Agenda packet — Oxnard City Council, January 17, 2023 (part 2 of 4)

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or relate to the negligence, recklessness, or willful misconduct of Consultant or of any of its officers, employees, subcontractors or agents in the performance of the Agreement or in the failure to comply with any of the obligations contained in this Agreement. Consultant’s obligation to defend is a separate and distinct obligation from Consultant’s duty to indemnify and applies through final judgment, including exhaustion of any appeals. Consultant shall be obligated to defend Indemnitees in all legal, equitable, administrative, or special proceedings, with counsel approved by the City Attorney, to the extent required herein immediately upon tender to Consultant of the Claim in any form or at any stage of an action or proceeding. The defense obligation includes the obligation to provide independent defense counsel if Consultant asserts that the liability is caused in whole or in part by the negligence or willful misconduct of any of the Indemnitees.

If Consultant provides no design professional services, to the maximum extent permitted by law, Consultant shall hold harmless, defend and indemnify the Indemnitees from and against any and all Claims, which arise out of, pertain to, or relate to the performance of this Agreement, or the failure to comply with any of the obligations contained in this Agreement, by Consultant or of any of its officials, directors, officers, employees, subcontractors, or agents. Consultant’s obligation to defend is a separate and distinct obligation from Consultant’s duty to indemnify and applies through final judgment, including exhaustion of any appeals. Consultant shall be obligated to defend Indemnitees in all legal, equitable, administrative, or special proceedings, with counsel approved by the City Attorney, immediately upon tender to Consultant of the Claim in any form or at any stage of an action or proceeding. The defense obligation includes the obligation to provide independent defense counsel if Consultant asserts that the liability is caused in whole or in part by the negligence or willful misconduct of any of the Indemnitees.
a. The review, acceptance or approval of Consultant’s work or work product by any of the Indemnitees shall not affect, relieve or reduce Consultant’s indemnification or defense obligations. This Section 14 shall survive completion of the Services or termination of this Agreement. The provisions of this Section 14 shall not be restricted by and does not affect the provisions of this Agreement relating to insurance.

15. Insurance. Consultant shall obtain and maintain during the performance of any services under this Agreement the insurance coverages listed within the insurance document stated in “(9) Insurance Coverage” on the Cover Page and in the Insurance Exhibit, which is attached hereto and incorporated herein by this reference, unless the City’s Risk Manager waives, in writing, the requirement that Consultant obtain and maintain such insurance coverages. Consultant shall, before performance of any Services, file with the City’s Risk Manager evidence of insurance coverage as specified in “(9) Insurance Coverage” on the Cover Page and in the Insurance Exhibit.

Maintenance of insurance coverages by Consultant is a material element of this Agreement. Consultant’s failure to maintain or renew insurance coverages or to provide renewal evidence, and any lapse in insurance coverage, may be considered a material breach of this Agreement.

16. Documents and Materials.
a. All final computations, exhibits, files, plans, correspondence, reports, drawings, designs, data, photographs, specifications, information, images, video files, media, or other deliverables prepared, created, drawn, calculated, photographed or developed by Consultant pursuant to this Agreement (“Documents and Materials”) shall be the City’s property without restriction or limitation upon its use, duplication or dissemination. All Documents and Materials shall be considered “works made for hire,” and all Documents and Materials and any and all intellectual property rights arising from their creation, including, but not limited to, all copyrights and other proprietary rights, shall be and remain the property of the City without restriction or limitation upon their use, duplication or dissemination by the City. Consultant shall not obtain or attempt to obtain copyright protection as to any Documents and Materials. Consultant hereby assigns to the City all ownership and any and all intellectual property rights to the Documents and Materials that are not otherwise vested in the City pursuant to this Section 16. b. Consultant shall deliver all Documents and Materials to City’s Project Manager upon completion of the Services or termination of this Agreement without additional cost or expense to the City. Additionally, anytime at City’s request, City shall be entitled to possession of, and Consultant shall furnish to City’s Project Manager within 10 calendar days, any or all of the Documents and Materials without additional cost or expense to the City. In both situations, if Consultant prepares Documents and Materials on a computer, Consultant shall provide City with said Documents and Materials both in a printed format and in an electronic format that is acceptable to the City.

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Consultant may retain copies of these Documents and Materials but must request permission from the City before use, duplication or dissemination of these Documents and Materials for any purpose other than for the Services provided to the City pursuant to this Agreement.
c. Any substantive modification of the Documents and Materials by City staff or any use of the completed Documents and Materials for other City projects, or any use of incomplete Documents and Materials, without the written consent of Consultant, shall be at City’s sole risk and without liability or legal exposure to Consultant. d. Consultant warrants and represents that it has secured all necessary licenses, consents or approvals to use any instrumentality, thing or component as to which any intellectual property right exists, including computer software, used in the rendering of the Services and the production of all Documents and Materials, and that the City has full legal title to and the right to use, duplicate or disseminate the Documents and Materials. Consultant shall defend, indemnify and hold Indemnitees harmless from any loss, claim or liability in any way related to a claim that City’s use of any of the Documents and Materials is violating federal, state or local laws, any contractual provisions, or any laws relating to trade names, licenses, franchises, copyrights, patents or other means of protecting intellectual property rights and/or interests in products or inventions. Consultant shall bear all costs arising from the use of patented, copyrighted, trade secret or trademarked documents, materials, equipment, devices or processes in connection with its provision of the services and Documents and Materials. In the event the use of any of the Documents and Materials by the City is held to constitute an infringement and the use of any of the same is enjoined, Consultant, at its own expense, shall: secure for City the right to continue using the Documents and Materials by suspension of any injunction, or by procuring a license or licenses for City; or modify the Documents and Materials so that they become non-infringing while remaining in compliance with the requirements of this Agreement.
e. This Section 16 shall survive the termination of this Agreement.

17. Confidentiality of Information.
a. For the purposes of this Agreement, “Confidential Information” means all information, in whatever form transmitted, relating to the past, present or future business affairs of the City, including without limitation, (i) technical information, including patent, copyright, trade secret, and other proprietary information, techniques, sketches, drawings, models, inventions, processes, apparatus, equipment, algorithms, software programs, software source documents, and formulas; or (ii) non-technical information, including without limitation finances, financial and accounting data and information, suppliers, customers, customer lists, purchasing data and any other information belonging to the City or to a third party whose information is in the City’s possession or control under obligations of confidentiality, and which is disclosed to Consultant or is developed by Consultant in whole or in part at the City’s expense.
b. All Documents and Materials shall be considered Confidential Information and shall not be reproduced, transmitted, disclosed or used by the Consultant without the written consent of the City, except as may be necessary for Consultant to fulfill its obligations to the City. c. Notwithstanding the above, these limitations shall not apply to information that (i) is already known to Consultant at the time of that information’s disclosure or becomes publicly known through no wrongful act or omission of Consultant, (ii) is communicated to a third party with the express written consent of City and is not subject to restrictions on further use or disclosure, (iii) is independently developed by Consultant and has no relation to this Agreement, or (iv) is required by law, court order, court-issued subpoena or other legal process to be disclosed; provided, however, that before making such disclosure, Consultant shall immediately provide City with written notice and a reasonable opportunity for City to object to the disclosure or to take action to maintain the confidentiality of the information, unless such prior disclosure is legally impermissible. d. Consultant shall use reasonable care to protect the Confidential Information. In the event of a breach or threatened breach of this Agreement, City shall be entitled to obtain an injunction prohibiting any such breach, the costs of which shall be paid by Consultant. Any relief granted shall be in addition to and not in lieu of any other legal or equitable relief, including money damages. The parties acknowledge that Confidential Information is

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valuable and unique and that disclosure of the Confidential Information in breach of this Agreement may result in irreparable injury to the City.
e. Other than an obligation upon the City to deal in good faith, the City makes no warranties and shall bear no liability or responsibility for errors or omissions in any Confidential Information disclosed under this Agreement or for any business decisions made by Consultant in reliance on any Confidential Information disclosed under this Agreement.
f. This Section 17 shall survive the termination of this Agreement.

18. Independent Contractor. Consultant is and shall at all times remain, as to City, a wholly independent contractor. Neither City nor any of its employees or agents shall have control over the conduct of Consultant or any of its employees, except as stated in this Agreement. Consultant has and shall retain the right to exercise full control over the employment, direction, means of performance, location, compensation and discharge of all persons assisting Consultant, and it is free to dispose of all portions of its time which it is not obligated to devote to City in such a manner and to such persons, firms, or corporations as Consultant wishes except as expressly provided in this Agreement. This Agreement shall not be interpreted to prevent or preclude Consultant from rendering any services for Consultant’s own account or to any other person or entity as Consultant in its sole discretion shall determine; provided, however, that performing such services shall not materially interfere with the Services Consultant shall perform for the City. Except as City’s Project Manager specifies in writing, Consultant and its employees and agents have no authority, express or implied, to act on behalf of City in any capacity, to incur any debt, obligation or liability on behalf of City, bind City in any manner, or otherwise act on behalf of City as an agent. Consultant and its employees are not employees of City. Consultant and its employees are not entitled to receive from City any of the benefits or rights afforded employees of City, including but not limited to reserve leave, sick leave, vacation leave, holiday leave, compensatory leave, Public Employees Retirement System benefits, and health, life, dental, long-term disability and workers’ compensation insurance benefits. Consultant shall not, at any time or in any manner, represent that it or any of its agents or employees are in any manner agents or employees of City. Consultant agrees to pay all required taxes on amounts paid to Consultant under this Agreement, and to indemnify and hold City harmless from any and all taxes, assessments, penalties, and interest asserted against City by reason of the independent contractor relationship created by this Agreement. Consultant shall be solely responsible for, and shall save City harmless from, all matters relating to the payment of Consultant’s subcontractors, material suppliers, directors, officers, employees, agents and representatives, including compliance with social security requirements, federal and State income tax withholding, and all other regulations governing employer-employee relations, as applicable. City shall have the right to offset against the amount of any compensation due to Consultant under this Agreement any amount due to City from Consultant as a result of its failure to promptly pay to City any reimbursement or indemnification arising under this Section 18.

19. Nondiscriminatory Employment. Consultant shall not unlawfully discriminate against any individual based on race, color, religion or religious creed, national origin, ancestry, ethnic group identification, primary language, physical disability, mental disability, medical condition, genetic information, marital status, gender, gender identity, gender expression, sex, sexual orientation, age, immigration status, citizenship or military and veteran status.

Consultant understands and agrees that it is bound by and will comply with all legal nondiscrimination mandates.

For every subcontractor who will perform Services, Consultant shall be responsible for such subcontractor’s compliance with this Section 19.

20. Consultant’s Representations. Consultant represents, covenants and guarantees that: a) Consultant is licensed, qualified, and capable of furnishing the labor, materials, and expertise necessary to perform the Services in accordance with the terms and conditions set forth in this Agreement; b) there are no obligations, commitments, or impediments of any kind that will limit or prevent Consultant’s full performance under this Agreement; c) to the extent required by the standard of practice, Consultant has investigated and considered the scope of Services performed, has carefully considered how the Services should be performed, and understands the facilities, difficulties and restrictions attending performance of the Services under this Agreement.

21. Compliance with Laws. In performing the Services under this Agreement, Consultant shall comply with all applicable laws, ordinances and regulations. Before providing any Services under this Agreement, Consultant shall,

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at its own expense, obtain and maintain all required certificates, licenses and permits, including a City business tax certificate.

22. Conflict of Interest. If, in performing the Services set forth in this Agreement, Consultant makes, or participates in, a “governmental decision” as described in Title 2, Section 18704 of the California Code of Regulations, or performs the same or substantially all the same duties for City that would otherwise be performed by a City employee holding a position specified in City's conflict of interest code, Consultant shall be subject to City's conflict of interest code, the requirements of which include the filing of one or more statements of economic interests disclosing the relevant financial interests of Consultant's personnel providing the Services set forth in this Agreement. Furthermore, Consultant shall not to accept any employment or representation during the term of this Agreement or within 12 months after completion of the Services which is or may likely make Consultant “financially interested,” as provided in California Government Code Sections 1090 and 87100, in any decisions made by City on any matter in connection with which Consultant has been retained pursuant to this Agreement.

23. Fictitious Name. If Consultant has a fictitious name, Consultant shall submit to City a new Fictitious Business Name Statement approved by any California county before Consultant’s prior Fictitious Business Name Statement expires if such expiration may occur during the term of this Agreement, including any term amendment.

24. Non-Assignability. This Agreement contemplates personal performance by Consultant and is based upon a determination of Consultant’s personnel’s unique competence, experience and specialized personal knowledge.

Consultant shall not assign or transfer any interest in this Agreement or any part thereof, whether by assignment or novation, without City’s prior written consent, which may be withheld for any reason or for no reason at all. Any purported assignment without written consent shall be null, void, and of no effect, and Consultant shall hold harmless, defend and indemnify Indemnitees from and against all Claims arising from or relating to any unauthorized assignment.

25. Successors and Assigns. This Agreement shall be binding upon and inure to the benefit of the heirs, executors, administrators, successors and assigns of Consultant.

26. Applicable Law; Venue. The validity, interpretation, and performance of this Agreement shall be controlled by and construed under the laws of the State of California, excluding California’s choice of law rules. Venue for any such action relating to the Agreement shall be in the Ventura County Superior Court.

27. Titles. The titles used in this Agreement are for convenience only and shall in no way define, limit or describe the scope or intent of this Agreement or any part of it.

28. Force Majeure. Neither City nor Consultant shall be responsible for delays or failures in performance resulting from acts beyond the control of either party. Such acts shall include but are not be limited to acts of God, riots, acts of war, epidemics, fire, earthquakes, or other disasters.

29. Authority. Any person executing this Agreement on behalf of Consultant warrants and represents that s/he has the authority to execute this Agreement on behalf of Consultant and to bind it to the performance of these obligations.

30. Binding Agreement. The parties do not intend this Agreement to be binding upon them and shall not be held liable to its terms until it is fully executed by all required signers.

31. Integration; Amendment. This Agreement, including any other documents incorporated herein by specific reference, constitutes the entire and integrated agreement of City and Consultant regarding the subject matter described herein. This Agreement supersedes all prior oral or written communications, negotiations, representations, agreements and promises. This Agreement may not be modified or amended, nor any provision or breach waived, except in a writing, signed by both parties, that expressly refers to this Agreement.

32. Construction. In the event of any asserted ambiguity in or dispute regarding the interpretation of any matter herein, the interpretation of this Agreement shall not be resolved by any rules of construction providing for interpretation against the party who causes the uncertainty to exist or who drafted the Agreement in whole or in part.

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33. No Waiver. Waiver by either party of any one or more of the conditions of performance under this Agreement shall not be a waiver of any other condition of performance under this Agreement. In no event shall the making by City of any payment to Consultant constitute or be construed as a waiver by City of any breach of covenant, or any default that may then exist on the part of Consultant, and the making of any such payment by City shall in no way impair or prejudice any right or remedy available to City with regard to such breach or default.

34. Attorneys’ Fees. The prevailing party shall be entitled to recover reasonable costs, attorneys’ fees (including the reasonable value of the services rendered by the City Attorney’s Office) and expenses, including investigation fees and expert witness fees, in addition to any other relief to which that party may be entitled, in any legal action or other proceeding, including an action for declaratory relief, for the enforcement of this Agreement or because of an alleged dispute, breach, default or misrepresentation in connection with this Agreement.

35. Notice. Except as otherwise required by law, a notice or communication authorized or required by this Agreement shall be in writing and shall be deemed received—on (a) the day of delivery if delivered by hand or overnight courier service during City’s regular business hours or (b) the third business day following deposit in the United States mail, postage prepaid—to the addresses listed as “(10) Addresses for Notice” on the Cover Page or at such other address as one party may notify the other in writing.

36. Counterparts. This Agreement may be executed in one or more counterparts, each of which shall be deemed to be an original and all of which, when taken together, shall be deemed to be one and the same agreement. A signed copy of this Agreement transmitted by email to Project Managers’ emails listed in “(11) Contact Emails” on the Cover Page or by other means of electronic transmission shall be deemed to have the same legal effect as delivery of an original executed copy of this Agreement for all purposes.

37. Severability. If any term or portion of this Agreement is held to be invalid, illegal, or otherwise unenforceable by a court of competent jurisdiction, the remaining provisions of this Agreement shall continue in full force and effect.
[Signatures on next page]
IN WITNESS WHEREOF, the parties hereto have executed the Agreement on the date that is written as “(1) Agreement Start Date” on the Cover Page.

CITY OF OXNARD ON DUTY HEALTH, PC

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Jennifer Yates,
1 Date Greg Batla, Chief Executive Officer2 Date
Purchasing Agent
Kristin Batla, Chief Medical Officer Date
ATTEST:

Rose Chaparro, CITY Clerk Date
(only if Mayor authorizes)
APPROVED AS TO FORM:

Stephen M. Fischer, CITY Date
Attorney (always required)
2 The City requires the following for any contract:
● For a corporation, the signatures of the Board President, CEO or Vice President and of the Board Secretary, Assistant Secretary, CFO or Assistant Treasurer;
● For an LLC, the signatures of at least two managers of the LLC (company directors, not lower-level managers); or
● For a partnership, the signature of a partner. If the partnership is a limited partnership, the signer must be a general partner.

If the company has a different structure, or if the above-listed persons are not the appropriate signers, please submit to the City Attorney legally-binding documentation stating who can sign and bind your company. 1 The City Council must authorize any agreement over $200,000 annually. The City Manager may authorize any agreement over $100,000 up to $200,000 annually. The Purchasing Agent may authorize any agreement up to $100,000 annually. All agreements shall be executed by the Purchasing Agent.

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SCOPE OF SERVICES EXHIBIT
Item Description Pricing
Comprehensive Labs
Mobile Phlebotomy (On-site draw fee. If all patients visit LabCorp directly for their draws, this fee will not be charged) $29
Urinalysis Included
CBC (Complete Blood Count w/differential) Included
CMP (Comprehensive Metabolic Panel) Included
Lipid Panel with LDL/HDL Ratio Included
A1C (Glucose/Hemoglobin Diabetes Test) Included
TSH (Thyroid Stimulating Hormone) Included
PSA (Prostate Specific Antigen - Men) [included over 40] Included FIT (Fecal Occult Blood Colorectal Cancer Screening)
[included over 40]
Included
Physical Assessment Comprehensive Physical Included
Vital Signs Included
Vision Test & Audiometry Exam Included
Skin Cancer Assessment Included
Personal Consult with Review of Results Included
Personalized Health Plan with Nutrition & Exercise
Recommendations
Included
Behavioral Health Assessment with Questionnaires & Oral Examination
Included
Fitness Assessment Pulmonary Function Test (Spirometry) Included Resting EKG Included
Maximal 12-Lead EKG Treadmill Stress Test using WFI
Protocol. Includes Cardiology followup read when indicated Included
TRUE VO2 Max Testing Included
Metabolic Analysis w/ Body Composition Included
Muscular Strength, Endurance & Flexibility Evaluation Included 181
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Ultrasound Enhanced
Cancer Screening
Includes ultrasound imaging of the heart with function, aorta & aortic valves, carotid arteries, thyroid, liver, pancreas, gall bladder, spleen, kidneys, bladder, pelvic (women), testicular and prostate (men). Includes Radiology followup read when indicated
Included
*Please note: Metabolic Analysis w/ Body Composition and Muscular Strength, Endurance & Flexibility Evaluations will be excluded per request by the Fire Department.

Equipment
a) Contractor will provide all equipment necessary to perform all services specified within the agreement unless specifically excluded
b) Department will supply use of treadmills for applicable assessment and exams c) Contractor will be responsible for all equipment set up and tear down d) Contractor is responsible for its equipment upkeep, maintenance and cleaning Location of Services
a) Contractor shall conduct annual medical evaluations, labs, physical exams, and fitness assessments on site at locations specified by the Department.

Scheduling of Services
b) Contractor and Department will coordinate scheduling of services.

Program implementation work plan will include the following:
a) Interview with contacts for the City to review and confirm the scheduling process, information and forms packages and protocols for each type of medical evaluation or service. Also review the reporting and tracking process for each type of medical evaluation or service, as well as updated contact information for City officials who are responsible for service direction and receipt of reports. b) Incorporate the specific forms and instructions into our information system. Information system packages are assembled with all necessary instructions and forms as elements, with a preset stepwise tracking of each element to completion, and with attached contact information as needed for the specific evaluation.
c) Test information system forms and information packages for production of the specific forms packages and context-specific instructions and information for each type of medical evaluation. d) Test where necessary, any electronic communication pathways established with the City, including HIPAA compliant web access to reports, auto-fax forms to secure fax, and email of password protected PDF forms.
e) Review with the consulting staff all scheduling and examination process, the forms and instructions packages and the reporting processes.
f) Schedule and perform exams/evaluations and services. g) Coordinate with the examinee regarding any additional evaluations or services arranged to be completed and the associated schedule and location of evaluations. 182
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h) Report final results to the examinee and to the City as required/appropriate. Arrange any additional evaluations as required and coordinated with/approved by the City. i) Report any supplementary evaluation results to examinee/patient and the City to complete evaluation/service.
j) Establish and review reports that analyze and or trend pertinent testing results. This would apply to exams that are repeated periodically on the same individual for purposes of fitness certification, medical surveillance and/or wellness intervention. Sanitized group results and group trending for some results may also be obtained from the data pool, within confidentiality guidelines and requirements.

Turn Around Times and Written Notification procedures for reporting results a) Medical evaluations, Fitness for duty, physical examinations and fitness assessments that require on site physical examination and diagnostic testing only, with no significant medical qualification issues for the examinee will be reported the same day.
b) Written notification of examination results are provided on forms determined by the City, and/or as required and formatted by regulatory or advisory bodies. Written notification of results are also provided on forms native to Consultant which includes standard and regulatory forms from both Federal and State agencies, and common format forms for communicating medical placement and fitness-for-duty recommendations, including Respiratory Protective Equipment medical certification forms. Customizable forms as requested by the City, can also be created in the Consultant’s information system for written notification of results.
c) Written notification forms can be transmitted via password secured email, secure fax. Status registered in Consultant's clinical information system can also be viewed via secured login access to reports website with authorization to view the privacy protected, viewer owned reports, data only.

Record Keeping Process
a) Consultant shall maintain all clinical data and permanent records, from its inception, in accordance with state, and federal laws.
b) Consultant shall confirm that patient information is backed up, and stored in a manner that conforms to all federal, state and local laws. Cloud storage is acceptable so long as it with current HIPPA laws.

Data Ownership
c) Consultant maintains ownership of all data to the extent that such ownership is required by law, for medicolegal purposes and responsible clinical care. All data that is also owned by the client for administrative, legal or fiduciary purposes is available within one day to seven working days, depending upon the volume of the data that is required to be copied/transferred to the client. and whether the data is required in digital versus paper, hard copy format
On Duty Health – Specific Terms & Conditions

1. Fee. The Customer shall pay the Company the fee set forth in the Proposal/Purchase Order for each Fitness Assessment. The Customer shall remit payment to the Company for all Services 183
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within thirty (30) days of receipt of the invoice. A 2% late fee charge will be assessed after 30 days, and for each month thereafter that the payment is delayed.

2. Modification and Cancellation of Purchase Order/Expected Patient Count. The Customer may cancel or modify the Purchase Order, in whole or in part, without penalty prior to six (6) weeks out from the date set for receiving the Services. After this point, the Customer may not modify or cancel the Purchase Order and shall be responsible for the fees for all Services described in the Purchase Order. If Customer has an Employee(s) who will miss the assessments due to sickness or other reasons, the Customer will hold a “credit” for that Employee, and may work with Company to schedule them for their assessments at another time and place. This credit will remain valid for two hundred (200) days from the start date of the current series of assessments.

3. Employee List & Schedule. At least four (4) weeks before the Company performs the Services, the Customer shall provide the Company with a list of all employees that will receive the Services (based off of the “Roster Template” provided by the Company). At least two (2) weeks before the Company performs the Services, the Customer shall provide the Company with a Schedule of which Employees will be seen at what date and time (based off of the “Schedule Template” provided by the Company).

4. Location Reciprocity. The Customer agrees to allow a small number of members from other departments, if any, to be seen on their premises. This allows for make-up physicals if a member missed at a nearby department, return to duty or new hire physicals. As such, other nearby departments will be granting such reciprocity to The Customer. Other departments shall agree to hold harmless the hosting department (The Customer) should any issue occur, such as an injury incurred by the visiting member. Likewise, The Customer shall agree to hold harmless a hosting department if a member visits another department for a similar reason. Furthermore, On Duty Health agrees to hold harmless the hosting department for any issue that may occur from the visiting member. 184
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SCHEDULE OF SERVICES EXHIBIT
Annual Medical Evaluations to be completed in the first six months of each calendar year at times and locations scheduled by City Project Manager.
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RATES AND COSTS EXHIBIT
Annual Firefighter Health & Fitness Assessments
Description Crew Unit Price Pricing
Standard NFPA-1582 / WFI Assessment 130 $ 659 $ 85,670
Comprehensive Labs & Urinalysis Included
Full Physical Assessment w/ Vision & Hearing Included
Maximal 12-lead EKG Treadmill Stress Test
w/Cardiology followup when indicated Included
TRUE VO2 Max Testing Included
Muscular Endurance and Strength Analysis Included
Ultrasound Enhanced Cancer Screening w/
Radiology followup when indicated Included
Behavioral Health Assessment Included
Cardiology/Radiology Followup Contingency 130 $ 29 $ 3,770 Mobile Phlebotomy 130 $ 29 $ 3,770
DOT Physical Signoff/Certification 130 $ 39 $ 5,070
Total $ 98,280
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INSURANCE EXHIBIT

INSURANCE REQUIREMENTS FOR CONSULTANTS
(WITH ERRORS AND OMISSIONS REQUIREMENT)

1. Consultant shall obtain and maintain during the performance of any services under this Agreement the following insurance against claims for injuries to persons or damages to property which may arise from or in connection with the performance of services hereunder by Consultant, its agents, representatives, employees or subconsultants. a. Commercial General Liability Insurance, including Contractual Liability, in an amount not less than $1,000,000 combined single limit for bodily injury and property damage for each claimant for general liability with coverage equivalent to Insurance Services Office Commercial General Liability Coverage (Occurrence Form CG 0001). If a general aggregate limit is used, that limit shall apply separately to the project or shall be twice the occurrence amount; b. Business automobile liability insurance in an amount not less than $1,000,000 combined single limit for bodily injury and property damage for each claimant for automobile liability with coverage equivalent to Insurance Services Office automobile liability coverage (Occurrence Form CA0001) covering Code No. 1, “any auto;” c. Professional liability/errors and omissions insurance appropriate to Consultant’s profession to a minimum coverage of $1,000,000, with neither Consultant nor listed subconsultants having less than $500,000 individually. The professional liability/errors and omissions insurance must be project specific with at least a one year extended reporting period, or longer upon request.
d. Workers’ compensation insurance in compliance with the laws of the State of California, and employer’s liability insurance in an amount not less than $1,000,000 per claimant. Additionally, the workers’ compensation policy shall include a waiver of all rights of subrogation which the insurer may have against the City.

2. Consultant shall, prior to performance of any services, file with the Risk Manager certificates of insurance with original endorsements effecting coverage required by this Exhibit INS-A. The certificates and endorsements for each insurance policy are to be signed by a person authorized by that insurer to bind coverage on its behalf. The certificates and endorsements are to be on the attached forms or on other forms approved by the Risk Manager. All certificates and endorsements are to be received and approved by the Risk Manager before commencement of services. City reserves the right to require complete certified copies of all required insurance policies at any time. The certificates of insurance and endorsements shall be sent via email (or fax if necessary) to the Risk Manager, addressed as follows (do not send hard copies):

City of Oxnard
Insurance Compliance
Reference No.

P.O. Box 100085 – OX
Duluth, GA 30096
Via Email: [email protected]
Via Fax: 678-259-1007

3. Consultant agrees that all insurance coverages shall be provided by a California admitted insurance carrier with an A.M. Best rating of A:VII or better and shall be endorsed to state that coverage may not be suspended, voided, canceled, or reduced in coverage or limits without 30 days’ prior written notice to the Risk Manager. The Risk Manager shall not approve or accept any endorsement if the endorsement contains “best effort” modifiers or if the insurer is relieved from the responsibility to give such notice.

4. Consultant agrees that the commercial general liability and business automobile liability insurance policies shall be endorsed to name City, its City Council, officers, employees, agents and volunteers as additional insureds as respects:
liability arising out of activities performed by or on behalf of Consultant; products and completed operations of Consultant; premises owned, occupied or used by Consultant; or automobiles owned, leased, hired or borrowed by Consultant. The coverage shall contain no special limitations on the scope of protection afforded to City, its City Council, officers, employees, agents and volunteers. The General Liability Special Endorsement Form and Automobile Liability Special Endorsement Form attached to this Exhibit INS-A or substitute forms containing the same information and acceptable to the Risk Manager shall be used to provide the endorsements (ISO form CG 2010 11/85 or if not available, CG 2010 with an edition date prior to 01/04 and CG 2037).

5. The coverages provided to City shall be primary and not contributing to or in excess of any existing City insurance or self-insurance coverages (this must be endorsed). Additionally, the workers’ compensation policy shall include a waiver of all rights of subrogation which the insurer may have against the City. Any failure to comply with reporting provisions of the policies shall not affect coverage provided to City, its City Council, officers, employees and volunteers.

The insurance shall apply separately to each insured against whom claim is made or suit is brought, except with respect to the limits of the insurer's liability.
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6. The insurer shall declare any deductibles or self-insured retentions to and be approved by the Risk Manager. At the option of the Risk Manager, either the insurer shall reduce or eliminate such deductibles or self-insured retentions as respects City, its City Council, officers, employees and volunteers, or the Consultant shall procure a bond guaranteeing payment of losses and related investigations, claim administration and defense expenses.

7. All insurance standards applicable to Consultant shall also be applicable to Consultant's subconsultants.

Consultant agrees to maintain appropriate agreements with subconsultants and to provide proper evidence of coverage upon receipt of a written request from the Risk Manager.
2/18
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INSTRUCTION FOR SUBMITTING INSURANCE CERTIFICATES AND ENDORSEMENT FORMS Certificates of Insurance
The sample accord form on the following page is provided to facilitate your preparation and submission of certificates of insurance. You may use this or any industry form that shows coverage as broad as that shown on the attached sample. Please note the certificate holder address must be as shown on the attached sample accord form with the contract number and insurance exhibit identification information completed. Improperly addressed certificates may delay the contract start-up date because the City’s practice is to return unidentifiable insurance certificates to the insured for clarification as to the contract number. Cancellation provisions must be endorsed to the policy. Modifying the certificate does not change coverage or obligate the carrier to provide notice of cancellation.

Endorsement Forms
Original endorsements are required for commercial general liability and business automobile liability insurance policies and must be attached to the applicable certificate of insurance. City preference is that the Consultant/insurer use the endorsement forms which are attached. Substitute forms will be accepted, however, as long as they include provisions comparable to the sample accord form.

INS-A.doc
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Agreement No. 32300227

ACORD CERTIFICATE OF INSURANCE ISSUE DATE (MM/DD/YY)

PRODUCER

THIS CERTIFICATE IS ISSUED AS A MATTER OF INFORMATION ONLY AND CONFERS NO RIGHTS UPON THE CERTIFICATE HOLDER. THIS CERTIFICATE DOES NOT AMEND, EXTEND OR ALTER THE COVERAGE AFFORDED BY THE POLICIES BELOW.

CODE SUB-CODE COMPANIES AFFORDING INSURANCE COVERAGE

INSURED COMPANY

LETTER A SPECIFY COMPANY NAMES IN THIS SPACE

COMPANY

LETTER B

COVERAGES

THIS IS TO CERTIFY THAT THE POLICIES OF INSURANCE LISTED BELOW HAVE BEEN ISSUED TO THE INSURED NAMED ABOVE FOR THE POLICY

PERIOD INDICATED, NOTWITHSTANDING ANY REQUIREMENT, TERM OR CONDITION OF ANY CONTRACT OR OTHER DOCUMENT WITH RESPECT TO

WHICH THIS CERTIFICATE MAY BE ISSUED OR MAY PERTAIN, THE INSURANCE AFFORDED BY THE POLICIES DESCRIBED HEREIN IS SUBJECT TO ALL THE TERMS, EXCLUSIONS AND CONDITIONS OF SUCH POLICIES. LIMITS SHOWN MAY HAVE BEEN REDUCED BY PAID CLAIMS.

CO
LTR

TYPE OF INSURANCE POLICY NUMBER POLICY

EFFECTIVE

DATE (MM/DD/YY)
POLICY

EXPIRATION

DATE (MM/DD/YY)
LIMITS

A GENERAL LIABILITY
[x] COMMERCIAL GENERAL
LIABILITY [ ] CLAIMS MADE
[x] OCCUR.
[x] OWNER'S &
CONTRACTOR'S PROT.

