ten roadway segments with the highest number of injury collisions are highlighted in blue.

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Weighted Score
Consistent with the intersection analysis, collisions were weighted by severity for the roadway segment analysis with KSI collisions receiving a weight of 27 and other injury collisions receiving a weight of one. Table 9 lists the top ten roadway segments by the total number of weighted collisions. Figure 17 illustrates the weighted score with the top ten roadway segments highlighted in blue.

Table 9 – Top Ten Roadway Segments by Weighted Score (2016 – 2020) Road Name From To Class Weighted
Score
Total
Collisions
KSI
Collisions
N Victoria Ave Gum Tree St City Boundary Primary 88 10 3 N Victoria Ave Flax Pl W Gonzales Rd Primary 68 16 2
S Oxnard Blvd E Date St Midblock
(Near Sunkist Cir) Primary 62 10 2
N Rose Ave N Rose Ave &
Camino De La Luna
Cesar Chavez Dr &
N Rose Ave Secondary 61 9 2
N Ventura Rd Wagon Wheel Rd Railroad Crossing Secondary 56 4 2 S Oxnard Blvd Rose Ave Channel Island Blvd Primary 56 4 2 Saviers Rd E Yucca St Plaza Driveway Primary 36 10 1
Saviers Rd W Bard Rd Fashion Park Pl Primary 35 9 1
S Ventura Rd W Fifth St Plaza Dwy Primary 33 7 1
W Channel Islands
Blvd S C St The Palms Apts Dwy Primary 33 7 1
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Figure 17 – Roadway Segments by Weighted Collisions (2016 – 2020)

Note: The top ten roadway segments with the highest weighted score are highlighted in blue.

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Collisions per Million Vehicle Miles Traveled
The number of Collisions per Million Vehicle Miles Traveled (MVMT) was calculated to account for exposure. The Collisions per MVMT was calculated as follows:

𝐶 𝑥 1,000,000
𝑉 𝑥 𝐿 𝑥 365 𝑥 𝑁
Where:
• C = Number of Collisions
• V = Segment AADT
• L = Length of Segment in Miles
• N = Number of Analysis Years (5 years for 2016 to 2020)

Table 10 lists the top ten roadway segments by the Collisions per MVMT. Figure 18 illustrates the weighted score with the top ten roadway segments highlighted in blue.

Table 10 – Top Ten Roadway Segments by Collisions per Million Vehicle Miles Traveled (2016 – 2020)
Road Name From To Class Collisions
per MVMT
Total
Collisions
KSI
Collisions
Paseo Mercado Auto Center Dr Ventura Bl Minor 12 5 0
N Victoria Ave Flax Pl Gum Tree St Primary 4 8 0
Citrus Grove Ln Oxnard Bl Blackberry Cir Minor 4 4 0
N Vineyard Ave W Esplanade Dr Sb 101 On Ramp Primary 4 4 0 E Gonzales Rd N Rose Ave Alley (Near Sonata
Dr) Primary 3 12 0
Saviers Rd W Channel Islands
Blvd
Alley (Near Laurel
St) Primary 2 22 0
N Vineyard Ave W Esplanade Dr Craig Dr Primary 2 18 0
S Oxnard Blvd E Date St Midblock (Near
Sunkist Cir) Primary 2 10 2
Saviers Rd W Bard Rd Fashion Park Pl Primary 2 9 1
Saviers Rd Wolff St E Wooley Rd &
Oxnard Bl Primary 2 9 0
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Figure 18 – Roadway Segments by Collisions per Million Vehicle Miles Traveled (2016 – 2020)

Note: The top ten roadway segments with the highest crashes per MVMT are highlighted in blue.

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Figure 19 illustrates the top ten intersections and roadways for each collision metric. Several intersections, such as Oxnard Boulevard & Gonzales Road and Rose Avenue & Gonzales Road, and roadways, such as Ventura Road (north of Gonzales Road ) and Gonzales Road (west of Rose Avenue) are reflected in more than one collision metric.

Figure 19 – Top Ten Intersections and Roadways fo r Total Collisions, Weighted Collisions, and Collisions per MEV/MVMT

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Systemic Analysis
Systemic analysis is a proactive safety approach that evaluates an entire roadway network using a defined set of criteria. Systemic analysis looks at collision history on an aggregate basis to identify high-risk roadway characteristics in addition to looking at high collision locations.

By merging adjacent road, intersection, and land use features with collision data, relationships can be uncovered between contextual factors and the risk of frequent and severe collisions. This systemic process relied on a twofold approach to identify key safety issues and locatio ns to prioritize hot spot analysis and development of collision types. Figure 20 illustrates the injury collisions by collision severity in Oxnard from 2016 to 2020.

Figure 20 – Injury Collisions in Oxnard (2016 - 2020)

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Contextual Data Overview and Methodology
To better understand systemic collision patterns in Oxnard, contextual factors were analyzed in conjunction with collision characteristics. Contextual factors include roadway characteristics, roadway facilities, land use characteristics, and driver behavior. The area of influence for each contextual factor varied based on the level of anticipated activity each contextual factor would generate (e.g. a school has a much larger area of influence than a transit stop). Major intersections are defined as intersections that include a primary or secondary road. The contextual factors and their respective areas of influence are summarized in the table below.

Roadway Characteristics Distance
Number of Lanes 50’
Posted Speed Limit 50’
Roadway Classification:
• Primary
• Secondary
• Minor
50’
Traffic Signal
• Fully Protected Left Turn Phases
50’ Minor Roadway
250’ Major Roadway
Intersection Classification
• Major Intersection: includes a Primary or
Secondary Road
• Minor Intersection: Minor-Minor
50' Minor Roadway
250' Major Roadway
Intersection Area of Influence 50’ Minor Intersection
250’ Major Intersection
Location Type
• Major Intersection
• Minor Intersection
• Midblock
50' Minor Intersection
250' Major Intersection
250’+ Midblock
Average Annual Daily Traffic (AADT) 50’
Roadway Facilities Distance
Streetlights 75’
Railroad Crossing 150’
On-Street Bicycle Facility 100'
Truck Route 100’
Pavement Condition Index 50’
Land Use Characteristics Distance
Disadvantaged or Low-Income Community based on
SB 535 or AB 1550 designation Inside or within 100’ of boundary Schools 1,000'
Parks 1,000'
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Bus stop 500'
Transit Station 1320’
Commercial 1000’
Driver Behavior Distance
Hard Braking Hot Spot
• Low
• Medium
• High
100’
Harsh Acceleration Hot Spot
• Low
• Medium
• High
100’
Roadway characteristics (except for AADT), roadway facilities, and land use characteristics were provided by the City of Oxnard and the California Air Resources Board. AADT estimates for 2019 were obtained through StreetLight, a data platform that provides traffic count estimates and other mobility metrics using data from location -based services, such as mobile devices and GPS units.

AADT estimates were obtained for 2019 as traffic conditions in 2020 and 2021 were not representative of typical conditions due to the COVID-19 pandemic. Locations with a relatively high number of hard braking or harsh acceleration instances were identified using Wejo, a data platform that provides driver behavior and speeds using data obtained from on -board vehicle se nsors, including devices that are built into the vehicle that provide data to the vehicle manufacturer and devices that are installed by the vehicle owner, such as for monitoring fleet vehicles, and from insurance companies for use in monitoring driver beh avior and providing insurance discounts/setting premiums. All data are anonymous and cannot be traced back to any individual roadway user. The dataset used in the hard braking and harsh acceleration analysis is based on approximately 192,000 observations citywide.

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Community Input Through 311 Requests
The following transportation-related 311 requests from May 2016 to July 2021 were provided by the City of Oxnard:
• Pothole
• Sidewalk Repair
• Street Markings
• Street Signs
• Streetlight Out
• Traffic
◦ General Issues
◦ Enforcement Issues
◦ Signal Issues
From May 2016 to July 2021, there were 9,325 transportation -related 311 requests. Key findings are summarized below with maps illustrating issues with noticeable trends:
• The majority of transportation -related 311 requests were for potholes, which were generally spread throughout the city. There was a concentration of requests along the north -south corridors of the City.
• Street sign, streetlight out, and general traffic issue requests were fairly evenly spread throughout the City.

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Figure 21 – Sidewalk Repair 311 Request Hot Spots (2016 - 2021)

Figure 21 illustrates sidewalk repair requests which are generally widespread throughout the City, with a concentration of requests:
• North of 5th Street, between Highway 1 and Patterson Road. • South of 5th Street and north of Channel Islands Boulevard between Victoria Avenue and Ventura Road.
• South of 5th Street. and north of Oxnard Blvd between Rose Avenue and Highway 1.

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Figure 22 – Enforcement 311 Request Hot Spots (2016 - 2021)

Figure 22 illustrates 311 requests for enforcement, which cover requests around:
• Illegal parking
• Unsafe passenger loading/unloading (e.g. around schools) • Speeding
• Drivers not stopping at stop signs
There were a cluster of enforcement requests in the residential area southeast of the Gonzales Road & Ventura Road intersection. Many of these requests were around RVs parked for extended periods of time with several requests around speeding. Another clust er of enforcement requests along Saviers Road, south of Channel Islands Boulevard, and near Hueneme Road were around vehicles parked along yellow and red curbs.

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Systemic Matrix
Collision data were paired with contextual data in a series of systemic matrices. Outputs from the collision analysis were used to populate a set of matrices that have collision data in rows and contextual data in columns for collisions across the Oxnard roadway network. The matrices help identify combina tions of factors that contributed to a high number of total collisions and KSI collisions. The identified combinations inform the development of collision profiles that will be paired with applicable countermeasures to be applied at locations that match the collision profile throughout the city . Matrices were created for each mode for tota l injury (Table 11) and KSI collisions (Table 12). The systemic matrices by mode for all injury collisions and KSI collisions can be found in Appendix D.

247
Mode: All Collisions
Lanes:

Speed: 15-25 30-35 40-45 50-55 15-25 30-35 40-45 50-55 60-65 30-35 40-45 50-55 Fully Protected Lefts All Other Signals Major Minor
Driving or Bicycling Under the Influence of Alcohol or Drug78 36 9 1 0 45 125 24 6 1 30 20 56 106 119 38 56 48 39 89 26 74 39 38 51 332 141 125 204 375 Unsafe Speed 144 79 27 18 2 135 372 72 6 25 147 60 248 356 281 70 132 126 172 314 68 187 76 189 200 972 408 300 645 1,087 Improper Turning 117 32 15 12 0 47 120 27 3 4 41 10 48 97 139 57 87 31 41 95 22 90 61 29 29 371 182 152 216 428 Vehicle Right of Way Violation 186 118 22 11 0 149 394 59 0 9 109 29 73 425 395 126 67 60 151 330 101 238 138 106 74 988 475 345 602 1,086 Traffic Signals and Signs 51 47 2 1 0 104 190 36 4 12 65 34 141 277 73 42 13 55 117 156 73 85 44 95 115 496 241 164 351 546 Head-On 103 25 11 3 1 55 146 27 2 3 35 12 54 166 90 56 57 40 74 83 33 76 58 54 47 379 189 144 219 423 Sideswipe 104 45 9 3 0 57 112 15 3 4 44 25 70 108 134 46 63 43 47 95 22 92 52 53 52 371 179 150 234 421 Rear End 156 90 26 16 1 185 487 96 7 39 183 78 350 440 356 72 146 181 227 399 96 227 78 247 286 1,220 497 372 834 1,364 Broadside 272 195 29 18 0 268 616 100 8 24 175 70 238 684 549 186 118 126 264 536 183 348 196 220 206 1,610 752 535 1,049 1,775 Vehicle/Pedestrian 140 47 8 1 0 58 91 10 1 3 66 5 61 124 108 74 64 35 48 105 21 77 83 42 57 387 227 164 257 431 mid-3 am 37 19 2 0 1 21 48 8 1 2 21 7 25 50 45 18 29 22 21 32 14 27 18 25 22 138 65 56 87 167 3 am - 6 am 26 9 4 5 0 18 43 16 2 2 19 6 23 53 35 14 25 14 22 33 14 27 15 19 20 129 47 42 68 150 6 am - 9 am 105 61 8 10 0 75 194 31 1 8 68 27 96 207 159 63 64 52 95 136 49 128 63 84 74 522 265 190 350 589 9 am - noon 82 52 10 2 0 61 186 34 3 9 71 25 92 201 137 44 61 46 80 151 46 100 47 79 72 487 220 164 302 535 noon- 3 pm 114 74 15 6 0 104 263 45 6 14 83 30 146 258 216 64 70 73 118 218 58 142 71 111 114 675 305 220 443 754 3 pm - 6 pm 226 85 26 12 1 164 365 77 2 21 135 41 193 356 348 121 137 109 140 328 70 231 132 145 159 1,045 482 376 671 1,155 6 pm - 9 pm 163 74 17 6 1 123 286 40 8 10 92 37 140 294 247 90 86 71 133 240 79 148 102 113 122 761 362 267 525 857 9 pm - mid 77 39 9 7 0 76 160 25 2 7 47 23 87 163 132 37 53 54 72 135 38 80 37 60 91 425 183 137 270 472 Proceeding Straight 406 228 39 22 0 326 753 146 12 49 249 103 474 738 633 215 274 239 330 607 198 455 218 339 386 2,094 930 720 1,382 2,334 Making Right Turn 55 13 5 1 0 28 59 7 2 3 44 11 42 65 68 36 17 23 39 60 9 39 38 38 40 189 101 68 142 228 Making Left Turn 129 65 29 13 1 147 347 54 3 9 91 28 74 436 256 96 54 64 144 302 84 154 114 95 77 826 395 283 494 916 Under 19 208 91 19 8 2 113 287 46 5 10 94 28 124 291 260 113 124 57 129 223 74 177 123 115 100 798 418 333 535 912 60+ 104 63 13 8 0 94 229 35 5 10 70 24 113 229 192 57 64 54 91 188 56 142 59 96 87 575 271 222 394 655 845 421 95 49 3 652 1,567 279 25 74 543 197 812 1,604 1,342 462 531 448 692 1,292 372 897 496 647 682 4,246 1,967 1,476 2,747 Share of roadway/intersections: 79% 4% 2% 2% 0% 2% 8% 2% 0% 0% 1% 0% 21% 79% 16% 84% Share of collisions: 18% 9% 2% 1% 0% 14% 33% 6% 1% 2% 11% 4% 34% 66% 74% 26% Collisions per mile: 2.4326 22.58 9.892 7.27878 N/A 73.76 46.98 33.85 22.06 97.04 108 105.9 TOTAL
Hard Braking
Hot Spot
Violation
Type
Time of Day
Land Use Characteristics
Driver At Fault
Movement
Victim Age
Near School Near Park Near Bus
Stop
Disadvantaged or
Low-Income
Community
Driver Behavior
Harsh
Acceleration
Hot Spot
TOTAL3 Lanes or Less 4 Lanes 6+ Lanes Signal Unsignalized Intersection Midblock
Roadway Type Location Type Intersection Class
Primary-
Primary
Primary-
Secondary Primary-Minor Secondary-
Secondary
Secondary-
Minor Minor-Minor
Table 11 - Systemic Matrix: All Injury Collisions (2016 - 2020) 248
Mode: KSI Collisions
Lanes:

