City Council / Housing Authority
April 20, 2026

City of Pomona Safety Action Plan
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Pomona Safety Action Plan
April 2026
Prepared by: Signed for Approval:

Ruta Jariwala, PE,TE
Professional Civil Engineer & Project Manager,
TJKM Transportation Planning Consultants

Leadership Commitment

City Council Policy Resolution

The City of Pomona extends its sincere appreciation to the many stakeholders, community organizations, partner agencies, and members of the public who generously contributed their time, insights, and perspectives throughout the development of this plan. Their thoughtful feedback and active participation played an essential role in ensuring that the Pomona Safety Action Plan reflects the diverse needs, concerns, and priorities of Pomona residents and addresses the safety of all roadway users, regardless of their chosen mode of transportation.

The City of Pomona developed this Safety Action Plan (PSAP) to advance the shared vision of creating safer streets for everyone who lives in, works in, and visits the community. This effort was made possible through funding provided by the Safe Streets and Roads for All (SS4A) grant program, administered by the Federal Highway Administration (FHWA).

The PSAP reinforces Pomona’s long-standing commitment to improving transportation safety and accessibility and incorporates the principles of the Safe System Approach, which recognizes that human error is inevitable and that transportation systems must be designed in ways that reduce such errors from resulting in serious injuries or fatalities.

Acknowledgement
The City would also like to express its deep appreciation to Pomona City staff for their leadership, collaboration, and dedication throughout the planning process.

Staff from multiple departments provided valuable expertise and guidance that helped identify critical safety challenges across the city, including areas near schools and other locations where safety improvements are most needed.

Equally important were the contributions from Pomona residents and community members who participated through the project website, online surveys, interactive mapping tools, and public engagement events. Their lived experiences and local knowledge helped shape the priorities and strategies presented in this plan, ensuring that the PSAP reflects the community’s vision and aligns with the City’s broader policies and initiatives.

The City of Pomona remains firmly committed to implementing the strategies and recommendations outlined in this plan and to continuing its collaboration with community partners and the safety task force. Through these ongoing efforts, Pomona will continue working toward a safer, more equitable, and more resilient transportation system for all.

Note: Throughout this plan, references to the “City” refer to the City of Pomona’s government.

As part of Pomona Safety Action Plan (PSAP), the City established a Safety Action Stakeholder Group to support a coordinated, multi-agency effort to improve roadway safety throughout the community. This collaborative group brings together representatives from City departments, public safety agencies, regional transportation providers, educational institutions, and community organizations to collectively address Pomona’s most pressing transportation safety challenges.

The formation of the Stakeholder Group reflects the City’s understanding that meaningful and lasting improvements in traffic safety require a collaborative and multidisciplinary approach. By bringing together expertise from engineering, planning, law enforcement, public health, education, and community engagement, the group provides valuable insight that helps shape strategies tailored to Pomona’s unique needs and conditions.

Throughout the development of PSAP, the Stakeholder Group played a critical role in informing the planning process. Members provided technical guidance, reviewed collision trends and safety data, shared local knowledge, and helped identify key safety concerns across the city. Their contributions supported the identification of high-injury locations, prioritization of safety improvements, and development of strategies that balance infrastructure enhancements, education programs, and enforcement efforts.

The diverse representation within the Stakeholder Group also helped ensure that the PSAP reflects the needs of all roadway users, particularly vulnerable populations such as pedestrians, bicyclists, school-age children, older adults, and individuals with disabilities. As the City moves from planning to implementation, the Stakeholder Group will continue to serve as a collaborative forum to guide progress, strengthen partnerships, and support the advancement of Pomona’s vision for a safer and more equitable transportation system.

City of Pomona Leadership
Meg McWade – Director of Public Works
Geoffrey Starns – Planning Manager
Ron Chan – Principal Traffic Engineer
Pomona Safety Action Stakeholder Group
City Council Members
Tim Sandoval – Mayor
Elizabeth Ontiveros-Cole – Vice Mayor
Debra Martin – Councilmember
Victor Preciado – Councilmember
Nora Garcia – Councilmember
Steve Lustro – Councilmember
Lorraine Canales – Councilmember
Stakeholder Group Members
City of Pomona Departments
Mike Osoff – Community Services Manager
Danny Whaley – Parks and Facilities Manager
Ata Khan – Deputy Director of Economic & Business Affairs Vinny Tam – Supervising Planner
Max Pastore – Associate Planner
Arnold Dichosa – City Engineer
Maxwell Moya – Sergeant, Pomona Police Department
Sam Lama – Streets and Solid Waste Manager
Community and Institutional Partners
Lisa Engdahl – President, Clean & Green Pomona
Heidi Ortega – Chief of Operations, Pomona Owners Association Natalie Chaidez – Director of Property Operations, Fairplex Christy Zamani – Executive Director, Day One
Carmen Chan – Planning Manager, Cal Poly Pomona
Adriana Pinedo – Learning and Development Coordinator, Active SGV Regional Transportation Agencies
Darren Kettle – Chief Executive Officer, Metrolink
Ray Sosa – Chief Planning Officer, LA Metro
Joseph Raquel – Director of Planning, Foothill Transit
Josh Landis – Planning Manager, Foothill Transit
Jeremiah Bryant – Chief Strategy and Planning Officer, Omnitrans Public Safety and Education Partners
Fernando Meza – Assistant Superintendent, Pomona Unified School District Anthony Marrone – Fire Chief, Los Angeles County Fire Department Neighboring Cities
Dennia Rall – City Traffic Engineer, City of Chino
Liu David – Public Works Director, City of Diamond Bar
Danny Wu – Public Works Director, City of La Verne
Monica Heredia – Public Works Director, City of Montclair Melissa Barcelo – Public Works Director, City of Walnut Maria Tipping – City Engineer, City of Claremont
State Partner
Gloria Roberts – Director, District 7, Caltrans
TJKM Staff
Ruta Jariwala, Project Manager/Vice-President
Rutvij Patel, Design Task Lead
Achal Parikh, Transportation Planner
Rishi Shah, Assistant Transportation Planner
Prepared by:

Ruta Jariwala, PE,TE
Professional Civil Engineer & Project Manager,
TJKM Transportation Planning Consultants

Executive Summary
The City also identified key safety concerns affecting vulnerable road users.

Between 2020 and March 2025:

These findings emphasize the need to prioritize safety improvements that protect pedestrians, bicyclists, and other vulnerable road users.

Using this data, the City identified a High Injury Network (HIN) consisting of The City of Pomona developed this Safety Action Plan (PSAP) to advance its commitment to creating a safer transportation system for everyone who lives, works, and travels within the city. The plan establishes a data-driven framework to identify safety challenges, prioritize investments, and implement strategies aimed at reducing traffic collisions, serious injuries, and fatalities across Pomona’s roadway network.