GENERAL AGGREGATE $1,000,000
PRODUCTS COMP/OP AGG . $1,000,000
PERSONAL & ADV. INJURY $1,000,000
EACH OCCURRENCE $1,000,000
FIRE DAMAGE (Any one fire) $
MED. EXPENSE (Any one person) $

A AUTOMOBILE LIABILITY
[x] ANY AUTO

ALL OWNED AUTOS

SCHEDULED AUTOS

HIRED AUTOS

NON-OWNED AUTOS

GARAGE LIABILITY
COMBINED SINGLE $1,000,000
LIMIT
BODILY INJURY $
(Per person)
BODILY INJURY $
(Per accident)
PROPERTY DAMAGE $

A EXCESS LIABILITY

UMBRELLA FORM

OTHER THAN UMBRELLA
FORM
EACH OCCURRENCE $
AGGREGATE $

A WORKERS' COMPENSATION
AND

EMPLOYERS' LIABILITY

STATUTORY LIMITS
EACH ACCIDENT $1,000,000
DISEASE-POLICY LIMIT $1,000,000
DISEASE-EACH EMPLOYEE $1,000,000

A OTHER
Errors and omissions insurance or malpractice insurance available for the insured's profession
Minimum coverage $1,000,000
Each consultant/ $500,000
& listed sub-consultant

DESCRIPTION OF OPERATIONS/LOCATIONS/VEHICLES/RESTRICTIONS/SPECIAL ITEMS

CERTIFICATE HOLDER

CITY OF OXNARD
Attn: Insurance Compliance
Reference No._______
P.O. Box 100085 – OX

CANCELLATION

SHOULD ANY OF THE ABOVE DESCRIBED POLICIES BE CANCELED BEFORE THE EXPIRATION DATE THEREOF, THE ISSUING COMPANY WILL ENDEAVOR TO MAIL 30

DAYS WRITTEN NOTICE TO THE CERTIFICATE HOLDER NAMED TO THE LEFT, BUT

FAILURE TO MAIL SUCH NOTICE SHALL IMPOSE NO OBLIGATION OR LIABILITY OF ANY KIND UPON THE COMPANY, ITS AGENTS OR REPRESENTATIVES.
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Agreement No. 32300227
Duluth, GA 30096
Via Email: [email protected]
Via Fax: 678-259-1007

AUTHORIZED REPRESENTATIVE
Rev. 2/18 INS-A.doc
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Agreement No. 32300227

GENERAL LIABILITY SPECIAL ENDORSEMENT
FOR THE CITY OF OXNARD (the “City”)

SUBMIT IN DUPLICATE
ENDORSEMENT NO. ISSUE DATE
(MM/DD/YY)
PRODUCER POLICY INFORMATION:

Insurance Company:

Policy No.:

Policy Period: (from) (to)
LOSS ADJUSTMENT EXPENSE ❒ Included in Limits
❒ In Addition to Limits
Telephone:
❒ Deductible ❒ Self-Insured Retention (check which) of $ with an Aggregate of $ applies to
coverage. ❒ Per Occurrence ❒ Per Claim (which)

NAMED INSURED
APPLICABILITY. This insurance pertains to the operations, products and/or tenancy of the named insured under all written agreements and permits in force with the City unless checked here ❒ in which case only the following specific agreements and permits with the City are covered

CITY AGREEMENTS/PERMITS

TYPE OF INSURANCE

GENERAL LIABILITY
❒ COMMERCIAL GENERAL LIABILITY
❒ COMPREHENSIVE GENERAL LIABILITY
❒ OWNERS & CONTRACTORS PROTECTIVE
❒ Claims Made
Retroactive Date
❒ Occurrence

OTHER PROVISIONS

COVERAGES
LIABILITY LIMITS IN THOUSANDS $
EACH

OCCURRENCE

AGGREGATE
❒ GENERAL
❒ PRODUCTS/COMPLETED OPERATIONS
❒ PERSONAL & ADVERTISING INJURY
❒ FIRE DAMAGE
❒
❒
CLAIMS: Underwriter’s representative for claims pursuant to this insurance.

Name:

Address:

Telephone: ( )
In consideration of the premium charged and notwithstanding any inconsistent statement in the policy to which this endorsement is attached or any endorsement now or hereafter attached thereto, insurance company agrees as follows:

1. INSURED. The City, its officers, agents, employees and volunteers are included as insureds with regard to liability and defense of suits arising from the operations, products and activities performed by or on behalf of the named insured.

2. CONTRIBUTION NOT REQUIRED. As respects: (a) work performed by the named insured for or on behalf of the City; or (b) products sold by the named insured to the City; or (c) premises leased by the named insured from the City, the insurance afforded by this policy shall be primary insurance as respects the City, its officers, agents, employees or volunteers; or stand in an unbroken chain of coverage excess of the named insured’s scheduled underlying primary coverage. In either event, any other insurance maintained by the City, its officers, agents, employees or volunteers shall be in excess of this insurance and shall not contribute with it.

3. SEVERABILITY OF INTEREST. This insurance applies separately to each insured against whom claim is made or suit is brought except with respect to the company’s limits of liability.

The inclusion of any person or organization as an insured shall not affect any right which such person or organization would have as a claimant if not so included.

4. CANCELLATION NOTICE. With respect to the interests of the City, this insurance shall not be canceled, or materially reduced in coverage or limits except after thirty (30) days prior written notice by receipted delivery has been given to the City.

5. PROVISIONS REGARDING THE INSURED’S DUTIES. Any failure to comply with reporting provisions of the policy or breaches or violations of warranties shall not affect coverage provided to the City, its officers, agents, employees or volunteers.

6. SCOPE OF COVERAGE. This policy, if primary, affords coverage at least as broad as:
a. Insurance Services Office Commercial General Liability Coverage, “occurrence” form CG0001; or b. If excess, affords coverage which is at least as broad as the primary insurance form CG0001.

Except as stated above nothing herein shall be held to waive, alter or extend any of the limits, conditions, agreements or exclusions of the policy to which this endorsement is attached.

ENDORSEMENT HOLDER

CITY OF OXNARD

AUTHORIZED REPRESENTATIVE
192
Agreement No. 32300227
Attn: Insurance Compliance
Reference No._______
P.O. Box 100085 – OX
Duluth, GA 30096
Via Email: [email protected]
Via Fax: 678-259-1007
❒ Broker/Agent ❒ Underwriter ❒
I (print/type name), warrant that I have authority
to bind the above-mentioned insurance company and by my signature hereon do so bind this company to this endorsement.

Signature
(original signature required)
Telephone: ( ) Date Signed:

Rev. 2/18 INS-A.doc
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Agreement No. 32300227

AUTOMOBILE LIABILITY SPECIAL ENDORSEMENT
FOR THE CITY OF OXNARD (the “City”)

SUBMIT IN DUPLICATE
ENDORSEMENT NO. ISSUE DATE (MM/DD/YY)
PRODUCER POLICY INFORMATION:

Insurance Company:

Policy No.:

CITY AGREEMENTS/PERMITS

TYPE OF INSURANCE OTHER PROVISIONS
❒ COMMERCIAL AUTO POLICY
❒ BUSINESS AUTO POLICY
❒ OTHER

LIMIT OF LIABILITY
CLAIMS: Underwriter’s representative for claims pursuant to this insurance.

Name:

Address:

Telephone: ( )
$ per accident, for bodily injury and property damage.

In consideration of the premium charged and notwithstanding any inconsistent statement in the policy to which this endorsement is attached or any endorsement now or hereafter attached thereto, insurance company agrees as follows:

1. INSURED. The City, its officers, agents, volunteers and employees are included as insureds with regard to liability and defense of suits arising from the operations, products and activities performed by or on behalf of the named insured.

3. SEVERABILITY OF INTEREST. This insurance applies separately to each insured against whom claim is made or suit is brought except with respect to the company’s limits of liability.

The inclusion of any person or organization as an insured shall not affect any right which such person or organization would have as a claimant if not so included.

6. SCOPE OF COVERAGE. This policy, if primary, affords coverage at least as broad as:
a. Insurance Services Office Automobile Liability Coverage, “occurrence” form CA0001, code ("any auto"); or b. If excess, affords coverage which is at least as broad as the primary insurance form referenced in the preceding section (1).

Except as stated above nothing herein shall be held to waive, alter or extend any of the limits, conditions, agreements or exclusions of the policy to which this endorsement is attached.

ENDORSEMENT HOLDER

CITY OF OXNARD
Attn: Insurance Compliance
Reference No._______
P.O. Box 100085 – OX

AUTHORIZED REPRESENTATIVE
❒ Broker/Agent ❒ Underwriter ❒
194
Agreement No. 32300227
Duluth, GA 30096
Via Email: [email protected]
Via Fax: 678-259-1007
I (print/type name), warrant that I have authority to
bind the above-mentioned insurance company and by my signature hereon do so bind this company to this endorsement.

Signature
(original signature required)
Telephone: ( ) Date Signed
195

CITY COUNCIL AGENDA REPORT

REPORTS
AGENDA ITEM NO. K.1
DATE: January 17, 2023
TO: City Council
FROM: Michael Wolfe, Public Works Director, (805) 385-8055, [email protected] SUBJECT: Caltrans Required Local Roadway Safety Plan. (25 minutes)

RECOMMENDATION
That the City Council:

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

2. Adopt the Caltrans Required Local Roadway Safety Plan as final. (This item is not considered a project under the California Environmental Quality Act.) (Public Works and Transportation Committee approved 2-0.) (Presentation will be live upon consultant's request.)

BACKGROUND
The California Department of Transportation (Caltrans) is required to have a Strategic Highway Safety Plan (SHSP), which is a statewide data-driven traffic safety plan that coordinates efforts of a wide range of organizations to reduce traffic accident fatalities and serious injuries on all public roads. In coordination with federal, state, local and private sector safety stakeholders, the SHSP establishes goals, objectives, and emphasis (or challenge) areas. The SHSP addresses the 4Es of traffic safety: Engineering, Enforcement, Education, and Emergency Services.

While the SHSP is used as a statewide approach for improving roadway safety, in 2022 Caltrans required local agencies to develop a Local Roadway Safety Plan (LRSP) to address unique roadway safety needs while contributing to the success of the SHSP.

Caltrans created a planning grant program for agencies to meet the new requirement and the City was a recipient of the new LRSP grant fund. To assist the City in developing the LRSP, on April 20, 2021 the City Council awarded a professional services agreement to the planning and design firm, Fehr & Peers. Fehr & Peers began work in May 2021 and has completed the Final Draft LRSP.

The process of preparing a LRSP includes creating a framework to systematically identify and analyze safety items and recommend safety enhancements. Preparing a LRSP facilitates the development of local agency partnerships and collaboration, resulting in a prioritized list of improvements and actions that can demonstrate a defined need and contribute to the statewide plan. A LRSP offers a proactive approach to safety enhancements and demonstrates a responsiveness to safety challenges.

DISCUSSION
196
Over the past 20 months, Fehr & Peers have led development of the LRSP with input from Public Works Staff, Oxnard Police Department, Oxnard Fire Department, Gold Coast Transit District, Ventura County Transportation Commission, Oxnard College, Oxnard School District, Oxnard Union High School District, and the Rio School District.

While the LRSP is a stand-alone document, it has been developed concurrently with the Caltrans grant funded City of Oxnard Sustainable Transportation Plan (STP), which is also being developed by Fehr & Peers. The STP is estimated to be complete in spring 2023 and is a more encompassing document that includes recommendations for improvements to the transportation network that go beyond safety-only. The STP is less technical in nature and has a large public outreach component. Fehr & Peers have utilized the public comments received during development of the STP to further inform the LRSP. In the future both the LRSP and STP will help to inform the Safe Routes to School Plan (SRTS), which is also currently underway.

The Draft LRSP is comprised of eight (8) chapters:

1. Introduction

2. Vision & goals

3. Safety Partners

4. Existing Efforts

5. Safety Analysis

6. Countermeasures Toolbox

7. Emphasis Areas & Strategies

8. Evaluation and Implementation Program
Public Works has begun work on some of the easier-to-implement recommendations identified in the Final Draft LRSP consistent with existing documents, regulations, and/or policies in place for the City. These include installation of bike lanes with buffer zones and green paint, curb extensions, retroreflective traffic signal backplates, upgrading several traffic signals with new protected left-turn phasing, video detection, traffic signal timing plan coordination, and changes to pedestrian clearance timings based on new standards.

Fehr & Peers provided a presentation to the Public Works & Transportation Committee on December 13, 2022 as well as to the Community Services, Public Safety, Housing & Development Committee on January 10, 2023. Upon adoption of the Final LRSP by the City Council, staff will review all safety countermeasures in depth to recommend to the City Council ready-to-go projects for the 2024 Highway Safety Improvement Program (HSIP) cycle. Complex or high-cost projects will be developed further to be recommended for outer year grant cycles and for inclusion in the Capital Improvement Program (CIP).

STRATEGIC PRIORITIES
This agenda item supports the Infrastructure and Natural Resources strategy. The purpose of the Infrastructure and Natural Resources strategy is to preserve and improve our roads, utilities, parks, trees, water supply and natural resources through effective planning, prioritization, and an equitable and efficient use of available funding.

FINANCIAL IMPACT
There is no financial impact to receiving the presentation or adopting the Local Roadway Safety Plan. Budget impacts of future recommendations for HSIP and CIP projects will be estimated and brought forth with the project recommendations.

COMMITTEE OUTCOME
Public Works and Transportation Committee approved 2-0.

Prepared by: Tatiana Arnaout, City Engineer

ATTACHMENTS

1. Final Draft Local Roadway Safety Plan

2. Certification Letter
197

3. Presentation
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OXNARD LOCAL ROAD SAFETY PLAN | 1

LOCAL ROAD

SAFETY PLAN
November 2022
199
2 | STATEMENT OF PROTECTION OF DATA FROM DISCOVERY AND ADMISSIONS Statement of Protection of Data from
Discovery and Admissions
This study applies a systemic safety approach that identifies certain features on particular roadways that are correlated with specific collision types and frequencies. This broad approach is necessitated by the inherent nature of covering an entire agency’s facilities in one study and the limited scope/budget available to prepare LRSPs. Limited time is available to perform field observations throughout the study area to contextualize the data, and therefore, it is beyond the scope of work to perform in-depth “hot spot” evaluations at all locations.

Local Roadway Safety Plans are a Caltrans requirement for jurisdictions to be eligible for Highway Safety Improvement Program (HSIP) grant funding. The recommended countermeasures included in this LRSP were developed based on outcomes from a collision history analysis and present a “menu” of options for consideration. Each “Hot Spot” location may consider one, two, or a combination of improvements, all of which will require further analysis for consideration. The proposed countermeasures do not commit the City to employ them, but provide a number of options to further analyze for implementation.

SECTION 148 OF TITLE 23,

UNITED STATES CODE

REPORTS DISCOVERY AND

ADMISSION INTO EVIDENCE

OF CERTAIN REPORTS,

SURVEYS, AND INFORMATION
— Notwithstanding any other
provisions of law, reports,
surveys, schedules, lists, or
data compiled or collected for
any purpose relating to this
section, shall not be subject
to discovery or admitted into
evidence in a Federal or State
court proceeding or considered
for other purposes in any action
for damages arising from any
occurrence at the location
identified or addressed in the
reports, surveys, schedules,
lists, or other data.
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OXNARD LOCAL ROAD SAFETY PLAN | 3
Acknowledgments
The City of Oxnard Local
Roadway Safety Plan was
funded through a Local
Roadway Safety Plan (LRSP)
grant provided by the
California Department of
Transportation (Caltrans).

Input was sought from a
stakeholder group consisting
of staff from the City of
Oxnard and partner public
agencies. Fehr & Peers
assisted the City of Oxnard
in preparing the plan.

CALTRANS LRSP GRANT
ID: LRSPL-5129(097)
Stakeholder Group
Members
Oxnard School District
Tony Briscoe, Norma Magana,
and Rita Galvan
Oxnard Union School District
Corina Cherry and Ted Lawrence
Oxnard College
Chris Renbarger and
Lieutenant Cesar Romero
Oxnard Police Department
Commander Rick Vazquez,
Commander Alex Arnett, Sergeant
Jose Diaz, Sergeant Rocky
Marquez, Commander Marc
Amon, Corporal Mike Wood
Oxnard Fire Department
Scott Brewer
Rio School District
Wael Saleh
Gold Coast Transit District
Austin Novstrup
Ventura County Transportation
Commission
Amanda Fagan, Claire Grasty
City of Oxnard Project
Management
Debbie O’Leary
Project Manager
Transportation Planner,
Public Works Department,
Transportation & Mobility
Tatiana Arnaout, PE
City Engineer, Public Works
Department, Engineering &
Transportation Mobility
Kumar Neppalli
Transportation Services Manager
Public Works Department,
Transportation & Mobility
Timothy Bochum
City Traffic Engineer (Retired),
Public Works Department,
Transportation & Mobility
Fehr & Peers Team
Steven J Brown, PE, RSP
Emily Finkel, RSP
Rachel Om, AICP
Allee Nesbitt
201
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OXNARD LOCAL ROAD SAFETY PLAN | 5
Chapter 1
Introduction
Chapter 2
Vision & Goals
Chapter 3
Safety Partners
Chapter 4
Existing Efforts
Chapter 5
Safety Analysis
Chapter 6
Countermeasure Toolbox
Chapter 7
Emphasis Areas & Strategies
Chapter 8
Evaluation and Implementation Program

APPENDICES
Appendix A
Stakeholder Meeting Summaries
Appendix B
Existing Efforts Memorandum and
Opportunity Areas Matrix
Appendix C
Collision Analysis Memo and Crossroads
Data Management Plan
Appendix D
Annual Traffic Safety Report Template
06 12
16 20
32 50
88 138
Table of
Contents
203
06 | CHAPTER 01
01 Introduction
The City of Oxnard is committed to
prioritizing transportation safety
and decreasing the number of traffic
related deaths and serious injuries
on City streets. This Local Road
Safety Plan (LRSP) builds on existing
and ongoing City safety efforts by
proactively identifying and evaluating
hot spots and systemic risk factors
throughout the City. The LRSP identifies
proven countermeasures that can be
implemented through roadway design
changes, as well as key partnerships
with safety stakeholders. This plan
applies the Safe System Approach, an
international best practice framework,
as the foundation for this LRSP.
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OXNARD LOCAL ROAD SAFETY PLAN | 07
205
08 | CHAPTER 01
Caltrans Local
Road Safety Plan
Background
A Local Road Safety Plan (LRSP)
is a means for providing Oxnard
with an opportunity to address
unique roadway safety needs
while contributing to the success
of the California Strategic Highway
Safety Plan and statewide safety
goals. The process of preparing an
LRSP is based on a framework to
systemically identify and analyze
safety challenges and recommend
safety improvements in coordination
and collaboration with local agency
partners. The LRSP offers a proactive
approach to addressing safety
needs and demonstrates Oxnard’s
responsiveness to safety challenges.

This LRSP will be the first
comprehensive safety plan for the
City of Oxnard. This LRSP builds on
the City’s roadway safety projects
and programmatic efforts and
provides the City and its major
stakeholders with a blueprint
for a safe and more accessible
community. Cycle 11 of the Highway
Safety Improvement Program
(HSIP) in 2022 requires an LRSP for
an agency to be eligible to apply
for funds. HSIP is a key funding
source for local safety project
implementation in California.

The Safe System
Approach
Crashes can irreversibly change
the course of human lives, touching
victims, their families and loved ones,
and society as a whole. Through
collective action on the part of all
roadway system stakeholders—
from system operators and vehicle
manufacturers to law enforcement
and everyday users—we can move
to a Safe System Approach that
anticipates human mistakes, with
the goal of eliminating fatal and
serious injuries for all road users.

A Safe System acknowledges
the vulnerability of the human
body—in terms of the amount of
kinetic energy transfer a body can
withstand—when designing and
operating a transportation network
to minimize serious consequences
of crashes. According to the
World Health Organization, the
goal of a Safe System is to ensure
that if crashes occur, they “do not
result in serious human injury.”1
The Safe System Approach to road
safety started internationally as
part of the Vision Zero proclamation
that no one should be killed or
seriously injured on the road
system.2,3 The Approach is founded
on the principle that people make
mistakes and that the road system
should be adapted to anticipate
and accommodate human
mistakes and the physiological and
psychological limitations of humans.4
Countries that have adopted
the Safe System approach have
Introduction
Safe
Speeds

REDUNDANCY IS CRUCIAL

SAFETY IS PROACTIVE

RESPONSIBILITY IS SHARED

HUMANS ARE VULNERABLE

HUMANS MAKE MISTAKES

DEATH/SERIOUS INJURY IS UNACCEPTABLE
Safe
Vehicles
Post-Crash
Care
Safe Road
Users
Safe
Roads
THE

SAFE SYSTEM

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

Source: Fehr & Peers
for FHWA
206
OXNARD LOCAL ROAD SAFETY PLAN | 09
had significant success reducing
highway fatalities, with reductions
in fatalities between 50% and 70%.5
The Safe System approach is the
foundation for the National Safety
Strategy released by USDOT in
2022. Caltrans has also adopted
both a Safe System approach and
a Vision Zero goal in roadway
safety planning across California.

The Institute of Transportation
Engineers (ITE) and the Road to
Zero Coalition’s Safe Systems
Explanation and Framework
articulate that to anticipate human
mistakes, a Safe System seeks to:
» Separate users in a physical
space (e.g., sidewalks,
dedicated bicycle facilities)
» Separate users in time
(e.g., pedestrian scramble,
dedicated turn phases)
» Alert users to potential hazards
» Accommodate human
injury tolerance through
interventions that reduce
speed or impact force
Creating a Safe System means
shifting a major share of the
responsibility from road users to
those who design the road transport
system. “Individual road users have
the responsibility to abide by laws
and regulations”6 and do so by
exhibiting due care and proper
behavior on the transportation
system. While road users are
responsible for their own behavior,
this is a shared responsibility
with those who design, operate,
and maintain the transportation
network: including the automotive
industry, law enforcement, elected
officials, and government bodies.7
In a Safe System, roadway system
designers and operators take on the
highest level of ethical responsibility.

About Oxnard
The City of Oxnard, located
in Ventura County, is home to
approximately 207,700 people.8
The majority of the population is
Hispanic (75%), followed by NonHispanic White (14%), Asian (7%), and Black (2%).9 Approximately
34 percent of Oxnard residents
are foreign-born,10 and 18
percent are not U.S. citizens.11
Many residents live in
disadvantaged or low-income
communities that often experience
disproportionate burden in
roadway safety outcomes.12 Most
of the City’s census tracts also
rank in the bottom half of the state
for healthy community conditions
according to the California Healthy
Places Index, including four tracts
below the 10th percentile.13 Collision
data from across California and the
United States show that pedestrians
who are Black and Indigenous,
as well as residents living in lowincome communities, are more likely to be killed or seriously injured in
traffic collisions when compared
to the population as a whole. A
prominent factor contributing to
this trend is historic disinvestment
in roadway safety infrastructure,
and thus when developing an
LRSP, specific attention should
be directed to safety concerns
facing these communities.

The median household income is
$77,050 whereas the OxnardThousand Oaks-Ventura metro
area median household income
is $89,295.14 Approximately 12
percent of Oxnard residents live
below the federal poverty line,15
and approximately 10 percent
live with a disability.16 78 percent
of workers in Oxnard commute to
work by driving alone in a car and
15 percent of workers in Oxnard
commute to work by carpooling.17
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10 | CHAPTER 01
ITE Safe System
Framework: Focus
on Safe Speeds
The ITE Safe System framework
provides important context
for the focus on safe speeds
within a Safe System approach.

For vulnerable users, such
as people who walk or bike,
speed is a determining factor in
survivability; a human’s chance
of surviving being struck by
a vehicle increases from 20%
at 40 miles per hour to 60% at
30 miles per hour to 90% at 20
miles per hour. Reducing speed
in the presence of vulnerable
users is a key Safe System
strategy. Approaches include:
» Physical roadway
designs (width, horizontal
alignment) to limit speeds
» Traffic calming treatments
that induce slower speeds
» Traffic signal timing that
minimizes high speed flow
» Traditional or automated
enforcement that
discourages speeding
If Driver Strikes
Pedestrian At
Person Survives
the Collision
Results
in a Fatality
20 mph 90%
30 mph 60%
40 mph 20%
The Importance of Addressing Speed
in a Safe System
1 World Health Organization (2011). Decade of Action for Road Safety 2011-2020. Retrieved from https://www.who.int/ roadsafety/decade_of_action/plan/plan_en.pdf, p. 9. 2 Johansson, R. (2009). Vision Zero - Implementing a policy for traffic safety. Safety Science, 47, 826-831. 3 Tingvall, C., & Haworth, N. (1999). An Ethical Approach to Safety and Mobility.

Paper presented at the 6th ITE International Conference Road Safety and Traffic Enforcement. 6-7 September 1999, Melbourne, Australia. 4 Belin, M.-Å., Tillgren, P., & Vedung, E. (2012). Vision Zero - a road safety policy innovation.

International Journal of Injury Control and Safety Promotion, 19, 171-179. 5 World Resources Institute (2018). Sustainable and Safe: A Vision and Guidance for Zero Road Deaths. Retrieved from https://www.wri.org/publication/ sustainable-and-safe-vision-and-guidance-zero-road-deaths 6 World Health Organization (2011). Decade of Action for Road Safety 2011-2020. Retrieved from https://www.who.int/ roadsafety/decade_of_action/plan/plan_en.pdf, p. 9. 7 World Health Organization (2011). Decade of Action for Road Safety 2011-2020. Retrieved from https://www.who.int/ roadsafety/decade_of_action/plan/plan_en.pdf 8 U.S. Census Bureau. (2020). 2016 – 2020 American Community Survey 5-Year Estimates Table B01003. 9 U.S. Census Bureau. (2020). 2016 – 2020 American Community Survey 5-Year Estimates Table B03002. 10U.S. Census Bureau. (2020). 2016 - 2020 American Community Survey 5-Year Estimates Table B05006. 11U.S. Census Bureau. (2019). 2019 American Community Survey 1-Year Estimates Table C05001. 12Disadvantaged or Low-Income Community designation is based on SB 535 or AB 1550. 13California Healthy Places Index, HPI Score (3.0), https://map.healthyplacesindex.org. 14U.S. Census Bureau. (2020). 2016 – 2020 American Community Survey 5-Year Estimates Table B19001. 15U.S. Census Bureau. (2020). 2016 – 2020 American Community Survey 5-Year Estimates Table S1701. 16U.S. Census Bureau. (2020). 2016 – 2020 American Community Survey 5-Year Estimates Table S1810. 17U.S. Census Bureau. (2020). 2016 – 2020 American Community Survey 5-Year Estimates Table B08006.

Endnotes:
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OXNARD LOCAL ROAD SAFETY PLAN | 11
209
12 | CHAPTER 02
02 Vision & Goals
Oxnard will have an equitable,
sustainable, and multimodal
transportation system where people
of all ages, abilities, and backgrounds
can travel safely throughout the city.
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OXNARD LOCAL ROAD SAFETY PLAN | 13
211
14 | CHAPTER 02
Oxnard’s Safety
Vision Statement
Oxnard will have
an equitable,
sustainable,
and multimodal
transportation
system where people
of all ages, abilities,
and backgrounds
can travel safely
throughout the city.

Goals

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

2. Foster a citywide culture of
safety where all road users
have shared responsibility
and a feeling of belonging
on streets and sidewalks.

3. Ensure equitable access to
safety education and resources
by removing barriers, such
as language or technology.

Vision & Goals
The City of Oxnard’s safety vision statement and
goals were collaboratively developed by the City at
the first stakeholder meeting, which was attended
by representatives from City of Oxnard departments,
school districts, and regional agencies. A summary of
the stakeholder meetings and additional stakeholder
engagement is in the following chapter.
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OXNARD LOCAL ROAD SAFETY PLAN | 15
213
16 | CHAPTER 03
03 Safety Partners
The City of Oxnard received valuable
input from a multidisciplinary
stakeholder group on roadway safety
concerns, priority locations, collision
trends, and partnership opportunities.

The stakeholder group met in September
2021 and April 2022 to discuss the City’s
vision for roadway safety, collision
analysis results, and countermeasures.

The LRSP team also conducted a field
visit in February 2022 to observe existing
conditions and traffic patterns at high
priority locations throughout the city.

The Oxnard Sustainable Transportation
Plan (STP) was under development
at the same time as the LRSP, and
community input gathered through the
STP also informed the LRSP process.
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OXNARD LOCAL ROAD SAFETY PLAN | 17
215
18 | CHAPTER 03
Stakeholder Meeting
#1: September 2021
The LRSP team provided an
overview of Local Road Safety
Plans, the Safe System Approach,
and the Oxnard LRSP’s connection
to the ongoing Oxnard Sustainable
Transportation Plan (STP). Although
the STP has a broader focus than
the LRSP, the STP includes a goal to
improve safety, connectivity, and
mobility for all Oxnard travelers.

Stakeholders shared the following
safety concerns they have
experienced or observed in Oxnard:
» People driving under the
influence of drugs and/
or alcohol, too fast, and/or
not stopped at stop signs.
» Lack of Class IV bicycle
infrastructure to separate
people walking, bicycling,
and driving.
» Uneven sidewalks
due to tree roots.
» Lack of awareness around
people traveling in wheelchairs.
» Poor driving habits,
including around schools
for pick up and drop off.

Stakeholders also participated in
an interactive mapping activity
by drawing points and lines
to identify intersections and
corridors with safety concerns.

Some of the locations included:
» Gonzales Road: people
driving at high speeds,
including near schools
» Oxnard Boulevard: wide
street with many lanes and
limited pedestrian crossings
» Saviers Road & Clara Street:
existing bus stop that would
benefit from a crosswalk
at the intersection to serve
people riding transit.
» Wooley Road & C Street:
many students crossing
intersection to/from school.

Field Visit:

February 2022
On February 25, 2022, Fehr & Peers
engineering and planning staff
spent a day observing existing
conditions and travel patterns along
five hot spot corridors with officers
from the Oxnard Police Department
and staff from the Oxnard Public
Works Department. The Oxnard
Police Officers and Public Works
staff provided additional context
at key locations along the hot spot
corridors that supplemented the
collision and contextual factors
analyzed in the collision analysis.

The field visit helped the LRSP
team better understand the safety
challenges along the hot spot
corridors and assess which safety
strategies would and would not be
applicable at various locations.

Stakeholder Meeting
#2: April 2022
Stakeholders shared trends and
observations they had noted since
the last stakeholder meeting,
such as more people are walking,
skateboarding, and biking around
Oxnard and fewer students have
been riding the bus due to COVID-19
and are getting dropped off, biking,
or walking to school. The LRSP team
shared the hot spot locations and
collision profiles and associated
countermeasures that had been
identified through the collision
analysis. Stakeholders provided
feedback on the findings and
draft safety strategies, such as:
» Support for the City to
explore adding pedestrian
crossing locations, such as
along Gonzales Road, that
reflect pedestrian desire lines,
or informal places where
pedestrians are observed
frequently crossing a street
outside of a crosswalk
» Support from Oxnard
Police Department (PD) for
Safety Partners
Stakeholder Group
Members
» Gold Coast Transit District
» Oxnard College
» Oxnard Fire Department
» Oxnard Police Department
» Oxnard Public Works
Department
» Oxnard School District
» Oxnard Union
School District
» Rio School District
» Ventura County
Transportation Commission
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OXNARD LOCAL ROAD SAFETY PLAN | 19
retroreflective backplates
on traffic signal heads.
» Support from Gold Coast
Transit District (GCTD) for
curb extensions that could
double as bus bulb outs,
such as along C Street and
Bard Road, which are two
of GCTD’s busiest routes.

The stakeholder meeting also
served as a venue to identify
partnership opportunities:
» GCTD sent Oxnard PD a flyer
about the GCTD late night safe
rides pilot program so that
Oxnard PD could distribute the
flyer at sobriety checkpoints
to educate drivers about a
transportation alternative to
driving under the influence.
» School representatives
identified an opportunity
to partner with Oxnard
PD to enforce school zone
speed limits and stopping
for school buses.
» Oxnard PD identified an
opportunity to partner with
the Public Works Department
and school districts on the
City’s upcoming Safe Routes
to School program as they
have received grants from the
Office of Traffic Safety to focus
on bicycle and pedestrian
safety and education and
enforcement programs.

A full summary of stakeholder
comments can be found
in Appendix A.

STAKEHOLDER MEETING #1 –

INTERACTIVE MAPPING

ACTIVITY

FIELD VISIT

FIELD VISIT
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20 | CHAPTER 04
04 Existing Efforts
Over the past several years, the
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.
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OXNARD LOCAL ROAD SAFETY PLAN | 21
219
22 | CHAPTER 04
Existing Efforts
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:

Intersections and corridors that were identified in several of these planning efforts were flagged as Opportunity Areas and are described later in this chapter.

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 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, safe vehicles and post-crash care. » Bicycle and Pedestrian Facilities Master Plan (BPMP)
» Capital Improvement Plan 2021 – 2026 (CIP)
» Complete Streets Safety Assessment (CSSA)
» Downtown Oxnard Vision Plan Charrette Report
» Downtown Strategic Plan
» Green Alleys Plan
» Oxnard Corridor Community Transportation
Improvement Plan (OCCTIP)
» Oxnard General Plan Circulation Element
» Oxnard Sidewalk Survey Report
» Oxnard Transportation Demand
Management (TDM) Plan
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OXNARD LOCAL ROAD SAFETY PLAN | 23
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 following projects are found
in the City of Oxnard’s 2021 CIP,
Our Assets, Our Safety, Our Future:
2021-2026 City of Oxnard Five Year
Capital Improvement Program (the
City of Oxnard’s 2022 CIP, Restoring
Oxnard: 2022 - 2027 Capital
Improvement Program, was adopted
near the completion of this LRSP).

Several projects are supplemented
with funding from VCTC grant
programs, such as Congestion
Mitigation and Air Quality (CMAQ)
and Transportation Development
Act (TDA) funds.

COMPLETED OR UNDER
CONSTRUCTION (AS OF MAY 2022)
» C Street Bicycle Facilities:

Completed in Winter 2021,
new Class II and Class
III bicycle facilities were
installed on C Street from W.

Gonzales Road to Hueneme
Rd with CMAQ funding.
» La Colonia bicycle boulevards
and green alleys: Completed
in 2022, several alleys in the La
Colonia neighborhood were
converted into pedestrian
and cycling zones with green
infrastructure elements, such
as permeables surfaces and
bioswales, as a first step in
implementing the Oxnard Green
Alleys Plan.
» Northeast Community and
Cloyne Street Bike Lanes: New
Class II and Class III bicycle
lanes, bicycle detection, and
pedestrian improvements will be
implemented on several streets
in Northeast Oxnard and
along Cloyne Street with CMAQ
and TDA funding. Expected
completion is Spring 2023.
» Oxnard Boulevard Bicycle
Lanes: Bicycle lanes will be
implemented on Oxnard
Boulevard from US-101 to
Gonzales Road with CMAQ
funding. Expected completion
is December 2023.
» Oxnard Boulevard/Saviers
Road Signal Improvements:

Funded and planned signal
upgrade projects in the CIP
consist of new signal heads,
protected left turn phasing,
bicycle detection, Accessible
Pedestrian Signals, and LED
lights at five intersections
along Oxnard Boulevard
and Saviers Road. Expected
completion Summer 2023.
» Pedestrian Beacon Installation:

Completed in April 2020, new
pedestrian crossing flashing
beacons and signage along
with ADA improvements and
crosswalks were implemented
Existing
Efforts Within
Safe System
Approach
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24 | CHAPTER 04
in various locations throughout
the City with TDA funding.
» 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.
» Sidewalks: New sidewalks
are planned for Ventura
Blvd between Rose Ave
and Balboa St. Expected
completion is June 2023.
» Signal Improvements on Oxnard
Blvd, Channel Islands Blvd,
and Ventura Rd: The City was
awarded HSIP Cycle 8 funding
to implement improvements,
including signal hardware
upgrades, adding protected
left turn phasing, Accessible
Pedestrian Signals, and
adding intersection lighting
at seven signals. Expected
completion, December 2022.