Speed: 15-25 30-35 40-45 50-55 15-25 30-35 40-45 50-55 60-65 30-35 40-45 50-55 Fully Protected Lefts All Other Signals Major Minor
Driving or Bicycling Under the Influence of Alcohol or Drug6 2 1 0 0 4 13 4 1 0 2 1 0 10 12 4 8 1 4 9 2 6 4 1 0 31 10 13 16 34 Unsafe Speed 13 0 2 0 0 5 14 3 0 0 1 2 5 11 10 3 11 5 3 9 0 9 3 4 4 36 12 13 19 40 Improper Turning 7 1 1 1 0 2 8 4 1 0 0 0 1 6 9 1 8 1 4 5 0 6 1 0 1 21 11 10 11 25 Vehicle Right of Way Violation 0 2 0 0 0 8 18 2 0 0 2 2 2 19 13 0 0 1 6 16 2 8 1 7 1 33 17 8 18 34 Pedestrian Violation 5 6 0 0 0 10 10 0 1 1 2 1 2 11 14 4 5 3 3 8 3 1 0 1 3 34 18 15 20 36 Head-On 6 2 1 0 0 6 8 2 0 0 1 0 1 8 9 2 6 0 5 5 1 7 2 1 1 22 8 10 13 26 Vehicle/Pedestrian 18 9 2 0 0 12 15 0 1 1 8 2 7 16 23 13 9 2 2 5 0 8 1 6 7 67 28 23 40 68 Rear End 1 0 1 1 0 7 10 3 1 0 2 1 5 10 7 1 4 5 4 8 2 3 1 3 4 26 13 8 18 27 Broadside 6 2 0 1 0 11 37 5 0 1 5 3 5 34 26 3 3 6 8 33 6 11 4 12 2 65 34 18 35 71 Hit Object 9 3 1 1 0 3 10 3 1 0 0 0 1 8 11 1 10 6 2 22 1 14 14 1 1 25 11 16 10 31 mid-3 am 2 0 0 0 0 6 8 0 0 0 4 1 2 7 9 0 3 3 1 8 1 5 0 3 2 16 9 10 9 21 3 am - 6 am 2 1 2 3 0 1 2 0 1 0 0 1 0 6 3 0 4 1 3 1 1 3 0 1 1 11 3 1 5 13 6 am - 9 am 3 3 1 0 0 3 7 1 0 0 2 1 3 7 5 3 3 3 4 4 0 4 3 3 1 21 12 3 16 21 9 am - noon 4 2 0 0 0 1 7 0 0 1 4 0 3 5 6 2 3 1 0 7 1 5 2 2 1 19 11 8 13 19 noon- 3 pm 4 2 0 0 0 3 7 4 2 0 2 1 3 6 6 1 9 2 5 5 0 3 2 4 2 22 7 12 11 25 3 pm - 6 pm 16 3 0 0 0 9 23 3 0 0 2 0 1 17 23 7 8 2 4 17 2 15 8 2 0 52 27 21 24 56 6 pm - 9 pm 8 6 1 0 0 10 17 4 2 1 2 3 4 20 19 5 6 4 4 22 3 10 5 7 4 52 22 18 35 54 9 pm - mid 7 3 1 0 0 6 20 6 0 0 4 1 6 14 17 4 7 5 5 16 2 8 4 4 8 43 14 14 20 48 Proceeding Straight 20 4 2 1 0 8 37 9 1 0 8 4 10 31 24 11 18 10 8 27 4 16 11 10 9 83 41 35 43 94 Making Right Turn 1 0 1 0 0 1 5 0 1 0 0 0 1 3 5 0 0 1 1 2 1 4 0 1 1 9 3 2 7 9 Making Left Turn 2 1 0 0 0 9 15 0 0 0 2 1 0 20 8 2 0 0 4 18 2 3 3 3 1 29 15 7 16 30 Under 19 19 5 1 1 0 10 33 9 2 1 8 3 8 22 34 7 21 5 6 27 5 21 8 11 6 83 35 34 49 92 60+ 7 8 1 0 0 2 9 1 1 0 2 1 3 8 14 6 1 3 1 10 1 10 6 4 2 31 20 10 20 32 46 20 5 3 0 39 93 18 5 2 20 8 22 84 88 22 43 21 26 81 11 53 24 27 19 237 106 88 133 Share of roadway/intersections: 79% 4% 2% 2% 0% 2% 8% 2% 0% 0% 1% 0% 21% 79% 16% 84% Share of collisions: 18% 8% 2% 1% 0% 15% 36% 7% 2% 1% 8% 3% 21% 79% 80% 20% Collisions per mile: 0.1324 1.073 0.521 0.44564 N/A 4.412 2.788 2.184 4.411 2.623 3.978 4.299 Time of Day
Driver At Fault
Movement
Victim Age
TOTAL
Violation
Type
Disadvantaged
or Low-Income
Community
Near School Near Park Near Bus
Stop
Hard Braking
Hot Spot
Harsh
Acceleration
Hot Spot
TOTAL3 Lanes or Less 4 Lanes 6+ Lanes Signal Unsignalized Intersection Midblock
Roadway Type Location Type Driver Behavior Land Use CharacteristicsIntersection Class Primary-
Primary
Primary-
Secondary Primary-Minor Secondary-
Secondary
Secondary-
Minor Minor-Minor
Table 12 - Systemic Matrix: KSI Collisions (2016 - 2020) 249
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Key Findings
Key findings for contextual factors, all injury collisions, KSI collisions, and by mode are summarized below:

Contextual Factors
• Larger roadways typically have more activity and higher speed limits. In Oxnard, roadways with 4 lanes account for 12 percent of centerline miles but 53 percent of injury collisions occurred on these roadways. The majority of these collisions (33%) occurred on roadways with 4 lanes and 40 – 45 mph posted speed limit, which is als o reflected for all collisions across the city.
• Injury collisions were concentrated in the central area of Oxnard , which has key primary roadways, such as Oxnard Boulevard and Saviers Road, and a relatively dense roadway network compared to other areas of the city . Primary roadways, which make up seven percent of centerline miles, accounted for 56 percent of collisions and the majority of intersection collisions occurred where primary roadways intersect with minor roadways and alleys, which were aggregated into the minor roadway category for this analysis. • Signals with fully protected left turn phases reduce the amount of decision -making and potential conflict points at an intersection. The reductio n in potential conflict points is reflected in the share of injury collisions that occur at signals with fully protected l eft turn phases (34%), which account for 22 percent of all signals, compared to the share of injury collisions that occur at signals without fully protected left turn phases (66%), which account for 78 percent of all signals in Oxnard.

All Collisions
• The highest share of injury collisions occurred on roadways with four lanes and 40 – 45 mph posted speed limit (33%). The next highest share of collisions occurred on roadways with three lanes or less and 15 – 25 posted speed limit (18%). • Many injury collisions occurred at major intersections, particularly Primary -Minor intersections.
• Signalized intersections with fully protected left -turn phases had fewer injury collisions when compared to signalized intersections without f ully protected left -turn phases. The difference is especially pronounced for broadside collisions where 26 percent of broadside collisions occurred at signalized intersection with fully protected left-turn phase. • Hard braking and harsh acceleration hot spo ts are most associated with injury collisions involving an unsafe speed violation or a rear end or broadside crash type. • A quarter of all injury collisions occurred in the afternoon peak, from 3 PM to 6 PM , particularly at signals without fully protected left-turn phases and at major intersections .

The highest share of hard braking and harsh acceleration instances also occurred during this time period, which is when people are traveling from school or work. 250
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• Many injury collisions occurred in a disadvantaged or low-income community and near bus stops.

KSI Collisions
Many of the trends observed for all injury collision were also observed for KSI collisions. There were several additional findings specific to KSI collisions:
• Although the highest share (36%) of KSI collisions occurred on roadways with four lanes and 40 – 45 mph posted speed limits, roadways with three lanes or less and 15 – 25 posted speed limit had a proportionally higher number of KSI collisions compared to the share of total collisions.
• The efficacy of signalized intersections with fully protected left -turn phases is even more pronounced for KSI collisions. There were nearly seven times more collisions at signalized intersections without fully protected left turn phases compared to signalized intersections with fully protected left turn phases.

Vehicle Collisions
Since vehicle collisions make up a large share of all collisions, the trends observed for all collisions and KSI collisions were also observed for all and KSI vehicle collisions.

Bicycle Collisions
• For broadside collisions that occurred at a signalized intersection, there were twice as many collisions that occurred at signalized intersections without protected left turn phases as there were at signalized intersections with fully protected left turn phases. • Most injury collisions that occurred near schools occurred around school start and end times when students are traveling to and from school.
• The majority of injury collisions involving vulnerable populations (under 19 or 60+ years of age) occurred on roadways with three lanes and 15 – 25 mph posted speed limit or four lanes and 40 – 45 posted speed limit.
• The majority of drivers were either proceeding straight or making a right -turn before the collision occurred.

Pedestrian Collisions
• While 18 percent of total injury collisions occurred on roadways with three lanes o r less with 15 – 25 mph posted speed limit , 35 percent of pedestrian collision s occurred on roadways with three lanes or less with 15 – 25 mph posted speed limit. • Many injury collisions occurred at primary-minor intersections (27%) and minor-minor intersections (25%).
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• Many injury collisions involved a pedestrian right -of-way violation at si gnalized intersections without protected left-turn phases.
• Most pedestrian collisions occurred in the afternoon peak period and early evening between 3 PM and 9 PM (45%).
• Most pedestrian collisions involved pedestrians either crossing in the crosswalk at intersections without protected left -turn phase s or crossing not in a crosswalk at unsignalized intersections or midblock.

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Appendix A: Top Collision Issues by Mode
The following tables summarize the top violation, type of collision, time of day, and driver movement at fault for all injury collisions and KSI collisions by mode. “Disproportionately KSI” indicates the top trend within that category that results in a severe injury or fatality most frequently.

For comparison purposes, 5 percent of all injury collisions within the City result ed in a fatality or severe injury.

Top Issues for All Modes
Category
Top Issue:

All Injury
Collisions
Percent of
All Injury
Collisions
Top Issue:

KSI
Collisions
Percent
of KSI
Collisions
Disproportionately
KSI
Percent of
Category
that is KSI
Violation Unsafe Speed 23% Unsafe
Speed 15% Pedestrian Violation 24%
Type Broadside 37% Broadside 27% Vehicle/Ped 16%
Time of
Day 3-6 pm 24% 3 – 6 pm 22% Midnight – 3 am 13%
Driver
Movement
at Fault
Proceeding
Straight 67% Proceeding
Straight 71% N/A N/A
Note: Under 19 years of age are also disproportionately KSI.