Purpose
The Pomona Safety Action Plan (PSAP) establishes a data-driven framework to reduce traffic fatalities and serious injuries across the City of Pomona. The plan identifies high-risk locations, analyzes crash trends, and recommends targeted strategies to improve safety for all roadway users.

Vision
Pomona is committed to creating a transportation system where all people, whether walking, bicycling, driving, or using transit, can travel safely and comfortably. The City aims to significantly reduce traffic collisions and move toward eliminating traffic-related fatalities and serious injuries.

Guiding Approach
The plan follows the Safe System Approach, which recognizes that human errors occur and focuses on designing transportation systems that reduce the likelihood of severe injuries and fatalities.

Key principles include:

Key Safety Findings
A comprehensive analysis of collision data from 2020 through early 2025 identified significant safety challenges across the City. During this period, Pomona experienced 3,408 injury collisions, including 62 fatal collisions and 133 severe injury collisions, representing approximately 195 killed or seriously injured (KSI) crashes. These findings highlight the urgent need for targeted safety improvements and proactive strategies to protect all roadway users.

The analysis revealed several important trends:

Safe
Roadway
Design
Safe Road
Users
Safe Vehicles Post-Crash
Care
Safe Speeds
• Intersections are the most common crash locations, accounting for approximately 87 percent of injury collisions and 78 percent of KSI collisions. • Broadside crashes are the most frequent collision type, representing roughly 42 percent of injury collisions.
• Passenger vehicles were involved in approximately 76 percent of injury collisions, while pedestrians accounted for about 10 percent of injury crashes but a much higher share of severe injuries.
• Most collisions occur during afternoon and early evening hours, particularly between 3:00 PM and 5:00 PM, with more severe crashes occurring between 7:00 PM and 9:00 PM.
• 354 collisions involved pedestrians, including 22 fatal and 39 severe injury crashes.
• 225 collisions involved bicyclists, including eight fatal crashes and 11 severe injury crashes. The Safety Action Plan represents a collaborative effort between the City, regional partners, and community stakeholders to advance meaningful improvements in transportation safety. By implementing the strategies outlined in this plan, Pomona aims to significantly reduce traffic collisions and move toward a safer, more equitable transportation system that protects all roadway users. • Building a comprehensive collision database using data from the Transportation Injury Mapping System (TIMS) and local police records. • Analyzing collision patterns across multiple factors including severity, time of day, location, road user type, and violation factors.
• Identifying high-injury corridors and intersections using GIS-based spatial analysis.
• Engaging City staff, partner agencies, and community stakeholders to identify safety concerns and priorities.
• Developing countermeasures that include engineering improvements, education initiatives, and enforcement strategies.
• Prioritizing projects based on safety benefits, equity considerations, vulnerable road user protection, and implementation feasibility.
corridors and intersections with the greatest concentration of injury and severe collisions for all modes. Major corridors such as Holt Avenue, Mission Boulevard, Garey Avenue and Towne Avenue were identified as having the highest number of collisions and therefore represent priority areas for safety improvements.

The PSAP aligns with the national vision of eliminating traffic fatalities and serious injuries and applies the principles of the Safe System Approach, which acknowledges that human error is inevitable and emphasizes designing transportation systems that reduce the likelihood of severe outcomes when crashes occur. The plan also supports the goals of the Safe Streets and Roads for All (SS4A) program administered by the Federal Highway Administration.

Development of the PSAP included several key steps:

SS4A defines nine action plan components that are integral to any safety action plan to satisfy SS4A grant requirements. The table below describes sections of the PSAP that satisfy relevant components.

The Pomona PSAP is intended to serve as a strategic guide for improving transportation safety across City of Pomona. The plan provides a framework for identifying safety priorities, implementing targeted improvements, and tracking progress toward reducing traffic-related fatalities and serious injuries.

This plan is designed to support decision-making by City’s leadership, staff, partner agencies, and community stakeholders. It outlines key safety challenges, identifies high-risk locations and systemic issues, and recommends strategies and projects that can be implemented over time to improve roadway safety. The plan also establishes performance measures and monitoring processes to ensure Organization of the Plan
The PSAP for City of Pomona is organized into the following chapters, each addressing a key component of the safety planning process.

Introduction
This chapter provides an overview of the City of Pomona, including the plan’s vision, safety goals, and guiding principles. It also summarizes the planning process and methodology used to develop the plan.

Planning Structure
This chapter describes the organizational framework used to develop and implement the PSAP. It defines the roles and responsibilities of City departments, partner agencies, and stakeholders, and explains how coordination and collaboration will support the successful implementation of safety strategies.

SS4A Action Plan Components & Organization of Plan
How to Use This Plan
Action Plan Component Section

1. Leadership Commitment & Goal Setting Chapter 1

2. Planning Structure Chapter 3&8

3. Safety Analysis Chapter 4

4. Engagement & Collaboration Chapter 3

5. Policy & Process Changes Chapter 6

6. Strategy & Project Selections Chapter 6

7. Progress & Transparency Chapter 8 & Project Website

8. Action Plan Adoption Date April 2026
Safety Analysis
This chapter presents the data-driven safety analysis conducted for the plan.

Using collision data, roadway characteristics, and other risk factors, the analysis identifies high-injury locations, systemic safety issues, and key trends that influence transportation safety across the City.

Engagement and Collaboration
This chapter summarizes the public outreach and stakeholder engagement activities conducted during the development of the PPSAP. Engagement with residents, community organizations, partner agencies, and historically underserved populations ensures that the plan reflects local needs, experiences, and priorities.

Policy and Process Changes
This chapter identifies opportunities to strengthen transportation safety through updates to City policies, standards, and procedures. Recommendations focus on improving roadway design practices, maintenance policies, enforcement strategies, and coordination processes to support long-term safety improvements.

Strategy and Project Selection
This chapter outlines the recommended safety strategies and projects developed through the planning process. These include both short-term and long-term improvements designed to address the most critical safety challenges and reduce traffic-related fatalities and serious injuries.

Progress and Transparency
This chapter establishes performance measures and monitoring procedures to track progress toward safety goals. It also describes reporting mechanisms that promote transparency, accountability, and ongoing evaluation to support future updates of the PSAP.
progress can be evaluated and adjustments can be made as needed.

While the PSAP provides a long-term vision for safer roads, it is also intended to be a practical and flexible tool that guides near-term actions. The strategies and projects identified in this plan can support funding applications, inform future transportation planning efforts, and help prioritize safety investments that protect all roadway users.

Ultimately, the PSAP reflects the City’s commitment to creating a safer, more equitable transportation system through collaboration, data-driven decisionmaking, and continuous improvement.

Glossary
5 E’s - Education, Enforcement, Engineering, Equity, and Emergency Medical Services: A comprehensive traffic safety approach for improving roadway safety.