PROJECTS IN DESIGN
» 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 35 intersections. Expected
completion is Winter 2023.
» Etting Road bike lane and
sidewalks with TDA funding.
» Guardrail for Vineyard Avenue/
Patterson Road curve.
» 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.
» Traffic signal modernization
at City’s 170 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,
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OXNARD LOCAL ROAD SAFETY PLAN | 25
new signals, roundabouts,
and ADA improvements, along
Oxnard Boulevard along with
funding recommendations.

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 re-imagining them as places
with pedestrian, bicycle, and
community-serving opportunities.

Safety improvements outlined in the
Green Alleys Plan include signage,
bicycle facilities, and pedestrian
crossing enhancements, and priority
locations include La Colonia and
South Winds neighborhoods,
as well as Downtown.

Oxnard Vision Plan: As a part of the
Southern California Association of
Governments High Quality Transit
Areas 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 lighting improvements.

Accessible Sidewalk and
Ramp Upgrades: The 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 Funding
The City of Oxnard has received
Active Transportation Program
(ATP) and Highway Safety
Improvement Program (HSIP)
for roadway design projects.

ATP Grant Funding: Oxnard
previously received funding through
ATP Cycles 1-4 for infrastructure
improvements. 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, as well
as pedestrian crossing upgrades
near Ramona Elementary School.

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 safety223
26 | CHAPTER 04
3101 West Esplanade Drive
EastHarbor Boulevard
East Gonzales Road
South C Street
West 5th Street
North Oxnard Boulevard
East Wooley Road West Wooley Road
West Vineyard Avenue North C Street
Bristol Road
Pleasant Valley Road
South Oxnard Boulevard
East Channel Islands Boulevard
Olivas Park Drive
Telephone Road
North RoseAvenue
South Patterson Road
South Victoria Avenue
East Hueneme Road
Victoria Avenue
North Harbor Boulevard
South Del Norte Boulevard
East 5th Street
West Hueneme Road
Golf Course Drive
North Patterson Road
Pierpont Boulevard
Riverpark Bl
Transport Street
Walker Street
South Ventura Road
North Vineyard Avenue
North Ventura Road
Johnson Drive
Colonia Road
South Harbor Boulevard
Ventura Boulevard
East 3rd Street
Leland Street
Emerson Avenue
Eastman Avenue
Auto Center Drive
West Channel Islands Boulevard
Ralston Street
Central Avenue
South Rose Avenue
Teal Club Road
Market Street
North Rose Avenue
West Gonzales Road
Camino del Sol
North Victoria Avenue
East Pleasant Valley Road
Saviers Road
Santa Clara Avenue
·126
·118
·232
·34
·1
311 Request Type (May 2016 - December 2020)
Enforcement Requests
Roadway Infrastructure (potholes, signs, and markings)
Streetlight Out
Signal Issues
Oxnard 311 Transportation Safety-Related Requests between May 2016 and December 2020 224
OXNARD LOCAL ROAD SAFETY PLAN | 27
related requests made between
May 2016 and December 2020 were
reviewed to provide additional
context for the collision data. The
majority of transportation safetyrelated 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 August 2022,
is wrapping up a speed survey.

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),
speed enforcement in school
zones (Sidewalk Survey), and a
neighborhood pace car program
where residents pledge to drive
courteously and obey the speed
limit to discourage speeding 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.

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

Existing Efforts (Continued)
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28 | CHAPTER 04
Safe Vehicles
Some existing and emerging onboard 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 Vehicleto-Infrastructure (V2I) technologies will likely require integration with
existing infrastructure, and the
City’s ITS Master Plan includes
emergency vehicle preemption 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.

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.

The CSSA notes that City staff
review collision reports semiannually, as well as whenever requests are made for infrastructure
improvements, which aligns with the
Sidewalk Survey’s recommendation
to use collision data to monitor
collision trends. The Sidewalk
Survey recommends the City
use their collision monitoring
to 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
expanding on the City’s existing
emergency vehicle preemption
program by adding new preemption
as part of signal and infrastructure
upgrades. The City implemented
emergency vehicle preemption at 70
signals and is expanding the system
to 30 additional signals.
226
OXNARD LOCAL ROAD SAFETY PLAN | 29
Opportunity Areas
Based on the planning documents
reviewed, 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:
» 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 Oxnard Boulevard.

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 mapped on the following
page. The detailed Opportunity
Areas Matrix is in Appendix B.

1. Oxnard Boulevard from
Esplanade Drive to Wooley Road

2. C Street from Gonzales Road
to Channel Islands Boulevard

3. 5th Street from C Street
to Rice Avenue

4. B Street from 3rd Street
to Wooley Road

5. A Street from Colonia
Road to Wooley Road

6. Wooley Road from Harbor
Boulevard to Rice Avenue

7. Esplanade Drive from Vineyard
Avenue to Oxnard Boulevard

8. Mandalay Beach Road from
Falkirk Avenue to Costa de Oro

9. Saviers Road from Thomas
Avenue to Yucca Street

10. Oxnard Boulevard from Wooley
Road to Pleasant Valley Road

11. Oxnard Boulevard & 1st Street

12. Oxnard Boulevard &
Colonia Road

13. Pacifica High School
& Gonzales Road

14. Oxnard Boulevard & 5th
Street/7th Street

15. Wooley Road & E Street/C Street
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30 | CHAPTER 04
3101
South Oxnard Bl
NorthOxnard Bl
EastHarbor Boulevard
East Gonzales Road
South C Street
Wagon Wheel Rd
West Wooley Road East Wooley Road
South Victoria Avenue
WestVineyardAv
Bristol Road
Pleasant Valley Road
East Channel Islands Boulevard
Telephone Road
North Rose Avenue
South Patterson Road
East Hueneme Road
North Del Norte Boulevard
North Harbor Boulevard
Pierpont Boulevard
East 5th St
West Hueneme Road
West 5th Street South Victoria Avenue
Golf Course Drive
North Patterson Road
Riverpark Bl
Walker Street
South Ventura Road
North Vineyard Avenue
North Ventura Road
Central Av
Colonia Rd
South Harbor Boulevard
East Main St
Ventura Bl
East 3rd Street
Leland St
Emerson Avenue
Eastman Avenue
Auto CenterDrive
Surfside Dr
West Channel Islands Boulevard
Ralston Street
South Rose Avenue
Market Street
Teal Club Road
North Rose Avenue
South J Street
West Gonzales Road
Camino del Sol
North Victoria Avenue
East Pleasant Valley Road
Santa Clara Avenue
Olivas Park Drive
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·34
8 9
7 4
5 3
10 1
2 6
Opportunity Area Corridors
Opportunity Area Intersections
City of Oxnard Planning Documents Review: Opportunity Areas 228
OXNARD LOCAL ROAD SAFETY PLAN | 31
229
32 | CHAPTER 05
05 Safety Analysis
This chapter summarizes the results
of a comprehensive collision analysis
for the City of Oxnard, which informed
the identification of emphasis areas
and safety strategies for the City.
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OXNARD LOCAL ROAD SAFETY PLAN | 33
231
34 | CHAPTER 05
This analysis reflects
injury collisions that
occurred on City of Oxnard
roadways 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 2021
(excluding grade-separated
facilities, such as US-101 and
portions of SR-1). Collisions
resulting only in property
damage are not included in
this analysis.

Safety Analysis
Key Takeaways
People walking and biking are
more likely to be killed or severely
injured in a collision. More than
half of fatal collisions involved
someone walking or biking.

Unsafe speed violations
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.18
Pedestrians crossing outside of
a marked crossing accounted
for over half of severe and fatal
pedestrian-involved collisions.

Nearly 90 percent of collisions
occurred within an intersection
sphere of influence.19
To better understand systemic collision patterns in Oxnard, contextual factors were analyzed in conjunction with collision characteristics.

Contextual factors include:
» Roadway attributes, such as number of lanes, posted speed limit and classification
» Roadway facilities, such as traffic signals, streetlights, and on-street bicycle facilities
» Nearby land uses, such as communities with a disadvantaged or lowincome community designation, schools, parks, and transit. » Driver behavior, such as hard braking or acceleration activity Additional details of the contextual factors and systemic analysis are documented in a Collision History and Data Collection/Assessment memorandum, found in Appendix C. During the development of the LRSP, the City was also updating their collision reporting and data management process by implementing the Crossroads Software Collision Report Writer.

Details about this effort are in the Crossroads Data Management Plan, found in Appendix C.
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OXNARD LOCAL ROAD SAFETY PLAN | 35
3101
West Esplanade Drive
EastHarbor Boulevard
East Gonzales Road
South C Street
West Channel Islands Boulevard
West 5th Street
North Oxnard Boulevard
West Wooley Road East Wooley Road West Vineyard Avenue North C Street Bristol Road Pleasant Valley Road
South Oxnard Boulevard
East Channel Islands Boulevard
Olivas Park Drive
Telephone Road
North RoseAvenue
South Harbor Boulevard
Roosevelt Boulevard
South Patterson Road
East Hueneme Road
Victoria Avenue
North Harbor Boulevard
South Del Norte Boulevard
East 5th Street
West Hueneme Road
South Victoria Avenue
Golf Course Drive North Patterson Road
Riverpark Bl
Transport Street
Walker Street
South Ventura Road
North Vineyard Avenue
North Ventura Road
Central Avenue
Johnson Drive
Colonia Road
Ventura Boulevard
East 3rd Street
Leland Street
Emerson Avenue Eastman Ave
n
u
e
Auto
Center
Drive
R
a
l
s
t
o
n
St
re
et
South Rose Avenue
Teal Club Road
Ma
r
ke
t
S
t
r
e
et
North Rose Avenue
South J Street
West Gonzales Road
C
a
m
i
n
o
del
Sol
North Victoria Avenue
East Pleasant Valley Road
Saviers Road
Santa Clara Avenue
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·118
·232
·34
·1
City of Oxnard
IjCllii(2016 2020)
Crash Severity
Fatal
Injury (Severe)
Other Injury
Injury Collisions (2016 - 2020)
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36 | CHAPTER 05
Collision Overview

INJURY COLLISIONS BY YEAR
AND MODE, 2016 - 2020
From 2016 to 2020, there were
4,751 injury collisions. Someone
was killed or severely injured
(KSI) in 259 of these collisions
(5% of the total). On average, 12
people were killed each year in
Oxnard in a traffic collision.

The number of injury collisions
increased from 2016 to 2017 and
2018, then generally trended
downwards in 2020. 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.

ALL INJURY COLLISIONS BY YEAR AND MODE (2016-2020)

KSI COLLISIONS BY YEAR
AND MODE, 2016 - 2020
From 2016 to 2020, the number of
KSI collisions trended inversely
to the number of injury collisions,
where KSI collisions decreased
in 2017 and 2018 but increased
in 2019. KSI collisions followed
the same pattern as total injury
collisions with a decrease in 2020.

KSI COLLISIONS BY YEAR AND MODE (2016-2020)
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:

Throughout this plan, the acronym KSI is used to denote collisions where someone was killed or severely injured. » 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
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OXNARD LOCAL ROAD SAFETY PLAN | 37

COLLISIONS BY MODE
People walking and biking were
involved in 17 percent of total
collisions, but 39 percent of KSI
collisions. 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.

ALL INJURY COLLISIONS BY MODE KSI COLLISIONS BY MODE
Vehicle Bicycle Pedestrian

INJURY COLLISIONS BY TYPE
The most common injury collision
types in Oxnard were:
» Broadside (37%)
» Rear End (29%)
» Head-On (9%)
» Sideswipe (9%)
» Vehicle/Pedestrian (9%)
For KSI collisions, the most common
collision types in Oxnard were:
» Broadside (27%)
» Vehicle/Pedestrian (26%)
» Hit Object, such as trees, utility
poles, or traffic barriers (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 fatality
or severe injury, compared to other
common collision types.

INJURY COLLISIONS BY COLLISION TYPE (2016-2020)
All Injury Collisions KSI Collisions
Broadside Vehicle/
Pedestrian
Rear End Head-On Sideswipe Hit Object Overturned
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38 | CHAPTER 05

PRIMARY COLLISION FACTOR
Collision reports note a Primary
Collision Factor (PCF), which is the
reporting officer’s determination of
the violation that was the primary
cause of the collision. In Oxnard,
the most common violations were :
» Unsafe Speed (23%)
» Vehicle Right of Way
Violation (23%)
» Traffic Signals and Signs (11%)
The majority of Vehicle Right of
Way violations included drivers
not yielding during left turns or
U-turns, drivers not adhering to
right of way rules at stop signs, 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 were drivers
running red lights and stop signs.

For KSI collisions, the most
common violations were :
» Unsafe Speed (15%)
» Pedestrian Violation (14%)
» Driving/Bicycling Under
the Influence (13%)
» 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.

PRIMARY COLLISION FACTOR (2016-2020)
All Injury Collisions KSI Collisions
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OXNARD LOCAL ROAD SAFETY PLAN | 39

PEDESTRIAN ACTION/LOCATION
A large share of injuries to people
walking occurred when people
were crossing in the crosswalk at
an intersection (38%) or crossing
not in a crosswalk (33%). For KSI
collisions, pedestrians crossing not
in a crosswalk made up the largest
share (52%). Collisions where people
were crossing the street outside
of crosswalks and walking in the
road may indicate that there are
unmet pedestrian desire lines and
these locations were evaluated
to identify potential locations for
new crosswalks and sidewalks.

PEDESTRIAN ACTION PRECEDING INJURY COLLISION (2016-2020) All Injury Collisions KSI Collisions

BICYCLIST/DRIVER MOVEMENT
In bicyclist collisions, 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. 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 vehicle turning movement
may indicate a need to increase
drivers’ awareness of bicyclists by
increasing the visibility of bicyclists
with signage and striping.

MOVEMENT PRECEDING COLLISION FOR BICYCLEINVOLVED INJURY COLLISIONS (2016-2020) Bicyclist Action Driver Action
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40 | CHAPTER 05

DRIVING UNDER THE INFLUENCE
A driver under the influence of
alcohol and/or drugs increases the
likelihood of a collision resulting
in a severe injury or a fatality.

From 2016 to 2020, nine percent
of all collisions involved drugs or
alcohol. The percentage increases
to 18 percent for KSI collisions.

LIGHTING CONDITIONS
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.
9%
All Injury
Collisions 18%
KSI Collisions
INJURY COLLISIONS BY LIGHTING CONDITIONS (2016-2020)
All Injury Collisions KSI Collisions

LOCATION TYPE
Most injury collisions took place at
intersections (89%), with the largest
share at signalized intersections
(51%). Injury collisions are more
likely to occur at intersections
than midblock because people
walking, biking, and driving
are interacting with other road
users, changing directions, and
making decisions. Midblock
collisions make up a larger share
of KSI collisions (17%) compared
to all injury collisions (11%).

ALL INJURY COLLISIONS KSI COLLISIONS
Signalized Intersection Non-Signalized Intersection Midblock 11%
51%
42%
41%
17%
30%

INJURY COLLISIONS BY LOCATION
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OXNARD LOCAL ROAD SAFETY PLAN | 41

POSTED SPEED
Speed is the primary factor in
determining the severity of a
collision. While roadways with
40 - 45 mph posted speed limit
make up 11 percent of all centerline
miles in Oxnard, these roadways
accounted for nearly half of all
injury collisions (46%) and KSI
collisions (45%). Roadways with
posted speed limit of 25 mph or
less account for nearly 80 percent
of Oxnard’s centerline miles but
represent only 18 percent of all
injury collisions and KSI collisions.

INJURY COLLISIONS AND SHARE OF ROADWAY

NETWORK BY POSTED SPEED

NUMBER OF LANES
The number of lanes on a roadway
can influence the frequency and
severity of collisions with a larger
number of lanes often accompanied
by higher speed limits/speeds.

A larger number of lanes also
increases the number of conflict
points with vehicles changing
lanes in addition to conflict points
between people driving, bicycling,
and walking. While roadways
with 4 – 5 lanes make up 12
percent of all centerline miles in
Oxnard, roadways with 4 – 5 lanes
accounted for the majority of all
collisions (53%) and KSI collisions
(60%). Roadways with 3 lanes or
less, which are often accompanied
by lower speeds, make up the
majority of centerline miles in
Oxnard (86%) but accounted for a
much smaller share of all collisions
(30%) and KSI collisions (28%).

INJURY COLLISIONS AND SHARE OF ROADWAY

NETWORK BY NUMBER OF LANES
25 mph or less 30-35 mph 40-45 mph 50 mph
3 Lanes or Less 4-5 Lanes 6+ Lanes
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42 | CHAPTER 05

PROXIMITY TO SCHOOLS
Schools are areas of concentrated
walking and bicycling activity,
especially during arrival and
dismissal times. While 41 percent of
all injury collision occurred near a
school (within 1000’ feet), a larger
share of injury collisions involving
a bicycle (46%) or a pedestrian
(52%) occurred near a school.

INJURY COLLISIONS IN PROXIMITY TO A SCHOOL

PROXIMITY TO PARKS
Parks are often areas of
concentrated walking and bicycling
activity, with people walking and
bicycling to, from, and around
a park. While 31 percent of all
injury collision occurred near a
park (within 1000’ feet), a larger
share of injury collisions involving
a bicycle (34%) or a pedestrian
(39%) occurred near a park.

INJURY COLLISIONS IN PROXIMITY TO A PARK
Within 1000’ of School More than 1000’ from School
Within 1000’ of a Park More than 1000’ from a Park
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OXNARD LOCAL ROAD SAFETY PLAN | 43
241
44 | CHAPTER 05
TOP TEN INTERSECTIONS BY TOTAL WEIGHTED SCORE (2016-2020) Hot Spot Analysis
In safety analyses, locations with a higher number of crashes are often referred to as “hot spots.”20 The term “hot spot” is used to differentiate the conventional, reactive approach that looks at observed crash patterns from the proactive and systemic analysis approach. The top ten intersections were identified for all injury collisions, weighted score (i.e. higher severity collisions were weighted more heavily), and collision rate based on vehicle volume (i.e. per million entering vehicles). Similarly, the top ten roadway segments were identified for all injury collisions, weighted score, and collisions per million vehicle miles traveled. Intersections and roadway segments with fewer than three collisions were omitted for this analysis.

The top ten intersections and roadway segments for weighted score are listed below and the top ten intersections and roadway segments based on the additional metrics are in Appendix C.

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 major intersections.21 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.

To calculate weighted scores, collisions were weighted by severity: collisions where the highest degree of injury was a fatality or severe injury received a weight of 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 Calculations.22 The ten intersections with the highest weighted score are at major intersections, which have relatively high traffic volumes and increased exposure.

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
E Pleasant Valley Rd & Cypress Rd Primary-Minor 95 17 3 N Vineyard Ave & Thames River Dr Primary-Minor 93 15 3
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OXNARD LOCAL ROAD SAFETY PLAN | 45
3101
West Esplanade Drive
EastHarbor Boulevard
East Gonzales Road
South C Street
West Channel Islands Boulevard
West 5th Street
North Oxnard Boulevard
West Wooley Road East Wooley Road
West Vineyard Avenue North C Street
Bristol Road
Pleasant Valley Road
South Oxnard Boulevard
East Channel Islands Boulevard
Olivas Park Drive
Telephone Road
North RoseAvenue
South Harbor Boulevard
Roosevelt Boulevard
South Patterson Road
East Hueneme Road
Victoria Avenue
North Harbor Boulevard
South Del Norte Boulevard
East 5th Street
West Hueneme Road
South Victoria Avenue
Golf Course Drive
North Patterson Road
Riverpark Bl
Transport Street
Walker Street
South Ventura Road
North Vineyard Avenue
North Ventura Road
Central Avenue
Johnson Drive
Colonia Road
Ventura Boulevard
East 3rd Street
Leland Street
Emerson Avenue
Eastman Avenue
Auto CenterDrive
Ralston Street
South Rose Avenue
Teal Club Road
Market Street
North Rose Avenue
South J Street
West Gonzales Road
Camino del Sol
North Victoria Avenue
East Pleasant Valley Road
Saviers Road
Santa Clara Avenue
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City of Oxnard
Intersections by Total Weighted Score (2016 - 2020)
Weighted Score
4 - 20
21 - 48
49 - 83
84 - 149
Top Ten Intersections for Weighted Score
*Note: The total weighted score for each intersection
reflects collisions involving a fatality or severe injury receiving a weight of 27 and other injury collisions
receiving a weight of one.

Intersections by Total Weighted Score (2016-2020)
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46 | CHAPTER 05
TOP TEN ROADWAY SEGMENTS BY TOTAL WEIGHTED SCORE (2016-2020) Roadway Segments
In identifying roadway segment hot spots, collisions that were more than 50 feet away from an intersection were matched to the nearest roadway segment. Because of the sphere of influence for large intersections, some collisions were assigned both to an intersection and a roadway segment.

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. Similar to the intersection analysis, the ten segments with the highest weighted score are major (primary and secondary) roadways, which have relatively high traffic volumes and increased exposure.

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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OXNARD LOCAL ROAD SAFETY PLAN | 47
3101
West Esplanade Drive
EastHarbor Boulevard
East Gonzales Road
South C Street
West Channel Islands Boulevard
West 5th Street
North Oxnard Boulevard
West Wooley Road East Wooley Road
West Vineyard Avenue North C Street
Bristol Road
Pleasant Valley Road
South Oxnard Boulevard
East Channel Islands Boulevard
Olivas Park Drive
Telephone Road
North RoseAvenue
South Harbor Boulevard
Roosevelt Boulevard
South Patterson Road
East Hueneme Road
Victoria Avenue
North Harbor Boulevard
South Del Norte Boulevard
East 5th Street
West Hueneme Road
South Victoria Avenue
Golf Course Drive
North Patterson Road
Riverpark Bl
Transport Street
Walker Street
South Ventura Road
North Vineyard Avenue
North Ventura Road
Central Avenue
Johnson Drive
Colonia Road
Ventura Boulevard
East 3rd Street
Leland Street
Emerson Avenue
Eastman Avenue
Auto CenterDrive
Ralston Street
South Rose Avenue
Teal Club Road
Market Street
North Rose Avenue
South J Street
West Gonzales Road
Camino del Sol
North Victoria Avenue
East Pleasant Valley Road
Saviers Road
Santa Clara Avenue
·126
·118
·232
·34
·1
Weighted Score
4 - 12
13 - 36
37 - 88
Top Ten Weighted Score
*Note: The total weighted score for each roadway segment reflects collisions involving a fatality or severe injury receiving a weight of 27 and other injury collisions receiving a weight of one.

Roadway Segments by Total Weighted Score (2016-2020)
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48 | CHAPTER 05

CONTEXTUAL FACTORS AND THEIR AREAS OF INFLUENCE
Contextual Data Overview
To better understand systemic collision patterns in Oxnard, contextual factors were analyzed in conjunction with collision characteristics.

Contextual factors include:
» Roadway attributes
» Roadway facilities
» Nearby land uses
» 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 major road (i.e. Primary or Secondary road, as defined by the City’s Circulation Element) road. A subset of contextual factors and their respective areas of influence are summarized in the following table; the full set of contextual factors is in Appendix C.

Roadway Characteristics Distance
Number of Lanes 50’
Posted Speed Limit 50’
Roadway Classification (from Oxnard General Plan):
» Primary
» Secondary
» Minor
50’
Traffic Signal
» Fully Protected Left Turn Phases
50’ Minor Roadway
250’ Major Roadway
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’
On-Street Bicycle Facility 100'
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'
Bus stop 500'
Parks 1,000’
* Major intersections are defined as where a primary road meets a primary, secondary, or minor road and where a secondary road meets a secondary or minor road. Minor intersections are defined as where a minor road meets a minor road.

Source: The data in this table were provided by City of Oxnard and the California Air Resources Board.

Systemic Analysis
Systemic analysis is a proactive
safety approach that evaluates
an entire roadway network using
a defined set of criteria. Systemic
analysis merges adjacent road,
intersection, and land use features
with collision data to uncover
relationships between contextual
factors and the risk of frequent
and severe collisions.
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OXNARD LOCAL ROAD SAFETY PLAN | 49
Systemic Trends
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 attributes (e.g. violation,
collision type, time of day) in rows
and contextual data in columns. The
matrices help identify combinations
of factors that contributed to a
high number of total collisions,
KSI collisions, bike collisions,
and pedestrian collisions. The
identified combinations informed
the development of collision
profiles (described in Chapter 7)
that were paired with applicable
countermeasures to be applied at
locations that match the collision
profile throughout the City. The
full set of systemic matrices are in
Appendix C, and a subset of key
findings are summarized here.
4-Lane Roads:

In Oxnard, roadways with 4
lanes account for 12 percent of
centerline miles, but 53 percent of
injury collisions occurred on these
roadways.

Downtown Oxnard:

Injury collisions were concentrated
in the central area of Oxnard, which
has several major north-south travel
corridors (defined by the City’s
Circulation Element), such as Oxnard
Boulevard and Saviers Road, and a
relatively dense roadway network
compared to other areas of the City.

Primary Arterials:

Primary arterial roadways are
defined by the City’s Circulation
Element as roadways designed to
carry through traffic on continuous
routes and join major traffic
origins and destinations, freeways
and other arterials. As a result,
primary arterial roadways carry a
relatively higher number of vehicles
compared to more local-serving
roads. This is illustrated by the trend
that primary arterial roadways
make up seven percent of centerline
miles but accounted for 56 percent
of collisions.

Signals:

Signals with fully protected left
turn phases reduce the amount
of decision-making and potential
conflict points at an intersection.

Signalized intersections with
fully protected left-turn phases
had fewer injury collisions
when compared to signalized
intersections without fully
protected left-turn phases. The
difference is especially pronounced
for broadside collisions where 26
percent of broadside collisions
occurred at signalized intersections
with fully protected left-turn phases
and 74 percent of broadside
collisions occurred at signalized
intersections without fully protected
left-turn phases.

Pedestrian Collisions on
Smaller Roads:

The highest share of all injury
collisions (33%) and bicycleinvolved collisions (33%) occurred on roadways with four lanes and
40 - 45 mph posted speed limits.

However, the highest share of
pedestrian-involved collisions (35%)
occurred on roadways with three
lanes or less and 15 - 25 mph posted
speed limits.

Endnotes:
18National 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. 19The intersection area of influence was defined as a 50-foot radius around minor intersections and a 250-foot radius around major intersections.
20U.S. Department of Transportation Federal Highway Administration. (2018). Guidebook on Identification of High Pedestrian Crash Locations.
21The 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. 22Caltrans. (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 247
50 | CHAPTER 06
06 This toolbox presents safety
countermeasures covering safe road
users, safe vehicles, safe speeds, safe
roads, and post-crash care that address
the collision trends identified through
the comprehensive collision analysis.

Countermeasure
Toolbox
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OXNARD LOCAL ROAD SAFETY PLAN | 51
249
52 | CHAPTER 06
This plan’s focus on the
elements of the Safe
System approach and
an emphasis on equity
not only helps to provide
alignment with current
LRSP guidelines but also
sets the City of Oxnard up
for success in recognition
of emerging safety best
practices.

Countermeasure Toolbox
This toolbox furthers the work that the City of Oxnard has done over the past several years to prioritize safer roadway design through efforts such as project implementation, grant applications, maintenance activities, and adoption of planning documents that identify priorities and future projects.

Making a commitment to zero deaths means addressing every aspect of crash risks through the five elements of a Safe System, shown below. These layers of protection and shared responsibility promote a holistic approach to safety across the entire transportation system. The key focus of the Safe System approach is to reduce death and serious injuries through design that accommodates human mistakes and injury tolerances.

The Safe System
approach addresses
the safety of all road
users, including
those who walk,
bike, drive, ride
transit, and travel by
other modes.

Vehicles are
designed and
regulated to
minimize the
occurrence and
severity of collisions
using safety
measures that
incorporate the
latest technology.

Humans are unlikely
to survive high-speed
crashes. Reducing
speeds can
accommodate human
injury tolerances in
three ways: reducing
impact forces,
providing additional
time for drivers to
stop, and improving
visibility.

Designing to
accommodate human
mistakes and injury
tolerances can greatly
reduce the severity of
crashes that do occur.

Examples include
physically separating
people traveling at
different speeds,
providing dedicated
times for different
users to move through
a space, and alerting
users to hazards and
other road users.

When a person is
injured in a collision,
they rely on
emergency first
responders to quickly
locate them, stabilize
their injury, and
transport them to
medical facilities.

Post-crash care also
includes forensic
analysis at the crash
site, traffic incident
management, and
other activities.

Safe Road
Users
Safe
Vehicles
Safe
Speeds
Safe
Roads
Post-Crash
Care
THE SAFE SYSTEM APPROACH VS. TRADITIONAL ROAD SAFETY PRACTICES

SAFE SYSTEM ELEMENTS
SOURCE: FEHR & PEERS FOR FHWA
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OXNARD LOCAL ROAD SAFETY PLAN | 53
Summary of Engineering Countermeasures
Local Road Safety Manual (LRSM) Countermeasure
Control
All-Way Stop Control
LED-Enhanced Stop Sign
Mini-Roundabout
Geometric Modifications
Directional Median Openings to Restrict Left Turns
Lane Narrowing
Remove or Relocate Fixed Objects
Repurpose Roadway Space
Lighting
Intersection Lighting
Segment Lighting
Operation/Warning
Delineators, Reflectors, and/or Object Markers
Flashing Beacon as Advance Warning
Improve Sight Distance
Pedestrian and/or Bicyclist Warning Signage
Speed Monitoring and Feedback
Striping Through Intersection
Upgrade Intersection Pavement Markings
Upgrade to Larger Warning Signs
Upgrade Signs with Fluorescent Sheeting
Pedestrian & Bicycle
Add Sidewalk
Advanced Stop Bar
Advanced Yield Markings
Bike Lane
Curb Extensions
Extend Bike Lane to Intersection
Green Conflict Striping
High-Visibility Crosswalk
Install/Upgrade Pedestrian Crossing at Uncontrolled
Locations (Signs and Markings Only)
Pedestrian Hybrid Beacon
Raised Median/Pedestrian Refuge Island
Rectangular Rapid Flashing Beacon
Separated Bikeway
Straighten Crosswalk
Traffic Calming/Bicycle Boulevard Elements
Upgrade Curb Ramp
Widen Sidewalk
Signal Modifications & Intelligent
Transportation Systems (ITS)
Accessible Pedestrian Signal
Emergency Vehicle Preemption
Extend Yellow and All Red Time
Improve Signal Timing
Leading Pedestrian Interval
Pedestrian Countdown
Pedestrian Scramble Phase/All Pedestrian Phase
Prohibit Right-Turn-on-Red
Protected Left Turns
Retroreflective Signal Backplates
Signal Interconnectivity & Coordination / Green Wave
Speed Sensitive Rest in Red Signal
Supplemental Signal Heads
Signal Adaptive Speed Response
Traffic Signal Confirmation Light
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54 | CHAPTER 06
A bike lane provides dedicated street space, typically
adjacent to outer vehicle travel lanes, with designated striping, pavement markings, and signage. Bike lanes
improve safety by reducing conflicts between bicycles and vehicles on the road and by creating a road-narrowing
effect with buffers or vertical barriers, which may reduce vehicle speeds.

ENGINEERING TOOLBOX
Local Roadway Safety Manual
Many of the countermeasures in the toolbox are recommended for the 15 emphasis areas included in this report. Most of the countermeasures are included in the 2022 Caltrans Local Roadway Safety Manual (LRSM) and can be advantageous for use in Caltrans Highway Safety Improvement Program (HSIP) grant funding applications.

For countermeasures in the LRSM, the toolbox identifies a Caltrans-approved Crash Reduction Factor (CRF), the expected life of the project, the federal funding eligibility, the systemic opportunity for countermeasure implementation, and applicable collision type (e.g., all modes, bicycle and pedestrian collisions only, etc.) as outlined in the LRSM.

The higher the CRF, the greater the expected reduction in collisions. This countermeasure toolbox also includes additional safety improvements beyond those listed in the LRSM.

Countermeasure Title
Countermeasure Icon
LRSM Countermeasure
LRSM Countermeasure Code
Quick Build Opportunity
Collision Types Addressed
by Countermeasure
Countermeasure
Description
Countermeasure Details
Hot Spot Sample Locations
show applicability of some
countermeasures at select
Hot Spots
Key Issue in Oxnard
Most Relevant to
Countermeasure
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OXNARD LOCAL ROAD SAFETY PLAN | 55

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

Crash Reduction Factor 50%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity High
Key Issue Broadside
LRSM ID NS02
All-Way Stop Control
Convert to all-way STOP control
(from 2-way or Yield control)
CRASH
TYPE
An LED-enhanced sign has LED lights embedded in the sign to outline the sign itself or the words and symbols on the sign. The LEDs may be set to flash or operate in a steady mode. An LEDenhanced sign improves safety by improving the visibility of signs at locations with visibility limitations or with a documented history of drivers failing to see or obey the sign (e.g. at STOP signs).

An LED-Enhanced sign may qualify as a flashing beacon under the LRSM (NS08 - Install Flashing Beacons at Stop-Controlled Intersections) but confirmation would be needed from Caltrans.

Crash Reduction Factor 15%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity High
Hot Sample Location Bard Road
Key Issue Rear End
LED-Enhanced Sign
A roundabout is a type of circular intersection in which road traffic flows in one direction around a central island, and priority is typically given to traffic already in the intersection.

A mini-roundabout is characterized by a small diameter
(45-90 feet) and traversable center island. Roundabouts eliminate conflicts from crossing and leftturn movements and force drivers to reduce speeds as they proceed through the intersection. Vehicle/pedestrian conflicts are also reduced.

Modular barriers are a quick build option.