Top Issues for Vehicle-Only Collisions
Category
Top Issue:

All Injury
Collisions
Percent of
All Injury
Collisions
Top Issue:

KSI
Collisions
Percent
of KSI
Collisions
Disproportionately
KSI
Percent of
Category
that is KSI
Violation Unsafe Speed 26% DUI 21% DUI 9%
Type Broadside 39% Broadside 37% Hit Object 15%
Time of Day 3 – 6 pm 25% 3 – 6 pm; 6 -
9 pm 22% Midnight – 3 am 11%
Driver
Movement at
Fault
Proceeding
Straight 69%
Proceeding
Straight 69% N/A N/A
Note: Under 19 years of age are also disproportionately KSI.

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Top Issues for Bicycle-Involved Collisions
Category
Top Issue:

All Injury
Collisions
Percent of
All Injury
Collisions
Top Issue:

KSI
Collisions
Percent
of KSI
Collisions
Disproportionately
KSI
Percent of
Category
that is KSI
Violation Wrong Side of
Road 37% Wrong Side
of Road 21% Improper Passing 20%
Type Broadside 59% Broadside 39% Rear End 24%
Time of Day 3 – 6 pm 26% 3 - 6 pm 36% 3 am – 6 am 29%
Driver
Movement at
Fault
Proceeding
Straight 48%
Proceeding
Straight 75% Proceeding Straight 16%
Note: Under 19 years of age and 60+ years of age are also disproportionately KSI.

Top Issues for Pedestrian-Involved Collisions
Category
Top Issue:

All Injury
Collisions
Percent of
All Injury
Collisions
Top Issue:

KSI
Collisions
Percent
of KSI
Collisions
Disproportionately
KSI
Percent of
Category
that is KSI
Violation Ped ROW
Violation 35% Ped
Violation 49% Pedestrian Violation 25%
Type
Crossing in
Crosswalk at
Intersection
38%
Crossing
Not in
Crosswalk
52% Crossing Not in
Crosswalk 26%
Time of Day 6 – 9 pm 24% 9 pm -
midnight 25% 3 am – 6 am 38%
Driver
Movement at
Fault
Proceeding
Straight 49%
Proceeding
Straight 76% Proceeding Straight 15%
Note: Under 19 years of age and 60+ years of age are also disproportionately KSI.

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Appendix B: Injury Collisions in Oxnard by Neighborhood Neighborhood
Total
Collisions
Percent of
Total
Collisions
Bike
Collisions
Percent of
Bike
Collisions
Ped
Collisions
Percent of
Ped
Collisions
Vehicle
Collisions
Percent of
Vehicle
Collisions
KSI
Collisions
Percent of
Total KSI
Collisions
KSI Bike
Collisions
Percent of KSI
Bike Collisions
KSI Ped
Collisions
Percent of KSI
Ped Collisions
KSI
Vehicle
Percent of
KSI
Vehicle
Collisions
Weighted
Collisions
Area
(Sq Mi)
Share of
City Area
Auto Center 62 1% 2 1% 2 0% 58 1% 4 2% 0 0% 1 1% 3 2% 166 0.35 1% Bartolo Square
North 22 0% 1 0% 2 0% 19 0% 1 0% 0 0% 0 0% 1 1% 48 0.21 1% Bartolo Square
South 90 2% 6 2% 9 2% 75 2% 7 3% 0 0% 3 4% 4 3% 272 0.19 1% Blackstock North 36 1% 4 1% 9 2% 23 1% 3 1% 0 0% 2 3% 1 1% 114 0.23 1% Blackstock South 31 1% 5 1% 3 1% 23 1% 2 1% 1 4% 0 0% 1 1% 83 0.28 1% Bryce Canyon
North 98 2% 5 1% 14 3% 79 2% 7 3% 1 4% 4 5% 2 1% 280 0.27 1% Bryce Canyon
South 97 2% 12 4% 19 4% 66 2% 4 2% 1 4% 2 3% 1 1% 201 0.17 1% Cabrillo 51 1% 3 1% 4 1% 44 1% 5 2% 0 0% 3 4% 2 1% 181 0.57 2% Cal-Gisler 138 3% 4 1% 17 4% 117 3% 7 3% 0 0% 3 4% 4 3% 320 0.45 2% Carriage Square 113 2% 13 4% 15 3% 85 2% 8 3% 2 7% 5 7% 1 1% 321 0.46 2% Channel Islands 79 2% 7 2% 4 1% 68 2% 2 1% 0 0% 0 0% 2 1% 131 0.76 3% College Estates 83 2% 8 2% 5 1% 70 2% 6 2% 0 0% 0 0% 6 4% 239 0.31 1% College Park 29 1% 1 0% 4 1% 24 1% 2 1% 0 0% 0 0% 2 1% 81 0.42 1% Cypress 24 1% 2 1% 5 1% 17 0% 3 1% 0 0% 1 1% 2 1% 102 0.32 1% Diamond Bar 3 0% 0 0% 1 0% 2 0% 2 1% 0 0% 0 0% 2 1% 55 0.11 0% East Village 58 1% 1 0% 8 2% 49 1% 1 0% 0 0% 0 0% 1 1% 84 0.63 2% El Rio 61 1% 0 0% 5 1% 56 1% 1 0% 0 0% 0 0% 1 1% 87 0.91 3% El Rio West 52 1% 1 0% 8 2% 43 1% 4 2% 0 0% 3 4% 1 1% 156 0.16 1% Five Points
Northeast 162 3% 17 5% 20 4% 125 3% 15 6% 3 11% 6 8% 6 4% 552 0.46 2% Fremont North 39 1% 3 1% 5 1% 31 1% 2 1% 1 4% 0 0% 1 1% 91 0.30 1% Fremont South 30 1% 1 0% 7 2% 22 1% 1 0% 0 0% 1 1% 0 0% 56 0.27 1% Golf Course 29 1% 2 1% 2 0% 26 1% 0 0% 0 0% 0 0% 0 0% 29 0.41 1% Hobson Park
East 174 4% 15 4% 20 4% 139 4% 7 3% 1 4% 2 3% 4 3% 356 0.34 1% Hobson Park
West 29 1% 3 1% 8 2% 18 0% 2 1% 0 0% 1 1% 1 1% 81 0.18 1% Hollywood By
The Sea 41 1% 3 1% 2 0% 36 1% 3 1% 0 0% 0 0% 3 2% 119 0.68 2% Kamala Park 364 8% 38 11% 38 8% 289 7% 19 7% 3 11% 6 8% 10 6% 858 0.64 2% La Colonia 207 4% 12 4% 23 5% 172 4% 12 5% 1 4% 6 8% 5 3% 519 0.51 2% Lemonwood
Eastmont 36 1% 1 0% 4 1% 31 1% 0 0% 0 0% 0 0% 0 0% 36 0.41 1% Oxnard Local Road Safety Plan
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Appendix B:

Injury Collisions in Oxnard by Neighborhood (2016-2020) Neighborhood
Total
Collisions
Percent of
Total
Collisions
Bike
Collisions
Percent of
Bike
Collisions
Ped
Collisions
Percent of
Ped
Collisions
Vehicle
Collisions
Percent of
Vehicle
Collisions
KSI
Collisions
Percent of
Total KSI
Collisions
KSI Bike
Collisions
Percent of KSI
Bike Collisions
KSI Ped
Collisions
Percent of KSI
Ped Collisions
KSI
Vehicle
Percent of
KSI
Vehicle
Collisions
Weighted
Collisions
Area
(Sq Mi)
Share of
City Area
Mar Vista 3 0% 0 0% 0 0% 3 0% 0 0% 0 0% 0 0% 0 0% 3 0.12 0% Marina West 51 1% 2 1% 1 0% 48 1% 1 0% 0 0% 0 0% 1 1% 77 0.50 2% Nyeland Acres 6 0% 0 0% 0 0% 6 0% 0 0% 0 0% 0 0% 0 0% 6 0.24 1% Orchard 126 3% 8 2% 9 2% 109 3% 2 1% 0 0% 0 0% 2 1% 178 0.30 1% Ormond Beach
Commercial Area 16 0% 1 0% 2 0% 13 0% 1 0% 0 0% 0 0% 1 1% 42 2.78 9% Oxnard Dunes 11 0% 0 0% 0 0% 11 0% 2 1% 0 0% 0 0% 2 1% 63 0.32 1% Oxnard Pacific 3 0% 0 0% 1 0% 2 0% 0 0% 0 0% 0 0% 0 0% 3 0.10 0% Oxnard Shores 62 1% 2 1% 1 0% 59 1% 8 3% 1 4% 0 0% 7 4% 270 0.56 2% Pacific Avenue
Commercial Area 268 6% 25 7% 10 2% 233 6% 10 4% 0 0% 4 5% 6 4% 528 0.99 3% Pleasant Valley
Estates 54 1% 3 1% 8 2% 43 1% 8 3% 1 4% 2 3% 5 3% 262 0.31 1% Pleasant Valley
Village 67 1% 9 3% 4 1% 54 1% 6 2% 0 0% 0 0% 6 4% 223 0.22 1% Redwood 25 1% 0 0% 2 0% 23 1% 2 1% 0 0% 0 0% 2 1% 77 0.23 1% Rice Avenue
Commercial Area 227 5% 7 2% 7 2% 213 5% 9 3% 0 0% 1 1% 8 5% 461 2.78 9% Rio Lindo 185 4% 17 5% 15 3% 154 4% 3 1% 0 0% 1 1% 2 1% 263 0.61 2% Riverpark 110 2% 7 2% 10 2% 93 2% 5 2% 0 0% 0 0% 5 3% 240 0.95 3% Rose Park 14 0% 2 1% 5 1% 7 0% 0 0% 0 0% 0 0% 0 0% 14 0.21 1% Sea Air 178 4% 18 5% 10 2% 150 4% 6 2% 3 11% 1 1% 2 1% 334 0.38 1% Sea View Estates 94 2% 3 1% 3 1% 88 2% 2 1% 0 0% 0 0% 2 1% 146 0.39 1% Sierra Linda 46 1% 2 1% 5 1% 39 1% 3 1% 2 7% 0 0% 1 1% 124 0.33 1% Silver Strand 1 0% 0 0% 0 0% 1 0% 0 0% 0 0% 0 0% 0 0% 1 0.21 1% South Bank 85 2% 5 1% 5 1% 75 2% 5 2% 0 0% 2 3% 3 2% 215 0.51 2% Southwinds 106 2% 7 2% 15 3% 84 2% 7 3% 1 4% 2 3% 4 3% 288 0.25 1% Teal Club 36 1% 0 0% 2 0% 34 1% 2 1% 0 0% 0 0% 2 1% 88 0.28 1% Terrace Estates 41 1% 3 1% 2 0% 36 1% 3 1% 1 4% 1 1% 1 1% 119 0.22 1% Tierra Vista 15 0% 1 0% 3 1% 11 0% 1 0% 0 0% 0 0% 1 1% 41 0.24 1% Via Marina 39 1% 3 1% 3 1% 33 1% 2 1% 1 4% 0 0% 1 1% 91 0.47 2% Victoria Estates 82 2% 3 1% 4 1% 75 2% 8 3% 1 4% 0 0% 7 4% 290 0.66 2% Villa Capri 5 0% 0 0% 2 0% 3 0% 1 0% 0 0% 1 1% 0 0% 31 0.04 0% Wagon Wheel 35 1% 0 0% 2 0% 33 1% 2 1% 0 0% 0 0% 2 1% 87 0.12 0% West Village 119 3% 10 3% 10 2% 99 2% 3 1% 0 0% 0 0% 3 2% 197 0.79 3% Wilson 210 4% 22 6% 31 7% 159 4% 10 4% 2 7% 5 7% 4 3% 470 0.43 1% Oxnard Local Road Safety Plan
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Appendix B:

Injury Collisions in Oxnard by Neighborhood (2016-2020) Neighborhood
Total
Collisions
Percent of
Total
Collisions
Bike
Collisions
Percent of
Bike
Collisions
Ped
Collisions
Percent of
Ped
Collisions
Vehicle
Collisions
Percent of
Vehicle
Collisions
KSI
Collisions
Percent of
Total KSI
Collisions
KSI Bike
Collisions
Percent of KSI
Bike Collisions
KSI Ped
Collisions
Percent of KSI
Ped Collisions
KSI
Vehicle
Percent of
KSI
Vehicle
Collisions
Weighted
Collisions
Area
(Sq Mi)
Share of
City Area
Windsor North
River Ridge 72 2% 6 2% 6 1% 60 2% 7 3% 0 0% 0 0% 7 4% 254 0.53 2% Outside Of A
Neighborhood 121 3% 6 2% 11 2% 104 3% 10 4% 1 4% 4 5% 5 3% 381 1.86 6% Total 4751 100% 342 100% 452 100% 3962 100% 259 100% 28 100% 73 100% 159 100% 11485 29.97 100% Oxnard Local Road Safety Plan
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600 Wilshire Boulevard | Suite 1050 | Los Angeles, CA 90017 | (213) 261-3050 | Fax (310) 394-7663 www.fehrandpeers.com Appendix C: Top Ten Intersections for Total Injury Collisions by Intersection Classification Top Ten Intersections by Total Injury Collisions: Primary-Primary Intersections Intersection Name
Injury Collisions KSI Weighted Total
Score
Crashes per
MEV Total Bike Ped Total Bike Ped
E Gonzales Rd & N Oxnard Blvd 49 6 4 2 1 0 101 0.48
N Vineyard Ave & Oxnard Blvd 43 3 3 1 0 1 69 0.61
E Fifth St & S Rice Ave 40 0 1 1 0 0 66 0.57
W Channel Islands Blvd & Saviers Rd 38 2 5 0 0 0 38 0.46 W Gonzales Rd & N Victoria Ave 35 0 1 1 0 0 61 0.74
S Ventura Rd & W Fifth St 33 2 6 4 2 1 137 0.32
E Fifth St & S Oxnard Blvd 30 1 5 1 0 0 56 0.34
S Ventura Rd & W Channel Islands Blvd 25 1 3 1 0 0 51 0.40 W Gonzales Rd & N Ventura Rd 24 1 4 0 0 0 24 0.46
W Fifth St & S Victoria Ave 24 2 1 1 0 0 50 0.34