ACS - American Community Survey: A U.S. Census Bureau survey that provides detailed information about social, economic, housing, and demographic characteristics of communities.

ADT - Average Daily Traffic: The average number of vehicles passing to a specific location during 24 hours.

BCR - Benefit-Cost Ratio: An indicator used to quantify project benefits against project costs for evaluating transportation investments.

CIP - Capital Improvement Plan
Collision Severity - The intensity of collisions is categorized as fatal, severe injury, visible injury, and complaint of pain.

Communities of Concern - Areas identified through demographic analysis as historically disadvantaged or underserved, particularly regarding transportation access and safety.

Crash Reduction Factor (CRF) - The percentage reduction in collisions expected from implementing a specific safety countermeasure or improvement.

CRF - Crash Reduction Factor: The percentage expected a safety countermeasure to reduce collisions.

Disadvantaged Communities - Census tracts that experience transportation disadvantages, as identified by the US DOT’s ETC Explorer, are ranked at the 65th percentile or higher.

Driver Behavior: Actions and reactions of drivers, which can impact road safety, such as speeding, distracted driving, or driving under the influence.

EMS - Emergency Medical Services: First responders providing immediate medical care at collision scenes.

EPDO - Equivalent Property Damage Only: A method for weighting collisions based on severity to enable comparison.

ETC Explorer - Abbreviation for the US DOT’s Equitable Transportation Community Explorer Screening Tool: Used to identify disadvantaged communities.

FHWA - Federal Highway Administration: The federal agency responsible for managing the nation’s highway system.

First Harmful Event – The First event that resulted in injury, fatality, or property damage during a traffic collision.

HAWK Signal - High-Intensity Activated Crosswalk Beacon: A pedestrian-activated signal system that stops vehicular traffic and allows pedestrians to cross safely.

High Injury Network (HIN) - Street segments and intersections with the highest concentration of fatal and severe injury collisions, identified through data analysis.

HIN - High Injury Network: A systematic identification of streets with the highest traffic fatalities and severe injuries in Pomona.

Manner of Collision - It describes how the vehicles involved in the collisions collided with each other or with other objects, which is the Type of Collision (e.g., Broadside, rear-end) NHTSA - National Highway Traffic Safety Administration
Pedestrian Safety - Measures and design elements aimed at protecting pedestrians from traffic-related injuries and fatalities.

Primary Contributing Factor - Defined as contributing causes of collisions.

RRFB - Rectangular Rapid Flashing Beacon - is a type of pedestrian crossing treatment that employs flashing warning lights to enhance driver-yielding behavior.

Safe System Approach - A comprehensive methodology for addressing transportation safety that focuses on preventing fatal and severe injuries through systematic enhancements to the transportation network.

Safe Routes to School (SRTS) - Programs and infrastructure improvements designed to make it safer and easier for children to walk and bike to school.

SS4A - Stands for Safe Streets and Roads for All: A federal grant program that funds comprehensive safety action plans and their implementation.

Traffic Fatality - A death resulting from injuries sustained in a motor vehicle collision.

Traffic Enforcement - Actions law enforcement takes to ensure compliance with traffic laws, including issuing citations for speeding, running red lights, or other violations.

Walkability - The measure of how friendly an area is to walking, considering factors such as the presence of sidewalks, safety, and accessibility of destinations.

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This chapter introduces the City context, transportation safety challenges, and key collision trends. It presents the vision, goals, and guiding principles of the Pomona Safety Action Plan, highlighting the City’s commitment
to reducing fatal and severe injury collisions through a Safe System Approach.

This chapter presents a toolbox of countermeasures
to address identified collision patterns and risk factors.

It includes engineering, education, and enforcement
strategies aimed at reducing collisions, improving
roadway safety, and supporting implementation of
effective safety improvements across Pomona.

This chapter summarizes stakeholder coordination
and community outreach conducted for the Pomona
Safety Action Plan. It highlights input from meetings,
surveys, and partner agencies that helped identify
collision concerns, validate safety needs, and guide
development of recommended safety improvements.

This chapter summarizes key City and regional
plans that support the Pomona Safety Action Plan.

It describes how existing policies, programs, and
planning efforts help address collisions, improve
roadway safety, and ensure consistency with the
City’s long-term transportation and safety priorities.

This chapter identifies priority safety projects
developed through collision analysis and stakeholder
input. It summarizes project types, expected collision
reduction benefits, and planning-level considerations
to support implementation and help reduce fatal
and severe injury collisions citywide.

This chapter describes the data-driven approach
used to analyze collisions, identify safety trends,
and develop the High Injury Network. Key findings
related to collision types, severity, and contributing
factors support the identification of priority locations for safety improvements.

This chapter outlines implementation strategies
and funding opportunities to support the Pomona
Safety Action Plan. It describes project prioritization, potential funding sources, and monitoring strategies
to help the City implement safety improvements and
achieve long-term collision reduction goals.

CHAPTER 1: INTRODUCTION
CHAPTER 5: SAFETY STREET

TOOLKIT
CHAPTER 4: ENGAGEMENT &

COLLABORATION
APPENDIX A: GOALS, POLICIES, AND PLANNING PROJECTS IN THE REVIEWED DOCUMENTS APPENDIX B: PUBLIC COMMENTS RECEIVED ON MAPPTIONARIE PORTAL APPENDIX C: COLLISION DATA FROM JANUARY 01ST,2020 TO MARCH 31ST,2025 APPENDIX D: CALCULATIONS OF PRIORITY POINTS FOR HIGH INJURY CORRIDORS APPENDIX E: DETAILED COST ESTIMATES AND LOCATIONS OF SAFETY PROJECTS CHAPTER 2: BACKGROUND &

POLICIES
CHAPTER 6: SAFETY PROJECTS
CHAPTER 3: DATA-DRIVEN

PROCESS
CHAPTER 7: IMPLEMENTATION &

FUNDING
11 50 64
15 83
20 111

TABLE OF

CONTENTS

APPENDIX

Introduction

CHAPTER ONE

City of Pomona is located in eastern Los Angeles County, in Southern California, United States. Pomona is located 30 miles east of Los Angeles in the Pomona valley, between the Inland Empire and the San Gabriel Valley. Pomona is bordered by lots of different cities from all directions.

The Los Angeles/San Bernardino County line forms most of the city’s southern and eastern boundaries. According to the United States Census Bureau the City of Pomona has a total area of 22.964 square miles over 99% of it being land. As of 2020, the city had a population of 1,51,173 with a similar proportion of kids, adults and middle-aged people and lesser proportion of retirees and older people.

Major transportation routes in the city include California Interstate 10 (San Bernardino Freeway), an east-west arterial that connects Pomona to the broader Montclair and Claremont City on the west, and SR-71, which serves as an important south-northwest corridor. Other State Routes like SR-57, SR-60, SR-66 along with smaller and major local streets form the City’s backbone linking residents to key destinations including schools, parks, healthcare, airport, and commercial areas.