Crash Reduction Factor 30%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
Hot Spot Sample Location Bard Road
Key Issue Broadside
LRSM ID NS05mr
Mini-Roundabout
Convert intersection
to mini-roundabout
CRASH
TYPE
LRSM ID NS08
Install Flashing Beacons at
Stop-Controlled Intersections
CRASH
TYPE
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A directional median opening restricts specific turning movements, such as allowing a left-turn from a major street but not from a minor street. Limiting turning movements decreases the number of vehicles crossing the centerline and can reduce head-on collisions. Plastic posts and
barriers are a quick build option.

Crash Reduction Factor 50%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
Hot Spot Sample Location Gonzales Road & Almanor Street, Saviers Road & Hughes Drive
Key Issue Broadside

GEOMETRIC MODIFICATIONS
LRSM ID S14
Directional Median Openings
to Restrict Left Turns
Create directional median openings to allow
(and restrict) left-turns and u-turns (S.I.)
CRASH
TYPE
Lane narrowing reduces lane widths to
encourage motorists to travel at slower
speeds. Speed reductions brought
about by lane narrowing improve safety
by lowering the risk of collision among
bicyclists, pedestrians, and other motorists.

Hot Spot Sample Location Bard Road
Key Issue Unsafe Speed
Lane Narrowing
Repurposing roadway space reallocates space dedicated to vehicle travel to create room for bicycle facilities, wider sidewalks, or center turn lanes. Repurposing roadway space improves safety by reducing vehicle speeds and creating designated space for all road users. For HSIP Cycle 11, this countermeasure is eligible for roadways without existing left turn lanes and is expected to include bike lanes. Raised lane separators, delineator and flexible posts, curb barriers, and painted pavement are quick build options.

Crash Reduction Factor 35%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
Hot Spot Sample Location Ventura Road, Saviers Road
Key Issue Unsafe Speed
LRSM ID R14
Repurpose Roadway Space
Road Diet (Reduce travel lanes and add a
two way left-turn and bike lanes)
CRASH
TYPE
Relocating or removing fixed objects, such as utility
poles/boxes and signage, from intersections or roadway
segments with a history of hit object collisions can reduce or eliminate the potential for hit object collisions.

Crash Reduction Factor 35%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity High
Hot Spot Sample Location Gonzales Road & Merion Way
Key Issue Hit Object
LRSM ID R02
Remove or Relocate Fixed Objects
Remove or relocate fixed objects
outside of Clear Recovery Zone
CRASH
TYPE
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OXNARD LOCAL ROAD SAFETY PLAN | 57
Adding intersection lighting at the intersection, and on its approaches, improves the safety of an intersection during nighttime conditions by (1) making drivers more aware of their surroundings at an intersection (2) enhancing drivers’ available sight distances, and (3) improving the visibility of non-motorists.

Intersection lighting is also beneficial to non-motorized users by helping them navigate the intersection. Upgrading to LED lighting also has a documented safety benefit.

Crash Reduction Factor 40%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
Hot Spot Sample Location All Hot Spot Corridors
Key Issue Nighttime

LIGHTING
LRSM ID NS01/S01
Intersection Lighting
Add intersection
lighting (NS.I./S.I.)
CRASH
TYPE
Providing segment lighting improves safety during
nighttime conditions by making drivers more aware of
their surroundings, enhancing drivers’ available sight
distances to perceive roadway characteristic in advance of the change, and improving non-motorist’s visibility
and navigation. Upgrading to LED lighting also has a
documented safety benefit.

Crash Reduction Factor 35%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
Hot Spot Sample Location Ventura Road
Key Issue Nighttime
LRSM ID R01
Segment Lighting
Add segment
lighting
CRASH
TYPE
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58 | CHAPTER 06
Delineators, reflectors and/or object markers are intended to warn drivers of an approaching curve or fixed object that cannot easily be removed. They are generally less
costly than chevron signs as they don’t require posts to place along the roadside, avoiding an additional object with which an errant vehicle can crash into.

Crash Reduction Factor 15%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity Very High
Key Issue Hit Object
LRSM ID R27
Delineators, Reflectors,
and/or Object Markers
Install delineators, reflectors
and/or object markers
CRASH
TYPE

OPERATION/WARNING
A flashing beacon as advanced warning is a blinking
light with signage to notify motorists of an upcoming
intersection or crosswalk. A flashing beacon improves
safety by providing motorists more time to become aware of and slow down for an intersection or yield to pedestrians crossing at a crosswalk.

Crash Reduction Factor 30%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity Medium
Hot Spot Sample Location Gonzales Road & Victoria Avenue Key Issue Rear End
LRSM ID S10
Flashing Beacon as Advance
Warning
Install flashing beacons as
advance warning (S.I.)
CRASH
TYPE
Remove objects that may prevent drivers and pedestrians from having a clear sightline. May include installing
red curb at intersection approaches to remove parked
vehicles (also called “daylighting”), trimming or removing landscaping, or removing or relocating large signs.

Crash Reduction Factor 20%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity High
Key Issue Pedestrian Crossing,
Broadside
LRSM ID NS11
Improve Sight Distance
Improve sight distance to
intersection (clear sight triangles)
CRASH
TYPE
Key Issue Bicycle Collisions
Pedestrian and/or Bicyclist
Warning Signage
Pedestrian and/or bicyclist warning
signage is placed at intersections to alert
or remind left- or right-turning vehicles to
yield to pedestrians crossing the crosswalk
and/or bicyclists crossing the intersection.

A static sign or electronic blankout sign
can convey the warning message.
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OXNARD LOCAL ROAD SAFETY PLAN | 59

OPERATION/WARNING
Adding clear pavement markings (i.e. “cat track”) can guide motorists through complex intersections. Intersections
where the lane designations are not clearly visible to
approaching motorists and/or intersections noted as
being complex and experiencing crashes that could be
attributed to a driver’s unsuccessful attempt to navigate the intersection can benefit from this treatment.

Crash Reduction Factor 10%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity Very High
Hot Spot Sample Location Ventura Road
& Wooley Road
Key Issue Signalized Intersection
LRSM ID S09
Striping Through Intersection
Install raised pavement markers and
striping (Through Intersection)
CRASH
TYPE
Upgrading intersection pavement marking can include
“Stop Ahead” markings and the addition of centerlines and stop bars. These markings can improve safety by increasing the visibility of intersections for drivers.

Crash Reduction Factor 25%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity Very High
Key Issue Nighttime
LRSM ID NS07
Upgrade Intersection
Pavement Markings
Upgrade intersection
pavement markings (NS.I.)
CRASH
TYPE
Key Issue Unsafe Speed
Speed Monitoring and Feedback
Video or radar roadside sensors are used
to monitor individual vehicle speeds.

With speed monitoring and feedback,
signs can notify motorists of excessive
speed through a combination of dynamic
roadside signage and vehicle-toinfrastructure (V2I) messaging. By notifying motorists of their speed, feedback signs
may promote slower speeds and safer
driver behavior.

Upgrading signs with fluorescent sheeting such as the
high intensity retroreflective film in the City of Oxnard sign specifications, replaces existing signs with new signs that can clearly display warnings by reflecting headlamp light back to vehicles. Upgrading signs with fluorescent sheeting improves safety by increasing visibility of signs to drivers at night.

Crash Reduction Factor 15%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity Very High
Key Issue Nighttime
LRSM ID R22
Upgrade Signs with
Fluorescent Sheeting
Install/Upgrade signs with new fluorescent
sheeting (regulatory or warning)
CRASH
TYPE
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60 | CHAPTER 06

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

Crash Reduction Factor 35%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity High
Hot Spot Sample Location Ventura Road
Key Issues Bicycle Collisions
LRSM ID R32PB
Bike Lane
Install bike
lanes
CRASH
TYPE
Adding sidewalks provides a separated and continuous
facility for people to walk along the roadway. Adding
sidewalks also improves safety by minimizing the risk of vehicle and bicycle collisions with pedestrians.

Crash Reduction Factor 80%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
Hot Spot Sample Location Wooley Road
Key Issue Pedestrian Walking Along
Road/Shoulder
LRSM ID R34PB
Add Sidewalk
Install sidewalk/pathway (to avoid
walking along roadway)
CRASH
TYPE
An advanced stop bar is a horizontal stripe painted ahead of the crosswalk at stop signs and signals to indicate where drivers should stop. An advanced stop bar improves safety by reducing instances of vehicles encroaching on the
crosswalk. Creating a wider stop bar or setting the stop bar further back from the crosswalk may be appropriate
for locations with known crosswalk encroachment issues.

See CA MUTCD Section 3B.16 for more information. Current detection loops may need to be adjusted to accommodate
advanced stop bars.

Crash Reduction Factor 15%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity Very High
Key Issue Pedestrian Crossing in Crosswalk
LRSM ID S20PB
Advanced Stop Bar
Install advance stop bar
before crosswalk (Bicycle Box)
CRASH
TYPE
Key Issue Pedestrian Crossing in Crosswalk
Advanced Yield Markings
Yield markings are placed 20 to 50 feet
in advance of pedestrian crossings to
alert drivers of an upcoming pedestrian
crossing. Yield markings indicate where
drivers should stop when pedestrians are
crossing at the crosswalk.
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OXNARD LOCAL ROAD SAFETY PLAN | 61

PEDESTRIAN & BICYCLE
Hot Spot Sample Location Gonzales Road
& Bard Road
Key Issue Bicycle Collisions
Extend Bike Lane to Intersection
In locations where a bike lane is dropped
due to the addition of a right turn pocket,
the intersection approach may be
restriped to allow bicyclists to move to the
left side of right turning vehicles ahead of
reaching the intersection.

Green Conflict Striping
Green conflict striping are markings
painted in a dashed pattern on bike lanes
approaching an intersection or driveway
and/or going through an intersection.

Green conflict striping highlights potential
conflict points.

A high-visibility crosswalk has a striped pattern with
markings made of high-visibility material, such as
thermoplastic tape, instead of paint. A high-visibility crosswalk improves safety with a clearly marked
pedestrian crossing so motorists exercise caution and yield to pedestrians. The crash reduction factor noted here only applies to locations currently without a marked crosswalk, but high-visibility crosswalk upgrades can be implemented at existing marked crosswalks. See Section 3B.18 of the CA MUTCD for more detail
Crash Reduction Factor 25%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity High
Key Issue Pedestrian Crossing in Crosswalk
LRSM ID S18PB/NS20PB
High-Visibility Crosswalk
Install pedestrian crossing (S.I.)/Install
pedestrian crossing at uncontrolled locations
(new signs and markings only)
CRASH
TYPE
A curb extension widens the sidewalk for a short distance to reduce the crossing distance and to improve pedestrians and drivers’ visibility that would otherwise be limited by parked vehicles. Curb extensions also slow vehicles around turns by forcing drivers to make turns at a smaller radius.

Paint, surface-mounted flexible guide posts, raised lane separators, delineators posts, and plastic curb barriers are quick build options.

Crash Reduction Factor 35%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
Key Issue Pedestrian Crossing in
Crosswalk
LRSM ID NS21PB
Curb Extensions
Install/upgrade pedestrian crossing at uncontrolled
locations (with enhanced safety features)
CRASH
TYPE
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62 | CHAPTER 06

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

See CA MUTCD Section 4F for more detail.

Crash Reduction Factor 55%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Low
Key Issue Pedestrian Crossing Outside Crosswalk,
Major Unsignalized Intersection
LRSM ID NS23PB
Pedestrian Hybrid Beacon
Install Pedestrian Signal (including
Pedestrian Hybrid Beacon (HAWK))
CRASH
TYPE
A rectangular rapid flashing beacon (RRFB) is a pedestrianactivated flashing light with additional signage to alert motorists of a pedestrian crossing. An RRFB improves safety by increasing the visibility of marked crosswalks
Crash Reduction Factor 35%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
Key Issue Pedestrian Crossing
LRSM ID NS22PB
Rectangular Rapid Flashing Beacon
Install Rectangular Rapid
Flashing Beacon (RRFB)
CRASH
TYPE
A pedestrian crossing provides a formalized location for people to cross the street, reducing the risk of people crossing outside crosswalks where drivers are not
expecting them. Crosswalk striping and signs alert drivers that there may be a pedestrian crossing.

Crash Reduction Factor 25%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity High
Hot Spot Sample Location Bard Road & San Simeon Avenue
Key Issue Pedestrian Crossing Outside Crosswalk
LRSM ID NS20PB
Install Pedestrian Crossing at
Uncontrolled Locations
Install pedestrian crossing
(signs and markings only)
CRASH
TYPE
A raised median is a raised curb in the center of the
roadway that can restrict certain turning movements. A
pedestrian refuge island provides a place for pedestrians to wait if they are unable to finish crossing a crosswalk. A raised median can improve safety by reducing the number of potential conflict points for turning vehicles. A refuge island improves safety by reducing the roadway exposure time for pedestrians. Paint, delineator posts, and modular barriers are quick build options.

Crash Reduction Factor 25%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
Key Issue Pedestrian Crossing
LRSM ID S12/NS14/R08
Raised Median/Pedestrian
Refuge Island
Install raised median on approaches/
Install raised median
CRASH
TYPE
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OXNARD LOCAL ROAD SAFETY PLAN | 63

PEDESTRIAN & BICYCLE
Hot Spot Sample Location Wooley Road
Key Issue Pedestrian Collisions
Upgrade Curb Ramp
Upgrading a curb ramp primarily involves
installing tactile warning devices (e.g.
truncated domes) that alert visually
impaired pedestrians of a pedestrian
crossing. Upgrades can also include
ensuring that the design, such as the
incline, of the curb ramp is compliant
with Americans with Disabilities Act
Hot Spot Sample Location Accessibility Guidelines. Gonzales Road & Rose Avenue
Key Issue Pedestrian Collisions
Straighten Crosswalk
Straightening crosswalks improves sight
lines, making pedestrians more visible to
oncoming drivers, and may shorten the
crossing distance, reducing the length of
time pedestrians are exposed to vehicle
traffic.

A separated bikeway provides dedicated street space
with physical separation from vehicle traffic, designated lane markings, pavement legends, and signage. Physical
separation may consist of plastic posts, parked vehicles, or a curb. Separated bikeways improve safety by reducing conflicts between bicycles and vehicles and by creating a road-narrowing effect which may reduce vehicle speeds.

Raised lane separators, delineator and flexible guide
posts, planters, and curb barriers are quick build options.

Crash Reduction Factor 45%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity High
Hot Spot Sample Location Ventura Road
Key Issue Bicycle Collisions
LRSM ID R33PB
Separated Bikeway
Install separated
bike lanes
CRASH
TYPE
Key Issue Bicycle Collisions
Traffic Calming/Bicycle
Boulevard Elements
Bicycle boulevards are streets with low
vehicular volumes and speeds that are
designed to prioritize non-motorized
forms of travel, such as walking and
biking. Bicycle boulevards are designed
with traffic calming elements, such as
signs, pavement markings, and speed
and volume management measures
to discourage cut-through vehicular
traffic and serve as an alternative route
to busier arterial streets for people
walking and biking. Speed and volume
management measures include speed
humps, raised crosswalks, curb extensions,
mini-roundabouts, lane narrowing, and
restricted turning movements. These
measures are also included as separate
items in the countermeasure toolbox. See
each item for quick build options.

BLVD
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64 | CHAPTER 06

PEDESTRIAN & BICYCLE
Hot Spot Sample Location Wooley Road
Key Issue Pedestrian Collisions
Widen Sidewalk
Widening sidewalks provides a more
comfortable space for pedestrians,
particularly in locations with high volumes
of pedestrians, and provides space to
accommodate people in wheelchairs.

Widening sidewalks improves safety by
minimizing collisions with pedestrians
walking in the road.
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SIGNAL MODIFICATIONS & ITS
Emergency Vehicle Preemption
Install emergency vehicle
preemption systems
Providing emergency vehicle preemption capability at a signal or along a corridor provides two major safety benefits. First, preemption may decrease the potential for a collision to occur as emergency vehicles try to navigate through intersections.

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

Crash Reduction Factor 70%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity High
Hot Spot Sample Location Gonzales Road
Key Issue Post-Crash Care
LRSM ID S05
CRASH
TYPE
Extending yellow and all red time increases the time
allotted for the yellow and red lights during a signal phase.

This improves safety by allowing drivers and bicyclists to safely cross through an intersection before conflicting traffic movements are permitted to enter the intersection.

See CA MUTCD Section 4D.26 for more detail.

Crash Reduction Factor 15%
Expected Life (Years) 10
Federal Funding Eligibility 50%
Systemic Opportunity Very High
Key Issue Broadside
LRSM ID S03
Extend Yellow and All Red Time
Improve signal timing (coordination,
phases, red, yellow, or operation)
CRASH
TYPE
Accessible Pedestrian Signal
Install pedestrian
countdown signal heads
Accessible pedestrian signals, including audible push buttons, improve access for pedestrians who are blind or have low vision.

Curb ramps and push buttons must comply with the Americans with Disability Act (ADA) standards for accessibility. Push buttons should be visible and conveniently located for pedestrians waiting at a crosswalk.

Crash Reduction Factor 25%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Very High
Hot Spot Sample Location Gonzales Road
Key Issue Pedestrian Crossing
in Crosswalk
LRSM ID S17PB
CRASH
TYPE
Certain timing, phasing, and control strategies can produce multiple safety benefits. Signal timing improvements
may include adjusting Flashing Don’t Walk time, setting maximum cycle lengths, setting minimum green time,
adding phases, lengthening clearance intervals,
eliminating or restricting higher-risk movements, and
coordinating signals at multiple locations.

Crash Reduction Factor 15%
Expected Life (Years) 10
Federal Funding Eligibility 50%
Systemic Opportunity Very High
Key Issue Signalized Intersection
Operations
LRSM ID S03
Improve Signal Timing
CRASH
TYPE
Improve signal timing (coordination,
phases, red, yellow, or operation)
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66 | CHAPTER 06

SIGNAL MODIFICATIONS & ITS
At intersection locations with a high volume of turning vehicles and pedestrian/vehicle crashes, a leading
pedestrian interval gives pedestrians the opportunity to establish a presence in the crosswalk 3 - 7 seconds before vehicles are given a green indication. Pedestrian recall timing automatically provides a pedestrian crossing phase, without having to press the pedestrian call button.

Crash Reduction Factor 60%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity Very High
Key Issue Pedestrian Crossing in
Crosswalk
LRSM ID S21PB
Leading Pedestrian Interval
Modify signal phasing to implement a
Leading Pedestrian Interval (LPI)
CRASH
TYPE
A Pedestrian Countdown signal displays the number
of seconds remaining for a pedestrian to cross the
intersection. Pedestrian countdowns improve safety by
providing pedestrians the information needed to determine if there is enough time to cross the street.

Crash Reduction Factor 25%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Very High
Key Issue Pedestrian Crossing
in Sidewalk
LRSM ID S17PB
Pedestrian Countdown
Install pedestrian
countdown signal heads
CRASH
TYPE
An all pedestrian phase is a form of pedestrian “WALK”
phase at a signalized intersection in which all vehicular traffic is required to stop, allowing pedestrians to safely cross through the intersection in any direction. A pedestrian scramble phase allows pedestrians to cross diagonally.

Crash Reduction Factor 40%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity High
Key Issue Pedestrian Crossing
in Crosswalk
LRSM ID S19PB
Pedestrian Scramble Phase/
All Pedestrian Phase
Pedestrian
Scramble
CRASH
TYPE
Hot Spot Sample Location Gonzales Road & C Street
Key Issue Pedestrian Crossing in
Crosswalk
Prohibit Right-Turn-on-Red
Prohibiting right-turn-on-red movements
should be considered at skewed
intersections, or where exclusive
pedestrian “WALK” phases, leading
pedestrian intervals (LPIs), sight distance
issues, or high pedestrian volumes are
present. Prohibiting right-turn-on-red
movements can help prevent collisions
between vehicles turning right on red
from one street and through vehicles on
the cross street, and collisions involving
pedestrians.
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SIGNAL MODIFICATIONS & ITS
A protected left turn can be implemented at signalized
intersections (with existing left turns pockets) that currently have a permissive left-turn or no left-turn protection
and a high frequency of angle crashes involving left
turning movements. Left turns are widely recognized as
the highest-risk movements at signalized intersections.

Providing protected left-turn phases significantly improves the safety for left-turn maneuvers by removing the need for the drivers to navigate through gaps in oncoming through vehicles.

Crash Reduction Factor 55%/30%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Low/High
Key Issue Broadside
LRSM ID S06/S07
Protected Left Turns
Install left-turn lane and add turn phase (signal has
no left-turn lane or phase before)/Provide protected
left turn phase (left turn lane already exists)
CRASH
TYPE
Retroreflective borders and backplates enhance the
visibility of traffic signals for aging and color-visionimpaired drivers, enabling them to understand which signal indication is illuminated. Retroreflective borders may also alert drivers to signalized intersections during periods of power outages when the signals would otherwise be dark, and non–reflective signal heads and backplates would not be visible. See CA MUTCD Section 4D.19 for more detail.

LRSM ID S02
Retroreflective Signal Backplates
Improve signal hardware: lenses, backplates with retroreflective borders, Crash Reduction Factor 15%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity Very High
Key Issue Nighttime
CRASH
TYPE
This countermeasure focuses on retiming signals for slow speed signal coordination to encourage slower, safer travel along the corridor. This countermeasure can also include coordinating signals to allow for bicyclist progression, also known as a ‘green wave,’ gives bicyclists and pedestrians more time to safely cross through the ‘green wave’
intersections.

Crash Reduction Factor 15%
Expected Life (Years) 10
Federal Funding Eligibility 50%
Systemic Opportunity Very High
Hot Spot Sample Location Gonzales Road
Key Issue Unsafe Speed
LRSM ID S03
Signal Interconnectivity and
Coordination / Green Wave
Improve signal timing (coordination,
phases, red, yellow, or operation)
CRASH
TYPE
With rest-in-red, signals with no volume detected will
remain red instead of green, which requires drivers to slow down or stop when approaching the intersection. This
can lower intersection departure speeds and reduce the
frequency or severity of speed-related collisions. Restin-red is intended to be implemented during low-volume conditions.

Crash Reduction Factor 30%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity High
Key Issue Unsafe Speed
LRSM ID R26
Speed Sensitive Rest in Red Signal
Install dynamic/variable
speed warning signs
CRASH
TYPE
265
68 | CHAPTER 06

SIGNAL MODIFICATIONS & ITS
Additional signal heads allow drivers to anticipate signal changes farther away from intersections. Supplemental
traffic signals may be placed on the near side of an
intersection, far-left, far-right, or very high.

LRSM ID S02
Supplemental Signal Heads
Improve signal hardware: lenses, backplates with retroreflective borders, CRASH
TYPE
Crash Reduction Factor 15%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity Very High
Hot Spot Sample Location Ventura Road
Key Issue Rear End
Key Issue Unsafe Speed
Signal Adaptive Speed Response
If speeds are observed to exceed
specified thresholds, traffic signal timing
is modified to a lower progression speed
or a speed-sensitive rest-in-red. By
modifying the progression speed, signal
adaptive speed response can result in
fewer collisions related to unsafe speed
and decrease overall collision severity.

Key Issue Red Light Running
Traffic Signal Confirmation Light
A traffic signal confirmation light is a small
blue light that is placed on the top, rear, or
bottom of a signal and turns on when the
traffic signal turns red. The confirmation
light allows law enforcement officers to
observe vehicles that enter the intersection
on a red light and enforce red light
violations.
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OXNARD LOCAL ROAD SAFETY PLAN | 69
267
70 | CHAPTER 06
There are several ongoing safety efforts by the
City of Oxnard:
» Accessible Pedestrian Signals: The City will upgrade
12 traffic signals to include APS in 2022 and is
planning to upgrade 10 traffic signals to include APS
in 2023. As a standard moving forward, the City will
install accessible pedestrian signals (APS) as part of
signal upgrades and new signals.
» Leading Pedestrian Interval: The City is
developing a policy to guide the installation of
Leading Pedestrian Intervals (LPI) at signalized
intersections throughout the City. LPIs have been
piloted at Gonzales Road & Entrada Drive. LPIs are
recommended to be included at locations with a
high potential for pedestrian and vehicle conflicts,
such as schools, colleges, and shopping centers.
» Traffic Signal Confirmation Lights: The Oxnard
Police Department purchased 36 traffic signal
confirmation lights with grant funding. The
confirmation lights are placed on the traffic
signal(s) that require enforcement and allow law
enforcement officers to enforce red light violations
by turning on when the traffic signal turns red, which
indicates if a vehicle enters the intersection after the traffic signal turns red. Traffic Signal Confirmation
Lights are recommended for locations with a history
of red light violations. A map and list of locations
with red light violations are in Appendix C
In addition to the specific countermeasures identified
for the Emphasis Areas in Chapter 7, the following safety measures are applicable throughout the City:
» Advanced Stop Bars and High Visibility Crosswalks:
at stop-controlled approaches and signalized
intersections to increase pedestrian visibility and
reduce instances of drivers encroaching on the
crosswalk.
» Crosswalks with a Triple 4 Pattern and Raised
Pavement Markers: at locations with high
pedestrian activity, such as around schools.
» Green Conflict Striping: at intersections and
driveways to increase driver awareness of bicyclists.
» Emergency Vehicle Preemption: at signalized
intersections, particularly along key routes to
hospitals. The City is continuing to expand the
existing emergency vehicle preemption system.

Ongoing City Efforts and
General Recommendations
Advanced Stop Bar and High Visibility Crosswalks Leading Pedestrian Interval 268
OXNARD LOCAL ROAD SAFETY PLAN | 71
Safe Road Users
Education & Public Awareness Campaigns Targeted at
Speeding, Driving Under the Influence, and Increasing
Awareness of Bicycles and Pedestrians
High-Visibility Enforcement for DUI
Street Safety Ambassadors paired with Safe
Routes to School
Safe Ride Home
Pair Education with Engineering Countermeasures
Enforcement Priorities Mandate
Pedestrian Safety and Homeless Services
Safe Roads
Placemaking in Traffic Safety Initiatives
Regular Countywide Traffic Safety
Coordination Meetings
Safe Speeds
Automated Enforcement
Speed Limit Modification
Safe Speeds Education Campaign
Safe Vehicles
Emerging Technology
Post-Crash Care
Rapid Response Safety Communication Protocol
& Multi-Disciplinary Team
Summary of Non-Engineering
Countermeasures
Limited or no high-quality
evaluation evidence
Effectiveness still undetermined;
different methods of implementing
this countermeasure produce
different results
Likely to be effective based on
balance of evidence from highquality evaluations or other sources Demonstrated to be effective
in certain situations
Demonstrated to be effective by
several high-quality evaluations
with consistent results
Countermeasures That Work, National Highway
Traffic Safety Administration, 2017
CTW Effectiveness Rating
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72 | CHAPTER 06
What You’ll See in this Non-Engineering Countermeasure Toolbox The countermeasures
are organized by
Safe System Element
Countermeasure Title
The emphasis areas that
are addressed by the
countermeasure
Countermeasure
Description
Lead agency recommended
to lead effort
Effectiveness Rating
from Countermeasures that
Work (see rating scale on
previous page)
When the countermeasure
is applicable
Partner agencies
to support effort
Potential funding sources for
implementation
Locations or specific
times when the
countermeasure is relevant
Examples of best practices and
countermeasures in action
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OXNARD LOCAL ROAD SAFETY PLAN | 73

SAFE ROAD USERS
Education & Public Awareness Campaigns Targeted at Speeding, Driving Under the Influence, and Increasing Awareness of Bicycles and Pedestrians Coordinate with the City’s Communications Department to use the City’s existing social media accounts to establish an ongoing public education campaign focused on safe and responsible driving, discouraging drinking and driving, and increasing awareness of pedestrians and bicyclists. Campaigns could also involve collaborating with local radio stations to disseminate safety messages in English, Spanish, and Mixteco. Additionally, campaigns could collaborate with community-based organizations and direct service providers to vulnerable populations.

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

The Oxnard Police Department has two ongoing programs to address DUIs:
» Know Your Limit: Oxnard police officers partner with bars and restaurants to talk to patrons about drinking and driving and offer a free breathalyzer test.

Speeding
Profile 1: Unsafe speed collisions along
roadways with 4-5 lanes
Driving Under the Influence
Profile 3: Driving under the influence
of drugs or alcohol at primary
roadway intersections
Awareness of Bicycles and Pedestrians
Profile 6: Pedestrian or bicycle-involved
collisions on roadways with 3 lanes or less
with 15 - 25 mph posted speed limit
Profile 7: Pedestrian or bicycle-involved
collisions at major unsignalized intersections
Profile 8: Bicycle-involved collisions with
vehicles proceeding straight at signals
Profile 9: Pedestrian-involved collisions on
roadways with 4 – 5 lanes and
30 – 45 mph speed limit
Profile 10: Pedestrian-involved collisions
midblock along primary roadways

EMPHASIS AREAS

DESCRIPTION

TIMELINE EFFECTIVENESS
» Choose Your Ride: Oxnard police officers have a patrol vehicle with half of the vehicle decorated as a police car and the other half decorated as a taxi as part of a campaign to discourage driving under the influence.

LEAD AGENCY
Oxnard Public Works
Oxnard Police Department
USDOT Traffic Safety Marketing | SCAG Go Human Campaign | OTS Go Safely California Campaign

RESOURCES
“Safety - It’s Your Turn”,
an SFMTA campaign,
encourages safe left-turn
behavior through social
media, billboard, and
bus poster messaging,
disseminated in multiple
languages.

San Francisco Municipal Transportation
Agency’s (SFMTA) “Be Nice, Look Twice”
Pedestrian Safety Campaign aims to increase
driver awareness of pedestrians in crosswalks
and encourage proper yielding behavior.

Pedestrian Crossing Campaign Example: Turning Movement Campaign Example:

PARTNER AGENCIES
Oxnard Communications Department
Community-Based Organizations
(e.g. BikeVC and MICOP)
Local Media Outlets (e.g. VC Star, KVTA, Vida)
SCAG Go Human Campaign
OTS Go Safely California Campaign

FUNDING SOURCES
California Office of Traffic
Safety (OTS) Grants
SCAG Go Human Grants

CONTEXT
Citywide
Mass Media Campaigns on DUI
ONGOING CTW Rating
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74 | CHAPTER 06
High Visibility Enforcement for DUIs
Driving Under the Influence
Profile 3: Driving under the influence
of drugs or alcohol at primary
roadway intersections

EMPHASIS AREAS TIMELINE EFFECTIVENESS

LEAD AGENCY
Oxnard Police Department

PARTNER AGENCIES
California Office of Traffic Safety (OTS)

FUNDING SOURCES
California Office of Traffic
Safety (OTS) Grants

CONTEXT
Focused on top corridors with DUI crashes
Publicized Sobriety Checkpoints
PERIODIC, ONGOING CTW Rating
with emphasis around holidays
(New Years, Halloween, 4th of July)
Deterrence policies, such as high visibility enforcement, focus on raising the actual and perceived risk of high-risk behaviors. Oxnard PD should continue their use of high visibility enforcement for DUIs to deter and increase awareness of the risks of this behavior. High visibility enforcement for driving under the influence, such as publicized sobriety checkpoints and saturation patrols, has been found to be effective to improve safety outcomes. Since speeding and driving aggressively are moving violations, officers can focus their efforts along corridors with a history of speedingrelated collisions and speeding violations since they must observe driving behavior on the road.

Oxnard PD has deployed red light confirmation signals to support high-visibility enforcement for aggressive driving. Based on the evaluation evidence gathered by NHTSA in Countermeasures that Work, the findings have been inconclusive on the effectiveness of high-visibility enforcement efforts focused on speeding and driving aggressively. Some studies found these efforts produced safety-related benefits while other studies found these efforts produced no benefits or even negative outcomes (e.g. an increase in crashes),
Integrated enforcement would include coordination with Public Awareness Campaigns. For example, widespread dissemination of multi-lingual educational messaging and promotion of safe rides home programs in advance of major DUI enforcement efforts will help to mitigate equity concerns about disproportionate impacts of fines/fees on lower income residents.

DESCRIPTION
Massachusetts Saving Lives – Enforcement Strategies

RESOURCES
This program combines community engagement events, high-visibility enforcement including sobriety checkpoints, and media communication to discourage DUI.

High-Visibility Saturation Patrols
CTW Rating
272
OXNARD LOCAL ROAD SAFETY PLAN | 75
Public Health Partnership on DUI Prevention
Driving Under the Influence
Profile 3: Driving under the influence
of drugs or alcohol at primary
roadway intersections

EMPHASIS AREAS TIMELINE EFFECTIVENESS

LEAD AGENCY
Ventura County Public Health Agency

PARTNER AGENCIES
Medical offices/centers (e.g. St.

John’s Regional Medical Center)
Oxnard Police Department
State Highway Patrol

FUNDING SOURCES
California Office of Traffic
Safety (OTS) Grants

CONTEXT
Citywide, focused on top corridors with
DUI crashes

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

The Ventura County Public Health Agency Behavioral Health Department has a DUI Program that provides courses, counseling, and educational resources for first time DUI offenders, multiple DUI offenders, and for DUI prevention. The Behavioral Health Department could partner with the Oxnard Police Department to share information and medical offices, such as St. John’s Regional Medical Center, to share information and conduct screenings.

DESCRIPTION

RESOURCES
Behavior Change Campaigns to Improve Traffic Safety Toolkit Countermeasures that Work, 10th Edition
Alcohol Screening & Brief Intervention
CTW Rating CTW Rating
273
76 | CHAPTER 06
Street Safety Ambassadors paired with Safe Routes to School Awareness of Bicycles and Pedestrians
Profile 6: Pedestrian or bicycle-involved
collisions on roadways with 3 lanes or less
with 15 - 25 mph posted speed limit
Profile 7: Pedestrian or bicycle-involved
collisions at major unsignalized intersections
Profile 8: Bicycle-involved collisions with
vehicles proceeding straight at signals
Profile 9: Pedestrian-involved collisions on
roadways with 4 – 5 lanes and
30 – 45 mph speed limit
Profile 10: Pedestrian-involved collisions
midblock along primary roadways

EMPHASIS AREAS TIMELINE EFFECTIVENESS

LEAD AGENCY
Oxnard Public Works

PARTNER AGENCIES
Oxnard School District
Oxnard Union High School District
Rio School District
Hueneme School District
Oceanview School District
Community-Based Organizations
(e.g. BikeVC)
Oxnard Police Department

FUNDING SOURCES
California Active Transportation
Program (ATP) Grants

CONTEXT
Schools within Oxnard
Safe Routes to School

ONGOING
with a focus on the start of the school year
Expand the City’s upcoming Safe Routes to School (SRTS) program in partnership with school districts and Oxnard PD to train and engage street safety ambassadors to support school arrival and dismissal operations. Oxnard PD has directed traffic during arrival and dismissal periods at schools but may not have the capacity to continue this effort on an on-going basis.