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Top Ten Intersections by Total Injury Collisions: Primary-Secondary Intersections Intersection Name
Injury Collisions KSI
Weighted Total Score Crashes per MEV
Total Bike Ped Total Bike Ped
E Gonzales Rd & N Rose Ave 55 4 8 0 0 0 55 0.85
W Bard Rd & Saviers Rd 45 4 7 2 0 1 97 1.20
E Fifth St & S Rose Ave 40 2 1 0 0 0 40 0.51
N C St & W Gonzales Rd 39 3 4 1 0 0 65 0.63
S Victoria Ave & W Channel Islands Blvd 37 3 0 2 0 0 89 0.83 E Wooley Rd & Saviers Rd & Oxnard Bl 33 1 2 0 0 0 33 0.44 W Channel Islands Blvd & S C St 32 1 4 3 0 0 110 0.51
S Rose Ave & E Channel Islands Blvd 30 6 3 0 0 0 30 0.41 S J St & W Channel Islands Blvd 26 2 0 0 0 0 26 0.46
N Rice Ave & Camino Del Sol 26 0 0 3 0 0 104 0.38

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Top Ten Intersections by Total Injury Collisions: Primary-Minor Intersections Intersection Name
Injury Collisions KSI Weighted Total
Score
Crashes per
MEV Total Bike Ped Total Bike Ped
Laurel St & Saviers Rd 31 4 7 1 0 1 57 0.69
N Vineyard Ave & W Esplanade Dr 30 1 1 1 0 0 56 0.66
S Oxnard Blvd & E Seventh St 29 3 3 1 0 0 55 0.43
S Oxnard Blvd & E Date St 28 2 2 2 0 0 80 0.71
Bryce Canyon Ave & Saviers Rd 27 4 5 2 0 2 79 0.56
W Seventh St & S Ventura Rd 27 1 1 0 0 0 27 0.32
Gisler Ave & E Channel Islands Blvd 26 1 2 1 0 1 52 0.45 Statham Blvd & E Channel Islands Blvd 24 1 0 2 0 0 76 0.45 E Yucca St & Saviers Rd 22 3 6 2 0 1 74 0.46
S Oxnard Blvd & Statham Blvd 21 1 0 0 0 0 21 0.59

260
Debbie O’Leary
January 6, 2022

Top Ten Intersections by Total Injury Collisions: Secondary-Secondary Intersections Intersection Name
Injury Collisions KSI Weighted Total
Score
Crashes per
MEV Total Bike Ped Total Bike Ped
Wooley Rd & Ventura Rd 46 5 2 0 0 0 46 0.56
N Rose Ave & Camino Del Sol 37 2 0 2 0 0 89 0.49
W Wooley Rd & S C St 36 2 3 1 1 0 62 0.76
S Rose Ave & E Bard Rd 31 1 1 4 1 0 135 0.87
W Wooley Rd & S J St 29 2 3 1 1 0 55 0.84
S H St & Hobson Way 26 0 1 1 0 0 52 0.61
S Rose Ave & E Third St 21 5 1 1 1 0 47 0.26
E Wooley Rd & Pacific Ave 13 2 1 0 0 0 13 0.36
S Patterson Rd & W Wooley Rd 13 0 0 0 0 0 13 0.34
E Wooley Rd & S Rose Ave 13 0 0 0 0 0 13 0.21

261
Debbie O’Leary
January 6, 2022

Top Ten Intersections by Total Injury Collisions: Secondary-Minor Intersections Intersection Name
Injury Collisions KSI
Weighted Total Score Crashes per MEV
Total Bike Ped Total Bike Ped
Lockwood St & N Rose Ave 24 1 2 0 0 0 24 0.45
E Wooley Rd & Commercial Ave 19 0 2 4 0 2 123 0.50
Rose Ave & E 1st St 18 0 1 0 0 0 18 0.23
Anchorage St & E Bard Rd 17 1 2 0 0 0 17 0.85
W Wooley Rd & Novato Dr 16 0 0 1 0 0 42 0.47
Cesar Chavez Dr & N Rose Ave 15 2 0 1 0 0 41 0.25
N Rose Ave & Santa Lucia Ave 13 0 0 0 0 0 13 0.17
N C St & Roderick Ave 12 0 0 0 0 0 12 0.42
Eastman Ave & S Rose Ave 12 2 1 0 0 0 12 0.18
N Rose Ave & San Gorgonio Ave 12 0 0 0 0 0 12 0.15

262
Debbie O’Leary
January 6, 2022

Top Ten Intersections by Total Injury Collisions: Minor-Minor Intersections Intersection Name
Injury Collisions KSI
Weighted Total Score Crashes per MEV
Total Bike Ped Total Bike Ped
Ventura Blvd & Balboa St 7 0 0 0 0 0 7 0.45
N A St & Magnolia Ave 6 0 2 1 0 1 32 0.60
Samuel Ave & E Yucca St 6 3 0 0 0 0 6 0.55
Ventura Blvd & Cortez St 6 0 0 0 0 0 6 0.35
E First St & N Roosevelt Ave 5 0 0 0 0 0 5 0.61
Ninth St & S H St 5 0 1 1 0 0 31 0.55
E Iris St & San Marino St 5 0 0 0 0 0 5 0.50
Ninth St & Ventura Service Rd 5 0 0 0 0 0 5 0.42
S F St & W Sixth St 4 2 1 0 0 0 4 0.73
Town Center Dr & Portico Way 4 0 1 0 0 0 4 0.31

263
Debbie O’Leary
January 6, 2022

Appendix D: Systemic Matrices
264
Mode: Vehicle Collisions
Lanes:

Speed: 15-25 30-35 40-45 50-55 15-25 30-35 40-45 50-55 60-65 30-35 40-45 50-55 Fully Protected Lefts All Other Signals Major Minor
Driving or Bicycling Under the Influence of Alcohol or Drug75 36 9 1 0 44 125 23 6 1 29 20 55 104 118 37 55 47 39 88 25 73 38 38 51 326 139 123 202 369 Unsafe Speed 123 76 25 17 2 132 364 71 5 25 144 58 244 348 273 57 121 123 170 305 68 181 63 185 197 932 389 285 627 1,043 Improper Turning 100 29 13 11 0 45 109 26 3 4 36 10 45 85 121 50 85 29 37 81 22 78 53 28 26 332 162 137 190 386 Vehicle Right of Way Violation 160 112 21 11 0 137 379 59 0 6 104 27 64 401 377 113 61 55 142 309 99 226 123 101 69 923 430 311 562 1,016 Traffic Signals and Signs 39 41 2 1 0 95 181 34 4 12 50 34 127 258 65 33 10 53 110 141 68 76 32 89 103 453 216 141 317 493 Head-On 95 21 11 3 1 52 133 26 2 3 32 11 48 155 82 53 52 37 68 78 31 67 54 50 43 348 171 129 199 390 Sideswipe 77 37 7 2 0 50 99 14 3 3 41 25 65 93 111 34 56 39 42 83 19 73 40 50 49 314 145 122 200 359 Rear End 150 90 25 16 1 182 478 94 6 38 181 75 344 434 350 67 141 177 224 393 94 224 73 242 279 1,196 488 365 819 1,336 Broadside 221 174 27 17 0 238 537 99 8 20 147 65 207 616 484 156 90 116 237 467 166 310 162 201 181 1,414 653 464 915 1,553 Hit Object 40 10 10 5 1 18 75 17 3 1 30 3 24 48 67 19 55 0 2 0 0 2 1 15 16 171 79 72 92 213 mid-3 am 28 17 2 0 1 16 43 8 1 2 17 7 22 39 41 15 25 21 17 24 13 23 15 22 18 116 54 49 73 142 3 am - 6 am 23 9 2 5 0 15 40 16 1 2 16 5 21 47 30 14 23 14 19 27 14 23 15 19 18 117 42 38 57 135 6 am - 9 am 64 48 6 10 0 63 169 28 1 8 57 26 86 176 132 38 48 45 83 118 43 103 38 77 65 433 204 139 287 480 9 am - noon 63 43 10 2 0 49 156 33 3 7 59 24 76 174 114 34 51 39 65 128 41 85 35 68 61 410 177 132 247 449 noon- 3 pm 88 61 14 6 0 92 236 45 5 12 69 28 130 229 188 53 57 66 102 191 54 124 58 102 98 590 256 182 385 657 3 pm - 6 pm 160 64 25 12 1 146 319 71 2 20 114 39 169 303 304 86 111 95 120 290 62 194 93 131 139 874 391 305 565 973 6 pm - 9 pm 113 58 13 5 1 95 237 36 7 7 73 33 115 249 192 62 60 59 116 193 63 118 68 96 103 600 276 209 414 678 9 pm - mid 62 33 7 5 0 64 136 25 2 6 31 20 73 139 109 27 43 45 68 105 34 67 27 48 74 347 146 113 227 391 Proceeding Straight 347 209 35 21 0 310 723 144 12 46 240 99 457 707 590 179 253 228 322 582 188 419 178 325 369 1,962 858 654 1,297 2,186 Making Right Turn 37 9 4 1 0 16 41 5 0 2 26 9 25 38 50 25 13 14 21 39 6 29 26 24 23 120 63 44 88 151 Making Left Turn 112 58 26 13 1 130 326 52 3 9 79 28 70 383 248 84 52 62 132 270 79 143 99 90 70 756 347 255 449 837 Under 19 124 67 17 6 2 96 230 41 4 10 68 25 104 238 193 73 82 49 102 174 64 135 77 99 90 605 286 233 404 690 60+ 74 42 11 8 0 77 202 33 4 7 56 22 95 195 156 36 55 46 76 165 48 110 36 81 73 466 207 174 323 537 613 340 82 46 3 548 1,354 264 22 65 440 183 700 1,373 1,128 338 423 390 600 1,089 326 749 358 571 582 3,538 1,574 1,187 2,278 Share of roadway/intersections: 79% 4% 2% 2% 0% 2% 8% 2% 0% 0% 1% 0% 21% 79% 16% 84% Share of collisions: 15% 9% 2% 1% 0% 14% 34% 7% 1% 2% 11% 5% 34% 66% 77% 23% Collisions per mile: 1.7647 18.24 8.538 6.83314 N/A 61.99 40.6 32.03 19.41 85.24 87.52 98.33 Intersection Class
Primary-
Primary
Primary-
Secondary Primary-Minor Secondary-
Secondary
Secondary-
Minor Minor-Minor
TOTAL3 Lanes or Less 4 Lanes 6+ Lanes Signal Unsignalized Intersection Midblock
Roadway Type Location Type Driver Behavior Land Use Characteristics Violation
Type
Disadvantaged
or Low-Income
Community
Near School Near Park Near Bus
Stop
Hard Braking
Hot Spot
Harsh
Acceleration
Hot Spot
Time of Day
Driver At Fault
Movement
Victim Age
TOTAL
Debbie O’Leary
January 6, 2022