City of Pomona Overview
Pomona’s transportation network faces significant challenges in active transportation, safety, and mobility. While the city has sidewalks, pedestrian crossings, and some bike lanes, these facilities are often inconsistent or incomplete, leaving gaps in safe routes for walking and cycling. High-traffic intersections frequently lack dedicated pedestrian signals, curb ramps, and protected bike lanes, increasing risks for vulnerable users, including older adults, people with disabilities, and children. Limited public transit options further constrain mobility for residents without vehicles, making it difficult to access jobs, schools, and essential services.

Expanding pedestrian and bicycle infrastructure, improving intersection safety, and enhancing transit connectivity are critical to creating a more accessible, safe, and multimodal transportation system in Pomona.

The City of Pomona has developed a Safety Action Plan (PSAP) to enhance transportation safety for all users. This type of plan is crucial for systematically addressing roadway safety and working toward reducing or eliminating fatalities and serious injuries. The PSAP utilizes a data-driven approach to analyze collision data, identify high-risk areas, and develop targeted measures to prevent collisions, reduce fatalities, and minimize serious injuries. It also aims to create a safer, more sustainable transportation system for all road users.

Perform a proactive safety assessment using collision data for the City of Pomona.

Identify high-risk areas and recurring collision trends.

Create a prioritized list of safety projects addressing immediate and long-term needs.

Develop a roadmap to secure funding and implement the
recommended safety improvements.

The primary goals of PSAP are to:

The vicinity of the City of Pomona, highlighting its
City Limit, major roadways, freeway network, rail
lines, parks, and schools.
0 1 Mile
Schools
Parks
N
Vicinity Map

CHAPTER ONE INTRODUCTION
Leadership Commitment &
Goal Setting: Safety First
The City of Pomona is firmly committed to improving safety across its transportation network and aligning its efforts with statewide priorities established by the California Department of Transportation and national initiatives led by the Federal Highway Administration. Recognizing the urgent need to reduce traffic fatalities and serious injuries, the City has embraced a vision of significantly reducing, and ultimately striving to eliminate, transportation-related deaths and severe injuries on Pomona’s roadways.

Pomona’s adoption of the Safe System Approach reflects the City’s fundamental commitment to protecting the health, safety, and well-being of everyone who travels within the community. Whether residents are walking, bicycling, driving, or using transit, the City believes that every person deserves a safe and reliable transportation environment. By establishing clear and ambitious safety goals, Pomona is demonstrating strong leadership and a proactive approach to improving roadway safety for all users.

To move toward these goals, the City is implementing a comprehensive, datadriven strategy that addresses the many factors contributing to traffic collisions. This approach integrates infrastructure improvements that enhance roadway design, education initiatives that promote responsible road user behavior, and enforcement efforts that reinforce traffic safety laws. Together, these strategies create a coordinated and holistic framework designed to reduce crashes and protect the most vulnerable roadway users.

The City’s leadership remains fully committed to advancing this vision and dedicating the resources necessary to achieve measurable progress. Through ongoing data analysis, regular monitoring of safety outcomes, and continued collaboration with community stakeholders and partner agencies, Pomona will ensure that its transportation safety efforts remain focused, accountable, and effective. With sustained commitment and collective action, the City aims not only to improve safety locally but also to serve as a model for other communities across California working to reduce traffic fatalities and serious injury collisions.

It is unacceptable for people to be killed or severely injured while traveling along or across Pomona roadways. The city is committed to advancing with the ultimate goal of reducing traffic fatalities and severe injuries for all system users. Through a holistic and proactive approach as part of the PSAP, Pomona commits to reducing fatal and severe injury traffic collisions.

Guiding Principles
Through this coordinated and sustained effort, Pomona is laying the groundwork for a safer, more inclusive transportation system—one that prioritizes the well-being of all road users, regardless of how they travel. 9 10
13 15
12 17
11 14
16 The City will create safer transportation options for people to travel. Creating safer and more comfortable transportation options for pedestrians, cyclists, motorcyclists, and transit riders can enhance the appeal of these modes and help reduce reliance on driving. This is expected to reduce vehicle miles traveled within the City and lower the risk of fatal and severe injury collisions through the implementation of effective safety measures.

Street safety must be achieved equitably. This plan emphasizes data-driven engineering and education actions first, supported by equity and data-driven enforcement and in an effort to conduct equitable traffic enforcement consistent with Safe Streets and Roads for All program principles.

PSAP requires a holistic approach to land use and transportation to include policy analysis and changes at the local and regional levels.

The City will coordinate with Los Angeles County, neighboring jurisdictions, and regional agencies to ensure the City’s safety efforts complement broader regional Vision Zero initiatives and leverage shared resources and best practices.

The PSAP has been developed with input from stakeholders and the public. The City will collaborate with local jurisdictions to identify policies and measures that align with the safety visions of various cities.

The PSAP will be regularly updated based on emerging collision data, technological advances, community needs, and evaluation of implemented strategies to ensure continuous improvement and effectiveness in achieving Vision Zero goals.

The PSAP is both reactive to collision data and proactive to collision risk. Collision data reveals where the risk of fatal and severe injury collisions has manifested. A proactive collision risk assessment identifies and prioritizes those locations where risk exists, but collision experience has yet to materialize.

The PSAP will outline clear and measurable action items to guide implementation and track progress toward a safer transportation system.

The PSAP embraces the Safe Systems Approach methodology, recognizing that human error is inevitable and designing redundancy into the transportation system across safe roads, safe speeds, safe vehicles, safe road users, and post-crash care to prevent fatal and severe injuries. 1 2
3 6
4 5
7 8
To reduce all traffic-related fatalities and severe injuries, a commitment is required to make roads, vehicles, and traffic systems as safe as possible for all users.

The PSAP prioritizes the safety of pedestrians, cyclists, motorcyclists, transit users, and motor vehicle users and aims to create safe and accessible road systems for all.

The PSAP aims to create safe speeds that are appropriate for the road environment and that minimize the risk of collisions and their severity.

Traffic deaths and severe injuries are a preventable public health issue. The City will treat fatal and severe collisions as preventable and unacceptable incidents that can and must be addressed.

Create a culture of safety in Pomona that encourages responsible road behavior and promotes respect for all road users through education, and community engagement.

Safety is the highest priority, and human life is more important than speed, convenience, or property. Trade-offs will be evaluated and both proactive and reactive engineering decisions about street design will be made based on this value.

People make mistakes. The City will design its streets so that mistakes do not result in death or severe injury.

The City will not victim-blame but seek to understand and respond compassionately and objectively.