Safety ambassadors can help facilitate safe pick-up and drop-off throughout the year, with an emphasis on the start of the school year.

DESCRIPTION

RESOURCES
Safe Routes - National Center for Safe Routes to School CTW Rating
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OXNARD LOCAL ROAD SAFETY PLAN | 77
Safe Ride Home
Driving Under the Influence
Profile 3: Driving Under the Influence
of drugs or alcohol at primary
roadway intersections

EMPHASIS AREAS TIMELINE EFFECTIVENESS

LEAD AGENCY
Oxnard Public Works

PARTNER AGENCIES
TNC Operators (Lyft, Uber, Taxis, etc.)
Gold Coast Transit District
Oxnard Police Department
Local businesses

FUNDING SOURCES
User Fees (taxi and TNC fee)

CONTEXT
Citywide, weekends, holidays, events
Alternative Transportation

ONGOING
with emphasis around holidays or weekend
nights (New Years, Halloween, 4th of July)
Develop partnerships between the City of Oxnard, the Oxnard Police Department, TNC operators, Gold Coast Transit District (GCTD), and local businesses to offer promotional codes for free or discounted rides home from establishments or events in Oxnard to reduce the potential for DUI, drowsy driving, or distracted driving. This program may be an opportunity to partner with GCTD on the Late Night Safe Rides program, which is a shuttle service from 8 PM – 11 PM, focused on people with late night commutes. This program may be focused on particular holidays or event days or applied more broadly to weekend nights.

DESCRIPTION
Portland Bureau of Transportation Safe Ride Home Program

RESOURCES
PBOT partnered with the Portland Police Bureau, TriMet, Old Town Hospitality Group, and Portland cab companies Radio Cab, Broadway Cab, New Rose City Cab and United Independent Cab, as well as transportation network companies Lyft and Uber to provide promo codes for discounted rides. The program is funded by a 50-cent fee charged for every taxi and TNC ride in Portland.

CTW Rating
275
78 | CHAPTER 06
Pairing Education with Key Engineering Countermeasures
Hot Spots
Hot Spot 3: Wooley Road from Factory Lane
to Pacific Avenue
Hot Spot 4: Saviers Road from Laurel Street to
Pleasant Valley Road
Hot Spot 5: Bard Road from Saviers Road to
Pleasant Valley Road
Awareness of Bicycles and Pedestrians
Profile 6: Pedestrian or bicycle-involved
collisions on roadways with 3 lanes or less
with 15 - 25 mph posted speed limit
Profile 7: Pedestrian or bicycle-involved
collisions at major unsignalized intersections
Profile 9: Pedestrian-involved collisions on
roadways with 4 – 5 lanes and
30 – 45 mph speed limit
Profile 10: Pedestrian-involved collisions
midblock along primary roadways

EMPHASIS AREAS TIMELINE EFFECTIVENESS

LEAD AGENCY
Oxnard Public Works

PARTNER AGENCIES
Community-Based Organizations
(e.g. BikeVC and MICOP)
Oxnard Communications Department

FUNDING SOURCES
California Office of Traffic
Safety (OTS) Grants
General Funds

CONTEXT
Citywide, focused on prioritized
infrastructure project locations

LONG TERM
before or during the implementation of
a new engineering countermeasure
Educational materials can be used to teach people how to use new and unfamiliar safety countermeasures, such as rectangular rapid flashing beacon (RRFB), roundabouts, or protected bikeways. These materials can consist of informational signs or demonstration videos, and should be presented in multiple languages, including English, Spanish, and Mixteco.

DESCRIPTION

RESOURCES
City of Sacramento Bicycling Videos
The City of Sacramento has used demonstration
videos to engage residents in bicycling safety
procedures. The videos on their website feature a
series of safety improvements such as protected
bike lanes, bike boxes, and bike signals, and
inform residents how to use these new roadway
features, both as a bicyclist and a driver.

City of Los Angeles Education
through Pop-Up Installations
As part of Bike to Work Day in 2019, LADOT used
temporary pop-up installations to introduce
safety improvements in specific neighborhoods.

Hay bales, straw wattles, and plants were used to
test the roundabout design and educate drivers
on how to use the traffic circle countermeasure.

In addition to introducing safety improvements,
pop-up installations can bring out emergency
vehicles to ensure the vehicles can navigate
around roundabouts or curb extensions.

City of San Francisco Informational Signs
The San Francisco Municipal Transportation
Agency (SFMTA) posted signs with a brief
explanation next to a newly installed protected
bike lane in multiple languages as part of
their Vision Zero SF initiative. This approach
was also applied to educate people about
pedestrian scrambles and bus bulb outs.

City of Berkeley “How to Use a
Pedestrian Hybrid Beacon” Flyer
This informational flyer was paired with
the installation of a new PHB and includes
both driver and pedestrian instruction for
properly using the new countermeasure.

N/A

HOW TO USE A PEDESTRIAN HYBRID BEACON
Regent St
Russell St
Hillegass Ave
Benvenue Ave
Webster St
Ashby Ave
Bateman St
Regent St
| fehrandpeers.com

DRIVERS ON ASHBY APPROACHES

INDICATION ACTION

PEDESTRIANS & CYCLISTS

INDICATION ACTION

SLOW DOWN
Pedestrian and/or Cyclist

FLASHING
has activated the Beacon DON’T CROSS

PREPARE
TO STOP DON’T CROSS

WAITING TO CROSS ASHBY
STOP!
Wait for Signal to Change
Pedestrian and/or
Cyclist Crossing

START CROSSING
Watch for Vehicles
FINISH

CROSSING FLASHING

PROCEED

WITH CAUTION
Push the button to
activate Beacon
Look for the walk
signal to start crossing

PROCEED IF

CROSSWALK

IS CLEAR
STOP!
And then proceed
with Caution if Clear

FLASHING
Push the button to
activate Beacon
Look for the walk
signal to start crossing
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OXNARD LOCAL ROAD SAFETY PLAN | 79
Enforcement Priorities Mandate

TIMELINE EFFECTIVENESS
Communications and Outreach Supporting
Enforcement, High-Visibility Cell Phone and
Text Messaging Enforcement

ONGOING
Use crash history and emphasis area corridors as one criterion to direct enforcement efforts, with a focus on the three “Ds” identified by the Oxnard Police Department: Driving Under the Influence, Distracted Driving, and Dangerous Driving. This may require additional police department funding.

DESCRIPTION

LEAD AGENCY
Oxnard Police Department

PARTNER AGENCIES
Oxnard Public Works

FUNDING SOURCES
User Fees (taxi and TNC fee)

CONTEXT
This would focus on the hot spot corridors
and locations with DUIs, distracted driving,
and dangerous driving.

Behavior Change Campaigns to Improve Traffic Safety Toolkit Countermeasures that Work, 10th Edition

RESOURCES
Speeding CTW Rating
Profile 1: Unsafe speed collisions along
roadways with 4-5 lanes
Profile 2: Broadside collisions at signals
without fully protected left turns
Driving Under the Influence
Profile 3: Driving under the influence
of drugs or alcohol at primary
roadway intersections

EMPHASIS AREAS
/
277
80 | CHAPTER 06
Pedestrian Safety and Homeless Services
In jurisdictions with a large unsheltered population, unsheltered people are often disproportionately represented in pedestrian collisions. Unsheltered people have a relatively high level of traffic exposure as they may stand in medians, cross roadways outside of designated pedestrian crossings, and/or spend time in parking lots. The City of Oxnard has a Five-Year Homeless Plan that primarily focuses on getting people into housing but also includes strategies related to roadway safety, such as providing safe crossings between shelters and social services (e.g. Gabriel’s House to County HSA building). The Plan also includes a Downtown Ambassador Program to provide information and assistance to unsheltered people in Downtown Oxnard.

In addition to connecting people to social services, ambassadors could provide information about safe walking practices, such as using crosswalks and increasing visibility. The ambassador program could also distribute traffic safety kits to help unsheltered people increase their visibility, such as reflective safety vests and bicycle reflectors.

Oxnard Police Department also has a Homeless Liaison Unit, which has previously engaged with unsheltered people by distributing “overdose rescue kits,” which contain three doses of Narcan, a CPR shield, and educational information for countywide drug addiction treatment and recovery resources. Pedestrian safety could be incorporated into the ongoing engagement that Oxnard Police Department has with the unsheltered community. Although roadway safety education and traffic safety kits would not address the underlying cause of unsheltered people disproportionately involved in collisions, these strategies may help mitigate the number of collisions as the City and County work to get people into housing and/or receive social services.

Awareness of Bicycles and Pedestrians
Profile 6: Pedestrian or bicycle-involved
collisions on roadways with 3 lanes or less
with 15 - 25 mph posted speed limit
Profile 7: Pedestrian or bicycle-involved
collisions at major unsignalized intersections
Profile 8: Bicycle-involved collisions with
vehicles proceeding straight at signals
Profile 9: Pedestrian-involved collisions on
roadways with 4 – 5 lanes and
30 – 45 mph speed limit
Profile 10: Pedestrian-involved collisions
midblock along primary roadways

EMPHASIS AREAS

DESCRIPTION

TIMELINE EFFECTIVENESS

LEAD AGENCY
Oxnard Housing Department –
Homeless Service Team
Oxnard Police Department –
Homeless Liaison Unit
The City of Austin, TX has a “Housing First” strategy in their Vision Zero Action Plan that prioritizes ending homelessness to address larger societal issues contributing to crashes involving homeless persons crossing the roadway. The Ending Community Homelessness Coalition, a non-profit organization, and Austin-Travis County Integral Care, the county’s mental health and intellectual and developmental disability authority, are leading this effort.

The City of Fremont, CA distributed 100 traffic safety kits to its unsheltered community in an effort to make them more visible when walking and biking at night. Each kit consists of a reflective safety vest, flashlight, bicycle reflectors, and a reflective backpack. This Fremont Public Works Department and Human Services Department led this effort.

Portland, Oregon’s Bureau of Transportation collaborated with Portland State University to engage in research and outreach to understand best practices for ensuring the safety of unhoused individuals around roadways. 70 percent of pedestrian fatalities within the City of Portland are among people experiencing homelessness. Through outreach with the unhoused community and data analysis, the study recommends implementing a “safe streets” program on streets surrounding encampments, increasing general infrastructure such as roadway lighting and traffic calming, increasing the number of safe parking areas for cars and RVs, and reducing encampment sweeps.

RESOURCES

PARTNER AGENCIES
Oxnard Police Department
Oxnard Public Works Department
Ventura County Human Services Agency
Ventura County Continuum of Care Alliance
Housing Organizations (e.g. The
Kingdom Center, Turning Point
Foundation, RAIN Project Transitional
Living Center, Gabriel’s House)

FUNDING SOURCES
General Funds; Public/Private Partnerships

CONTEXT
Citywide

ONGOING N/A
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SAFE ROADS
Placemaking in Traffic Safety Initiatives
Hot Spots
Hot Spot 4: Saviers Road from Laurel Street
to Pleasant Valley Road
Hot Spot 5: Bard Road from Saviers Road
to Pleasant Valley Road

EMPHASIS AREAS TIMELINE EFFECTIVENESS
Launch a citywide initiative to treat streets as places by incorporating permanent placemaking efforts (public art, green infrastructure and neighborhood amenities) into traffic safety initiatives.

Such amenities can activate streetscapes and encourage lower speeds and better awareness of non-vehicle users. Prioritize areas with high numbers of vulnerable users.

DESCRIPTION
Asphalt Art Safety Study: Historical Crash
Analysis and Observational Behavior
Assessment at Asphalt Art Sites
A study by Sam Schwartz and Bloomberg
Philanthropies on the effectiveness of
“asphalt art,” which are public art projects
coupled with transportation infrastructure
improvements, found that asphalt art can
have traffic-calming benefits and encourage
safer behavior. Asphalt art includes
intersection murals, crosswalk art, and painted
plazas or sidewalk extensions. The study
tracked crash rates (crashes per year) and
observed pedestrian and motorist behavior
at 17 study sites in urban core, neighborhood
residential/commercial, and suburban settings
in cities along the East Coast of the U.S. The
historical crash analysis found an average:
» 50% decrease in the rate of crashes involving pedestrians or other vulnerable road users » 37% decrease in the rate of crashes leading to injuries » 17% decrease in the total crash rate
The observational behavior assessment found a:
» 25% decrease in pedestrian crossing involving a conflict with drivers » 27% increase in frequency of drivers immediately yielding to pedestrians with the right-of-way
» 38% decrease in pedestrians crossing against the walk signal The SCAG Go Human program is a community engagement with the goal of reducing traffic collisions in Southern California and encouraging people to walk and bike more. The Go Human program has a Kit of Parts (link: https://scag.ca.gov/borrow-kit-parts) that includes pop-up materials for jurisdictions to temporarily demonstrate potential and planned street design treatments and safety infrastructure. The Kit of Parts includes materials to showcase a parklet, curb extension, median refuge island, artistic crosswalk, and separated bike lane.

RESOURCES

LEAD AGENCY
Oxnard Public Works

PARTNER AGENCIES
Ventura County Public Works (e.g. for
unincorporated areas, such as El Rio)
Oxnard Community Development
Community-Based Organizations
(e.g. BikeVC, MICOP, and Community
Environmental Council)

FUNDING SOURCES
General Funds; Public/Private Partnerships;
User Fees; SCAG Go Human

CONTEXT
Would apply to areas throughout the city
with high volumes of vulnerable users
Initial studies indicate art-based placemaking
efforts have a strong positive correlation with
improve safety benefits but further studies
are recommended to cover a wider variety
of roadway and land use contexts to inform
development of a crash modification factor.

ONGOING
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82 | CHAPTER 06
Regular Countywide Traffic Safety Coordination Meetings ALL

EMPHASIS AREAS TIMELINE EFFECTIVENESS
The City of Oxnard is just one jurisdiction within the larger Ventura County region. Given that residents and visitors often pass back and forth between the different jurisdictions with regularity, coordination and updates on roadway safety best practices and observations across the region can create a unified approach to traffic safety. Information sharing could improve efficiencies in traffic safety management, including policies that are working and those that require improvement. The meetings could be held monthly or semi-annually.

DESCRIPTION
In August 2019, SCAG hosted a series of traffic safety workshops entitled Go Human with representatives from each of the counties and many jurisdictions within the SCAG region.

Presenters from the region spoke on a number of projects within their region including multilingual pedestrian safety campaigns, open streets projects, safe routes to school, and others.

This allowed members from cities within the SCAG region to hear best practices, successes, and hurdles from their counterparts and enhance their understanding of roadway safety.

RESOURCES

LEAD AGENCY
Oxnard Public Works

PARTNER AGENCIES
Ventura County Public Works
City of Ventura Public Works
Simi Valley Public Works
Thousand Oaks Public Works
Camarillo Public Works

FUNDING SOURCES
General Funds

CONTEXT
Citywide and regionwide

ONGOING N/A
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OXNARD LOCAL ROAD SAFETY PLAN | 83
Automated Enforcement
Speeding
Profile 1: Unsafe speed collisions along
roadways with 4-5 lanes
Profile 2: Broadside collisions at signals
without fully protected left turns
Hot Spots
Locations 1-5

EMPHASIS AREAS TIMELINE EFFECTIVENESS

LEAD AGENCY
Oxnard Police Department Automated enforcement, such as red-light cameras or speed cameras, target the specific drivers who are behaving dangerously. Although red light cameras have been found to increase rear-end crashes, they reduce broadside collisions, which often result in more serious injuries or fatalities than rear end collisions.

Automated speed detection devices can identify speeding violations and provide citations.

California is currently considering legislation to allow this type of enforcement and the City of Oxnard can consider supporting this effort.

A strictly data-driven approach to automated enforcement might place red-light or speed cameras in locations with the highest number of collisions. However, given that many lowincome neighborhoods have historically received fewer infrastructure investments, which often results in a higher rate of collisions, a strictly data-driven approach could lead to a disproportionate burden of enforcement. Therefore, automated enforcement should be implemented evenly across a jurisdiction at problem locations. In addition, cities should pair automated enforcement with updated fine structures so that low-income communities don’t bear a disproportionate burden of traffic fines.

DESCRIPTION
The Federal Highway Administration has published a report named Red Light Camera Systems:

Operational Guidelines which documents the best practices for installing and maintain a redlight camera enforcement system. This includes the most important procedures for planning a red-light camera program and system. The report highlights the necessity of a robust public information and education to accompany the camera system. It recommends focusing on the consequences of fatalities and severe injuries that can accompany red light running within the campaign and distributing information through a variety of media channels including mailings, billboards, PSAs, and others. Education encompassing what red light running is, why it is dangerous, and what actions have been undertaken to reduce the frequency of its occurrence is important as well. Ongoing public information and education, beyond just the immediate period when the system is implemented, is a key aspect to enhance program effectiveness. The report lists key stakeholders that should be present during red light camera program planning, including law enforcement, public works, city attorneys, and representatives from the community.

RESOURCES

PARTNER AGENCIES
Oxnard Public Works

FUNDING SOURCES
General Funds; Citations

CONTEXT
Would apply to areas throughout the city
with frequent instances of red light running
Enforcement - A 2002 study* compared crash
data between Oxnard and three control cities
for 29 months preceding red light camera
enforcement (January 1995 – May 1997) and
29 months with red light camera enforcement
(August 1997 – December 1999). Overall,
crashes at signalized intersections throughout
Oxnard were reduced by 7% and injury crashes
were reduced by 29%. Right-angle crashes (e.g.
broadside collisions) involving injuries were
reduced by 68%.

ONGOING

SAFE SPEEDS
CTW Rating
* Source: Retting, R. A., & Kyrychenko, S.

Y. (2002). Reductions in injury crashes
associated with red light camera
enforcement in Oxnard, California. American
journal of public health, 92(11), 1822–1825.
https://doi.org/10.2105/ajph.92.11.1822
281
84 | CHAPTER 06
Speed Limit Modification

EMPHASIS AREAS TIMELINE EFFECTIVENESS
Utilize California Assembly Bill (AB) 43 methodology to lower speed limits on additional corridors.

AB 43 features the following five major components, focused on providing local jurisdictions more flexibility in setting speed limits, especially regarding vulnerable road users:
» Engineering & Traffic Survey (E&TS) - option to extend enforceable time period » Post E&TS - agency can elect to retain current or immediately prior speed limit » Speed Limit Reduction - reduction of additional 5 mph based on several factors, including designation of local “Safety Corridors”
» Prima Facie Speed Limits - options for 15 and 25 mph in certain zones » Business Activity Districts - option for 20 or 25 mph

DESCRIPTION
California Assembly Bill 43
NACTO City Limits Setting Safe Speed
Limits on Urban Streets guide
The City of Palm Springs reduced the
speed limits for 36 street segments
(nearly 17 street miles) for areas with
frequent pedestrian or bicycle traffic.

Many of the street segment speed limits
were reduced by 5 mph (e.g. 35 mph to
30 mph).

The City of San Francisco reduced speed
limits by 5 mph for key business activity
districts, which are defined as areas
with streets where at least half of the
property uses are dining or retail. Most
of these streets had a speed limits of 25
mph or 30 mph and were reduced to 20
mph or 25 mph, respectively.

RESOURCES

LEAD AGENCY
Oxnard Public Works

PARTNER AGENCIES
Oxnard Police Department

FUNDING SOURCES
California Office of Traffic
Safety (OTS) Grants
General Funds

CONTEXT
Citywide, focused on hot spot corridors,
business activity districts, and school zones
Speeding ONGOING
Profile 1: Unsafe speed collisions along
roadways with 4-5 lanes
Speed Limits
CTW Rating
282
OXNARD LOCAL ROAD SAFETY PLAN | 85
Safe Speeds Education Campaign

EMPHASIS AREAS TIMELINE EFFECTIVENESS
Continue existing safety education campaign targeting safe speeds. This could include yard signs, wall boards/posters in prime injury-corridor neighborhoods, ads on bus exteriors, radio ads, etc. To maximize effectiveness, this should be an ongoing program.

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

DESCRIPTION
USDOT Traffic Safety Marketing
“Stop Speeding Before it Stops You” is a media materials campaign provided by USDOT Traffic Safety Marketing, which includes social media-sharable GIFs discouraging speeding.

SCAG Go Human Campaign
OTS Go Safely California Campaign
Minnesota DOT Using Technology for In-Vehicle Alerts
Jurisdictions, such as the Minnesota Department of
Transportation have also started to partner with technology companies to provide alerts to on-vehicle computer systems and phones when drivers pass through designated corridors that have been targeted for speed enforcement and education programs. These programs use geofencing technology and send push alerts urging drivers to travel at reasonable speeds.

RESOURCES

LEAD AGENCY
Oxnard Public Works

PARTNER AGENCIES
Oxnard Police Department
Oxnard Communications Department
Community-Based Organizations
Local Media Outlets
Caltrans
SCAG Go Human Campaign
OTS Go Safely California Campaign

FUNDING SOURCES
General Funds
California Office of Traffic
Safety (OTS) Grants

CONTEXT
Citywide, focused on top corridors for
unsafe speed collisions
Speeding PERIODIC, ONGOING
Profile 1: Unsafe speed collisions along
roadways with 4-5 lanes
Hot Spots
Hot Spots 1-5
Communications and Outreach on Speeding
CTW Rating
283
86 | CHAPTER 06

SAFE VEHICLES
Emerging Technology, including Autonomous and Connected Vehicles ALL

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

Intelligent Transportation Systems
The City has an Intelligent Transportation Systems (ITS) Master Plan with strategies to improve mobility and safety in Oxnard. Strategies include improving incident response times, managing congestion with signal timing, and deploying a traffic management center to fully utilize the ITS outlined in the plan. Dynamically managing the City’s transportation system contributes to safety by minimizing incidence response times, improving auto travel time reliability, and facilitating efficient transit service to raise the value of transit relative to auto travel.

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

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

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

DESCRIPTION
NHTSA Automated Vehicles for Safety

RESOURCES

LEAD AGENCY
Oxnard Public Works

PARTNER AGENCIES
Oxnard Police Department
Caltrans

FUNDING SOURCES
Caltrans Highway Safety
Improvement Program
California Office of Traffic
Safety (OTS) Grants
General Funds

CONTEXT
Citywide

LONG TERM N/A
284
OXNARD LOCAL ROAD SAFETY PLAN | 87

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

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

DESCRIPTION
San Francisco Vision Zero Traffic Fatality Protocol
This protocol is an efficient and standardized procedure for reporting, investigating, and collecting data on traffic fatalities, with coordination across multiple city agencies.

RESOURCES

LEAD AGENCY
Oxnard Police Department
Oxnard Fire Department

PARTNER AGENCIES
Oxnard Public Works

FUNDING SOURCES
California Office of Traffic
Safety (OTS) Grants
General and Road Funds

CONTEXT
Citywide

LONG TERM N/A
Endnotes:
23California Public Radio, California Study Shows Racial, Gender Disparities in Police Stops and Searches. January 4, 2022. Accessed on June 29, 2022. https://www.capradio.org/ articles/2022/01/04/california-study-shows-racial-gender-disparities-in-police-stops-andsearches/ 23California Public Radio, California Study Shows Racial, Gender Disparities in Police Stops and Searches. January 4, 2022. Accessed on June 29, 2022. https://www.capradio.org/ articles/2022/01/04/california-study-shows-racial-gender-disparities-in-police-stops-andsearches/ 24BikeVentura and Community Environmental Council, Clean Mobility Options Voucher Pilot Program – Oxnard Community Transportation Needs Assessment, November 9, 2021. 25National Public Radio. Why Philadelphia has Banned Low-Level Traffic Stops. November 8, 2021. Accessed June 29, 2022. https://www.npr.org/2021/11/08/1052957246/why-philadelphiahas-banned-low-level-traffic-stops 285
88 | CHAPTER 07
07 This chapter outlines 15 Emphasis Areas
selected for project development.

Each Emphasis Area is presented
on a cutsheet that includes a
location summary, key collision
trends, and safety strategies.

Emphasis Areas
& Strategies
286
OXNARD LOCAL ROAD SAFETY PLAN | 89
287
90 | CHAPTER 07
Emphasis Areas & Strategies
The 15 Emphasis Areas are a combination of five hot
spot corridors and ten collision profiles.

Hot Spot Corridors:

1. Ventura Road from 5th Street to Wooley Road

2. Gonzales Road from Victoria Avenue to Rose Avenue

3. Wooley Road from Factory Lane to Pacific Avenue

4. Saviers Road from Laurel Street to Pleasant Valley Road

5. Bard Road from Saviers Road to Pleasant Valley Road
Hot Spot Corridors:

The five hot spot corridors were identified based on
total collisions, weighted score, and collision rates,
as described in Chapter 05 (Safety Analysis) and
Appendix C (Collision Analysis Memo). The top ten
intersections and roadway segments by weighted score
generally anchor each of the five hot spot corridors
and were grouped with several adjacent locations
based on collision patterns and roadway context to
facilitate a systemic approach for identifying safety
improvements. The hot spot corridor process also
considered not duplicating other major ongoing efforts
by the City, capturing a variety of roadway and land
use contexts in Oxnard, and geographic distribution.

Collision Profiles:

The ten collision profiles were identified by pairing
collision data with contextual data in a series of
systemic matrices, which are described in Chapter 05
(Safety Analysis) and Appendix C (Collision Analysis
Memo). The collision profiles reflect the combinations
of factors that contributed to a high number of total
collisions, KSI collisions, bike collisions, and pedestrian collisions. The collision profile process also considered the countermeasures available to address the
safety issue, grant competitiveness, geographic or
other equity considerations, and capturing a variety
of roadway and land use contexts in Oxnard. The
top ten intersections and roadway segments by
total collisions, weighted score, and collision rates
are generally reflected in the collision profiles.

Collision Profiles:

1. Unsafe Speed Collisions Along
Roadways with 4 – 5 Lanes

2. Broadside Collisions at Signals without
Fully Protected Left Turns

3. Driving Under the Influence of Drugs or Alcohol
at Primary Roadway Intersections

4. Nighttime Collisions on 4 - 5 Lane Roadways

5. Hit Object Collisions at Major Intersections

6. Pedestrian or Bicycle-Involved Collisions on Roadways with 2 - 3 Lanes and ≤ 25 mph Posted Speed Limit

7. Pedestrian or Bicycle-Involved Collisions
at Major Unsignalized Intersections

8. Bicycle-Involved Collisions with Vehicles
Proceeding Straight at Signals

9. Pedestrian-Involved Collisions on Roadways
with 4 - 5 Lanes and 30 - 45 mph Speed Limit

10. Pedestrian-Involved Collisions Midblock
Along Primary Roadways
288
OXNARD LOCAL ROAD SAFETY PLAN | 91
What You’ll See on the Hot Spot Corridor Overview Cutsheet Corridor name and extents
Current roadway
and land use characteristics
Note: *Several designations for
Disadvantaged Communities
are included as each
designation is referenced for
various grant applications. The
designations include Senate Bill
535, Assembly Bill 1550, and the
USDOT Justice40 Initiative.

Collision summary of total
collisions and collisions
where someone was killed or
severely injured (KSI).

Key collision, land use, and
activity trends that were
identified through collision
analysis, field observation,
and stakeholder input.

Primary countermeasures
correspond to collisions
trends and are best suited
for competitive HSIP grant
applications.

Secondary countermeasures
are additional recommended
strategies based on
existing infrastructure,
field observations, and
stakeholder input.

Related City activities are
recently completed, ongoing,
or upcoming City projects
that are relevant to the key
trends and safety strategies
identified for each corridor. Map with activity generators, such as retail plazas, transit
stops, schools, and parks.
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92 | CHAPTER 07
Corridor name and extents
Countermeasures
recommended for systemic
application (e.g. across the
corridor or at similar locations,
such as at all signalized
intersections).

Countermeasures
recommended for
specific locations
Continued countermeasures
recommended for
specific locations
Map with activity generators,
such as retail plazas, transit
stops, schools, and parks.

What You’ll See on the Hot Spot Corridor Recommendations Cutsheet 290
OXNARD LOCAL ROAD SAFETY PLAN | 93
Collision Profile Name
Collision summary of total
collisions and collisions
where someone was killed or
severely injured (KSI).

Key collision trends that
informed the identification of
relevant countermeasures.

Map of collisions that match
the collision profile. Some
collisions are represented in
multiple collision profiles.

What You’ll See on the Collision Profile Cutsheet
Key locations reflect locations
with a high number of KSI
collisions and/or a clustering
of collisions.

Primary countermeasures
correspond to collisions
trends and are best suited
for competitive HSIP
grant applications.

Secondary countermeasures
are additional recommended
strategies that include existing
City efforts, engineering
countermeasures, and
educational/enforcement
programs.
291
94 | CHAPTER 07
Ventura Road
from 5th Street to Wooley Road

KEY STATISTICS
Safety Recommendations for Hot Spot Corridor 1

CURRENT LAND USE CHARACTERISTICS

KEY TRENDS

CURRENT ROADWAY CHARACTERISTICS
Schools
X Transit
X Disadvantaged Community
X SB 375
X AB 1550
X Justice40
General Plan Classification Primary
Number of Lanes 5-6
Posted Speed 45 mph
AADT 41,000
Bike Facilities Northbound Class II bike lane
starts 200 feet south of 5th Street
Railroad Crossing At Wooley Rd

COUNTERMEASURE ISSUE AREA
CRASH

REDUCTION
FACTOR

APPLICABILITY

FOR MAINTENANCE
CYCLES

ESTIMATED

CORRIDOR
COST
& BENEFIT
Leading Pedestrian Interval Pedestrian Collisions at Signalized Intersections with Right-Turning Vehicles 60% Signal Timing WITH ROAD DIET
BENEFIT:
$31.8m
COST:
$4.7m

BENEFIT/COST
RATIO:
7 NO ROAD
DIET
BENEFIT:
$25.2m
COST:
$2.5m

BENEFIT/COST
RATIO:
10 Repurpose Roadway Space (Road Diet)
with Class IV Separated Bike Lane High Speeds, Bike Activity and Collisions 45% Intersection Lighting Nighttime Collisions (Especially
with Pedestrians) 40%
Segment Lighting Nighttime Collisions (Especially
with Pedestrians) 35%
Class II Bike Lanes (if no road diet;
add buffer where feasible) Bike Collisions 35% Resurfacing Additional Signal Heads (if repurposing
roadway space (road diet)) Rear End and Broadside Collisions 15% Extend Yellow and All Red Clearance Time Rear End and Broadside Collisions 15% Signal Timing High Visibility Crosswalks with
Advance Stop Bars
Pedestrian Collisions at
Signalized Intersections 15% Resurfacing
Retroreflective Signal Backplates Rear End and Broadside Collisions 15% Pavement Markings Through Intersection Left-Turns at Intersections with Railroad Crossing 10% Resurfacing
RECOMMENDED COUNTERMEASURES: PRIMARY

TOTAL COLLISIONS
5TH STREET
» Greater bike and
pedestrian activity
near retail plazas
» Gap in roadway
lighting from 5th Street
to Teal Club Road

CORRIDOR
» 94 percent of collisions
occurred at an intersection
» Top Violations: Unsafe
Speed (28%), Vehicle Right
of Way (17%), and Traffic
Signals and Signs (15%)
7TH STREET
» Broadside collisions
involving southbound
left turns (lefts not
fully protected)
» Bicyclist and pedestrian
right-of-way violations

WOOLEY ROAD
» Rear end collisions,
possibly due to
signal visibility and
right-turn queues
» Nighttime pedestrian
collisions

KSI COLLISIONS
132 6
12 11
2 2 Pedestrian-Involved
Collisions
Bicycle-Involved
Collisions
Pedestrian-Involved
KSI Collisions
Bicycle-Involved
KSI Collisions
Note: Though the project option without a road diet results in a higher B/C ratio, the road diet project is expected result in a greater reduction in collisions while providing for a more comfortable option for bicyclists. 94 | CHAPTER 07
292
OXNARD LOCAL ROAD SAFETY PLAN | 95
5th Street
7th Street
9th Street
Wooley Rd.

RECOMMENDED
COUNTERMEASURES:

SECONDARY » Consider reaching out to
commercial plaza owner(s) to
explore consolidating driveways
to address queuing by removing
driveways within 200’ – 250’ of
signalized intersections
» Green Conflict Striping at
intersections and driveways
» Pedestrian and Bicyclist Warning
Signage for right-turning vehicles
at intersections
» Traffic Signal Confirmation
Lights at signalized intersections
(ongoing program by Oxnard
Police Department)
Transit Stops
Retail
RELATED CITY ACTIVITIES » The City of Oxnard Public Works Department had developed
guidelines of Leading Pedestrian
Intervals and is beginning
implementation.
» The City of Oxnard Public
Works Department is installing a
protected left-turn for northbound/
southbound travel on Ventura
Road at 7th Street.
» The County of Ventura may convert
the flood channel, which begins
at Ventura Road & Ninth Street
and continues south past Wooley
Road, into a linear park that would
provide a separated multi-use
path for people walking and
bicycling.
» The City of Oxnard Public Works
Department applied for HSIP Cycle
11 funding for the Ventura Road
corridor from Teal Club Road to
Wooley Road.

Ventura Rd.

These conceptual recommendations
require further feasibility assessments,
detailed analysis, and community
outreach prior to final design and
implementation.
293
96 | CHAPTER 07
Upgrade all signals to high visibility crosswalks
with advance stop bars. Current detection
locations may need to be adjusted to
accommodate stop bars, which may be an
opportunity to upgrade to video detection.

Add pedestrian warning signage for right-turning
vehicles. The City may choose to use an electronic
blankout sign to display this warning message (see
photo of example on next page).

Ventura Road
from 5th Street to Wooley Road
Safety Recommendations for Hot Spot Corridor 1

FULL-CORRIDOR
Leading Pedestrian Intervals (pending City’s
implementation guidelines), with signal coordination
Install retroreflective backplates for
improved signal visibility. If road diet
is not implemented, also consider
installing additional signal heads
for better lane alignment.