265
Mode: Vehicle KSI Collisions
Lanes:

Speed: 15-25 30-35 40-45 50-55 15-25 30-35 40-45 50-55 60-65 30-35 40-45 50-55 Fully Protected Lefts All Other Signals Major Minor
Driving or Bicycling Under the Influence of Alcohol or Drug5 2 1 0 0 4 13 4 1 0 2 1 0 10 12 3 8 1 4 9 2 6 3 1 0 30 10 13 15 33 Unsafe Speed 8 0 1 0 0 4 13 3 0 0 1 2 5 9 10 0 8 5 3 8 0 8 0 4 4 28 11 11 18 32 Improper Turning 4 1 0 1 0 1 7 4 1 0 0 0 1 5 4 1 8 1 4 3 0 2 1 0 1 15 9 8 9 19 Vehicle Right of Way Violation 0 1 0 0 0 7 18 2 0 0 1 2 1 19 11 0 0 0 6 16 2 6 1 6 1 30 15 6 16 31 Traffic Signals and Signs 0 0 0 0 0 2 10 2 0 1 3 1 3 12 2 0 2 3 3 8 2 1 0 7 3 17 9 6 12 19 Head-On 5 2 1 0 0 5 6 2 0 0 1 0 1 6 8 2 5 0 4 5 0 6 2 1 1 18 7 7 11 22 Sideswipe 0 1 0 0 0 0 7 2 2 0 1 1 2 4 4 0 4 2 2 3 0 3 0 2 3 13 3 5 9 14 Rear End 1 0 0 1 0 5 10 2 0 0 2 1 5 7 6 1 3 5 3 7 1 2 1 3 2 21 12 6 15 22 Broadside 3 1 0 1 0 9 31 5 0 1 4 3 3 31 20 1 3 5 7 30 4 7 2 11 2 53 27 14 29 58 Hit Object 9 3 1 1 0 3 10 3 1 0 0 0 1 8 11 1 10 0 0 0 0 0 0 1 1 25 11 16 10 31 mid-3 am 1 0 0 0 0 5 6 0 0 0 2 1 1 4 7 0 3 2 1 6 1 2 0 2 0 11 7 9 6 15 3 am - 6 am 1 1 0 3 0 1 2 0 0 0 0 0 0 4 1 0 3 1 1 0 1 2 0 1 0 6 2 1 1 8 6 am - 9 am 0 1 0 0 0 2 7 1 0 0 1 1 3 6 2 0 2 3 4 2 0 2 0 3 1 13 8 0 11 13 9 am - noon 1 0 0 0 0 1 5 0 0 1 2 0 1 5 3 0 1 0 0 7 0 2 0 1 1 10 7 4 7 10 noon- 3 pm 2 0 0 0 0 1 5 4 2 0 1 0 1 4 3 0 7 0 3 4 0 1 0 2 1 12 4 9 4 15 3 pm - 6 pm 6 1 0 0 0 6 17 2 0 0 2 0 1 11 14 2 6 2 4 11 1 7 3 1 0 31 15 10 15 34 6 pm - 9 pm 5 1 1 0 0 5 13 4 1 0 1 3 2 15 10 3 4 2 4 14 1 6 3 6 2 32 10 11 20 34 9 pm - mid 5 3 1 0 0 1 10 6 0 0 1 1 4 8 10 1 5 4 4 7 1 6 1 3 5 24 9 9 15 28 Proceeding Straight 12 2 0 1 0 7 33 9 1 0 4 3 6 27 18 5 16 7 8 24 2 10 5 7 5 62 33 30 34 72 Making Right Turn 0 0 1 0 0 0 5 0 0 0 0 0 0 2 4 0 0 0 0 2 1 3 0 0 0 6 3 2 5 6 Making Left Turn 1 1 0 0 0 8 14 0 0 0 1 1 0 17 8 1 0 0 4 15 2 3 2 3 0 25 11 5 13 26 Under 19 6 2 1 1 0 6 21 8 1 1 3 3 6 16 18 0 13 4 4 18 3 11 0 10 5 46 15 18 30 53 60+ 3 0 0 0 0 1 7 1 0 0 2 0 2 4 5 2 1 2 0 6 1 2 2 3 0 13 10 2 8 14 21 7 2 3 0 22 67 17 3 1 10 6 13 59 50 6 31 14 21 52 6 28 7 20 10 140 63 54 79 Share of roadway/intersections: 79% 4% 2% 2% 0% 2% 8% 2% 0% 0% 1% 0% 21% 79% 16% 84% Share of collisions: 13% 4% 1% 2% 0% 14% 42% 11% 2% 1% 6% 4% 18% 82% 89% 11% Collisions per mile: 0.0605 0.375 0.208 0.44564 N/A 2.489 2.009 2.063 2.647 1.311 1.989 3.224 Intersection Class
Primary-
Primary
Primary-
Secondary Primary-Minor Secondary-
Secondary
Secondary-
Minor Minor-Minor
TOTAL3 Lanes or Less 4 Lanes 6+ Lanes Signal Unsignalized Intersection Midblock
Roadway Type Location Type Driver Behavior Land Use Characteristics Violation
Type
Disadvantaged
or Low-Income
Community
Near School Near Park Near Bus
Stop
Hard Braking
Hot Spot
Harsh
Acceleration
Hot Spot
Time of Day
Driver At Fault
Movement
Victim Age
TOTAL
Debbie O’Leary
January 6, 2022

266
Mode: Bicycle Collisions
Lanes:

Speed: 15-25 30-35 40-45 50-55 15-25 30-35 40-45 50-55 60-65 30-35 40-45 50-55 Fully Protected Lefts All Other Signals Major Minor
Wrong Side of Road 21 14 2 0 0 15 53 5 0 3 13 2 23 34 41 11 19 0 0 1 1 0 0 0 17 117 55 41 80 128 Unsafe Speed 6 0 0 1 0 3 5 1 0 0 1 2 4 4 3 5 3 3 1 7 0 0 5 4 3 18 8 5 8 19 Improper Turning 9 3 1 1 0 0 8 1 0 0 5 0 2 8 15 2 1 1 2 11 0 10 3 1 3 26 13 8 20 28 Vehicle Right of Way Violation 20 6 1 0 0 11 11 0 0 3 5 2 7 22 16 8 6 4 7 20 2 10 10 5 5 56 34 28 36 59 Traffic Signals and Signs 7 6 0 0 0 8 7 2 0 0 14 0 12 18 7 5 2 0 7 14 5 9 7 5 11 36 20 20 28 44 Head-On 4 3 0 0 0 2 10 0 0 0 3 1 5 7 8 1 2 2 4 4 2 8 1 3 3 21 13 12 15 23 Sideswipe 16 3 2 1 0 6 6 0 0 1 2 0 3 10 13 6 5 2 4 7 2 11 6 2 1 33 18 17 22 37 Rear End 3 0 1 0 0 3 7 2 1 1 2 1 4 5 5 2 5 2 2 5 2 3 2 3 6 17 7 4 12 21 Broadside 43 20 2 1 0 26 73 1 0 4 28 5 31 63 59 25 25 9 25 64 16 36 29 18 25 180 88 62 123 203 Vehicle/Pedestrian 8 6 0 0 0 3 8 7 0 0 13 0 13 15 12 2 3 6 9 13 2 8 4 8 12 41 25 16 23 45 mid-3 am 3 1 0 0 0 2 1 0 0 0 1 0 2 3 2 1 0 1 2 3 0 1 1 2 3 6 5 3 4 8 3 am - 6 am 1 0 1 0 0 1 1 0 1 0 2 0 1 3 3 0 0 0 2 2 0 3 0 0 2 6 2 2 6 7 6 am - 9 am 8 6 0 0 0 3 14 0 0 0 3 1 3 13 10 6 3 2 4 6 5 9 6 2 3 30 15 12 18 35 9 am - noon 5 4 0 0 0 10 21 1 0 1 9 1 10 20 16 1 5 4 10 19 2 10 3 7 7 47 28 14 29 52 noon- 3 pm 15 7 0 0 0 4 13 0 0 2 7 1 7 13 15 4 10 2 8 14 3 7 5 4 5 41 24 20 30 49 3 pm - 6 pm 24 10 1 0 0 7 30 5 0 1 10 0 14 30 23 11 10 3 13 23 6 19 14 8 12 83 40 33 54 88 6 pm - 9 pm 17 4 2 1 0 10 24 4 0 1 10 2 15 16 24 11 9 6 8 19 7 15 11 6 11 65 31 22 45 75 9 pm - mid 2 1 1 1 0 5 7 0 0 1 3 2 5 6 7 2 3 2 1 11 2 2 2 6 6 22 10 8 15 23 Proceeding Straight 13 3 0 1 0 6 5 2 0 2 4 2 9 8 9 7 5 5 3 7 3 8 7 7 8 37 16 13 22 38 Making Right Turn 4 1 1 0 0 3 7 1 1 0 7 1 5 10 9 1 1 2 6 11 3 2 1 3 6 22 8 6 16 26 Making Left Turn 1 2 1 0 0 3 6 0 0 0 3 0 2 11 1 0 2 0 3 7 1 1 2 0 1 15 8 5 10 16 Under 19 20 11 0 1 0 8 26 4 0 0 10 1 8 27 28 9 9 1 13 23 5 18 13 6 4 70 49 39 47 81 60+ 10 6 0 0 0 6 10 1 1 2 6 0 7 13 10 8 4 0 8 8 5 9 8 2 5 38 21 16 23 42 76 33 5 2 0 42 112 10 1 6 48 7 58 106 101 37 40 21 48 99 25 67 43 36 50 304 159 115 204 Share of roadway/intersections: 79% 4% 2% 2% 0% 2% 8% 2% 0% 0% 1% 0% 21% 79% 16% 84% Share of collisions: 22% 10% 1% 1% 0% 12% 33% 3% 0% 2% 14% 2% 35% 65% 73% 27% Collisions per mile: 0.2188 1.77 0.521 0.29709 N/A 4.751 3.358 1.213 0.882 7.868 9.547 3.761 Intersection Class
Primary-
Primary
Primary-
Secondary Primary-Minor Secondary-
Secondary
Secondary-
Minor Minor-Minor
TOTAL3 Lanes or Less 4 Lanes 6+ Lanes Signal Unsignalized Intersection Midblock
Roadway Type Location Type Driver Behavior Land Use Characteristics Violation
Type
Disadvantaged
or Low-Income
Community
Near School Near Park Near Bus
Stop
Hard Braking
Hot Spot
Harsh
Acceleration
Hot Spot
Time of Day
Driver At Fault
Movement
Victim Age
TOTAL
Debbie O’Leary
January 6, 2022

267
Mode: Bicycle KSI Collisions
Lanes:

Speed: 15-25 30-35 40-45 50-55 15-25 30-35 40-45 50-55 60-65 30-35 40-45 50-55 Fully Protected Lefts All Other Signals Major Minor
Wrong Side of Road 2 0 0 0 0 2 2 0 0 0 0 0 1 3 1 1 0 0 0 0 0 0 0 0 0 6 2 3 4 6 Unsafe Speed 1 0 0 0 0 1 0 0 0 0 0 0 0 1 0 1 0 0 0 1 0 0 1 0 0 2 1 1 0 2 Improper Turning 2 0 1 0 0 0 1 0 0 0 0 0 0 0 4 0 0 0 0 1 0 3 0 0 0 4 1 1 2 4 Vehicle Right of Way Violation 0 1 0 0 0 1 0 0 0 0 1 0 1 0 2 0 0 1 0 0 0 2 0 1 0 3 2 2 2 3 Traffic Signals and Signs 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 1 1 Head-On 1 0 0 0 0 1 1 0 0 0 0 0 0 2 1 0 0 0 1 0 1 1 0 0 0 3 0 2 2 3 Sideswipe 2 1 0 0 0 0 0 0 0 0 0 0 0 0 2 1 0 0 0 0 0 2 1 0 0 3 1 1 1 3 Rear End 0 0 1 0 0 2 0 1 1 0 0 0 0 3 1 0 1 0 1 1 1 1 0 0 2 5 1 2 3 5 Broadside 2 1 0 0 0 2 5 0 0 0 1 0 2 2 6 1 0 1 0 3 2 4 1 1 0 10 5 3 5 11 Vehicle/Pedestrian 2 0 0 0 0 0 0 0 0 0 3 0 3 0 1 1 0 3 0 0 0 1 1 3 1 5 2 0 2 5 mid-3 am 1 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 0 1 0 0 0 1 0 1 1 2 1 0 0 2 3 am - 6 am 0 0 1 0 0 0 0 0 1 0 0 0 0 1 1 0 0 0 1 0 0 1 0 0 1 2 0 0 2 2 6 am - 9 am 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 1 9 am - noon 1 1 0 0 0 0 1 0 0 0 2 0 2 0 2 1 0 1 0 0 1 2 1 1 0 5 1 1 3 5 noon- 3 pm 0 1 0 0 0 1 0 0 0 0 1 0 1 1 1 0 0 1 1 0 0 1 0 1 0 3 0 1 2 3 3 pm - 6 pm 4 0 0 0 0 2 3 1 0 0 0 0 0 2 6 1 1 0 0 3 1 4 1 1 0 9 5 4 3 10 6 pm - 9 pm 0 0 0 0 0 1 2 0 0 0 0 0 1 1 1 0 0 1 0 1 1 0 0 0 1 3 3 0 2 3 9 pm - mid 0 0 0 0 0 1 1 0 0 0 0 0 0 2 0 0 0 0 0 1 1 0 0 0 0 2 0 2 1 2 Proceeding Straight 2 0 0 0 0 1 0 0 0 0 3 0 3 1 1 1 0 2 0 0 2 1 1 2 2 5 3 0 3 6 Making Right Turn 1 0 0 0 0 0 0 0 1 0 0 0 0 1 1 0 0 0 1 0 0 1 0 0 1 2 0 0 1 2 Making Left Turn 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Under 19 2 0 0 0 0 2 4 1 0 0 1 0 1 2 5 1 1 0 1 2 2 3 1 1 0 10 4 4 1 10 60+ 1 2 0 0 0 0 0 0 1 0 0 0 0 1 2 1 0 0 1 0 0 2 1 0 1 4 2 1 3 4 7 2 1 0 0 5 7 1 1 0 4 0 5 7 12 3 1 4 2 5 4 9 3 4 3 27 10 8 13 Share of roadway/intersections: 79% 4% 2% 2% 0% 2% 8% 2% 0% 0% 1% 0% 21% 79% 16% 84% Share of collisions: 25% 7% 4% 0% 0% 18% 25% 4% 4% 0% 14% 0% 42% 58% 80% 20% Collisions per mile: 0.0202 0.107 0.104 0 N/A 0.566 0.21 0.121 0.882 0 0.796 0 Intersection Class
Primary-
Primary
Primary-
Secondary Primary-Minor Secondary-
Secondary
Secondary-
Minor Minor-Minor
TOTAL3 Lanes or Less 4 Lanes 6+ Lanes Signal Unsignalized Intersection Midblock
Roadway Type Location Type Driver Behavior Land Use Characteristics Violation
Type
Disadvantaged
or Low-Income
Community
Near School Near Park Near Bus
Stop
Hard Braking
Hot Spot
Harsh
Acceleration
Hot Spot
Time of Day
Driver At Fault
Movement
Victim Age
TOTAL
Debbie O’Leary
January 6, 2022