Slower streets are safer streets. Mobility is the safe and efficient movement of people and goods through a transportation system. The City will design, construct, and operate streets for slower speeds to eliminate all fatal and severe collisions, and protect our most vulnerable street users.

CHAPTER ONE INTRODUCTION
Vision & Goals

Background & Policies

CHAPTER TWO

City of Pomona:

Regional Plans:

Capital Improvements:

This chapter summarizes the planning documents, ongoing projects, and relevant studies reviewed supporting City of Pomona’s Safety Action Plan (PSAP). This memorandum aims to ensure that the vision, goals, and strategies outlined in the PSAP aligns with the city’s prior planning efforts, transportation projects, and non-infrastructure programs.

The goal of the PSAP is to improve roadway safety for all the users.

The key strategies of the PSAP will focus on the “Five E’s” framework:

Education, Enforcement, Engineering, Equity, and Emergency Medical Services (EMS). These elements are designed to address safety concerns comprehensively while ensuring consistency with the City’s broader longterm planning objectives. Documents were carefully analyzed to ensure the recommendations to be proposed in the PSAP complement City’s long-term goals, and initiatives.

The following documents and resources were reviewed:

1. City of Pomona General Plan | (2014)

2. Active Transportation Plan: Bicycle & Pedestrian Master Plan | (2012)
By aligning with these guiding documents and strategies, the PSAP provides a cohesive and actionable framework to enhance safety, advance equitable transportation solutions, and support the City’s broader development goals. Appendix A, located at the end of this memorandum, summarizes the relevant goals, policies, and projects from all reviewed documents and illustrate their alignment with the PSAP.

3. Downtown Pomona Specific Plan | (2020)

4. Pomona Corridors Specific Plan | (2020)

5. Metro Long-Range Transportation Plan | (2020)

6. Metro Public Transportation Agency Safety Plan | (2020)

7. Connect SoCal- Southern California Association | (2024)

8. Traffic Projects | (2025-2026)

CITY OF POMONA
GENERAL PLAN |
(2014)
ACTIVE TRANSPORTATION PLAN:

BICYCLE & PEDESTRIAN MASTER
PLAN | (2012)

DOWNTOWN

POMONA SPECIFIC
PLAN | (2020)
The City of Pomona 2014 General Plan Update presents a long-term vision for the city’s physical, economic, and environmental development. It integrates community input, historical context, and regional dynamics to guide future growth. The plan is structured around guiding themes such as diversity, economic prosperity, safety, and sustainability. It outlines strategic action areas, including Downtown revitalization, transit-oriented districts, activity centers, and corridors, aiming to enhance livability, connectivity, and economic vitality. The plan also emphasizes preserving neighborhood character, improving public spaces, and leveraging institutional assets like Cal Poly Pomona and the Fairplex.

The document includes detailed components on land use, mobility, conservation, community design, and safety. It proposes various implementation tools and programs, such as the Active Transportation Plan, Public Transportation Master Plan, and Intelligent Transportation Systems (ITS) Plan, to support multimodal connectivity and reduce reliance on single-occupancy vehicles. The plan also addresses environmental sustainability through a Green Plan and outlines goals for economic development, open space expansion, and infrastructure improvements. Overall, the General Plan serves as Pomona’s blueprint for achieving a prosperous, inclusive, and resilient future.

The Pomona Active Transportation Plan outlines a strategic framework to enhance bicycling and pedestrian infrastructure throughout the city. Developed by Fehr & Peers, the plan integrates a Bicycle Master Plan and a Pedestrian Master Plan, aiming to reduce traffic congestion, improve air quality, and promote healthier lifestyles. It includes detailed assessments of existing conditions, such as land use, transportation patterns, and collision data, and proposes a citywide network of bikeways and pedestrian paths. Public input played a key role in shaping the plan, with surveys and stakeholder meetings identifying priorities like safer routes to schools, improved bicycle parking, and better connectivity across major barriers like freeways and rail lines.

The plan proposes over 76 miles of new bikeway facilities, including Class I shared-use paths, Class II bike lanes, and Class III bike routes. It also recommends infrastructure improvements around schools, enhanced bicycle parking, and support programs for education, enforcement, and community engagement.

Funding strategies are outlined, leveraging federal, state, and local sources.

Design guidelines ensure facilities are safe and accessible for users of all ages and abilities. The plan emphasizes a holistic approach, combining physical infrastructure with policy changes and public outreach to create a more walkable and bikeable Pomona.

The Downtown Pomona Specific Plan is a comprehensive framework guiding the revitalization and development of Pomona’s historic downtown core.

Covering approximately 232 acres, the plan integrates land use, urban design, mobility, infrastructure, and economic development strategies to support a vibrant, pedestrian-oriented, transit-accessible, and culturally rich environment.

It aligns with the Pomona General Plan and other regional planning documents, emphasizing mixed-use development, historic preservation, arts and culture, and community engagement. The plan was updated in 2017 with support from Metro’s TOD Planning Grant to promote Transit-Oriented Development (TOD) and reconcile overlapping standards with the Pomona Corridors Specific Plan.

The document is organized into four chapters: Introduction, Private Realm, Public Realm, and Implementation. It outlines specific zoning districts (MU-CBD, MU-I, MU-HDR, R-MF), urban form standards, land use regulations, signage guidelines, and incentives for affordable artist housing and public open spaces. The Public Realm chapter focuses on multimodal transportation improvements, placemaking, and infrastructure upgrades. The Implementation chapter details strategies to attract investment, leverage Opportunity Zones, and utilize funding mechanisms like EIFDs and CRIAs. Overall, the plan aims to transform Downtown Pomona into a dynamic destination for residents, businesses, and visitors.

City of Pomona

CHAPTER TWO BACKGROUND & POLICIES

POMONA

CORRIDORS

SPECIFIC PLAN
| (2020)

METRO PUBLIC

TRANSPORTATION AGENCY
SAFETY PLAN | (2020)

METRO PUBLIC

TRANSPORTATION AGENCY
SAFETY PLAN | (2020)
The Pomona Corridors Specific Plan is a comprehensive urban planning framework designed to revitalize and guide development along four major corridors in Pomona: Garey Avenue, Holt Avenue, Mission Boulevard, and Foothill Boulevard. The plan is structured into three main components: Community Intent, which outlines the vision and objectives; Development Code, which provides regulatory standards for land use and design; and City Actions, which detail infrastructure investments and implementation strategies. The plan emphasizes transforming outdated strip commercial development into vibrant, mixed-use districts with improved aesthetics, economic vitality, and connectivity. It also integrates principles of sustainability, public safety, and community character while aligning with the City’s General Plan.