Improve signal timing through extension of
yellow and all-red clearance time and signal
coordination along the corridor.

AND
Consider protected left turns for E/W approaches,
supplementing previous left-turn protection project
for N/S approaches. This would require some tradeoff in vehicle throughput, which should be further analyzed by the City and tested for CAMUTCD
warrant before final determination.

Traffic signal confirmation light for PD
enforcement of red light running
9th St_____________________________________________

LOCATION-SPECIFIC
Enhance intersection lighting. Recommendation to
add lights over the crosswalk at the approaches.

Either replace signal pole with Type 15-TS or place
new light pole elsewhere.

Enhance intersection lighting. Missing standard
lighting on SE corner over EB departure. Add
additional lighting over crosswalks at approaches.

Traffic signal confirmation light for PD
enforcement of red light running
“Cat track” pavement markings through
intersection to guide southbound left-turning
drivers (to avoid railroad tracks)
Add pedestrian and bicyclist warning signage for
right-turning vehicles. The City may choose to use
an electronic blankout sign to display this warning
message instead (see photo of example on next page).

ALL-SIGNALS
5th St_____________________________________________ Wooley Rd_________________________________________ 7th St_____________________________________________
Consider repurposing roadway
space (road diet) to add a Class
IV separated bike lane. Any
lane reduction considerations
will include public participation
and leadership support
before proceeding.

At each intersection, bring
the bicycle lane up to the
intersection and use green
paint to denote conflict
zones between bicyclists
and turning vehicles.

AND
AND

RECOMMENDED COUNTERMEASURES
294
OXNARD LOCAL ROAD SAFETY PLAN | 97
5th Street
7th Street
9th Street
Wooley
Road
Ventura Rd.

Speed feedback
sign for southbound
approach
Add new poles for
segment lighting
North of 5th St___________________
Between 9th St and Wooley Rd_______
Transit Stops
Retail
These conceptual recommendations
require further feasibility assessments,
detailed analysis, and community
outreach prior to final design and
implementation.
295
98 | CHAPTER 07
Gonzales Road
from Victoria Avenue to Rose Avenue

KEY STATISTICS
Safety Recommendations for Hot Spot Corridor 2

CURRENT LAND USE CHARACTERISTICS

KEY TRENDS

CURRENT ROADWAY CHARACTERISTICS
X Schools
X Transit
X Disadvantaged Community
X SB 375
X AB 1550
X Justice40
General Plan Classification Primary
Number of Lanes Victoria Ave to C St: 4 lanes
C St to Rose Ave: 5 – 6 lanes
Posted Speed 45 mph
AADT
Victoria Ave to Ventura Rd:
14,000 – 16,000
Ventura Rd to Indiana Dr: 20,000
– 30,000
Indiana Dr to Rose Ave: 40,000
Bike Facilities Class II Bike lane
Railroad Crossing At Oxnard Blvd

COUNTERMEASURE ISSUE AREA
CRASH

REDUCTION
FACTOR

APPLICABILITY
FOR

MAINTENANCE
CYCLES

ESTIMATED

CORRIDOR
COST
& BENEFIT*
Leading Pedestrian Interval Pedestrian Collisions at Signalized Intersections with Right-Turning Vehicles 60% Signal Timing BENEFIT:
$38M
COST:
$6.7M

BENEFIT/COST
RATIO:
6 Restrict Turning Movements
with Raised Median
Broadside Collisions at Minor StopControlled Intersections 50% Intersection Lighting Nighttime Collisions (Especially with Pedestrians) 40% Flashing Beacon as Advance Warning Rear End and Broadside Collisions at High Speeds 30% Fully Protected Left-Turns at
Signalized Intersections Left-turn Collisions at Unprotected Lefts 30% High Visibility Crosswalks
with Advance Stop Bars Pedestrian Collisions at Signalized Intersections 15% Resurfacing Coordinate Signal Timing for
Speed Management High Speeds 15% Signal Timing
Extend Yellow and All Red Clearance Time Rear End and Broadside Collisions 15% Signal Timing Retroreflective Signal Backplates Rear End and Broadside Collisions 15% RECOMMENDED COUNTERMEASURES: PRIMARY

TOTAL COLLISIONS
» Approximately a third of
collisions occurred at night and
were primarily rear end (34%)
or broadside (27%) collisions
» 96 percent of collisions occurred
at an intersection and majority
were either a rear end collision
(41%) or broadside collision (28%)
» Broadside collisions at intersections
were nearly evenly split between
intersections with (53%) and without
(47%) fully protected left turns
» Broadside collisions at minor stopcontrolled intersections » Hit object collisions between
Merion Way and Patterson Road
» Pedestrian crossing at minor
stop-controlled intersections

KSI COLLISIONS
344 15
30 31
3 2 Pedestrian-Involved
Collisions
Bicycle-Involved
Collisions
Pedestrian-Involved
KSI Collisions
Bicycle-Involved
KSI Collisions
*Note: the Estimated Benefit/Cost Ratio does not include long term considerations, such as the Pedestrian Hybrid Beacon at Bahia Drive and new pedestrian crossing at Entrada Drive. 98 | CHAPTER 07
296
OXNARD LOCAL ROAD SAFETY PLAN | 99

RECOMMENDED
COUNTERMEASURES: SECONDARY
» Additional Warning Signage to alert
drivers of upcoming lanes merging
» Extend Bike Lane to Intersection
» Green Conflict Striping at intersections
and driveways
» Maintain Trees to improve signal
visibility
» Median Improvements, such as striping
around median and paint on nose of
median to increase visibility
» Speed Feedback Sign
» Reposition Crosswalks to improve
pedestrian visibility for drivers making
turns
» Traffic Signal Confirmation
Lights at signalized intersections
(ongoing program by Oxnard Police
Department)

RELATED CITY ACTIVITIES
» The City of Oxnard Public Works
Department has several ongoing
projects along Gonzales Road:
• Updating a variety of field
equipment, such as controllers,
push buttons, and signal heads, and
changing detection loops to video
detection
• Implementing an adaptive traffic
signal system
• Installed one Leading Pedestrian
Interval at Gonzales Road & Entrada
Drive, in front of Pacifica High School
• Adding Accessible Pedestrian Signal
push buttons to key intersections
near shopping centers and schools
» The City of Oxnard Public Works
Department is developing guidelines for
implementation of Leading Pedestrian
Intervals.
» The City of Oxnard Police Department
installed traffic signal confirmation
lights at the Gonzales Road & Rose
Avenue and Gonzales Road & Oxnard
Boulevard intersections.

Transit Stops
Retail Schools
Parks
Victoria Ave
Patterson Rd
Ventura Rd
Gonzales Rd
Rose Avenue
Almandor St
Snow Ave
Entrada Dr
Indiana Dr
Oxnard Blvd
C St
H St
Lantana St
Gonzales Rd
Gonzales Road from Victoria Avenue to Ventura Road
Gonzales Road from Lantana St to Rose Avenue
These conceptual recommendations
require further feasibility assessments,
detailed analysis, and community
outreach prior to final design and
implementation.
297
100 | CHAPTER 07 Victoria Ave
Merion Way
Patterson Rd
Upgrade all signals to high visibility crosswalks
with advance stop bars. Current detection locations
may need to be adjusted to accommodate stop
bars, which may be an opportunity to upgrade to
video detection.

Gonzales Road
from Victoria Avenue to Ventura Road
Safety Recommendations for Hot Spot Corridor 2

FULL-CORRIDOR
Leading Pedestrian Intervals (pending City’s
implementation guidelines)
Improve signal timing through extension of
yellow and all-red clearance time.

Coordinate signals for speed management (e.g.
timed to lower speed).

ALL-SIGNALS
The City plans to narrow travel
lanes and add a buffer to the
existing bike lane.

AND
At each intersection, bring
the bicycle lane up to the
intersection and use green
paint to denote conflict zones
between bicyclists and turning
vehicles.

AND
Traffic signal confirmation light for PD
enforcement of red light running

RECOMMENDED COUNTERMEASURES
298
OXNARD LOCAL ROAD SAFETY PLAN | 101
Ventura Rd
Gina Dr
Gonzales Rd

LOCATION-SPECIFIC
Enhance intersection lighting: Existing standard
lighting on mast arms to illuminate departures.

Recommendation to add lights over the crosswalk at
the approaches.

Retroreflective backplates
Ventura Rd__________________________________________
Victoria Rd_________________________________________
Intersection lighting
Gina Dr____________________________________________
Retroreflective backplates
Intersection lighting
Consider installing flashing beacon advance
warning for signal, by adding beacon to existing
signal warning sign (NB/SB). City may also consider
additional signal heads.

Retroreflective backplates
Merion Way_________________________________________
Median improvements, such as Striping
around median and paint on nose of median
to increase visibility
Speed feedback sign
Between Merion Way and Patterson Rd_____________________ Consider protected left turns in all directions. This
would require some trade-off in vehicle throughput,
which should be further analyzed by the City
and tested for CAMUTCD warrant before final
determination.

Median improvements, such as striping around
median and paint on nose of median to increase
visibility
Patterson Rd________________________________________
Transit Stops
Retail
Schools
Parks
299
102 | CHAPTER 07
Entrada Dr
Gonzales Road
from Lobelia Drive to Rose Avenue (continued)
Safety Recommendations for Hot Spot Corridor 2
Bahia Dr
Oxnard Blvd
C St
H St
Lantana St
Consider protected left turns in all directions. This would require some trade-off in vehicle throughput, which
should be further analyzed by the City and tested for
CAMUTCD warrant before final determination.

Retroreflective backplates
Lantana St__________________________________________

LOCATION-SPECIFIC
Intersection lighting
Lobelia Dr__________________________________________
Retroreflective backplates
H St_______________________________________________
Retroreflective backplates
Oxnard Blvd________________________________________
Intersection lighting
Retroreflective backplates
C St______________________________________________
Consider protected left turns in all directions.

This would require some trade-off in vehicle
throughout, which should be further analyzed by
the City and tested for CAMUTCD warrant before
final determination.

Additional signage for WB Merge
No Right Turn on Red for northbound approach due
to limited visibility of westbound approach. May
be paired with enforcement and/or landscaping
management to improve sight lines for drivers
making a NB right turn.
300
OXNARD LOCAL ROAD SAFETY PLAN | 103
Rose Avenue
Almanor St
Gonzales Rd
Bahia Dr___________________________________________ Rose Ave____________________________________________ Retroreflective backplates
Traffic signal confirmation light for PD
enforcement of red light running
Raised medians to restrict turn movements (right
out only – see Sonata Drive for example). Any
turning movement restriction considerations will
include public participation and leadership support
before proceeding.

Almanor St and Walmart Driveway_______________________
Consider new pedestrian crossing
when City Sports Park is built
Entrada Dr_________________________________________
Retroreflective backplates
Intersection lighting
Raised medians to restrict turn movements for
left-turning vehicles out of Bahia (consider need for
this improvement in the long term when City Sports
Park is built). The City may also consider eliminating
the WB right turn lane just west of Bahia, to limit
vehicle conflicts between southbound right-turning
vehicles and westbound vehicles. Any turning
movement restriction considerations will include
public participation and leadership support before
proceeding.

Reposition west leg crosswalk for better visibility
to southbound right-turning drivers
Add pedestrian warning signage for right-turning
vehicles. The City may choose to use an electronic
blankout sign to display this warning message
instead.

Transit Stops
Retail
Schools
Parks
These conceptual recommendations
require further feasibility assessments,
detailed analysis, and community
outreach prior to final design and
implementation.
301
104 | CHAPTER 07
Wooley Road
from Donlon Avenue to Pacific Avenue

KEY STATISTICS
Safety Recommendations for Hot Spot Corridor 3

CURRENT LAND USE CHARACTERISTICS

KEY TRENDS

CURRENT ROADWAY CHARACTERISTICS
Schools
Transit
X Disadvantaged Community
X SB 375
X AB 1550
X Justice40
General Plan Classification Secondary
Number of Lanes 4
Posted Speed 40 mph
AADT 15,000-18,000
Bike Facilities None
Railroad Crossing At Commercial Ave
& Richmond Ave

TOTAL COLLISIONS
» Primarily industrial uses with truck activity
interacting with people walking and biking
» Bike (10%) and pedestrian (8%) collisions with a
lack of bike lanes, sidewalks, and lighting
» Broadside collisions account for nearly
half of the collisions on this corridor
» Signalized intersections (Commercial Avenue and
Pacific Avenue) do not have fully protected left turns
» Top Violations: Vehicle Right of Way (33%), Unsafe
Speed (14%), and Traffic Signals and Signs (12%)
49 KSI COLLISIONS
7 5
4 2
3 Pedestrian-Involved
Collisions
Bicycle-Involved
Collisions
Pedestrian-Involved
KSI Collisions
Bicycle-Involved
KSI Collisions
Wooley Rd
Donlon AveFactory LaneCommercial Ave
104 | CHAPTER 07
302
OXNARD LOCAL ROAD SAFETY PLAN | 105

COUNTERMEASURE ISSUE AREA
CRASH

REDUCTION
FACTOR

APPLICABILITY

FOR REGULAR

MAINTENANCE
CYCLES

ESTIMATED

CORRIDOR
COST
& BENEFIT*
Sidewalk Bike and Pedestrian Collisions
along Corridor 80%
BENEFIT:
$16.7M
COST:
$3.6M

BENEFIT/COST
RATIO:
5 Intersection Lighting
Bike and Pedestrian Collisions
at/Approaching Intersections
(Especially at Night)
40%
Bike Lanes Bike and Pedestrian Collisions
along Corridor 35% Resurfacing
Fully Protected Left-Turns at
Signalized Intersections
Broadside Left-turn Collisions
at Signalized Intersections 30%
Pedestrian Crossing
Bike and Pedestrian Collisions
at/Approaching Intersections
(Especially at Night)
25% Resurfacing
High Visibility Crosswalks with
Advance Stop Bars
Pedestrian Collisions at
Signalized Intersections 15% Resurfacing
RECOMMENDED COUNTERMEASURES: PRIMARY

RECOMMENDED
COUNTERMEASURES: SECONDARY
» ADA-Compliant Curb Ramps with Tactile
Warning Devices for existing and new
sidewalks
» Green Conflict Striping at Intersections
with bike lanes

RELATED CITY ACTIVITIES
» Wooley Road has existing Class II bike
lanes from Harbor Boulevard to C
Street. The City of Oxnard Bicycle and
Pedestrian Facilities Master Plan includes
recommendations to install Class II bike
lanes on Wooley Road from C Street to
Saviers Road, designate Class III bike
routes from Saviers Road to Richmond
Avenue, and Class II bike lanes from
Richmond Avenue to Rice Avenue.

Retail
Railroad
Richmond AvePacific Ave
*Note: the Estimated Benefit/Cost Ratio does not include long term considerations, such as widening sidewalks, adding bike lanes, and adding new pedestrian crossings.

These conceptual recommendations
require further feasibility assessments,
detailed analysis, and community
outreach prior to final design and
implementation.
303
106 | CHAPTER 07
AND
Fill sidewalk gaps and widen
sidewalks in the long term.

Additional right-of-way may be
needed for implementation.

Wooley Road from Donlon Avenue to Pacific Avenue
Safety Recommendations for Hot Spot Corridor 3
Consider Bike lanes in the long-term, with vertical
separation of buffer where feasible. Additional
right-of-way may be needed for implementation.

LONG TERM CORRIDOR OPTIONS
New crosswalk(s), currently missing on all legs
Consider protect lefts (E/W). This would require
some trade-off in vehicle throughput, which should
be further analyzed by the City and tested for
CAMUTCD warrant before final determination.

Commercial Ave_____________________________________
Add intersection lighting to NW corner
for WB approach
Richmond Ave_______________________________________
Wooley Rd
Donlon AveFactory LaneCommercial Ave

LOCATION-SPECIFIC
Raised median from Donlon Avenue to
approximately halfway towards Factory Lane to
prevent drivers from using the two-way left turn
lane as an extended left turn lane to Saviers Road/
Oxnard Boulevard. Median will have mountable
curb to allow for truck turning movements.

Between Donlon Ave and Factory Lane_____________________ At each intersection, use green paint to
denote conflict zones between bicyclists
and turning vehicles.

RECOMMENDED COUNTERMEASURES
304
OXNARD LOCAL ROAD SAFETY PLAN | 107
Retail
Railroad

LOCATION-SPECIFIC
Install new segment lighting on both sides of
the street, where long distances are currently
present between poles
Between Richmond Ave and Pacific Ave____________________ Consider protected left turns in all directions.

This would require some trade-off in vehicle
throughput, which should be further analyzed by
the City and tested for CAMUTCD warrant before
final determination.

Pacific Ave__________________________________________
Upgrade all signals to high visibility crosswalks
with advance stop bars. Current detection
locations may need to be adjusted to
accommodate stop bars, which may be an
opportunity to upgrade to video detection.

Richmond Ave
Pacific Ave
These conceptual recommendations
require further feasibility assessments,
detailed analysis, and community
outreach prior to final design and
implementation.
305
108 | CHAPTER 07
Saviers Road
From Laurel Street to Pleasant Valley Road

KEY STATISTICS
Safety Recommendations for Hot Spot Corridor 4

CURRENT LAND USE CHARACTERISTICS

KEY TRENDS

CURRENT ROADWAY CHARACTERISTICS
X Schools
X Transit
X Disadvantaged Community
SB 375
X AB 1550
X Justice40
General Plan Classification Primary
Number of Lanes
Laurel St to Dollie St: 5-6 lanes
Dollie St to Pleasant Valley Rd:
4 lanes
Posted Speed 40 mph
AADT
Laurel St to Bard Rd: 20,000 –
25,000
Bard Rd to Pleasant Valley Rd:
10,000 – 14,000
Bike Facilities Southbound bike lane from Yucca St to Pleasant Valley Rd Railroad Crossing N/A

TOTAL COLLISIONS
» High bike and pedestrian activity generated
by schools, retail, and transit
» 83 percent of broadside collisions occurred at
intersections without fully protected lefts (Laurel Street, Bryce Canyon Avenue, Yucca Street, and Bard Road)
» 87 percent of collisions occurred at an intersection and 66 percent of collisions occurred at a signalized intersection

KSI COLLISIONS
257 15
25 38
1 6 Pedestrian-Involved
Collisions
Bicycle-Involved
Collisions
Pedestrian-Involved
KSI Collisions
Bicycle-Involved
KSI Collisions

COUNTERMEASURE ISSUE AREA
CRASH

REDUCTION
FACTOR

APPLICABILITY
FOR

MAINTENANCE
CYCLES

ESTIMATED

CORRIDOR
COST
& BENEFIT*
Leading Pedestrian Interval Pedestrian Collisions at Signalized Intersections 60% Signal Timing BENEFIT:
$112.7M
COST:
$6M

BENEFIT/COST
RATIO:
19 Pedestrian Signal (includes Pedestrian
Hybrid Beacon (HAWK)) Broadside Collisions at Unsignalized Intersections 55% Upgrade Pedestrian Crossing Rear End Collisions at Existing Midblock Pedestrian Crossing 35%
New Signals Broadside Collisions at Unsignalized
Intersections and Midblock 30%
Repurpose roadway space (road diet)
to have 2 travel lanes in each direction
with Class IV Separated Bike Lane
High Speeds, Schools, Bike and Pedestrian
Activity, and Bike Collisions 30% Resurfacing(bike lane) Flashing Beacon to Alert Drivers
of Pedestrian Crossing
Rear End Collisions at Existing
Midblock Pedestrian Crossing 30%
Fully Protected Left-Turns at
Signalized Intersections
Broadside Collisions at Signalized
Intersections (including Left Turns) 30%
Restrict Left Turns with Raised Median Broadside Collisions at Unsignalized Intersections and Midblock 25%
High Visibility Crosswalks with
Advance Stop Bars Pedestrian Collisions at Signalized Intersections 15% Resurfacing Retroreflective Signal Backplates Rear End and Broadside Collisions 15% RECOMMENDED COUNTERMEASURES: PRIMARY
» Broadside collisions for vehicles turning into/
out of plaza driveways and limited pedestrian
crossing opportunities between retail plazas
*Note: the Estimated Benefit/Cost Ratio assumes a Pedestrian Hybrid Beacon instead of a signal between Bryce Canyon Avenue and Yucca Street and does not include the signals between Laurel Street and Channel Islands Boulevard as these considerations would be longer term. 108 | CHAPTER 07
306
OXNARD LOCAL ROAD SAFETY PLAN | 109
Yucca St
Bard Rd
Dollie St
Pleasant Valley Rd
Laurel St
Channel Islands Blvd
Bryce Canyon Ave
Saviers Road from Laurel Street to
Yucca Street
Saviers Road from Yucca Street to
Pleasant Valley Road RECOMMENDED
COUNTERMEASURES: SECONDARY
» Additional Warning Signage to alert drivers
of upcoming lanes merging.
» Green Conflict Striping at Intersections and
Driveways
» Refresh Pavement Markings

RELATED CITY ACTIVITIES
» The City of Oxnard Bicycle and Pedestrian
Facilities Master Plan includes the following
recommendations for Saviers Road &
Yucca Street: additional marked crosswalk
with Rectangular Rapid Flashing Beacon,
enhanced pedestrian median refuge, and
speed feedback signs.
» The City of Oxnard Sidewalk Survey includes
the following recommendations for Saviers
Road from Thomas Avenue to Yucca Street:
• Upgrade bus stops to meet ADA
compliance
• Reconstruct curb ramps to meet ADA
compliance
• Upgrade pedestrian push buttons to meet
ADA compliance
• Install curb extensions
• Install high-visibility crosswalks
• Increase pedestrian crossing time
» The City of Oxnard Public Works
Department will be constructing traffic signal
improvements at Saviers Road & Laurel
Street, Saviers Road & Bryce Canyon Avenue,
Saviers Road & Bard Road, and Saviers Road
& Pleasant Valley Road. The improvements
include new signal poles, mast arms, signal
heads, protected left-turn phasing, LED
lighting, and detection loops.
» The City of Oxnard Public Works Department
is developing guidelines for implementation
of Leading Pedestrian Intervals.
» The City of Oxnard Police Department
installed traffic signal confirmation lights
at the Saviers Road & Channel Islands
Boulevard intersection.

Transit Stops
Retail
Schools
Saviers Rd
Saviers Rd
These conceptual recommendations require
further feasibility assessments, detailed
analysis, and community outreach prior to
final design and implementation.
307
110 | CHAPTER 07
Upgrade all signals to high visibility crosswalks
with advance stop bars. Current detection locations
may need to be adjusted to accommodate stop
bars, which may be an opportunity to upgrade to
video detection.

Saviers Road
from Laurel Street to Yucca Street
Safety Recommendations for Hot Spot Corridor 4

FULL-CORRIDOR
Leading Pedestrian Intervals (pending City’s
implementation guidelines)

ALL-SIGNALS
Consider repurposing roadway
space, which would reduce
travel lanes to 2 lanes in each
direction and add Class
IV separated bike lanes.

Any lane reduction considerations will include public
participation and leadership support before proceeding.

AND
Protected left turns in SB and EB/WB directions.

This would require some trade-off in vehicle
throughout, which should be further analyzed by
the City and tested for CAMUTCD warrant before
final determination.

Increase red/yellow clearance time, which
can be made in conjunction with other timing
improvements, such as pedestrian walk time
Consider installing one or two new partial signals
(at the midblock turning locations). These signals could also provided a pedestrian crossing opportunity.

New signals provide the opportunity to separate
conflicting vehicle movements, but come with trade-off
considerations regarding vehicle throughput and travel
times. The City may also consider access management to
restrict turns at this location.

Retroreflective backplates
Refresh pavement markings. Existing markings
are particularly faded at this intersection.

Install intersection Lighting on Bryce Canyon
Ave and Saviers Ave.

Intersection lighting
Increase red/yellow clearance time, which
can be made in conjunction with other timing
improvements, such as pedestrian walk time
Channel Islands Blvd_______________________ _ _________

LOCATION-SPECIFIC
Extend median to restrict access to right in/
right out. The dense street grid in this area
allows for nearby access point options.

Refresh pavement markings. Existing markings
are particularly faded at this intersection.

Hughes Dr_________________________________________
Laurel St___________________________________________
Between Laurel and Channel Islands______________________ At each intersection, use green paint to
denote conflict zones between bicyclists
and turning vehicles.

Retroreflective backplates
Bryce Canyon Ave____________________________________
Signal (would require driveway
modification) OR Pedestrian Hybrid
Beacon (would require restricting
left turns out of driveway) at plaza
driveway. New signals provide
the opportunity to separate
conflicting vehicle and pedestrian movements, but come with trade-off considerations regarding vehicle throughput and travel times. The City may also consider access management to restrict turns at this location.

OR
Between Bryce Canyon and Yucca________________________

RECOMMENDED COUNTERMEASURES
308
OXNARD LOCAL ROAD SAFETY PLAN | 111
Laurel St
Channel Islands Blvd
Bryce Canyon Ave
Saviers Rd
Transit Stops
Retail
Schools
309
112 | CHAPTER 07
Saviers Road
from Yucca Street to Pleasant Valley Road
Safety Recommendations for Hot Spot Corridor 4

LOCATION-SPECIFIC
Signal OR Pedestrian
Hybrid Beacon to upgrade
pedestrian crossing
Yucca St___________________________________________ Dollie St___________________________________________ Retroreflective backplates
Increase red/yellow clearance time, which
can be made in conjunction with other timing
improvements, such as pedestrian walk time
Increase red/yellow clearance time, which Pleasant Valley Rd___________________________________ can be made in conjunction with other timing
improvements, such as pedestrian walk time
Install intersection lighting on the approaches to
illuminate the crosswalks
Retroreflective backplates
Extend median to restrict access to right in/right
out. The dense street grid in this area allows for
nearby access point options.

Johnson Road_______________________________________
Consider protected left turns for E/W, supplementing
City’s left-turn protection project for N/S approaches.

This would require some trade-off in vehicle
throughput, which should be further analyzed by the
City and tested for CAMUTCD warrant before final
determination.

Bard Road__________________________________________
Increase red/yellow clearance time, which
can be made in conjunction with other timing
improvements, such as pedestrian walk time
Retroreflective backplates
OR
310
OXNARD LOCAL ROAD SAFETY PLAN | 113
Saviers Rd
Yucca St
Bard Rd
Dollie St
Pleasant Valley Rd
Transit Stops
Retail
These conceptual recommendations
require further feasibility assessments,
detailed analysis, and community outreach
prior to final design and implementation.
311
114 | CHAPTER 07
Bard Road
from Saviers Road to Pleasant Valley Road

KEY STATISTICS
Safety Recommendations for Hot Spot Corridor 5

CURRENT LAND USE CHARACTERISTICS

KEY TRENDS

CURRENT ROADWAY CHARACTERISTICS
X Schools
X Transit
X Disadvantaged Community
X SB 375
X AB 1550
X Justice40
General Plan Classification Secondary
Number of Lanes 4
Posted Speed 35 mph
AADT 8,000-12,000
Bike Facilities Bike Lane
Railroad Crossing Between San Simeon Ave and
Terrace Ave

TOTAL COLLISIONS
» Inconsistent intersection control along corridor (e.g. AllWay Stop-Controlled and Minor Street Stop-Controlled) » Nearly all (99%) of collisions occurred at an intersection » 55 percent of collisions were broadside collisions and primarily occurred at signals without protected leftturn and at multi-lane stop-controlled intersections » 42 percent of collisions were due to a
Vehicle Right of Way violation
» Bike and pedestrian right-of-way
violations and nighttime collisions

KSI COLLISIONS
130 11
8 11
2 1 Pedestrian-Involved
Collisions
Bicycle-Involved
Collisions
Pedestrian-Involved
KSI Collisions
Bicycle-Involved
KSI Collisions
Bard Rd
Saviers Rd
Terrace Ave
Justin Way
San Juan Ave
114 | CHAPTER 07
Transit Stops
Retail
Schools
Parks
312
OXNARD LOCAL ROAD SAFETY PLAN | 115

COUNTERMEASURE ISSUE AREA
CRASH

REDUCTION
FACTOR

APPLICABILITY

FOR REGULAR

MAINTENANCE
CYCLES

ESTIMATED

CORRIDOR
COST
& BENEFIT*
Leading Pedestrian Interval Pedestrian Right of Way Violations at Signalized Intersections (Including with Turning Vehicles) 60%

WITH ROAD
DIET
BENEFIT:
$16.7M
COST:
$840K

BENEFIT/
COST RATIO:
20 NO ROAD
DIET
BENEFIT:
$28.8M
COST:
$2.8M

BENEFIT/
COST RATIO:
10 Pedestrian Hybrid Beacon Pedestrian Access 55%
Convert to All-Way Stop-Controlled Intersection Inconsistent Intersection Control 50% Signal Timing Intersection Lighting Bicycle and Pedestrian Collisions at Night at Signalized and Unsignalized Intersections 40% Signal Timing Fully Protected Left-Turns at
Signalized Intersections
Broadside Collisions at Signalized
Intersections (including Left Turns) 30% Resurfacing
Repurpose roadway space (road diet) with
Mini-Roundabouts and Enhanced Bike Lane
Inconsistent Intersection Control, Broadside
Collisions at Stop-Controlled Intersections,
and Bike and Pedestrian Collisions
30%
Narrow Raised Median for Median Stop Sign Multi-Lane Stop-Controlled Intersection 25% Pedestrian Crossing Pedestrian Access 25%
Raised Median as Pedestrian Refuge Pedestrian Access 25% Extend Yellow and All Red Clearance Time Broadside Collisions at Signalized Intersections (including Left Turns) 15%
Flashing Beacon to Reinforce Driver
Awareness of Stop Signs
Inconsistent Intersection Control, Broadside
Collisions at Stop-Controlled Intersections,
and Bike and Pedestrian Collisions
15%
High Visibility Crosswalks with
Advance Stop Bars
Pedestrian Right of Way Violations at Signalized
Intersections (Including with Turning Vehicles) 15%
Retroreflective Signal Backplates Rear End Collisions 15% Resurfacing (bike lane)
Upgrade to Larger Stop Signs Multi-Lane Stop-Controlled Intersection 15% RECOMMENDED COUNTERMEASURES: PRIMARY

RECOMMENDED
COUNTERMEASURES: SECONDARY
» Additional Warning Signage to alert
drivers of upcoming lanes merging
» Flashing LED Stop Sign
» Green Conflict Striping at Intersections
» Refresh Pavement Markings
» Restrict Left-Turns with porkchop island
» Pair installation of mini-roundabouts with
public education campaign

RELATED CITY ACTIVITIES
» The City of Oxnard Public Works
Department will install a Rectangular
Rapid Flashing Beacon at Bard Road &
Justin Way.
» The City of Oxnard Public Works
Department will install protected left-turns
for all approaches, new signal poles, LED
lighting, and detection loops at Bard Road
& Rose Avenue.
» The City of Oxnard Public Works
Department will be constructing traffic
signal improvements at Saviers Road &
Bard Road. The improvements include
new signal poles, mast arms, signal heads,
protected left-turn phasing, LED lighting,
and detection loops.
» The City of Oxnard Public Works Department
is developing guidelines for implementation
of Leading Pedestrian Intervals.
» The City of Oxnard Public Works Department
applied for HSIP Cycle 11 funding for the Bard
Road corridor from Saviers Road to Pleasant
Valley Road.

Rose Ave
Pleasant Valley Rd
*Note: the Estimated Benefit/Cost Ratio does not include longer term considerations, such as the pedestrian improvements near the Child Development Center Driveway, and the recommendations at Saviers Road & Bard Road as they are included in the Saviers Road corridor estimates.

These conceptual recommendations require
further feasibility assessments, detailed
analysis, and community outreach prior to
final design and implementation.
313
116 | CHAPTER 07
Increase red/yellow clearance time
Leading pedestrian interval (pending City’s
implementation guidelines)
Retroreflective backplates
Consider protected left turns for E/W,
supplementing City’s left-turn protection project for
N/S approaches. This would require some tradeoff in vehicle throughput, which should be further analyzed by the City and tested for CAMUTCD
warrant before final determination.

LOCATION-SPECIFIC
Install intersection lighting to illuminate the
crosswalks at the approaches
Saviers Rd_________________________________________
Bard Road
from Saviers Road to Pleasant Valley Road
Safety Recommendations for Hot Spot Corridor 5

FULL-CORRIDOR
Refresh pavement markings
Speed pavement legends
Intersection lighting
Bring bike lane to the intersection (currently drops
off 200’ before the intersection)
Green paint to denote conflict zones between
bicyclists and turning vehicles.

ALL EACH INTERSECTION
Consider repurposing roadway
space (road diet), which would
reduce travel lanes to one lane
in each direction. Repurposing
roadway space would enable
AND
enhancements, such as a buffer, to the existing bike lanes and present an opportunity to install mini-roundabouts at unsignalized intersections. Repurposing roadway space would also bring consistency along Bard Road since Bard Road is already one lane in each direction west of Saviers Road. Any lane reduction considerations will include public participation and leadership support before proceeding. An alternative to repurposing roadway space is to install larger LED Stop signs (36’ x 36’) to conform to MUTCD standards at unsignalized intersections, paired with travel lane narrowing.

Bard Rd
Saviers Rd
San Simeon AveTerrace Ave
Justin Way
San Juan Ave

RECOMMENDED COUNTERMEASURES
314
OXNARD LOCAL ROAD SAFETY PLAN | 117
AND/OR
Anchorage St________________________________________
Install E/W crosswalk along Bard
San Simeon Ave______________________________________
Porkchop island to prohibit lefts out
Terrace Ave_________________________________________
Rose Ave
Pleasant Valley Rd
Raised median and/or
Pedestrian Hybrid Beacon.

The City may also consider
using a raised median to
restrict access at this driveway
to right-in/right-out only.

Child Development Center Driveway_______________________ Upgrade to high visibility crosswalks
with staggered stop bars
San Juan Ave________________________________________
Options if no road diet:

LED stop signs
Install intersection lighting on both sides
of crosswalk
Upgrade to larger stop signs
Curb extension for the southwest corner to
relocate stop sign for better visibility
Convert to All-Way Stop (if no road diet), to provide for more uniform intersection control along the corridor.

Consistent intersection control can help drivers know what interactions to expect while traveling down a corridor; may be applicable for other locations, such as C Street north of 2nd Street.The City may also choose to continue with installing an RRFB, as planned, and consider stop
control in the future.