268
Mode: Pedestrian Collisions
Lanes:

Speed: 15-25 30-35 40-45 50-55 15-25 30-35 40-45 50-55 60-65 30-35 40-45 50-55 Fully Protected Lefts All Other Signals Major Minor
Pedestrian Right of Way Violation 40 22 4 0 0 28 36 2 0 2 21 1 15 69 39 27 7 1 0 0 0 1 1 0 18 139 97 65 104 157 Pedestrian Violation 46 16 0 1 0 21 37 1 1 1 17 3 21 33 41 18 31 0 1 2 0 6 8 0 18 134 72 57 90 144 Other Improper Driving 11 1 0 0 0 4 5 1 0 0 9 3 10 3 8 6 7 1 2 3 0 2 5 8 10 29 11 5 21 34 Unsafe Speed 15 3 2 0 0 0 3 0 0 0 2 0 0 4 5 8 8 1 2 1 0 2 5 0 0 22 11 10 10 25 Unsafe Starting or Backing 13 2 0 0 0 1 3 0 0 0 0 0 0 2 4 5 8 2 0 1 0 0 5 0 0 18 9 11 9 19 Head-On 4 1 0 0 0 2 3 1 0 0 0 0 1 5 0 2 3 1 3 1 0 1 3 1 1 11 5 4 5 11 Sideswipe 11 5 0 0 0 1 6 1 0 0 1 0 2 5 10 6 2 2 1 5 1 8 6 1 2 24 16 11 12 25 Rear End 3 0 0 0 0 0 3 0 0 0 0 2 2 1 2 3 0 2 1 1 0 1 3 2 1 7 2 4 3 8 Broadside 8 1 0 0 0 4 6 0 0 0 1 0 0 6 6 5 3 1 2 6 1 2 5 1 0 16 12 9 12 20 Vehicle/Pedestrian 128 40 8 1 0 56 82 2 1 3 53 5 48 108 94 71 59 29 38 92 19 67 78 34 45 341 199 146 230 380 mid-3 am 6 1 0 0 0 3 4 0 0 0 3 0 1 8 2 2 4 0 2 5 1 3 2 1 1 16 6 4 10 17 3 am - 6 am 2 0 1 0 0 2 1 0 0 0 1 1 1 3 2 0 2 0 1 4 0 1 0 0 0 6 3 2 5 8 6 am - 9 am 33 7 2 0 0 9 11 3 0 0 8 0 7 18 17 19 13 5 8 12 1 16 19 5 6 59 46 39 45 74 9 am - noon 14 5 0 0 0 4 10 0 0 1 3 0 6 8 9 9 5 3 7 4 3 6 9 4 4 32 17 19 27 37 noon- 3 pm 11 6 1 0 0 9 14 0 0 0 7 1 9 17 13 7 3 5 9 13 1 11 8 5 11 45 25 19 28 49 3 pm - 6 pm 42 11 0 0 0 11 16 1 0 0 12 2 10 24 21 24 16 11 7 16 2 18 25 6 8 88 52 38 53 95 6 pm - 9 pm 33 12 2 0 0 18 25 0 1 2 9 2 10 29 31 17 17 6 9 28 9 15 23 11 8 96 55 36 66 104 9 pm - mid 13 5 1 1 0 7 17 0 0 0 13 1 9 18 16 8 7 7 3 19 2 11 8 6 11 56 27 16 28 58 Crossing in Crosswalk at Intersection 41 17 2 0 0 35 40 2 0 2 30 2 25 82 32 29 3 17 21 49 14 34 35 19 25 153 97 66 115 171 Crossing in Crosswalk Not at Intersection 3 0 0 0 0 2 5 0 0 0 4 1 5 4 3 0 3 2 3 4 0 3 0 4 2 12 9 6 12 15 Crossing Not in Crosswalk 71 18 2 1 0 14 27 1 1 1 9 2 9 14 50 32 43 6 10 25 3 27 34 8 9 138 76 61 79 148 In Road 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 33 0 0 0 0 0 0 0 0 0 0 0 0 0 Not In Road 13 4 1 0 0 5 10 1 0 0 5 2 7 7 10 10 7 4 9 5 1 6 10 5 6 35 18 14 23 41 Proceeding Straight 46 16 4 0 0 10 25 0 0 1 5 2 8 23 34 29 68 6 5 18 7 28 33 7 9 95 56 53 63 110 Making Right Turn 14 3 0 0 0 9 11 1 0 1 11 1 12 17 9 10 3 7 12 10 0 8 11 11 11 47 30 18 38 51 Making Left Turn 16 5 2 0 0 14 15 2 0 0 10 0 2 43 7 12 0 2 9 26 4 10 13 5 6 55 41 23 36 64 Under 19 64 13 2 1 0 10 31 1 1 0 16 2 12 27 39 31 33 7 15 26 5 24 33 10 6 124 83 62 84 142 60+ 20 15 2 0 0 12 16 1 0 1 9 2 11 23 26 13 5 8 8 16 3 23 15 13 9 72 45 32 49 78 156 48 8 1 0 65 101 5 1 3 56 7 54 128 115 87 68 37 47 105 21 82 95 40 50 407 237 176 267 347.4 18.6 9.6 6.7 0.0 8.8 33.4 8.2 1.1 0.8 5.0 1.9 36 135 643 3340 Share of roadway/intersections: 79% 4% 2% 2% 0% 2% 8% 2% 0% 0% 1% 0% 21% 79% 16% 84% Share of collisions: 35% 11% 2% 0% 0% 14% 22% 1% 0% 1% 12% 2% 30% 70% 57% 43% Collisions per mile: 0.4491 2.574 0.833 0.14855 N/A 7.353 3.028 0.607 0.882 3.934 11.14 3.761 Intersection Class
Primary-
Primary
Primary-
Secondary Primary-Minor Secondary-
Secondary
Secondary-
Minor Minor-Minor
TOTAL3 Lanes or Less 4 Lanes 6+ Lanes Signal Unsignalized Intersection Midblock
Roadway Type Location Type Driver Behavior Land Use Characteristics Violation
Type
Disadvantaged
or Low-Income
Community
Near School Near Park Near Bus
Stop
Hard Braking
Hot Spot
Harsh
Acceleration
Hot Spot
Time of Day
Driver At Fault
Movement
Victim Age
TOTAL
Pedestrian Action
Debbie O’Leary
January 6, 2022

269
Mode: Pedestrian KSI Collisions
Lanes:

Speed: 15-25 30-35 40-45 50-55 15-25 30-35 40-45 50-55 60-65 30-35 40-45 50-55 Fully Protected Lefts All Other Signals Major Minor
Pedestrian Right of Way Violation 4 2 1 0 0 1 4 0 0 0 2 0 1 4 6 3 0 0 0 0 0 0 1 0 2 14 8 5 9 14 Pedestrian Violation 5 6 0 0 0 10 10 0 1 1 2 1 2 11 14 4 5 0 0 0 0 1 2 0 3 34 18 15 20 36 Other Improper Driving 1 1 0 0 0 0 0 0 0 0 0 1 1 0 1 1 0 0 0 1 0 1 0 1 1 3 1 0 3 3 Unsafe Speed 4 0 1 0 0 0 1 0 0 0 0 0 0 1 0 2 3 0 0 0 0 0 0 0 0 6 0 1 1 6 Improper Turning 1 0 0 0 0 1 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 2 1 1 0 2 Head-On 0 0 0 0 0 1 1 0 0 0 0 0 0 1 0 0 1 0 1 0 0 0 0 0 0 2 1 2 0 2 Sideswipe 0 2 0 0 0 0 2 0 0 0 1 0 0 1 4 0 0 0 0 2 0 3 0 0 0 4 4 1 2 5 Overturned 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 1 Broadside 1 0 0 0 0 0 1 0 0 0 0 0 0 1 0 1 0 0 1 0 0 0 1 0 0 2 2 1 1 2 Vehicle/Pedestrian 16 9 2 0 0 12 15 0 1 1 5 2 4 16 22 12 9 3 2 22 1 13 13 3 6 62 26 23 38 63 mid-3 am 0 0 0 0 0 1 2 0 0 0 1 0 0 3 1 0 0 0 0 2 0 2 0 0 1 3 1 1 3 4 3 am - 6 am 1 0 1 0 0 0 0 0 0 0 0 1 0 1 1 0 1 0 1 1 0 0 0 0 0 3 1 0 2 3 6 am - 9 am 2 2 1 0 0 1 0 0 0 0 1 0 0 1 3 2 1 0 0 2 0 2 2 0 0 7 4 3 5 7 9 am - noon 2 1 0 0 0 0 1 0 0 0 0 0 0 0 1 1 2 0 0 0 0 1 1 0 0 4 3 3 3 4 noon- 3 pm 2 1 0 0 0 2 2 0 0 0 0 1 1 2 2 1 2 1 2 1 0 1 2 1 1 8 3 3 5 8 3 pm - 6 pm 6 2 0 0 0 1 3 0 0 0 0 0 0 4 3 4 1 0 0 3 0 4 4 0 0 12 7 7 6 12 6 pm - 9 pm 3 5 0 0 0 4 2 0 1 1 1 0 1 4 8 2 2 1 0 7 1 4 2 1 1 17 9 7 13 17 9 pm - mid 2 0 0 0 0 4 9 0 0 0 3 0 2 4 7 3 2 1 1 8 0 2 3 1 3 17 5 3 4 18 Crossing in Crosswalk at Intersection 4 1 0 0 0 6 5 0 0 0 4 0 2 10 5 3 0 2 1 11 0 3 3 1 3 20 11 8 14 20 Crossing in Crosswalk Not at Intersection 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Crossing Not in Crosswalk 12 7 0 0 0 5 8 0 1 1 2 2 2 4 17 6 9 1 2 9 1 9 6 2 3 36 16 14 18 38 In Road 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 Not In Road 0 2 0 0 0 0 3 0 0 0 0 0 0 2 1 1 1 0 1 0 0 2 2 0 0 5 2 1 4 5 Proceeding Straight 6 2 2 0 0 0 4 0 0 0 1 1 1 3 5 5 11 1 0 3 0 5 5 1 2 16 5 5 6 16 Making Right Turn 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 1 0 1 0 0 1 1 Making Left Turn 1 0 0 0 0 1 1 0 0 0 1 0 0 3 0 1 0 0 0 3 0 0 1 0 1 4 4 2 3 4 Under 19 11 3 0 0 0 3 8 0 1 0 4 0 1 5 11 6 7 1 2 7 0 7 7 0 1 28 16 13 18 30 60+ 3 6 1 0 0 1 2 0 0 0 0 1 1 3 7 3 0 1 0 4 0 6 3 1 1 14 8 7 9 14 18 11 2 0 0 13 19 0 1 1 6 2 4 19 26 13 11 3 4 24 1 16 14 3 6 71 33 27 41 347.4 18.6 9.6 6.7 0.0 8.8 33.4 8.2 1.1 0.8 5.0 1.9 36 135 643 3340 Share of roadway/intersections: 79% 4% 2% 2% 0% 2% 8% 2% 0% 0% 1% 0% 21% 79% 16% 84% Share of collisions: 25% 15% 3% 0% 0% 18% 26% 0% 1% 1% 8% 3% 17% 83% 67% 33% Collisions per mile: 0.0518 0.59 0.208 0 N/A 1.471 0.57 0 0.882 1.311 1.193 1.075 Intersection Class
Primary-
Primary
Primary-
Secondary Primary-Minor Secondary-
Secondary
Secondary-
Minor Minor-Minor
TOTAL3 Lanes or Less 4 Lanes 6+ Lanes Signal Unsignalized Intersection Midblock
Roadway Type Location Type Driver Behavior Land Use Characteristics Violation
Type
Disadvantaged
or Low-Income
Community
Near School Near Park Near Bus
Stop
Hard Braking
Hot Spot
Harsh
Acceleration
Hot Spot
Time of Day
Driver At Fault
Movement
Victim Age
TOTAL
Pedestrian Action
Debbie O’Leary
January 6, 2022

270

600 Wilshire Boulevard | Suite 1050 | Los Angeles, CA 90017 | (213) 261-3050 | Fax (310) 394-7663 www.fehrandpeers.com
Memorandum

Date: February 17, 2022
To: Debbie O’Leary
From: Rachel Om, Emily Finkel, Steve Brown, and Marshall Ballard Subject: City of Oxnard Crossroads and Collision Data Management Plan LA21-3267
Reliable collision data are essential for local agency safety practitioners to identify locations with an existing roadway safety problem , locations that are susceptible to future roadway crashes , and potentially effective countermeasures.1 The purpose of the City of Oxnard Crossroads and Collision Data Management Plan , developed through the Oxnard Local Road Safety Plan, is to support ongoing City processes to ensure collision data are accurate and shared across departments for ongoing safety analysis that informs roadway safety improvements throughout the city.