Transportation is a central theme throughout the plan, with a strong focus on multi-modal mobility, transit-oriented development, and complete streets. The plan promotes pedestrian- and bicycle-friendly environments, enhanced transit access, and strategic infrastructure improvements to support future growth. Key corridors are envisioned with eight discrete streetscape improvement types, transit stops, and connectivity to Metrolink stations. The plan also outlines phased capital improvements, including street redesigns, lighting upgrades, and landscaping enhancements, to support both public and private investment. Overall, the plan aims to create a cohesive, livable, and economically resilient urban fabric that supports diverse transportation options and community needs.

The 2020 Long Range Transportation Plan (LRTP) by LA Metro outlines a 30- year vision to transform mobility across Los Angeles County. It emphasizes four strategic priorities: Better Transit, Less Congestion, Complete Streets, and Access to Opportunity. The plan is built on extensive community engagement and aims to address challenges such as climate change, housing affordability, and traffic congestion. It proposes a multi-modal approach that integrates rail, bus, active transportation, and new mobility technologies, while promoting equity and sustainability. The LRTP is financially constrained, backed by $400 billion in projected funding from local, state, and federal sources, including Measures M and R.

The LRTP includes over 100 miles of new transit corridors, Express Lanes expansion, bike and pedestrian infrastructure, and Transit-Oriented Communities (TOC) development. It also introduces bold policies like congestion pricing, fare subsidies, and zero-emission fleet transitions. The plan identifies Equity Focus Communities (EFCs), including areas like Pomona, to prioritize investments where they are most needed. The LRTP is designed to be flexible and responsive, with a forthcoming Short Range Transportation Plan (SRTP) to guide near-term actions.

Ultimately, the LRTP aims to create a more connected, resilient, and inclusive transportation system for all residents of LA County.

The Metro Public Transportation Agency Safety Plan (PTASP) outlines Metro’s strategic framework for ensuring safety across its bus and rail systems, in compliance with 49 CFR Part 673 issued by the Federal Transit Administration (FTA). It establishes a Safety Management System (SMS) composed of four pillars:

Safety Management Policy, Safety Risk Management, Safety Assurance, and Safety Promotion. The plan integrates safety into all aspects of operations, from design and procurement to maintenance and emergency response. It includes performance targets such as zero fatalities, reduced injuries and safety events, and improved system reliability. Metro’s organizational structure, training programs, and inter-agency coordination are central to implementing and sustaining a robust safety culture.

The document also details Metro’s procedures for hazard identification, accident investigation, and corrective action planning. It includes comprehensive safety protocols for both rail and bus modes, supported by committees like the Fire/Life Safety Committee and Safety Certification Review Team. Emergency preparedness exercises, contractor safety requirements, and asset condition assessments are emphasized. The PTASP serves as a blueprint for continuous safety improvement, aligning with national safety goals and ensuring accountability at all organizational levels. While Metro operates countywide, including Pomona, the safety principles and programs outlined are applicable to all jurisdictions served by Metro.

Regional Plans

CHAPTER TWO BACKGROUND & POLICIES

CONNECT SOCALSOUTHERN

CALIFORNIA
ASSOCIATION | (2024)

STREET PROJECTS
| (2025-2026)
The Pomona Corridors Specific Plan is a comprehensive urban planning framework designed to revitalize and guide development along four major corridors in Pomona: Garey Avenue, Holt Avenue, Mission Boulevard, and Foothill Boulevard. The plan is structured into three main components: Community Intent, which outlines the vision and objectives; Development Code, which provides regulatory standards for land use and design; and City Actions, which detail infrastructure investments and implementation strategies. The plan emphasizes transforming outdated strip commercial development into vibrant, mixed-use districts with improved aesthetics, economic vitality, and connectivity. It also integrates principles of sustainability, public safety, and community character while aligning with the City’s General Plan.

Transportation is a central theme throughout the plan, with a strong focus on multi-modal mobility, transit-oriented development, and complete streets. The plan promotes pedestrian- and bicycle-friendly environments, enhanced transit access, and strategic infrastructure improvements to support future growth. Key corridors are envisioned with eight discrete streetscape improvement types, transit stops, and connectivity to Metrolink stations. The plan also outlines phased capital improvements, including street redesigns, lighting upgrades, and landscaping enhancements, to support both public and private investment. Overall, the plan aims to create a cohesive, livable, and economically resilient urban fabric that supports diverse transportation options and community needs.

The City of Pomona’s 2025–26 Capital Improvement Program outlines a comprehensive plan for infrastructure investments over a five-year horizon, with a strong emphasis on transportation and mobility enhancements. The CIP categorizes projects into funded, partially funded, and unfunded, with detailed financial allocations and timelines. Major transportation initiatives include corridor beautification, pedestrian and bicycle infrastructure, ADA accessibility upgrades, street rehabilitation and preservation, and highway improvements.

The document reflects a strategic prioritization of projects based on community needs, funding availability, and alignment with broader urban planning goals.

The CIP also highlights collaborative efforts with regional agencies such as Caltrans and SGVCOG, and leverages diverse funding sources including federal grants, local bonds, and voter-approved measures (e.g., Measure M, Measure R). Projects like the Holt Avenue Corridor Improvements and Pomona Multi-Neighborhood Pedestrian and Bicycle Improvements demonstrate a commitment to enhancing safety, accessibility, and sustainability. The document provides transparency in budgeting and planning, while identifying critical unfunded needs such as alley improvements and intersection upgrades, signaling areas for future investment.

Capital Improvements

CHAPTER TWO BACKGROUND & POLICIES

Data-Driven Process

CHAPTER THREE

The City of Pomona is committed to improving roadway safety through the development of a PSAP. The overarching goal of this initiative is to reduce and ultimately eliminate fatalities and severe injuries for all roadway users, including pedestrians, bicyclists, public transportation users, motorists, micro-mobility users, and commercial vehicle operators.

The PSAP adopts a data-driven approach to identify and prioritize safety projects, grounded in best practices, stakeholder engagement, and a focus on equity and environmental considerations. By analyzing historical collision data and identifying high-risk areas, the PSAP will recommend targeted safety improvements to create a safer, more accessible transportation network for all.

Collision data for the City of Pomona was obtained from the Transportation Injury Mapping System (TIMS) and the Pomona Police Department, with the police reports providing additional collision details. The dataset covers a five-year period from January 1, 2020, to December 31, 2024, along with the first quarter of 2025 (January 1–March 31, 2025). Both sources were combined, and duplicate records were removed, resulting in a comprehensive consolidated dataset that serves as the foundation for all subsequent safety analyses.

Collision data was analyzed using a combination of visual tools and spatial analysis techniques to identify citywide trends.

The key components of the study include:

Data Collection & Methodology
Data Sources
Collision Data & Methodology
Methodology
0 1 Mile
Fatal
Severe Injury
Schools
Visible Injury
Complaint of Pain
Parks
N
Collision Data
(Jan 2020- March 2025)
Categorizing collisions by severity (fatal, severe
injury, visible injury, and complaint of pain).