Justin Way_________________________________________
Upgrade to high visibility crosswalks
with staggered stop bars
LED stop signs
Upgrade to larger stop signs
Options if no road diet:

Rose Ave___________________________________________
Upgrade to high visibility crosswalks
with advanced stop bars
Leading pedestrian interval
(pending City’s implementation guidelines)
Transit Stops
Retail
Schools
Parks
These conceptual recommendations require
further feasibility assessments, detailed
analysis, and community outreach prior to
final design and implementation.
315
118 | CHAPTER 07
Unsafe Speed
Collisions Along
Roadways with
4 – 5 Lanes

KEY STATISTICS

KEY TRENDS

KEY LOCATIONS
Safety Recommendations for Collision Profile 1

TOTAL COLLISIONS
» Top Crash Type: Rear End (80% of total collisions and 41% of KSI collisions)
» Actions During Collisions: 52% of drivers involved were proceeding straight, and 34% of drivers involved were
stopped
» Location:
• The majority of collisions occurred at a major signalized intersection (65%)
• Nearly a quarter of collisions occurred at the intersection of a major street and a minor stop-controlled street (23%) » Channel Islands Boulevard, from Ventura Road to Pleasant Valley Road
» Gonzales Road, from Victoria Avenue to Oxnard Boulevard » Oxnard Boulevard/Saviers Road, from Roderick Avenue
to Laurel Street
» Pleasant Valley Road, from J Street to Oxnard Boulevard » Victoria Avenue, north of Gonzales Road
» Ventura Road, north of Gonzales Road

KSI COLLISIONS
587 22
12% of all
collisions
8% of all KSI
collisions

COUNTERMEASURE
CRASH

REDUCTION
FACTOR

APPLICABILITY

FOR MAINTENANCE
CYCLES
At Signalized Intersections
Extend Yellow and All Red Time* 15% Signal Timing
Retroreflective Borders on Signals* 15%
Signal Timing for Speed Management* 15% Signal Timing
Along Roadway Segments
Repurpose Roadway Space 30%
Raised Median (at locations without
existing raised median) 25%
RECOMMENDED COUNTERMEASURES: PRIMARY ENGINEERING COUNTERMEASURES:

SECONDARY
» Dynamic Speed Management
» Education & Public Awareness
Campaigns Targeted at Speeding
» Signal Adaptive Speed Response
» Signal Rest in Red
» Traffic Signal Confirmation Light
*Well-suited for systemic application and HSIP grant package 118 | CHAPTER 07
316
OXNARD LOCAL ROAD SAFETY PLAN | 119
3101
West Esplanade Drive
EastHarbor Boulevard
East Gonzales Road
South C Street
West Channel Islands Boulevard
West 5th Street
North Oxnard Boulevard
West Wooley Road East Wooley Road
West Vineyard Avenue North C Street
Bristol Road
Pleasant Valley Road
South Victoria Avenue
South Oxnard Boulevard
East Channel Islands Boulevard
Olivas Park Drive
Telephone Road
North RoseAvenue
South Harbor Boulevard
Roosevelt Boulevard
South Patterson Road
South Victoria Avenue
Victoria Avenue
North Harbor Boulevard
South Del Norte Boulevard
East 5th Street
West Hueneme Road
Golf Course Drive
North Patterson Road
Riverpark Bl
Transport Street
Walker Street
South Ventura Road
North Vineyard Avenue
North Ventura Road
Central Avenue
Johnson Drive
Colonia Road
Ventura Boulevard
East 3rd Street
Leland Street
Emerson Avenue
Eastman Avenue
Auto CenterDrive
Ralston Street
South Rose Avenue
Teal Club Road
Market Street
North Rose Avenue
South J Street
West Gonzales Road
Camino del Sol
North Victoria Avenue
Saviers Road
East Pleasant Valley Road
East Hueneme Road
·126 ·118
·232
·34
·1
Crash Severity
Fatal
Injury (Severe)
Other Injury
Collision Profile 1 Map: Unsafe Speed Collisions Along Roadways with 4 – 5 Lanes Key Locations
317
120 | CHAPTER 07
Broadside
Collisions at
Signals without
Fully Protected
Left Turns

KEY STATISTICS

KEY TRENDS

KEY LOCATIONS
Safety Recommendations for Collision Profile 2

TOTAL COLLISIONS
» Top Violations: Vehicle Right of Way (43%)
and Traffic Signal and Signs (36%)
• Majority of these collisions involved left turn
yielding violations or running a red light
» 40% of drivers at fault were turning left
» Approximately a quarter of collisions occurred at night » Channel Islands Boulevard, from M
Street to Statham Boulevard
» Downtown Oxnard, at and around 5th
Street & Oxnard Boulevard
» Oxnard Boulevard, from Glenwood Drive to 5th Street
» Rose Avenue, from Emerson Avenue to Bard Road
» Saviers Road, from Hill Street to Bard Road
684

KSI COLLISIONS
34 14% of all
collisions
13% of all KSI
collisions

COUNTERMEASURE
CRASH

REDUCTION
FACTOR

APPLICABILITY

FOR MAINTENANCE
CYCLES
Protected Left Turn Phase* 30%
Extend Yellow and All Red Time* 15% Signal Timing
Retroreflective Borders on Signals* 15%
RECOMMENDED COUNTERMEASURES: PRIMARY ENGINEERING COUNTERMEASURES:

SECONDARY
» Traffic Signal Confirmation Light
*Well-suited for systemic application and HSIP grant package 120 | CHAPTER 07
318
OXNARD LOCAL ROAD SAFETY PLAN | 121
3101
West Esplanade Drive
EastHarbor Boulevard
East Gonzales Road
South C Street
West Channel Islands Boulevard
West 5th Street
North Oxnard Boulevard
West Wooley Road East Wooley Road
West Vineyard Avenue North C Street
Bristol Road
Pleasant Valley Road
South Victoria Avenue
South Oxnard Boulevard
East Channel Islands Boulevard
Olivas Park Drive
Telephone Road
North RoseAvenue
South Harbor Boulevard
Roosevelt Boulevard
South Patterson Road
South Victoria Avenue
Victoria Avenue
North Harbor Boulevard
South Del Norte Boulevard
East 5th Street
West Hueneme Road
Golf Course Drive
North Patterson Road
Riverpark Bl
Transport Street
Walker Street
South Ventura Road
North Vineyard Avenue
North Ventura Road
Central Avenue
Johnson Drive
Colonia Road
Ventura Boulevard
East 3rd Street
Leland Street
Emerson Avenue
Eastman Avenue
Auto CenterDrive
Ralston Street
South Rose Avenue
Teal Club Road
Market Street
North Rose Avenue
South J Street
West Gonzales Road
Camino del Sol
North Victoria Avenue
Saviers Road
East Pleasant Valley Road
East Hueneme Road
·126 ·118
·232
·34
·1
Crash Severity
Fatal
Injury (Severe)
Other Injury
Collision Profile 2 Map: Broadside Collisions at Signals without Fully Protected Left Turns Key Locations
319
122 | CHAPTER 07
Driving Under
the Influence of
Drugs or Alcohol at
Primary Roadway
Intersections

KEY STATISTICS
KEY TRENDS Safety Recommendations for Collision Profile 3

TOTAL COLLISIONS
» Top Crash Type:
• Rear End (36%)
• Broadside (25%)
» Top Crash Types for KSI CollisionsRear End (36%):
• Broadside (26%)
• Hit Object (22%)
• Vehicle/Pedestrian (22%)
» Location
• Split fairly evenly between signalized and
non-signalized intersections

KSI COLLISIONS
206 24
4% of all
collisions
9% of all KSI
collisions

COUNTERMEASURE
CRASH

REDUCTION
FACTOR

APPLICABILITY

FOR MAINTENANCE
CYCLES
At Signalized Intersections
Raised Median/Access Control and Turn Restrictions 50%
Extend Yellow and All Red* 15% Signal Timing
Retroreflective Borders* 15%
Along Roadway Segments
Remove or Relocate Fixed Objects 35%
Raised Median (at locations without
existing raised median) 25%
RECOMMENDED COUNTERMEASURES: PRIMARY ENGINEERING COUNTERMEASURES:

SECONDARY
» Education and Public Awareness
Campaign Targeted at DUI
» High-Visibility Enforcement for DUI
» Public Health Partnership on DUI
Prevention
» Safe Ride Home
» Traffic Signal Confirmation Light
*Well-suited for systemic application and HSIP grant package 122 | CHAPTER 07
320
OXNARD LOCAL ROAD SAFETY PLAN | 123
3101
West Esplanade Drive
EastHarbor Boulevard
East Gonzales Road
South C Street
West Channel Islands Boulevard
West 5th Street
North Oxnard Boulevard
West Wooley Road East Wooley Road
West Vineyard Avenue North C Street
Bristol Road
Pleasant Valley Road
South Victoria Avenue
South Oxnard Boulevard
East Channel Islands Boulevard
Olivas Park Drive
Telephone Road
North RoseAvenue
South Harbor Boulevard
Roosevelt Boulevard
South Patterson Road
South Victoria Avenue
Victoria Avenue
North Harbor Boulevard
South Del Norte Boulevard
East 5th Street
West Hueneme Road
Golf Course Drive
North Patterson Road
Riverpark Bl
Transport Street
Walker Street
South Ventura Road
North Vineyard Avenue
North Ventura Road
Central Avenue
Johnson Drive
Colonia Road
Ventura Boulevard
East 3rd Street
Leland Street
Emerson Avenue
Eastman Avenue
Auto CenterDrive
Ralston Street
South Rose Avenue
Teal Club Road
Market Street
North Rose Avenue
South J Street
West Gonzales Road
Camino del Sol
North Victoria Avenue
Saviers Road
East Pleasant Valley Road
East Hueneme Road
·126 ·118
·232
·34
·1
Crash Severity
Fatal
Injury (Severe)
Other Injury
Collision Profile 3 Map: Driving Under the Influence of Drugs or Alcohol at Primary Roadway Intersections
Key Locations
321
124 | CHAPTER 07
Nighttime
Collisions on 4 - 5
Lane Roadways

KEY STATISTICS

KEY TRENDS

KEY LOCATIONS
Safety Recommendations for Collision Profile 4

TOTAL COLLISIONS
» All Collisions:
• Top Crash Types: Broadside (34%) and Rear End (25%)
• Top Violations: Vehicle Right of Way (21%), Unsafe Speed (20%), and DUI (17%)
» KSI Collisions
• Top Crash Types: Vehicle/Pedestrian (28%) and
Broadside (24%)
• Top Violations: Pedestrian Violation (23%) and DUI (20%) » Location
• This profile accounts for 33 percent of pedestrian KSI collisions and 25 percent of bike KSI collisions
» 5th Street, from Ventura Road to H Street/Hobson Way
» Channel Islands Boulevard, from Ventura Road to Rose Avenue » Gonzales Road, from Victoria Avenue to C Street
» Oxnard Boulevard, from Roderick Avenue to Wooley Road » Oxnard Boulevard, from Ash Street to Date Street
» Pleasant Valley Road, from J Street to Oxnard Boulevard » Rose Avenue, from Cesar Chavez Drive to Camino Del Sol » Ventura Road, from Juniper Street to Channel Islands Boulevard » Vineyard Avenue, from Thames River Drive to Olive Street » Wooley Road, from Ventura Road to Rose Avenue

KSI COLLISIONS
751 79
16% of all
collisions
31% of all KSI
collisions

COUNTERMEASURE
CRASH

REDUCTION
FACTOR

APPLICABILITY

FOR MAINTENANCE
CYCLES
At Signalized Intersections
Raised Median/Access Control and Turn Restrictions 50%
Intersection Lighting 40%
Protected Left Turn Phase* 30%
Retroreflective Borders on Signals* 15%
At Non-Signalized Intersections
Pedestrian Signal (includes Pedestrian Hybrid Beacon (HAWK))* 55% Intersection Lighting 40%
Enhanced safety features for pedestrian crossing at uncontrolled location (e.g. flashing beacons, curb extensions, advanced “stop” or yield markings)* 35% Along Roadway Segments
Remove or Relocate Fixed Objects 35%
Roadway Segment Lighting 35%
Raised Median 25%
Object Markers* 15%
Signs with New Fluorescent Sheeting* 15%
RECOMMENDED COUNTERMEASURES: PRIMARY RECOMMENDED
COUNTERMEASURES:

SECONDARY
» Green Conflict Striping
at Intersections
» Refresh Pavement
Markings
» Upgrade to High Visibility
Crosswalks
» Education and Public
Awareness Campaign
Targeted at DUI
» High-Visibility
Enforcement for DUI
» Public Health Partnership
on DUI Prevention
» Safe Ride Home
*Well-suited for systemic application and HSIP grant package 124 | CHAPTER 07
322
OXNARD LOCAL ROAD SAFETY PLAN | 125
3101
West Esplanade Drive
EastHarbor Boulevard
East Gonzales Road
South C Street
West Channel Islands Boulevard
West 5th Street
North Oxnard Boulevard
West Wooley Road East Wooley Road
West Vineyard Avenue North C Street
Bristol Road
Pleasant Valley Road
South Victoria Avenue
South Oxnard Boulevard
East Channel Islands Boulevard
Olivas Park Drive
Telephone Road
North RoseAvenue
South Harbor Boulevard
Roosevelt Boulevard
South Patterson Road
South Victoria Avenue
Victoria Avenue
North Harbor Boulevard
South Del Norte Boulevard
East 5th Street
West Hueneme Road
Golf Course Drive
North Patterson Road
Riverpark Bl
Transport Street
Walker Street
South Ventura Road
North Vineyard Avenue
North Ventura Road
Central Avenue
Johnson Drive
Colonia Road
Ventura Boulevard
East 3rd Street
Leland Street
Emerson Avenue
Eastman Avenue
Auto CenterDrive
Ralston Street
South Rose Avenue
Teal Club Road
Market Street
North Rose Avenue
South J Street
West Gonzales Road
Camino del Sol
North Victoria Avenue
Saviers Road
East Pleasant Valley Road
East Hueneme Road
·126 ·118
·232
·34
·1
Crash Severity
Fatal
Injury (Severe)
Other Injury
Collision Profile 4 Map: Nighttime Collisions on 4 - 5 Lane Roadways Key Locations
323
126 | CHAPTER 07
Hit Object
Collisions at Major
Intersections

KEY STATISTICS

KEY TRENDS

KEY LOCATIONS
Safety Recommendations for Collision Profile 5

TOTAL COLLISIONS
» Actions During Collisions
• Top Violations: Improper Turning (31%), Unsafe Speed
(27%), and Driving Under the Influence (22%)
• The majority of drivers at fault were proceeding straight prior to the collision (57%)
» Location
• Collisions were split fairly evenly between signalized (52%) and non-signalized (48%) intersections
» Time of Day
• Over half (56%) of collisions occurred at night
» Channel Islands Boulevard from C Street to Saviers Road » Gonzales Road, from Merion Way to Rose Avenue
» Pleasant Valley Road & Longfellow Way
» Rose Avenue, from Socorro Way to Camino del Sol
» Rose Avenue, from 3rd Street to 5th Street
» Wooley Road, from Novato Drive to Escalon Drive

KSI COLLISIONS
143 20
4% of all
vehicle
collisions
13% of all
vehicle
KSI collisions

COUNTERMEASURE
CRASH

REDUCTION
FACTOR

APPLICABILITY

FOR MAINTENANCE
CYCLES
At Signalized Intersections
Raised Median/Access Control and Turn Restrictions 50%
Intersection Lighting 40%
At Non-Signalized Intersections
Intersection Lighting 40%
Along Roadway Segments
Remove or Relocate Fixed Objects 35%
Roadway Segment Lighting 35%
Object Markers* 15%
RECOMMENDED COUNTERMEASURES: PRIMARY RECOMMENDED
COUNTERMEASURES: SECONDARY
» Education and Public Awareness
Campaign Targeted at DUI
» High-Visibility Enforcement for DUI
» Public Health Partnership on DUI
Prevention
» Safe Ride Home
*Well-suited for systemic application and HSIP grant package 126 | CHAPTER 07
324
OXNARD LOCAL ROAD SAFETY PLAN | 127
3101
West Esplanade Drive
EastHarbor Boulevard
East Gonzales Road
South C Street
West Channel Islands Boulevard
West 5th Street
North Oxnard Boulevard
West Wooley Road East Wooley Road
West Vineyard Avenue North C Street
Bristol Road
Pleasant Valley Road
South Victoria Avenue
South Oxnard Boulevard
East Channel Islands Boulevard
Olivas Park Drive
Telephone Road
North RoseAvenue
South Harbor Boulevard
Roosevelt Boulevard
South Patterson Road
South Victoria Avenue
Victoria Avenue
North Harbor Boulevard
South Del Norte Boulevard
East 5th Street
West Hueneme Road
Golf Course Drive
North Patterson Road
Riverpark Bl
Transport Street
Walker Street
South Ventura Road
North Vineyard Avenue
North Ventura Road
Central Avenue
Johnson Drive
Colonia Road
Ventura Boulevard
East 3rd Street
Leland Street
Emerson Avenue
Eastman Avenue
Auto CenterDrive
Ralston Street
South Rose Avenue
Teal Club Road
Market Street
North Rose Avenue
South J Street
West Gonzales Road
Camino del Sol
North Victoria Avenue
Saviers Road
East Pleasant Valley Road
East Hueneme Road
·126 ·118
·232
·34
·1
Crash Severity
Fatal
Injury (Severe)
Other Injury
Collision Profile 5 Map: Hit Object Collisions at Major Intersections Key Locations
325
128 | CHAPTER 07
Pedestrian or BicycleInvolved Collisions on
Roadways with 2 - 3
Lanes and ≤ 25 mph
Posted Speed Limit

KEY STATISTICS

KEY TRENDS

KEY LOCATIONS
Safety Recommendations for Collision Profile 6

TOTAL COLLISIONS
» Actions During Collisions
• In collisions involving a pedestrian, most pedestrians were crossing outside of a marked crosswalk (31%), crossing in a crosswalk at an intersection (18%), or in the road (12%) • Top Violations: Pedestrian Violation (20%) and Pedestrian Right of Way Violation
» Age
• Approximately half of the people involved in collisions were vulnerable populations, either under 19 years old (36%) or over 60 years old (13%)
» Location
• Nearly 75 percent of collisions occurred at an intersection • The majority of collisions occurred at either minor unsignalized intersections (50%) or midblock (27%)
» Time of Day
• Approximately 30 percent of collisions occurred at night, and of those nighttime collisions, 80 percent occurred at an intersection » 7th Street, from M Street to Meta Street
» A Street, from Robert Avenue to 6th Street
» C Street, Redwood Street to Glacier Avenue
» Cooper Road, from Hayes Avenue to Juanita Avenue

KSI COLLISIONS
232 25
29% of all
bike/ped
collisions
25% of
all bike/ped
KSI collisions

COUNTERMEASURE
CRASH

REDUCTION
FACTOR

APPLICABILITY

FOR MAINTENANCE
CYCLES
At Non-Signalized Intersections
Intersection Lighting 40%
Enhanced safety features for pedestrian crossing
at uncontrolled location (e.g. flashing beacons, curb
extensions, advanced "stop" or yield markings)*
35% Resurfacing
New Pedestrian Crossing 25% Resurfacing
Improve Sight Distance with Red Curb/Daylighting 20%
Along Roadway Segments
Bike Lanes* 35% Resurfacing
Raised Crosswalk 35% Resurfacing
Rectangular Rapid Flashing Beacon* 35%
RECOMMENDED COUNTERMEASURES: PRIMARY RECOMMENDED
COUNTERMEASURES: SECONDARY
» Education and Public Awareness
Campaign targeted at increasing
awareness of bicyclist and
pedestrians
» High Visibility Crosswalk (at nonsignalized intersections) » Refresh Pavement Markings
» Traffic Calming/Bicycle Boulevard
Elements (e.g. curb extensions/bulbouts, speed humps, mini-roundabouts) 128 | CHAPTER 07
*Well-suited for systemic application and HSIP grant package 326
OXNARD LOCAL ROAD SAFETY PLAN | 129
3101
West Esplanade Drive
EastHarbor Boulevard
East Gonzales Road
South C Street
West Channel Islands Boulevard
West 5th Street
North Oxnard Boulevard
West Wooley Road East Wooley Road
West Vineyard Avenue North C Street
Bristol Road
Pleasant Valley Road
South Victoria Avenue
South Oxnard Boulevard
East Channel Islands Boulevard
Olivas Park Drive
Telephone Road
North RoseAvenue
South Harbor Boulevard
Roosevelt Boulevard
South Patterson Road
South Victoria Avenue
Victoria Avenue
North Harbor Boulevard
South Del Norte Boulevard
East 5th Street
West Hueneme Road
Golf Course Drive
North Patterson Road
Riverpark Bl
Transport Street
Walker Street
South Ventura Road
North Vineyard Avenue
North Ventura Road
Central Avenue
Johnson Drive
Colonia Road
Ventura Boulevard
East 3rd Street
Leland Street
Emerson Avenue
Eastman Avenue
Auto CenterDrive
Ralston Street
South Rose Avenue
Teal Club Road
Market Street
North Rose Avenue
South J Street
West Gonzales Road
Camino del Sol
North Victoria Avenue
Saviers Road
East Pleasant Valley Road
East Hueneme Road
·126
·118
·232
·34
·1
Crash Severity
Fatal
Injury (Severe)
Other Injury
Collision Profile 6 Map: Pedestrian or Bicycle-Involved Collisions on Roadways with 2 - 3 Lanes and ≤ 25 mph Posted Speed Limit
Key Locations
327
130 | CHAPTER 07
Pedestrian or BicycleInvolved Collisions at
Major Non-Signalized
Intersections

KEY STATISTICS

KEY TRENDS

KEY LOCATIONS
Safety Recommendations for Collision Profile 7

TOTAL COLLISIONS
» Actions During Collisions
• In collisions involving a pedestrian, the majority of people were crossing outside of a crosswalk (43%), crossing in the crosswalk at the intersection (28%) or in the road (17%)
• In collisions involving a bicyclist, the top violations involved bicyclists riding the wrong way (41%), vehicle right of way (16%), or improper turning (15%). The majority of vehicle right of violations involved not yielding at a stop sign or yielding to oncoming traffic when turning from a property or alley. » Age
• Approximately a third of people involved in all collisions are under 19 years old
• Two-thirds of the people involved in KSI collisions were vulnerable populations, either under 19 years old (42%) or over 60 years old (24%)
» Time of Day
• Over a third of all collisions and over half of KSI collisions occurred at night
» Bard Road, from Saviers Road to Anchorage Street
» C Street, from Ivywood Drive to 1st Street
» C Street, from Wolff Street to Canterbury Way
» Camino del Sol, from Higuera Drive to Colonia Road
» Gonzales Road & Lobelia Drive
» Hemlock Street, from Victoria Avenue to Brookside Avenue » Saviers Road, from Wolff Street to Iris Road
» Wooley Road, from Piedmont Street to Richmond Avenue
» Wooley Road & Seahorse Way

KSI COLLISIONS
214 38
27% of all
bike/ped
collisions
38% of
all bike/ped
KSI collisions

COUNTERMEASURE
CRASH

REDUCTION
FACTOR

APPLICABILITY

FOR MAINTENANCE
CYCLES
At Non-Signalized Intersections
Pedestrian Signal (includes Pedestrian Hybrid Beacon (HAWK)) 55% Raised Median/Access Control and Turn Restrictions 50%
Intersection Lighting 40%
Enhanced safety features for pedestrian crossing at uncontrolled location (e.g. flashing beacons, curb extensions, advanced "stop" or yield markings)* 35% Resurfacing Improve Sight Distance with Red Curb/Daylighting 20%
Larger or Additional Stop Signs at Stop-Controlled Intersections* 15% Along Roadway Segments
Separated Bike Lanes* 45%
Raised Crosswalk 35% Resurfacing
Repurpose Roadway Space 35%
Raised Median 25%
RECOMMENDED COUNTERMEASURES: PRIMARY RECOMMENDED
COUNTERMEASURES:

SECONDARY
» Education and Public
Awareness Campaign
targeted at increasing
awareness of bicyclist
and pedestrians
» Green Conflict Striping
at intersections
» High Visibility
Crosswalk (at
non-signalized
intersections)
» Refresh Pavement
Markings
*Well-suited for systemic application and HSIP grant package 130 | CHAPTER 07
328
OXNARD LOCAL ROAD SAFETY PLAN | 131
3101
West Esplanade Drive
EastHarbor Boulevard
East Gonzales Road
South C Street
West Channel Islands Boulevard
West 5th Street
North Oxnard Boulevard
West Wooley Road East Wooley Road
West Vineyard Avenue North C Street
Bristol Road
Pleasant Valley Road
South Victoria Avenue
South Oxnard Boulevard
East Channel Islands Boulevard
Olivas Park Drive
Telephone Road
North RoseAvenue
South Harbor Boulevard
Roosevelt Boulevard
South Patterson Road
South Victoria Avenue
Victoria Avenue
North Harbor Boulevard
South Del Norte Boulevard
East 5th Street
West Hueneme Road
Golf Course Drive
North Patterson Road
Riverpark Bl
Transport Street
Walker Street
South Ventura Road
North Vineyard Avenue
North Ventura Road
Central Avenue
Johnson Drive
Colonia Road
Ventura Boulevard
East 3rd Street
Leland Street
Emerson Avenue
Eastman Avenue
Auto CenterDrive
Ralston Street
South Rose Avenue
Teal Club Road
Market Street
North Rose Avenue
South J Street
West Gonzales Road
Camino del Sol
North Victoria Avenue
Saviers Road
East Pleasant Valley Road
East Hueneme Road
·126
·118
·232
·34
·1
Crash Severity
Fatal
Injury (Severe)
Other Injury
Collision Profile 7 Map: Pedestrian or Bicycle-Involved Collisions at Major Non-Signalized Intersections Key Locations
329
132 | CHAPTER 07

COUNTERMEASURE
CRASH

REDUCTION
FACTOR

APPLICABILITY

FOR MAINTENANCE
CYCLES
At Non-Signalized Intersections
Leading Pedestrian Intervals paired with
Sign R9-5 "Bikes Use Ped Signal"* 60% Signal Timing
Separated Bike Lanes 45%
Class II Bike Lanes* 35% Resurfacing
Extend Yellow and All Red Time* 15% Signal Timing
RECOMMENDED COUNTERMEASURES: PRIMARY RECOMMENDED
COUNTERMEASURES: SECONDARY
» Education and Public Awareness
Campaign targeted at increasing
awareness of bicyclist and
pedestrians
» Green Conflict Striping at
intersections
» Signal Rest in Red
» Traffic Signal Confirmation Light
Bicycle-Involved
Collisions with
Vehicles Proceeding
Straight at Signals

KEY STATISTICS
KEY TRENDS Safety Recommendations for Collision Profile 8

TOTAL COLLISIONS
» Actions During Collisions
• The top violations for all collisions were Traffic Signals and Signs (30%) where a person driving ran a red light or a person biking was riding the wrong way (21%)
» Age
• 27 percent of collisions involved someone under the age of 19, and the majority of those collisions occurred near a school (74%) during/after school dismissal (39%)
» Time of Day
• The majority of collisions occurred during the day (70%), primarily during the late afternoon and early evening, from 3 PM – 7 PM (35%)

KEY LOCATIONS
» 5th Street, from Ventura Road to K Street
» Oxnard Boulevard, from C Street to Entrada Drive
» Oxnard Boulevard, from Colonia Road to Wooley Road
» Rose Avenue, from Channel Islands Boulevard to Bard Road » Rose Avenue, from 3rd Street to 5th Street
» Saviers Road, from Laurel Street to Pleasant Valley Road » Wooley Road, from Ventura Road to Oxnard Boulevard/Saviers Road 84 KSI COLLISIONS
9 25% of
all bike
collisions
32% of
all bike
KSI collisions
*Well-suited for systemic application and HSIP grant package 132 | CHAPTER 07
330
OXNARD LOCAL ROAD SAFETY PLAN | 133
3101
West Esplanade Drive
EastHarbor Boulevard
East Gonzales Road
South C Street
West Channel Islands Boulevard
West 5th Street
North Oxnard Boulevard
West Wooley Road East Wooley Road
West Vineyard Avenue North C Street
Bristol Road
Pleasant Valley Road
South Victoria Avenue
South Oxnard Boulevard
East Channel Islands Boulevard
Olivas Park Drive
Telephone Road
North RoseAvenue
South Harbor Boulevard
Roosevelt Boulevard
South Patterson Road
South Victoria Avenue
Victoria Avenue
North Harbor Boulevard
South Del Norte Boulevard
East 5th Street
West Hueneme Road
Golf Course Drive
North Patterson Road
Riverpark Bl
Transport Street
Walker Street
South Ventura Road
North Vineyard Avenue
North Ventura Road
Central Avenue
Johnson Drive
Colonia Road
Ventura Boulevard
East 3rd Street
Leland Street
Emerson Avenue
Eastman Avenue
Auto CenterDrive
Ralston Street
South Rose Avenue
Teal Club Road
Market Street
North Rose Avenue
South J Street
West Gonzales Road
Camino del Sol
North Victoria Avenue
Saviers Road
East Pleasant Valley Road
East Hueneme Road
·126
·118
·232
·34
·1
Crash Severity
Fatal
Injury (Severe)
Other Injury
Collision Profile 8 Map: Bicycle-Involved Collisions with Vehicles Proceeding Straight at Signals Key Locations
331
134 | CHAPTER 07
PedestrianInvolved Collisions
on Roadways with
4 - 5 Lanes and 30 -
45 mph Speed Limit

KEY STATISTICS

KEY TRENDS

KEY LOCATIONS
Safety Recommendations for Collision Profile 9

TOTAL COLLISIONS
» Actions During Collisions:
• The majority of collisions involved either a pedestrian right of way violation (39%) or pedestrian violation (35%). The pedestrian right of way violation primarily involved drivers not yielding at the crosswalk, and the pedestrian violation primarily involved pedestrians crossing outside of a crosswalk.
• Most collisions involved a pedestrian crossing in a crosswalk at an intersection (45%), followed by pedestrians crossing outside of a crosswalk (25%) and walking in the road (14%)
• The majority of collisions involve a driver proceeding straight or some other non-turning movement (70%). 17 percent of collisions involved a driver turning left, and 12 percent of collisions involved a driver turning right.
» Location
• The vast majority of collisions occurred at major intersections (90%) and most of the major intersection collisions were at major signalized intersections (68%)
» Time of Day
• 44 percent of collisions occurred at night, primarily between 7 PM and 6 AM (38%)
» Channel Islands Boulevard & Gisler Avenue
» Gonzales Road, from Ventura Road to Lantana Street
» Oxnard Boulevard, from Esplanade Drive to Forest Park Boulevard » Oxnard Boulevard, from Ash Street to Date Street
» Oxnard Boulevard/Saviers Road, from Robert Avenue to Elm Street » Saviers Road, from Channel Islands Boulevard to Bard Road » Ventura Road, from Devonshire Drive to Doris Avenue
» Ventura Road, from Juniper Street to Friedrich Lane
» Vineyard Avenue, from Sycamore Street to Forest Park Boulevard » Wooley Road, from Commercial Avenue to Richmond Avenue

KSI COLLISIONS
166 32
37% of
all ped
collisions
44% of
all ped
KSI collisions

COUNTERMEASURE
CRASH

REDUCTION
FACTOR

APPLICABILITY

FOR MAINTENANCE
CYCLES
At Signalized Intersections
Leading Pedestrian Interval* 60% Signal Timing
Intersection Lighting 40%
Protected Left Turn Phase* 30%
High Visibility Crosswalk with Advanced Stop Bar* 15% Resurfacing At Non-Signalized Intersections
Pedestrian Signal (includes Pedestrian Hybrid Beacon (HAWK)) 55% Intersection Lighting 40%
Enhanced safety features for pedestrian crossing at uncontrolled location (e.g. flashing beacons, curb extensions, advanced "stop" or yield markings)* 35% Resurfacing Rectangular Rapid Flashing Beacon* 35%
Along Roadway Segments
Repurpose Roadway Space 35%
Raised Median 25%
RECOMMENDED COUNTERMEASURES: PRIMARY RECOMMENDED
COUNTERMEASURES:

SECONDARY
» Education and Public
Awareness Campaign
targeted at increasing
awareness of
pedestrians
» High Visibility Crosswalks
(at non-signalized
intersections)
*Well-suited for systemic application and HSIP grant package 134 | CHAPTER 07
332
OXNARD LOCAL ROAD SAFETY PLAN | 135
3101
West Esplanade Drive
EastHarbor Boulevard
East Gonzales Road
South C Street
West Channel Islands Boulevard
West 5th Street
North Oxnard Boulevard
West Wooley Road East Wooley Road
West Vineyard Avenue North C Street
Bristol Road
Pleasant Valley Road
South Victoria Avenue
South Oxnard Boulevard
East Channel Islands Boulevard
Olivas Park Drive
Telephone Road
North RoseAvenue
South Harbor Boulevard
Roosevelt Boulevard
South Patterson Road
South Victoria Avenue
Victoria Avenue
North Harbor Boulevard
South Del Norte Boulevard
East 5th Street
West Hueneme Road
Golf Course Drive
North Patterson Road
Riverpark Bl
Transport Street
Walker Street
South Ventura Road
North Vineyard Avenue
North Ventura Road
Central Avenue
Johnson Drive
Colonia Road
Ventura Boulevard
East 3rd Street
Leland Street
Emerson Avenue
Eastman Avenue
Auto CenterDrive
Ralston Street
South Rose Avenue
Teal Club Road
Market Street
North Rose Avenue
South J Street
West Gonzales Road
Camino del Sol
North Victoria Avenue
Saviers Road
East Pleasant Valley Road
East Hueneme Road
·126
·118
·232
·34
·1
Crash Severity
Fatal
Injury (Severe)
Other Injury
Collision Profile 9 Map: Pedestrian-Involved Collisions on Roadways with 4 - 5 Lanes and 30 - 45 mph Speed Limit
Key Locations
333
136 | CHAPTER 07
PedestrianInvolved Collisions
Midblock Along
Primary Roadways

KEY STATISTICS

KEY TRENDS

KEY LOCATIONS
Safety Recommendations for Collision Profile 10

TOTAL COLLISIONS
» Actions During Collisions
• The majority of collisions involved a
pedestrian crossing outside of a crosswalk
(56%) and a pedestrian violation (50%)
» Location
• Most collisions occurred near a pedestrian
attraction, such as within 1,000 feet of retail
(94%) or within 500 feet of a bus stop (50%)
» Time of Day
• 56 percent of collisions occurred at night,
primarily between 6 PM and 12 AM (56%)
» Saviers Road, from Bryce Canyon Avenue to Yucca Street » Ventura Road, from Devonshire Drive to Doris Avenue
» Ventura Road & 5th Street

KSI COLLISIONS
16 5
4% of all ped
collisions
7% of all ped
KSI collisions

COUNTERMEASURE
CRASH

REDUCTION
FACTOR

APPLICABILITY

FOR MAINTENANCE
CYCLES
At Non-Signalized Intersections
Pedestrian Signal (includes Pedestrian
Hybrid Beacon (HAWK)) 55%
Enhanced safety features for pedestrian crossing
at uncontrolled location (e.g. flashing beacons, curb
extensions, advanced "stop" or yield markings)*
35% Resurfacing
Along Roadway Segments
Repurpose Roadway Space 35%
Roadway Segment Lighting 40%
Raised Median 25%
RECOMMENDED COUNTERMEASURES: PRIMARY ENGINEERING COUNTERMEASURES:

SECONDARY
» Education and Public Awareness
Campaign targeted at increasing
awareness of pedestrians
» High Visibility Crosswalk (at nonsignalized intersections) *Well-suited for systemic application and HSIP grant package 334
OXNARD LOCAL ROAD SAFETY PLAN | 137
3101
West Esplanade Drive
EastHarbor Boulevard
East Gonzales Road
South C Street
West Channel Islands Boulevard
West 5th Street
North Oxnard Boulevard
West Wooley Road East Wooley Road
West Vineyard Avenue North C Street
Bristol Road
Pleasant Valley Road
South Victoria Avenue
South Oxnard Boulevard
East Channel Islands Boulevard
Olivas Park Drive
Telephone Road
North RoseAvenue
South Harbor Boulevard
Roosevelt Boulevard
South Patterson Road
South Victoria Avenue
Victoria Avenue
North Harbor Boulevard
South Del Norte Boulevard
East 5th Street
West Hueneme Road
Golf Course Drive
North Patterson Road
Riverpark Bl
Transport Street
Walker Street
South Ventura Road
North Vineyard Avenue
North Ventura Road
Central Avenue
Johnson Drive
Colonia Road
Ventura Boulevard
East 3rd Street
Leland Street
Emerson Avenue
Eastman Avenue
Auto CenterDrive
Ralston Street
South Rose Avenue
Teal Club Road
Market Street
North Rose Avenue
South J Street
West Gonzales Road
Camino del Sol
North Victoria Avenue
Saviers Road
East Pleasant Valley Road
East Hueneme Road
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·118
·232
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Crash Severity
Fatal
Injury (Severe)
Other Injury
Collision Profile 10 Map: Pedestrian-Involved Collisions Midblock Along Primary Roadways Key Locations
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08 This chapter describes the process
that can be used by the City to
evaluate the success of the LRSP,
ensure implementation, and identify
funding sources for projects.