The Fehr & Peers team facilitated discussions with the City of Oxnard Police traffic sergeant, Public Works staff, Information Technology staff, and Crossroads representatives to understand the City’s current collision data wor kflow, challenges with maintaining and sharing collision data, and next steps for the City’s collision data workflow. Conversations occurred May 2021, June 2021, and October 2021. The findings and recommendations of this plan reflect the status of managing Oxnard collision data as of October 2021.

Existing Collision Data Workflow
The Oxnard Police Department (OPD) maintains the City’s collision data in a record management system (RMS), which is a comprehensive database that also include other records related to police operations, such as citations and arrests. OPD also maintains the City’s collision data in Crossroads Software, which provides reporting and analytics for traffic collisions and citations. The intent of using Crossroads was to facilitate data sharing with the Public Works Department for roadway safety analysis and project development. However, discrepancies between the RMS and Crossroads database led to concerns about data quality. Therefore, this section documents the existing collision

1 Caltrans. (2020). Local Roadway Safety: A Manual for California’s Local Road Owners . https://dot.ca.gov/- /media/dot-media/programs/local-assistance/documents/hsip/2020/lrsm2020.pdf 271
Debbie O’Leary
February 17, 2022

data workflow to identify pain points and opportunities for improved coordination. This is intended to ensure the identified pain points are addressed in the next steps for the City’s collision data workflow.

Recording Collision Data
Officers can record c ollision data either at a crash site or at the police station. At a crash site, an officer can input collision data in their vehicle’s mobile data terminal (MDT). However, most officers take notes at a crash site then input the collision report into the RMS upon returning to the station.

After an officer submits a collision report, investigating officers will review the report and either follow up with the officer to correct errors or fill in missing information and finalize the data in the RMS.

Sharing Collision Data
Given the personal identifiable information in the collision data and other records, access to the RMS is limited to OPD staff. When the Oxnard Public Works Department needs collision data, Public Works staff submit a request to OPD to receive collision reports for specific locations and time periods.

Crossroads Software
Prior to Fall 2020, OPD would send PDF copies of collision reports to LexisNexis, a third -party vendor, to manually enter collision data into OPD’s Crossroads database. OPD found this workflow resulted in data entry errors and duplicate entries and decided to manage their Crossroads database internally in Fall 2020. When OPD started to directly manage the ir Crossroads database, the collision records in Crossroads and the RMS were not consistent because OPD staff were learning how to run the built -in verification processes in Crossroads, such as street name, primary collision factor, and vehicle code verifi cation. OPD staff have been coordinating with Crossroads staff to learn how to manage their Crossroads database and as of October 2021, OPD has verified that collision data for 2019 and 2020 are consistent and verified between their Crossroads database and RMS. As a next step, OPD is working to import the last ten years of collision data from their RMS to Crossroads to provide the Public Works department access to historical collision data to support traffic safety analysis.

Submitting Collision Data to SWITRS
OPD sends collision reports to the California Highway Patrol (CHP) Statewide Integrated Traffic Records System (SWITRS). OPD has coordinated with the City’s IT department to program an automated daily script that queries the RMS for new collision repor ts and saves the PDF reports in a folder. The City’s Records Management department then prints and mails the collision records to SWITRS on a regular basis.
272
Debbie O’Leary
February 17, 2022

Through the LRSP, Fehr & Peers compared collision data from 2016 to 2020 in the RMS to collision data for the same period downloaded from the Transportation Injury Mapping System ( TIMS), which is a data platform by the UC Berkeley Safe Transportation Research and Education Center (SafeTREC) with geocoded injury collisions from SWITRS. Fehr & Peers identified injury collisions in the RMS that were not in the TIMS database . OPD reviewed the discrepancies and found that the additional collision records in RMS had not been sent to SWITRS because those collision records did not follow the naming convention that would enable those records to be queried by the daily automated script.

New Collision Data Workflow
Ventura County received grant funding to manage a multi -jurisdictional contract with Crossroads that provides participating jurisdictions in Ventura County access to the Crossroads Software collision report writer and analytics platform. The contract includes ongoing maintenance and support from Crossroads for at least five years and on -site training at Ventura County offices. By participating in this contract, OPD would be able to directly input collision data into Crossroads rather than importing from RMS . Oxnard Public Works staff would also be able to directly access collision data rather than submitting requests for each collision query. OPD requested local funding to participate in the County’s contract and is working on establishing the necessary infrastructure and processes for a new collision data workflow.

Recording Collision Data
Officers can continue to record collision data either at a crash site or at the police station . The Crossroads collision report writer has an interface that mirrors a hard copy report and can be used on a desktop computer, MDT, or mobile device (iPhone, Android, and tablet). The collision report writer design and multi-device compatibility provide an improved and more reliable experience for officers recording collision data at a crash site.

The collision report writer also includes built-in validation that must be run before a report can be submitted. Validation includes ensuring the report is completed and flagging conflicting information. The collision report writer also includes a review process for investigating officers to review, comment, request changes, and approve reports within the application.

Sharing Collision Data
Collision data in Crossroads can be exported into the RMS so that OPD can have their operations data in one location for internal record keeping . This is an automated process that is set up according to an agency’s preferences.

To share collision data with Public Works, OPD is working with Crossroads staff to set up a mirror database that will query the OPD Crossroads database daily so that Oxnard Public Works staff will have access to the most recent collision data. The firewall protections for the OPD network prevent 273
Debbie O’Leary
February 17, 2022

external departments to have direct access to any OPD data. Therefore, the mirror database queries the OPD collision database and extracts collision data without the personal identifiable information.

This allows Public Works staff to access collision data from a Public Works network version of Crossroads on their computers.

Submitting Collision Data to SWITRS
In addition to accepting physical collision reports, CHP also accepts electronic collision reports from local agencies. Under the Ventura County Crossroads contract, OPD can transition their submission process from mailing physical collision reports to setting up an automated electronic submission to CHP in Crossroads.

Recommendations
The following near-term and long-term recommendations consider the learning curve with setting up a new collision workflow. The near -term recommendations are applicable for the next one to two years of setting up and establishing a workflow, and the long -term recommendations are applicable to the remaining time of the Ve ntura County contract and beyond the contract timeframe.

Near-Term Recommendations
• Designate a collision data champion in OPD who will coordinate with Crossroads, Oxnard IT, Oxnard Public Works, and CHP to document workflows and set up a mirror database. • OPD, IT, and Public Works staff attend on -site trainings offered by Crossroads staff at Ventura County offices.
• OPD uses the Crossroads collision report writer to send collision data to SWITRS. However, if OPD continues to send collision data from RMS vi a the automated script, implement a verification process to ensure consistency in the report naming convention. • OPD and IT establish a verification process to confirm that all collision data in Crossroads are accurately exported to the RMS. The verification process c ould include reviewing a summary of one week of Crossroads and RMS data, such as the number of collisions, number of collisions involving someone killed or severely injured, and number of collisions by crash type. The purpose of this verification process i s to ensure the data pipeline is functional.

Long-Term Recommendations
• Identify a funding source to continue using the Crossroads collision report writer after the Ventura County contract expires.
• Continue the verification process to ensure that all collision data in Crossroads is accurately exported to the RMS, Public Works, and CHP.
• Evaluate the costs associated with maintaining the new workflow. • Coordinate a working group with the County and other users of the County’s Crossroads contract to establish a path to sustained funding and use of the process and software. 274
3 101
East Vineyard Avenue
East Gonzales Road
South C Street
Wagon Wheel Road
West Channel Islands Boulevard
Auto Center Drive
North Oxnard Boulevard
East Wooley Road
West Wooley Road
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South Oxnard Boulevard
West Gonzales Road
East Channel Islands Boulevard
South Patterson Road
T own Center Drive
North Rose Avenue
Roosevelt Boulevard
Forest Park Bl
East Hueneme Road
V
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North Del Norte Boulevard
South Victoria Avenue
Golf Course Drive
West Pleasant Valley Road
North Vineyard Avenue
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South Harbor Boulevard
East 3rd Street
Leland Street
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Emerson Avenue
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Santa Clara Avenue
North Ventura Road
C a m i n o d e l S o l
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Saviers Road
O l i v a s P a r k D r i v e
·
232
·
34 ·
1 Number of Red Light Violation Injury Collisions
High
Low
\\fpla03\data\Jobs\Active\3200s\3267_Oxnard LRSP\Graphics\GIS\MXD\3267_OxnardLRSP_V2.aprx Oxnard Local Road Safety Plan
Red Light Violation Injury Collisions (2016 - 2020)
This map includes the following violations:
21453(a) - Driver not stopping at line on red signal
21453(c) - Driver not stopping at red arrow signal
275
Intersection Number of Injury Collisions
CHANNEL ISLANDS BL & VICTORIA AV 16
WOOLEY RD & C ST 13
GONZALES RD & C ST 11
5TH ST & ROSE AV 10
GONZALES RD & ROSE AV 10
VINEYARD AV & FOREST PARK BL 10
WOOLEY RD & VENTURA RD 10
ESPLANADE DR & VINEYARD AV 8
STATHAM BL & OXNARD BL 8
VINEYARD AV & OXNARD BL 8
HEMLOCK ST & VENTURA RD 7
ROSE AV & 3RD ST 7
ROSE AV & CHANNEL ISLANDS BL 7
WOOLEY RD & J ST 7
5TH ST & OXNARD BL 7
5TH ST & RICE AV 6
7TH ST & OXNARD BL 5
OXNARD BL & 1ST ST 5
SAVIERS RD & ELM ST 5
VENTURA RD & 7TH ST 5
5TH ST & SOUTHHAMPTON PL 5
5TH ST & A ST 4
9TH ST & VENTURA RD 4
C ST & CHANNEL ISLANDS BL 4
C ST & PLEASANT VALLEY RD 4
OXNARD BL & CITRUS GROVE LN 4
SAVIERS RD & YUCCA ST 4
Oxnard Local Road Safety Plan
Red Light Violation* Injury Collisions (2016 - 2020)
*The following red light violations are included:
21453(a) - Driver not stopping at line on red signal
21453(c) - Driver not stopping at red arrow signal
276
160 | APPENDIX D