Identifying patterns related to collision type, primary violation factor, weather conditions, and lighting
conditions to better understand contributing factors.

Examining patterns by year, month, day of week, and
time of day.

Examining the age and gender of people involved
to highlight key demographic trends.

Assessing impacts on vulnerable road users
such as pedestrians, bicyclists, and motorcyclists,
alongside motor vehicle occupants, to guide
targeted safety measures.

Mapping collision locations using Geographic
Information System (GIS) tools to pinpoint highinjury intersections and corridors.

Severity Analysis
Temporal Trends
Road User Analysis Collision Characteristics Analysis
Spatial Distribution Analysis
Demographics Analysis
The map shows all injury collisions
within Pomona between January 2020
and March 2025.

CHAPTER THREE DATA-DRIVEN PROCESS

The California Office of Traffic Safety (OTS) produces annual collision rankings for all California jurisdictions, enabling cities to benchmark their statistics. The OTS Rankings were developed so that individual counties and cities could compare their city’s traffic safety statistics to those of other cities with similar-sized populations. Cities could use these comparisons to see what areas they may have problems in and which they were doing well in.

Rankings are also developed for each of the state’s 58 counties. The rankings are based on the Empirical Bayesian Ranking Method. This method uses population and daily vehicle miles traveled as well as collision records, collision trends and other weighing factors to arrive at a single ranking.

The results helped jurisdictions and OTS identify emerging or on-going traffic safety problem areas to help plan how to combat the problems and help with the possibility of facilitating grants. In recent years, media, researchers and the public have taken an interest in the OTS Rankings. It should be noted that OTS rankings are only indicators of potential problems; there are many factors that may either understate or overstate a city/county ranking that must be evaluated based on local circumstances.

The following OTS rankings are for City of Pomona for the year 2022. Note that City Rankings include all collisions, killed, and injured within city borders.

Office of Traffic Safety (OTS) Crash Rankings
0 1 Mile
N
KSI Collision Data
(Jan 2020- March 2025)
The map shows all KSI collisions within
Pomona between January 2020 and
March 2025.
out of the 61 cities
in group B with
population between
100,001 – 250,000
out of the 61 cities
in group B with
population between
100,001 – 250,000
out of the 61 cities
in group B with
population between
100,001 – 250,000
49th for drivers under
age 21 and 36th
highest for drivers
between ages 21-34.

FATAL & INJURY

COLLISIONS
10TH 11TH 17TH 38TH

PEDESTRIAN

COLLISIONS BICYCLE COLLISIONS

DRIVING UNDER THE

INFLUENCE (DUI) OF

DRUG OR ALCOHOL
A full list of all categories is posted on California OTS’s website . https://www.ots.ca.gov/media-and-research/crash-rankings-results/?wpv_view_count=1327&wpv-wpcf-year=2022&wpv-wpcf-city_ county=Pico+Rivera&wpv_filter_submit=Submit

CHAPTER THREE DATA-DRIVEN PROCESS
Fatal
Severe Injury
Schools
Parks

This analysis identifies key trends and safety challenges affecting all road users. The findings support data-driven decisionmaking and help guide the development of targeted strategies within PSAP.

In this five-year period from January 2020 to March 2025, the City of Pomona reported 3,408 traffic collisions within the city. The figure below illustrates the distribution of all 3,408 injury collisions based on severity. Among these 195 collisions accounted for approximately six percent of all killed or severely injured (KSI) collisions which includes 62 fatal (two percent) and 133 severely injured collisions (four percent). There were 1,094 visible injury collisions accounting for approximately 32 percent of the total injury collisions, and 2,119 collisions were classified under complaint of pain (62 percent).

Collision Analysis
Collisions by Severity
0 1 Mile
N
Collision Data
(Jan 2020- March 2025)
The map shows all injury collisions within
Pomona between January 2020 and
March 2025.

Complaint of
Pain, 2119, 62%
Severe Injury,
133, 4%
Visible Injury,
1094, 32%
Fatal, 62, 2%
Collision severity Roadway segment Intersections Total
Fatal 12 50 62
Severe Injury 31 102 133
Visible Injury 158 936 1,094
Complaint of Pain 234 1885 2,119
Total 435 2973 3,408
3,408
Injury
Collision

CHAPTER THREE DATA-DRIVEN PROCESS
Fatal
Fatal
Severe Injury
Severe Injury
Schools
Visible Injury
Visible Injury
Complaint of Pain
Complaint of Pain
Parks

This analysis identifies key trends and safety challenges affecting all road users. The findings support data-driven decision-making and help guide the development of targeted strategies within PSAP.

Overall Collision Analysis
39 25 29
53 37
12 559
628
700
615
743
163
The highest number of KSI collisions occurred in 2023 (53 collisions), while injury collisions peaked in 2024 (743 collisions).

YEARLY TREND
0 2020 2021 2020 2021 2024 Till March 2025
25 15 20 16 11 15 17 14 14 15 24 9
334
289
327
238
273
247
282 277
297 292 297
255
0 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
KSI collisions were highest in January (25 collisions) and November (24 collisions), whereas injury collisions peaked in January (334 collisions) followed by March (327 collisions).

MONTHLY TREND
25 24 28 30 32 22 34
457
493 517 492
559
476
414
0 Mon Tue Wed Thu Fri Sat Sun
KSI collisions were most frequent on Sunday (34 collisions) and Friday (32 collisions), while injury collisions peaked on Friday (559 collisions) and Wednesday (517 collisions).

DAY OF WEEK TRENDS

CHAPTER THREE DATA-DRIVEN PROCESS
Injury Collisions KSI
Injury Collisions KSI Injury Collisions KSI

0 12AM 1AM 2AM 3AM 4AM 5AM 6AM 7AM 8AM 9AM 10AM 11AM 12PM 1PM 2PM 3PM 4PM 5PM 6PM 7PM 8PM 9PM 10PM 11PM 7 7 8 3 4 7 4 2 3 2 5 2 3 4 9 8 11 12 15 16 18 25
10 10
107
63 64
39 38
70 81
114
143
132 131
148
192 191
217
270
207
247
218
186
175
126 122
112
KSI collisions peaked between 7:00 p.m. and 9:00 p.m., while injury collisions were most common between 3:00 p.m. and 5:00 p.m. Overall, most collisions occur during afternoon and early evening hours.

TIME OF DAY TRENDS
10%
16%
1%
31%
2%
41%
7% 4% 1%
10%
2%
76%
Bicycle
Bicycle
Others
Pedestrian Parked Motor
Vehicle
Truck
Other
Objects
Motorcycle
Fixed Object
Pedestrian
Other Motor
Vehicle
Car/Pickup Truck
Non-Collision
Passenger cars and pickup trucks accounted for 76 percent of injury collisions, followed by pedestrians (10 percent). Motorcycles and bicycles contributed smaller but notable shares. Pedestrians (31 percent) and motorcycles (16 percent) were involved in a higher proportion of KSI collisions than injury collisions.