Evaluation and
Implementation
Program
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OXNARD LOCAL ROAD SAFETY PLAN | 139
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140 | CHAPTER 08
Evaluation
An ongoing evaluation
program helps to inform
future decision-making
and allows the City to
understand how it is
performing relative to the
goal of reducing collisions
and collision severity in
each of its emphasis areas.

Evaluation and
Implementation Program
Annual Traffic Safety Report
Annual monitoring and reporting of safety trends is an important component of evaluating the success of Oxnard’s roadway safety efforts. The Annual Traffic Safety Report can help City staff to strategically prioritize future investment and understand the impact of prior investments. This report can also serve as an important tool for communicating Oxnard’s ongoing safety efforts to the public. In addition to the proposed Annual documentation, Caltrans requires that the LRSP be updated every 3 to 5 years.

A summary of the metrics to be documented in the Annual Traffic Safety Report is included below. A template for the Annual Traffic Safety Report is included in Appendix D.

ANNUAL TRAFFIC SAFETY REPORT METRICS
Category Performance Metric
Number of Countermeasures Implemented Engineering countermeasures Education, engagement, and enforcement campaigns or programs Funding Secured for Future Countermeasures Infrastructure grants Program grants
Collisions
KSI collisions:

Total KSI collisions
Percent of Collisions resulting in KSI
Pedestrian and bicycle collisions:

Total pedestrian and bicycle collisions
Percent of pedestrian and bicycle collisions resulting in KSI Collisions within each emphasis area:

Number of collisions within each emphasis area
Percent of collisions in each emphasis area resulting in KSI Demographic data associated with collisions, to track disproportionate impacts on communities:

Percent of collisions involving victims aged under 19 or over 65 Share collision victims by race/ethnicity, compared with Citywide statistics Before/After Studies for Projects and
Programs that have been Implemented
Number of collisions in project influence area
Percent of collisions resulting in KSI in project influence area Speeds and Speed Limit Compliance
85th percentile speeds
Number of unsafe speed violations
Number of segments with posted speed reduction
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OXNARD LOCAL ROAD SAFETY PLAN | 141
Implementation
Implementation of the LRSP is a vital step in the process where identified strategies and projects are executed. To successfully implement programs and projects, partnerships, trust, funding and coordination need to be proactively managed. Successful implementation requires sustained and coordinated support from key stakeholders, elected officials and City staff.

COMMUNITY ENGAGEMENT
Community engagement is not a one-size-fits-all
model. By developing culturally-relevant and equityoriented engagement strategies, all participants are not only invited into conversations about safety, but the conversations are set up and facilitated in a way that
accounts for barrier to participation. These engagement strategies can help education and programming around
traffic safety reach a larger audience and be more
impactful.

In Oxnard, culturally-relevant and equity-oriented
community engagement may include sharing
information in multiple languages, particularly
English and Spanish, and via multiple mediums, such
as text and audio, to reach communities that speak
indigenous languages, particularly Mixteco, that
cannot be easily translated into printed materials or
communities with limited literacy. Oxnard also has a
large migrant farmworker community that primarily
speaks indigenous languages (Mixteco) and who have
unique travel patterns. Members of this community are
also concerned with situations of isolated or unstable
housing and citizenship.

Hosting safety-related engagement events at existing
community events, such as soccer matches at local
parks, the Community Market at Oxnard College, or
monthly community meetings hosted by the Mixteco
Indigenous Community Organizing Project (MICOP), may
provide better accessibility and comfort for this unique audience to receive information and provide feedback.

The creation of a Street Safety Ambassador Program
can also help to build awareness within specific
communities around roadway safety issues. Culturallyrelevant and equity-based community engagement should be considered during the implementation of all
roadway safety projects.

ENFORCEMENT
Enforcement of traffic laws is a common strategy
to increase street safety, but historical enforcement
techniques and strategies have raised concerns about
racial profiling, police violence, and the impacts of
policing on communities of color. According to the US
Department of Justice, Black and Hispanic people are
more likely than white people to experience use of force when they are stopped by police. A study of traffic stop data in major cities across California in 2020 found
that Black and Hispanic people were more likely to be
stopped for minor traffic violations than white people.

Black Californians were twice as likely to be searched
and nearly three times as likely to experience use of
force than white individual.23
To ensure that efforts to improve safety recognize
that all people have the right to move about their
communities safely, cities have shifted to equity-based strategies that target specific reckless behaviors that pose the highest safety risk while working to mitigate
potential inequities in enforcement. In Oxnard, this
could look like installing red light confirmation signals at locations with a high number of collisions involving red light violations. The red light confirmation signals are an example of enforcement that is automated and datadriven rather than driven by an individual police officer’s discretion. Equity considerations can be implemented
in a range of enforcement strategies, such as enacting
progressive fine structures, and analyzing demographic
data in traffic citations.

Culturally-Relevant and Equity-Oriented
Considerations for Implementation
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142 | CHAPTER 08
demonstration event with bilingual and trilingual
interpreters at locations in the communities identified with the greatest need (e.g. the Colonia Gym, Meta St
Homes, and Camino del Sol). This needs assessment
illustrates the significance of meeting people in their community and taking time to build relationships and
trust to gain meaningful insight on the challenges and
desires people have around safety and mobility.

CITY OF PHILADELPHIA

DRIVING EQUITY ACT
In November 2021, Philadelphia Mayor Jim Kenney
signed the Driving Equity Act, which banned the
Philadelphia Police Department from conducting
traffic stops within the city for secondary violations.25 Secondary violations include driving with a broken
brake light, a single headlight, or a registration plate that is not clearly visible. The purpose of this legislation is to reduce the number of interactions between the
police and drivers, particularly as data that showed
Philadelphia police pulled over a disproportionate
number of Black drivers for secondary traffic violations compared to white and Latino drivers.

Several other jurisdictions across the country, such
as Minneapolis and Los Angeles, are scaling back
or reassessing the role of police in secondary traffic
stops with the intent to address historic inequities in enforcement and focus enforcement efforts on more
serious and dangerous offenses, such as speeding..

BEST PRACTICE RESOURCES

LOS ANGELES DEPARTMENT OF

TRANSPORTATION
The Los Angeles Department of Transportation
(LADOT) Vision Zero Division launched the DignityInfused Community Engagement (DICE) strategy in 2019, which aims to center community members in the
Vision Zero planning process from the beginning and
weave all perspectives and lived experiences into
the technical planning process. The DICE approach
includes collaboration with local community-based
organizations (CBOs); the provision of childcare,
transportation, interpretation, and food at all
engagement events; and the development of unique,
culturally relevant engagement approaches that weave
in community identity and markers.

BIKEVC AND COMMUNITY

ENVIRONMENTAL COUNCIL
BikeVC (formerly Bike Ventura), a non-profit organization focused on equitable bicycle education, empowerment,
and advocacy, and Community Environmental Council
(CEC), a non-profit organization focused on climate
action, conducted a Community Transportation
Needs Assessment in disadvantaged areas of Oxnard
with funding from the California Air Resources Board
in 2020.24 The BikeVC and CEC team coordinated
with the Mixteco Indigenous Community Organizing
Project (MICOP), a non-profit organization focused
on supporting indigenous migrant communities in
California’s Central Coast, to survey and interview
community members, particularly migrant farmworker
families, in Mixteco and Spanish, at food distribution
sites with incentives, such as bike lights, to encourage people to participate. The project team also held popup bike repair events and a clean mobility 340
OXNARD LOCAL ROAD SAFETY PLAN | 143
Implementing and Sustaining a Culture
of Transportation Safety
Implementing and sustaining a culture of transportation safety will be a key component in Oxnard achieving its roadway safety goals. Shifting the culture to uphold safety as the top transportation priority both within City departments and among Oxnard residents will help lead to the development of a Safe System. The table on the following page describes the top three recommendations for achieving this culture shift, key partners in this work, and examples relevant to Oxnard.

Why the Safe
System approach?
Safe System is the foundational
roadway safety strategy
nationally and in California.

California: 2020-2024 Strategic
Highway Safety Plan
» Integrate Equity into
all aspects of the plan
to address institutional
and systemic biases.
» Implement Safe System
Approach which aims to
eliminate fatal and serious
injuries for all road users
through a holistic view of
the roadway system.
» Caltrans has adopted a
2050 Vision Zero goal.

National: USDOT National
Roadway Safety Strategy
» The USDOT National Roadway
Safety Strategy is built on
the Safe System approach.
» FHWA fully supports the vision
of zero deaths and serious
injuries on the Nation’s roads.
» New federal grant funding
programs, such as the
Safe Roads and Streets for
All (SS4A) grant, require a
local commitment to Vision
Zero and Safe System.

Safe Road Users
Focus on human vulnerability
when planning and implementing
street safety strategies, with an
emphasis on people who travel
by foot, bicycle or wheelchair,
children and seniors. Prioritize
equitable strategies that will best
serve the Oxnard community.

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

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

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

Post-Crash Care
Partner with law enforcement
and emergency response to
identify strategic investments in
areas such as collision response,
collision site assessment, and
collision reporting and database
management practices.
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Recommendation Partners Examples Opportunity
Incorporate safety
strategies into
existing programs,
such as street
maintenance and
repair and CIP
Public Works
Department,
City Council
City of Goleta: 2019-21 Citywide Strategic Plan
The City of Goleta lists in its Citywide Strategic
Plan the goal of incorporating Vision Zero plans
into transportation project design, specifically for
repaving projects.

City of Alameda: Vision Zero Action Plan
– Capital Projects List
The City of Alameda specifically identifies the
CIP projects that align with its Vision Zero Action
Plan and updates this list annually. The City also
indicates if these projects are on their designated
“high injury corridors” and where they include
socially vulnerable areas.

City of Alameda: Policy on Street Width, Lane
Width, Crosswalks, and Bulb-Outs (2020)
Alameda has adopted a resolution requiring
right-of-way space be allocated during roadway
redesign and repaving projects to align with safety
priorities, including minimizing turning speeds and
pedestrian crossing distances, setting a standard
10 foot travel lane width, and providing for
separated bike lanes as a default
Require “Connection to Safety”
section (similar to General Plan
Consistency required section)
for all roadway projects in
CIP, including whether or not
projects are located at hot
spots identified within the
LRSP
Document how safety projects
have been prioritized for
implementation in CIP
Adopt roadway design
guidelines and policies that
prioritize safety
Fiscal and
employee resources
to sustain efforts
Public Works
Department, City
Council
City of Tampa: Vision Zero Coordinator
The City of Tampa has a dedicated staff member
to manage the city’s Vision Zero Action Plan. The
role includes planning and design work, public
relations, and community engagement.

City of Boulder: Transportation Operations
Engineer - Vision Zero
Boulder has an engineer dedicated to Vision
Zero. The role includes reviewing crash data and
coordinating with various stakeholders, such as
law enforcement and street maintenance.

Safety Champion: Elected Official
– Mayor John Bauters
Emeryville Mayor John Bauters believes that
elected officials can help “set the tone” and bring
the community together to address concerns.

Mayor Bauters has committed to prioritizing
improvements along the high-injury network and a
commitment to a permanent slow streets program.

City of Fort Worth: Safety/Mobility Bond Package
Voters within the City of Fort Worth supported a
bond measure to allocate $5 million to the City’s
Vision Zero Program. The bond measure includes
multimodal safety improvements, such as new
crosswalks, streetlights, and flashing beacons.

Hire 1 FTE tasked with
coordination, delivery, and
evaluation of safety projects
Identify elected official,
community stakeholder,
and internal staff safety
champions
Identify dedicated funding
source for safety project
implementation and
maintenance

TOP THREE RECOMMENDATIONS FOR IMPLEMENTING AND SUSTAINING

A CULTURE OF TRANSPORTATION SAFETY IN OXNARD
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OXNARD LOCAL ROAD SAFETY PLAN | 145
Recommendation Partners Examples Opportunity
Strategic
partnerships
to cultivate
citywide culture
of transportation
safety
Elected officials,
School Districts,
Schools, Oxnard
Police Department,
and advocacy
groups
City of Oxnard and Oxnard Police Department:

Supporting unhoused residents to increase
roadway safety. The City of Oxnard through its FiveYear Homeless Plan identified safety improvements to reduce crashes between vehicles and unhoused
individuals. This includes providing safe crossings
between shelters and social services. Additionally,
education campaigns could be leveraged through
the Oxnard Police Department’s Overdose Rescue Kit
Distribution by including roadway safety information,
improving outreach to unhoused community members.

Oxnard Police Department Educational Programs:

Choose Your Ride and Know Your Limit
These programs by the Oxnard Police Department
are intended to help educate drivers on the risks of
impaired driving and some of the options that are
available rather than getting behind the wheel while
under the influence.

Los Angeles County: Vision Zero Plan 2020-2025
Los Angeles County created an organizational structure
to oversee the County’s Vision Zero Action Plan. This
structure is comprised of a variety of stakeholder groups both within the County, external organizations, and the community as a whole.

City of Fremont: Vision Zero 2020 Action Plan
The City of Fremont Vision Zero Action Plan calls on
including everyone to make safety a citywide priority.

Examples include the City newsletter highlighting
the Vision Zero Program, a local Girl Scout starting
a program to prevent distracted driving, and local
community college students creating educational
videos.

Community-Based Organizations:

Vision Zero grant money directed to nonprofit
organizations serving disadvantaged communities
is a critical aspect of increasing roadway safety.

In Washington DC, money from automated traffic
enforcement was distributed via a grant to a Gearin’
Up Bicycles, which encourages cycling through popup bike shops and education campaigns specifically in historically underserved neighborhoods. Local
opportunities to leverage similar benefits include
organizations like the Oxnard Bike HUB.

Identify safety as a
Citywide priority, across all
departments
Infuse safety in all City and
community programs
Connect with homeless
services providers to
incorporate pedestrian
safety topics and
resources in outreach
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What does culture shift for a
community look like in practice?
1 Choice: Not adopting a Vision Zero goal
Consequences:
» Lack of focus on elimination of
fatalities and severe injuries
» Safety is not core driver of capital projects,
which may result in fringe safety improvements
Shift: Adopt a Vision Zero goal
2 Choice: Focus on vehicle throughput over safety
Consequences:
» Pedestrians disproportionately experience
delay compared to vehicles
» Pedestrian crossing opportunities
do not reflect desire lines
» Bicyclists lack sufficient roadway space
to comfortably travel along corridors
Shifts:
» Think about person delay rather than LOS.

Prioritize pedestrian desire lines, access,
delay, and exposure time when making
crosswalk spacing and marking decisions.
» Establish minimum sidewalk and bicycle
lane dimensions and standard designs that
provide sufficient space for all modes
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OXNARD LOCAL ROAD SAFETY PLAN | 147
Funding
While the primary purpose of
this LRSP is to prepare the City
of Oxnard to submit successful
Highway Safety Improvement
Program (HSIP) applications, safety
projects can be funded through a
wide range of additional sources
at the regional, state, and federal
levels. HSIP funds are largely
awarded based on a benefit/cost
analysis using a set of Caltransapproved countermeasures with documented collision reduction
factors and historic collision data.

While many safety projects will
perform well in the HSIP process,
others may be successfully funded
through other sources that consider
additional factors, such as the
Active Transportation Program (ATP).

The sources in this chapter may
be used to fund a broad scope of
projects targeting air quality and
sustainability, affordable housing,
and transportation. Successful
projects often entail creative
solutions that address impact areas
beyond transportation safety alone.

In addition to grant funding
opportunities, there are several
additional opportunities for
Oxnard to find financial support
for implementing safety projects,
including identifying dedicated
General Fund support, local
bonds and sales tax measures,
and identifying roadway safety
enhancements related to new public
and private development projects.

Funding Opportunities

LOCAL AND REGIONAL

SOURCES

SCAG COMMUNITY STREETS

MINI-GRANT PROGRAM
Competitive community grant
program that funds safety projects.

Awards are made up to $10,000.

Projects aim to build street-level
community resiliency and increase
the safety of people most harmed
by traffic injuries and fatalities.

NEXT FUNDING OPPORTUNITY
2023 TBD; Previous cycle closed
April 2022

SCAG SUSTAINABLE

COMMUNITIES PROGRAM
Provides direct technical
assistance to SCAG member
jurisdictions to complete planning
and policy efforts that enable
implementation of the regional SC.

Grants are available in four
categories: Civic Engagement,
Equity & Environmental Justice;
Smart Cities & Mobility Innovations;
Housing & Sustainable Development;
Active Transportation & Safety.

NEXT FUNDING OPPORTUNITY
Call for projects opening in Fall
2022 for Civic Engagement,
Equity & Environmental Justice;
Prevoius cycle funding 2020

VCTC TRANSPORTATION

DEVELOPMENT ACT (TDA) AND

CONGESTION MITIGATION

AND AIR QUALITY (CMAQ)

GRANT OPPORTUNITIES
The Ventura County Transportation
Commission (VCTC) makes available
funding from Article 3 of the TDA
and the CMAQ available for
infrastructure projects involving
non-motorized modes, as well
as projects that reduce pollution
and/or congestion across the
County. TDA funds can be used on
bicycle and pedestrian projects in
addition to bicycle and pedestrian
safety and outreach measures.

CMAQ funds may be used on
bike/pedestrian improvements.

NEXT FUNDING OPPORTUNITY
September 23, 2022

STATE SOURCES

ACTIVE TRANSPORTATION

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

NEXT FUNDING OPPORTUNITY
TBD; Previous cycle
closed June 15, 2022
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CALIFORNIA NATURAL

RESOURCES AGENCY URBAN

GREENING PROGRAM
This program supports projects that
“use natural systems or systems that
mimic natural systems to achieve
multiple benefits.” Eligible projects
include “Non-motorized urban trails
that provide safe routes for travel
between residences, workplaces,
commercial centers, and schools.”

NEXT FUNDING OPPORTUNITY
TBD; Previous cycle
closed Spring 2022

CALIFORNIA OFFICE OF TRAFFIC

SAFETY (OTS) GRANT PROGRAMS
OTS administers traffic safety
grants in the following areas:

Alcohol Impaired Driving, Distracted
Driving, Drug-Impaired Driving,
Emergency Medical Services,
Motorcycle Safety, Occupant
Protection, Pedestrian and Bicycle
Safety, Police Traffic Services, Public
Relations, Advertising, and Roadway
Safety and Traffic Records.

NEXT FUNDING OPPORTUNITY
2023 TBD; Previous cycle closed
January 31, 2022

CALIFORNIA STRATEGIC

GROWTH COUNCIL (SGC)

TRANSFORMATIVE CLIMATE

COMMUNITIES (TCC) PROGRAM
The Transformative Climate
Communities (TCC) Program
empowers the communities most
impacted by pollution to choose
their own goals, strategies, and
projects to reduce greenhouse gas
emissions and local air pollution.

NEXT FUNDING OPPORTUNITY
TBD; Previous cycle closed
July 1, 2022

CALTRANS SUSTAINABLE

COMMUNITIES GRANTS
To encourage local and
regional planning that furthers
state goals, including, but not
limited to, the goals and best
practices cited in the Regional
Transportation Plan Guidelines
adopted by the California
Transportation Commission.

NEXT FUNDING OPPORTUNITY
Grant applications due
October 2022

HIGHWAY SAFETY IMPROVEMENT

PROGRAM (HSIP)
HSIP is a core federal-aid program
to States for the purpose of
achieving a significant reduction in
fatalities and serious injuries on all
public roads. California’s Local HSIP
focuses on infrastructure projects
with nationally recognized crash
reduction factors (CRFs). This is
the primary grant funding source
to support roadway projects
identified through the LRSP.

NEXT FUNDING OPPORTUNITY
Cycle 11 application materials
due September 12, 2022.

SB 1 LOCAL STREETS AND

ROADS PROGRAM (LSRP)
SB 1 dedicated approximately
$1.5 billion per year in new
formula revenues apportioned
by the State Controller to cities
and counties for basic road
maintenance, rehabilitation, and
critical safety projects on the
local streets and roads system.

NEXT FUNDING OPPORTUNITY
Expected Fall 2022
SB 1 SOLUTIONS FOR CONGESTED

CORRIDORS PROGRAM (SCCP)
The Solutions for Congested
Corridors Program funds projects
designed to reduce congestion
in highly traveled and highly
congested corridors. This statewide,
competitive program makes $250
million available annually for
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OXNARD LOCAL ROAD SAFETY PLAN | 149
»
projects that implement specific
transportation performance
improvements and are part of a
comprehensive corridor plan by
providing more transportation
choices while preserving the
character of local communities
and creating opportunities for
neighborhood enhancement.

NEXT FUNDING OPPORTUNITY
2023 TBD
SB 1 STATE TRANSPORTATION

IMPROVEMENT PROGRAM (STIP)
The State Transportation
Improvement Program (STIP) is
the biennial five-year plan for
future allocations of certain
state transportation funds for
state highway improvements,
intercity rail, and regional highway
and transit improvements.

NEXT FUNDING OPPORTUNITY
Biennial, 2024 TBD; Previous
cycle closed Spring 2022
SB1 LOCAL PARTNERSHIP

PROGRAM (LPP)
The purpose of this program is
to provide local and regional
transportation agencies that
have passed sales tax measures,
developer fees, or other imposed
transportation fees with a
continuous appropriation of $200
million annually from the Road
Maintenance and Rehabilitation
Account to fund road maintenance
and rehabilitation, sound walls,
and active transportation projects.

There is also a competitive
grant portion of this project.

NEXT FUNDING OPPORTUNITY
2023 TBD

SGC AFFORDABLE HOUSING AND

SUSTAINABLE COMMUNITIES
(AHSC) PROGRAM
The Affordable Housing and
Sustainable Communities (AHSC)
Program makes it easier for
Californians to drive less by
making sure housing, jobs, and
key destinations are accessible
by walking, biking, and transit.

NEXT FUNDING OPPORTUNITY
Round 7 due date in February 2023

FEDERAL SOURCES

RAISE GRANTS (FORMERLY

BUILD AND TIGER)
The Rebuilding American
Infrastructure with Sustainability
and Equity, or RAISE Discretionary
Grant program, provides a unique
opportunity for the DOT to invest in
road, rail, transit and port projects
that promise to achieve national
objectives. The program selection
criteria this cycle encompass safety,
environmental sustainability, quality
of life, economic competitiveness,
state of good repair, innovation,
and partnerships with a broad
range of stakeholders. The first
round of RAISE grants awarded
$417m to bicycle and pedestrian
projects, and $30m for planning
grants (eligible for the first time).

NEXT FUNDING OPPORTUNITY
TBD; Previous cycle closed April 2022

SAFE STREETS FOR ALL GRANTS
The recent federal infrastructure bill
established the new Safe Streets
for All program to provide $5 billion
in grant funding to develop and
implement Vision Zero safety plans.

Current legislation emphasizes
funding of planning efforts, but
the focus on implementation
funding is expected to increase
over the next few years.

NEXT FUNDING OPPORTUNITY
Notice of Funding Opportunity
open, applications due
September 15, 2022
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Roadway
Design Standard
Considerations
In addition to project-specific
safety countermeasures shown
in the countermeasure toolbox,
the City may choose to consider
updating and developing new
roadway design and signal policies
to help guide the implementation
of safety-focused decisions
network-wide. Options for these
policy changes are listed below.

Signal Policies
» Accessible Pedestrian
Signal (APS) Push Buttons:

Continue to implement APS
push buttons at all signals
» Emergency Vehicle
Preemption: Continue to
implement emergency vehicle
preemption at all signals.
» Flash Don’t Walk Time: Review
City practice for calculating
pedestrian clearance time
with the next update to City
signal timing policy, using
best practice guidance,
with special considerations
for longer walk times near
schools and senior centers.
» Leading Pedestrian Intervals
(LPI): Implement LPIs at signals
in high pedestrian activity
locations, such as Downtown,
schools, and retail areas, as
well as locations with history
of pedestrian collisions
with turning vehicles.
» Maximum Cycle Length:

Consider establishing a practice
to determine a maximum
cycle length for a corridor
or intersection, especially at
hot spot locations. Shorter
signal cycles can reduce
overall pedestrian wait
times and result in improved
pedestrian compliance.
» Minimum Green Time: Review
industry best practices, State
and Federal guidance to update
the practice for calculating
minimum green time with the
next update to City signal
timing policy. The time for
pedestrians and/or bicyclists
crossing with a phase must also
be considered and included
in the minimum phase length.
» Pedestrian Countdown
Signals: Continue to implement
pedestrian countdown
heads at all signals.
» Pedestrian Recall: Consider
implementing pedestrian
recall mode to traffic signals
with high pedestrian activity
or collision history. This means
that the pedestrian would not
have to push a button in order
to see the “Walk” phase.
» Signal Coordination to Support
Lower Speeds: Investigate
opportunity locations for
controlling the travel speed of
vehicles by optimizing the cycle
length, splits, and offsets to the
posted speed or lower where
appropriate. The concept of a
“slow green wave” is a series of
traffic signals coordinated to
allow for uninterrupted traffic
flow of vehicles traveling at
the speed limit or lower and
require those traveling at faster
speeds to stop more frequently.
» Yellow and All Red Clearance
Time: Review City practice
for calculating intersection
clearance times and update
signal timing policy to match
industry best practice.
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OXNARD LOCAL ROAD SAFETY PLAN | 151
Street Design Policies
» Advance Stop Bars: Advance
stop bars should be used
at all stop-controlled and
signalized intersections
with marked crosswalks.
» Bike Lane Conflict Zones:

Design new and upgrade
existing bike lanes to extend to
the intersection, using green
conflict striping for conflict
zones with turning vehicles.
» Bikeway Selection: Use best
practice guidance, such as
FHWA Bikeway Selection
Guide, to select bike facilities
for implementation based on
roadway elements such as
speed and vehicle volume.
» Crosswalk Markings: Establish
policy for recommended use
of high visibility crosswalk
striping and use of “triple four”
crosswalk design with raised
pavement markers. Priority
locations include signals,
school crossings, areas with
high pedestrian demand, and
crossings with collision history.
» Curb Cuts/Driveway Placement:

Consolidate existing retail
driveways and plan for fewer
driveways in future development
where possible, to eliminate
potential conflict points.
» Dual Curb Ramps: As
intersections are upgraded,
install directional dual curb
ramps, to allow for better
accessibility to crosswalks.
» Lane Widths: Consider
narrowing existing vehicle
travel lane widths and adopting
maximum lane width guidelines,
based on roadway context.

A reduction in lane width
produces a traffic calming
effect by encouraging drives
to travel at slower speeds.

Other considerations for setting
minimum lane widths are truck
routes, transit routes, and
locations where adjacent lanes
are in the opposite direction.
» Red Curb/Daylighting: Red
curb should be installed at
unsignalized intersections and
driveway locations to provide
for sufficient sight lines between
drivers and people traveling
on foot, by bike, or by car.

This practice is also known as
“daylighting” the intersection.
» Roadway and Pedestrian-Scale
Lighting: Use best practice
guidance to identify locations
where additional roadway and
pedestrian-scale lighting may
be needed. Prioritize locations
with nighttime collisions.
» Sidewalk Widths: Recommend
that the City consider a
contextual approach to
setting the minimum widths
of sidewalks with the next
update to the street design
standards. In accordance with
ADA accessibility guidelines,
sidewalks should at least 5 feet
in width. A contextual approach
for sidewalk width setting could
take into consideration the street
type and surrounding land use,
requiring wider sidewalks on
some streets to enhance safety
and comfort for pedestrians.
» Uncontrolled Crosswalk
Enhancement Selection:

Use best practice guidance,
such as FHWA Guide for
Improving Pedestrian Safety
at Uncontrolled Crossing
Locations, to select crosswalk
enhancements (e.g. Pedestrian
Hybrid Beacon, Rectangular
Rapid Flashing Beacon,
pedestrian refuge islands) based
on roadway elements such as
speed and vehicle volume.
349
152 | CHAPTER 08
Other Policies
» Bus Stop Placement and
Supportive Facilities: Prioritize
pedestrian and bike safety
improvements that provide
connections to Oxnard Transit
Center and bus stops. At
minimum, bus stops should be
co-located with an adjacent
crosswalk (within 100 feet).
» Pedestrian Crossing Guidelines:

Develop a policy to guide the
spacing of marked crosswalks
throughout the City based
on context, such as proximity
to schools and other key
destinations, transit stops,
and hot spot locations.
» Quick Build Toolkit: Identify a
quick build toolkit that meets
the City’s design standards,
which can allow for lower cost
and quicker implementation for
many safety countermeasures,
such as curb extensions, bike
facilities, and traffic calming.
» Speed Limit Setting: Follow
new AB 43 policies in reviewing
and updating posted speeds
throughout the City, with an
emphasis on identified hot spot
and collision profile locations.
» Traffic Calming Project
Prioritization: Develop a traffic
calming toolkit and strategy for
implementation, which includes
prioritizing projects based on
hot spot locations and safety
trends identified in the LRSP.
350
OXNARD LOCAL ROAD SAFETY PLAN | 153
Appendices
Appendix A
Stakeholder Meeting Summaries
Appendix B
Existing Efforts Memorandum and
Opportunity Areas Matrix
Appendix C
Collision Analysis Memo and
Crossroads Data Management Plan
Appendix D
Annual Traffic Safety Report Template
351
154 | APPENDIX A

APPENDIX A
Stakeholder
Meeting
Summaries
352
OXNARD LOCAL ROAD SAFETY PLAN | 155
353
Oxnard Local Road Safety Plan
Stakeholder Meeting #1
Notes

1. Introductions
a. Mentimeter results included as attachment

2. Overview of Roadway Safety
a. Local Road Safety Plan Overview
i. The LRSP covers all modes of
transportation (walking, biking, taking
transit, driving)
b. Connection to the Oxnard Sustainable
Transportation Plan
i. All comments shared with the STP and
LRSP teams will be incorporated into
both projects.
c. Overview of the Safe System approach

3. Oxnard Safety Vision and Values
a. Current projects:
i. The City has received funding to
develop Safe Routes to School plans for
26 schools (Phase I). Of those 26
schools, 5 schools have received
additional funding to implement
improvements. The City is looking into
using federal relief funds to implement
crosswalks across the city, including
around schools. The City will submit a
grant application for a second round of
Thursday, September 23
11:00 AM – 12:30 PM
LOCATION:

Teams Video Call
ATTENDEES:

Tony Briscoe, Oxnard School District
Norma Magana, Oxnard School
District
Corina Cherry, Oxnard Union High
School District
Ted Lawrence, Oxnard Union High
School District
Chris Renbarger, Oxnard College
Lt. Cesar Romero, Oxnard College
Sgt. Rick Vazquez, Oxnard Police
Department
Commander Alex Arnett, Oxnard
Police Department
Officer Jose Diaz, Oxnard Police
Department
Scott Brewer, Oxnard Fire
Department
Austin Novstrup, Gold Coast Transit
Amanda Fagan, VCTC Planning
Debbie O’Leary, City of Oxnard
Tim Bochum, City of Oxnard
Steve Brown, Fehr & Peers
Emily Finkel, Fehr & Peers
Rachel Om, Fehr & Peers
354
Oxnard Local Road Safety Plan
Stakeholder Meeting #1
Thursday, September 23, 2021

Page 2 of 5 ends

Oxnard City CouncilJanuary 17, 2023

Oxnard City Council
January 17, 2023