APPENDIX D
Annual Traffic
Safety Report
T emplate
277
OXNARD LOCAL ROAD SAFETY PLAN | 161
278
2 0 2 3 5 1
Engineering Engagement Education Enforcement Infrastructure Program Type Date Description
Engineering Apr-20
Engineering May-20
Education 2020
Education 2020
Enforcement 2020
Enforcement 2020
Enforcement 2020
Type Source Amount Timeline Description
Infrastructure HSIP Dec-22
Infrastructure CIP Dec-22
Infrastructure Jun-23
Infrastructure Dec-23
Infrastructure Aug-25
Program ATP $2m May-22
Oxnard Police Department continued their "Know Your Limit" campaign at restaurants and bars Location
Citywide
Rose Ave & Gary Dr
Citywide
Citywide
Citywide
Citywide
Schools
Grade separation bridge over UPRR tracks, two new signals, bike lanes, and sidewalks at Rice Ave & 5th St Safe Routes to School: infrastructure projects at 6 schools and non-infrastructure analysis and programming at 26 schools
Future Projects: Funding Secured for Future Countermeasures Oxnard Police Department enforced speed limits around school zones New sidewalks for Ventura Bl between Rose Ave and Balboa St Bicycle lanes for Oxnard Bl from US-101 to Gonzales Rd
City of Oxnard
Annual Traffic Safety Report
Report Year: 2020
Number of Completed Safety Projects
Safety Projects Summary
Number of Funded Safety Projects
Collision Data: 2016 - 2020
Signal hardware upgrades, protected left turn phasing, accessible ped signals, and intersection lighting at 7 signals New signal heads, protected left turn phasing, bicycle detection, accessible pedestrian signals and LED lights at five intersections along Oxnard Bl and Saviers Rd
Completed Projects: Number of Countermeasures Implemented Pedestrian crossing flashing beacons, signage, ADA improvements, and crosswalks New traffic signal and pedestrian ADA improvements and crosswalks Oxnard Police Department conducted bicycle and pedestrian education citywide Oxnard Police Department conducted sobriety checkpoints Oxnard Police Department continued their "Choose Your Ride" campaign at restaurants and bars City of Oxnard Annual Traffic Safety Report Page 1 of 4 Note: This Annual Traffic Safety Report is an
example of how the Annual Report can be filled out.
279
Count % of Total Count % of KSI Count % of Age KSI Collisions259 Vehicle 3978 All Injury Collisions 4751 - 259 - 2201 - Non-KSI Collisio4492 Bike 335 Bicycle Collisions 335 7% 21 8% 120 5% Ped 438
Pedestrian Collisions 438 9% 59 23% 225 10%
Violations Count % of Total Count % of KSI Time of Day Count % of Total Count % of KSI DUI 375 8% 34 13% Night 1410 30% 126 49%
Unsafe Speed 1087 23% 40 15% Day 3074 65% 120 46%
Crash Types Count % of Total Count % of KSI
Broadside 1775 37% 71 27%
Hit Object 218 5% 31 12%
Race Count Percent Count Percent
Asian 440 4% 13,643 7%
Black 331 3% 4,345 2%
Hispanic 6,824 62% 156,000 75%
White 1,886 17% 28,278 14%
Other/
Unknown 1,518 14% 5,456 3%
Total 10,999 ollision Part 207,722 nard Population Collision Summary
Citywide
Citywide Collision Trends by Mode and Age
Key Collison Factors
Total KSI
Total KSI
Collision Parties Oxnard Population
Total KSI
Collision Parties by Race Compared to Census Data
Collision Type
Total KSI Age: Under 19 or 65+
0%
20%
40%
60%
80%
Asian Black Hispanic White Other/
Unknown
Collision Parties by Race Compared to Census Data
Collision Parties Oxnard Population
5%
95%
Total Collisions
KSI Collisions
Non-KSI
Collisions
84%
7%
9%
Collisions by Mode
Vehicle
Bike
Ped
City of Oxnard Annual Traffic Safety Report Page 2 of 4 Note: This Annual Traffic Safety Report is an
example of how the Annual Report can be filled out.
280
1 Ventura Rd from 5th St to Wooley Rd 2 Gonzales Rd from Victoria Ave to Rose Ave Count % of Total Count % of KSI Count % of Total Count % of KSI All Injury Collisions 132 - 6 - All Injury Collisions 344 - 15 - Bicycle Collisions 12 9% 2 33% Bicycle Collisions 30 9% 3 20% Pedestrian Collisions 11 8% 2 33% Pedestrian Collisions 31 9% 2 13% Unsafe Speed Viol. 37 28% 0 0% Rear End Collisions 141 41% 2 13% Vehicle ROW Viol. 22 17% 1 17% Broadside Collisions 101 29% 6 40% Broadside Collisions 46 35% 0 0% Hit Object Collisions 17 5% 2 13% Rear End Collisions 48 36% 0 0% Night Collisions 105 31% 8 53% Night Collisions 42 32% 3 50%
3 Wooley Rd from Donlon Ave to Pacific Ave 4 Saviers Rd from Laurel St to Pleasant Valley Rd Count % of Total Count % of KSI Count % of Total Count % of KSI All Injury Collisions 49 - 7 - All Injury Collisions 257 - 15 - Bicycle Collisions 5 10% 2 29% Bicycle Collisions 25 10% 1 7% Pedestrian Collisions 4 8% 3 43% Pedestrian Collisions 38 15% 6 40% Vehicle ROW Viol. 16 33% 1 14% Rear End Collisions 79 31% 4 27% Unsafe Speed Viol. 7 14% 1 14% Broadside Collisions 92 36% 4 27% Broadside Collisions 24 49% 2 29%
Night Collisions 14 29% 3 43%
5 Bard Road from Saviers Road to Pleasant Valley Road
Count % of Total Count % of KSI
All Injury Collisions 130 - 11 -
Bicycle Collisions 8 6% 2 18%
Pedestrian Collisions 11 8% 1 9%
Vehicle ROW Viol. 54 42% 4 36%
Broadside Collisions 71 55% 7 64%
Night Collisions 27 21% 3 27%
Total
Key Collision
Factors
Key
Collision
Factors
Collision
Type
Collision
Type
Collision
Type
Key Collision
Factors
Key
Collision
Factors
Collision
Type
Collision
Type
Total KSI
Key Collision
Factors
Emphasis Areas
KSI
Total KSITotal KSI
Total KSI
City of Oxnard Annual Traffic Safety Report Page 3 of 4 Note: This Annual Traffic Safety Report is an
example of how the Annual Report can be filled out.
281
Project 1 New Signal at Rose Ave & Gary Dr Program 1
Study Area Rose Ave & Gary Dr (250') Study Area
Before After Change % Change Before After Change % Change Year 2019 2020 Year
Total Collisions 0 1 1 Total Collisions 0
KSI Collisions 0 0 0 KSI Collisions 0
85th Percentile Speed 0 85th Percentile Speed 0
Project 2 Program 2
Study Area Study Area
Before After Change % Change Before After Change % Change Year Year
Total Collisions 0 Total Collisions 0
KSI Collisions 0 KSI Collisions 0
85th Percentile Speed 0 85th Percentile Speed 0
Street From To Before After Change
Bard Rd Saviers Rd Pleasant Valley Rd 35 30 -5
Number of Segments with Posted Speed Reduction
1 Before/After Studies
Speeds and Speed Limit Compliance
City of Oxnard Annual Traffic Safety Report Page 4 of 4 Note: The Speeds and Speed Limit Compliance section is filled in as an example for this Annual Traffic Safety Report Template
Note: This Annual Traffic Safety Report is an
example of how the Annual Report can be filled out.
282

LOCAL ROAD

SAFETY PLAN
283
284

LOCAL ROADWAY SAFETY PLAN
Public Works and Transportation Committee
December 13, 2022
Tatiana Arnaout, PE
City Engineer
Rachel Om, AICP
Fehr & Peers
285

RECOMMENDATION
2 That the Public Works and Transportation Committee:

1. Receive a presentation and comment on the Local Roadway Safety Plan and

2. Recommend that the City Council adopt the Caltrans Required Local Roadway Safety Plan as final.
286
CHAPTER 1 - INTRODUCTION
3 Local Roadway Safety Plan Background
Caltrans has a Strategic Highway Safety Plan (SHSP) that identifies ways to reduce traffic fatalities and serious injuries on all public roads. It addresses the 4Es of traffic safety: Engineering, Enforcement, Education, and Emergency Services.

While the SHSP is a statewide approach, in 2022 Caltrans required local agencies to develop a Local Roadway Safety Plan (LRSP) to identify roadway safety enhancements on a local level, which ultimately contributes to the success of the statewide SHSP . 287
CHAPTER 1 - INTRODUCTION
4 What is a Local Road Safety Plan?

1. Data-driven framework to identify and prioritize roadway safety enhancements

2. Incorporates a proactive approach to address safety

3. Requirement for Caltrans’ Highway Safety Improvement Program, which provides grant funding
288
CHAPTER 1 - INTRODUCTION
• First comprehensive safety plan
• Builds on existing and upcoming
roadway safety projects, specific plans,
and programs, including:
• 5-Year CIP
• City Specific Plans
• Education and Enforcement
• Incorporates Safe System Approach
5 289
CHAPTER 1 - INTRODUCTION
What is the Safe System
Approach?
6 290
CHAPTER 1 - INTRODUCTION
7 The Local Road Safety Plan Process
Look for collision
patterns:
where,
how,
and when
Identify types
of locations with
most collisions
and
severe collisions
Identify safety
enhancements
proven to be
effective
for the types of
crashes at priority
locations
Safety Partners SafetyAnalysis EmphasisAreas SafetyStrategies Provide input on
safety items
and act as
safety champions
1 2 3 4
291
CHAPTER 2 - VISION & GOALS
8 Vision Statement for the LRSP
“Oxnard will have an equitable, sustainable, and multimodal transportation system where people of all ages, abilities, and backgrounds can travel safely throughout the city.”
292
CHAPTER 3 - SAFETY PARTNERS
9 ● Oxnard Public Works
● Oxnard Police Department
● Oxnard Fire Department
● Oxnard College
● Oxnard School District
● Oxnard Union High School District
● Rio School District
● Gold Coast Transit District
● Ventura County
Transportation Commission
293
CHAPTER 4 - EXISTING EFFORTS
10 294
CHAPTER 5 - SAFETY ANALYSIS
11 295
CHAPTER 5 - SAFETY ANALYSIS
12 296
CHAPTER 5 - SAFETY ANALYSIS
Recurring Locations
• Signalized intersections
• Downtown Oxnard
• Residential and minor
roads for collisions
involving pedestrians
and cyclists
13 297
All Injury Collisions
T op Violations
• Unsafe Speed
• Vehicle Right of Way
• Traffic Signals and Signs
CHAPTER 5 - SAFETY ANALYSIS
14 T op Crash T ypes
• Broadside
• Rear End
• Vehicle/Pedestrian
298
Killed or Severely Injured (KSI) Collisions
T op Violations
• Unsafe Speed
• DUI
• Pedestrian Violation
CHAPTER 5 - SAFETY ANALYSIS
15 T op Crash T ypes
• Broadside
• Vehicle/Pedestrian
• Hit Object
299
CHAPTER 6 - COUNTERMEASURES TOOL-BOX
16 Programmatic
Countermeasures:
● Safe Road Users:

Education**
Awareness**
● Safe Routes to School*
● Safe Vehicles
● Post-crash care
*City’s Safe Routes to School Plan underway
**Oxnard Police Department offers education events throughout the year 300
CHAPTER 6 - COUNTERMEASURES TOOL-BOX
17 Engineering
Countermeasures:
● Control
● Geometric
● Lighting
● Operation*
● Pedestrian & Bicycle*
● Signal Modifications*
● ITS*
*City has started implementation
301
CHAPTER 7 - EMPHASIS AREAS & STRATEGIES
18 *City recently submitted grant applications for the 2022 Highway Safety Improvement Program
*
*
302
CHAPTER 7 - EMPHASIS AREAS & STRATEGIES
19 303
20 CHAPTER 7 - EMPHASIS AREAS & STRATEGIES
304
CHAPTER 7 - EMPHASIS AREAS & STRATEGIES
Gonzales Road Recommendations
• Enhance pedestrian visibility
High-visibility crosswalks with advance stop bar*
and Leading Pedestrian Intervals*
• Reduce conflict points
Fully protect left turns at signals*
• Improve signal visibility
Retroreflective backplates*
Gonzales Road Recent & Upcoming Projects
• Add buffer area to existing bike lane
• Optimize signal timing
• Pavement resurfacing
• Video detection at signalized intersections
21 *City has started implementation
305
CHAPTER 7 - EMPHASIS AREAS & STRATEGIES
Pedestrian and Bicycle Collisions
2-3 Lanes, 25 mph or less
Trends
• Accounts for nearly one third of
bicyclist or pedestrian
involved collisions
• Half involved someone
under 19 or over 60 years old
• Most nighttime collisions
at intersections
• Wide residential roads
22 306
CHAPTER 7 - EMPHASIS AREAS & STRATEGIES
Pedestrian and Bicycle Collisions
2-3 Lanes, 25 mph or less
Recommendations
● Increase visibility
● Raised Pedestrian Crossing
● Traffic Calming
● Bike Boulevards
● Neighborhood traffic circles
● Speed humps
● Access control
● Flashing Beacons*
● Curb Extensions*
23 *City has started implementation
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CHAPTER 8 - EVALUATION AND IMPLEMENTATION PROGRAM
How can Oxnard implement and maintain a culture of
transportation safety?

1. Incorporate safety strategies into existing City programs:
• Roadway Design and Operational Standards
• Street and Traffic Signal Maintenance
• Capital Improvement Program

2. Partnerships:
• City departments
• Local transit agencies
• Community groups
• Schools
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CHAPTER 8 - EVALUATION AND IMPLEMENTATION PROGRAM
How can Oxnard implement and maintain a culture of
transportation safety?

3. Enhance staff and fiscal resources to sustain efforts:
• Internal Safety Champion
• Enhanced coordination with City Departments
• Research and prepare for grant opportunities
• Evaluate progress over time
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NEXT STEPS
Currently, Public Works has started work on easier-to-implement countermeasures:
• Retroreflective traffic signal backplates
• Fully protected left-turns at signalized intersections • Leading pedestrian interval time
• High visibility crosswalks with advance stop bar
• Curb extensions
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NEXT STEPS
After adoption, Public Works will:
• Continue to roll-out easier-to-implement improvements • Identify potential locations for appropriate safety countermeasures • Recommend to the City Council “ready-to-go” projects for the 2024 HSIP grant cycle
• Review complex and high-cost projects for outer-year HISP grant cycles, other transportation grant opportunities, and for inclusion in future CIP documents.
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QUESTIONS
13 28
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