Collisions between two or more motor vehicles were the most common, comprising 39 percent of KSI collisions and 66 percent of injury collisions.

ROAD USER INVOLVEMENT

MOTOR VEHICLE COLLISION INVOLVEMENT
0 32%
8%
15%
2%
0%
10%
2%
31%
1%
42%
9% 7%
1% 1%
21%
10% 10%
1%
0 0
Other Vehicle/
Pedestrian Broadside Head-On Rear End Sideswipe Not Stated Hit Object Overturned Broadside collisions were the most common, accounting for 32 percent of KSI collisions and 42 percent of injury collisions, followed by rear-end collisions 21 percent of injury collisions and vehicle/pedestrian collisions 31 percent of KSI collisions.

COLLISION TYPE
8%
15%
1%
39%
2% 4%
31%
6% 7%
1%
66%
1%
8% 10%

CHAPTER THREE DATA-DRIVEN PROCESS
Injury Collisions KSI
Injury Collisions KSI
Injury Collisions KSI Injury Collisions KSI

1%
61%
35%
3% 1%
35%
61%
3%
For KSI collisions, the leading violation factor was unsafe speed (23 percent), followed by improper turning (13 percent) and pedestrian violations (13 percent). Automobile right-of-way and traffic signal violations also contributed significantly. For injury collisions, the leading violation factors were automobile right-of-way violations (24 percent), followed by improper turning (18 percent) and unsafe speed (18 percent).

PRIMARY VIOLATION FACTORS
Automobile Right
of Way
Other than Driver
(or Pedestrian)
Other Improper
Driving
Pedestrian
Violation
Traffic Signals
and Signs Unsafe Speed Unsafe Starting or Backing
Wrong Side
of Road DUI Improper Passing Improper Turning Unknown
11%
9%
1%
13%
0% 1%
4%
13%
11%
23%
12%
2%
24%
8%
0%
18%
2% 1%
4% 4%
17%
3%
18%
1%
0 0 0
Intersection Roadway Dark - No Street Lights Dark - Street Lights Daylight Dusk - Dawn Most injury collisions occurred during daylight (61 percent of injury collisions), whereas dark conditions with streetlights accounted for 61 percent of KSI collisions and 35 percent of injury collisions.

LIGHTING CONDITIONS
78%
22%
87%
13%
Collisions predominantly occurred at intersections (78 percent of KSI collisions and 87 percent of injury collisions), with the remainder occurring along roadways.

LOCATION

CHAPTER THREE DATA-DRIVEN PROCESS
Injury Collisions KSI
Injury Collisions KSI Injury Collisions KSI

The age group that lead to the highest number of KSIs was unknown followed by 20-29 age group (17 percent), and by 30-39 age group (15 percent), highlighting that most collisions were caused by individuals aged 20 to 39 years.

AGE GROUP
0 0
Majority of the injury collisions and KSI collisions were caused by males accounting for 55 percent and 54 percent respectively.

GENDER
80 & Above
Female
Unknown
Unknown
Below 15 30-39 50-59 70-79
Male
15-19 20-29 40-49 60-69
The majority of collisions occurred during clear weather, representing 88 percent of KSI collisions and 89 percent of injury collisions.

WEATHER CONDITIONS
88%
7% 3% 1% 2%
89%
6% 3% 0% 2%
Clear Cloudy Raining Fog Not Stated
0%
6%
17%
15%
9%
13%
5%
2%
1%
32%
1%
6%
25%
18%
11% 10%
7%
3%
1%
18%
0 CHAPTER THREE DATA-DRIVEN PROCESS
Injury Collisions KSI Injury Collisions KSI
Injury Collisions KSI

This section of the analysis focuses specifically on pedestrian collisions. The following pages feature the series of graphs and charts for pedestrian injury collisions that illustrate trends across various factors, offering an overview of collision characteristics. A summary of key findings is provided below.

Pedestrian Collision Analysis
From January 2020 to March 2025, pedestrian collisions followed a consistent trend each year. The highest number of pedestrian collisions occurred in 2024, with 77 collisions reported.

YEARLY TREND
0 2020 2021 2020 2021 2024 Till March 2025
Injury Collisions Pedestrian Collisions
A majority of KSI collisions (89 percent) occurred at intersections. Only 11 percent of injury collisions took place along roadway segments.

Out of 3,408 injury collisions, 354 involved pedestrians, representing 10 percent of all injury collisions. These accounted for 6 percent of fatal collisions and 11 percent of severe injury collisions. Among the 354 pedestrian collisions, 22 were fatal, 39 resulted in severe injuries, 150 caused visible injuries, and 143 involved complaints of pain.

PEDESTRIAN COLLISION BY SEVERITY LOCATION TRENDS
Injury Collisions Pedestrian Collisions
Fatal Severe Injury Other Visible Injury Complaint of Pain 22 39 150 143 62 133
1094
2119
0 52 68 72 68 77
17 559
628
700
615
743
163
89%
11%
89%
11%
0 Intersection Roadway

CHAPTER THREE DATA-DRIVEN PROCESS
Injury Collisions KSI

0% 2% 0% 0% 0%
98%
1% 1% 1% 1% 1%
95%
Pedestrian violations were the leading cause, contributing to 43 percent of KSI collisions and 37 percent of injury collisions. Pedestrian right-of-way violations accounted for 13 percent of KSI collisions and 33 percent of injury collisions.

Unsafe speed was a contributing factor in seven percent of KSI collisions and six percent of injury collisions.

VIOLATION FACTORS
Pedestrian
Violation
Pedestrian Right
of Way
Automobile Right
of Way
Traffic Signals
and Signs Unsafe Speed Unsafe Starting or Backing Unknown DUI Improper Turning Other Improper Driving 0 0
Broadside Head-On Hit Object Rear End Sideswipe Vehicle/Pedestrian

COLLISION TYPE
Vehicle–pedestrian collisions were the most prevalent, representing 98 percent of KSI collisions and 95 percent of injury collisions. 30%
0%
7%
3%
0%
13%
43%
3%
0% 2%
6%
2%
6% 5%
3%
33%
37%
3% 2% 1%

CHAPTER THREE DATA-DRIVEN PROCESS
Injury Collisions KSI
Injury Collisions KSI

Fatal
Severe Injury
Schools
Parks
0 1 Mile 0 1 Mile
N N

PEDESTRIAN

KSI COLLISIONS

PEDESTRIAN

INJURY COLLISIONS
The map shows all pedestrian KSI
collisions within Pomona between
January 2020 and March 2025.

The map shows all pedestrian injury
collisions within Pomona between
January 2020 and March 2025.

CHAPTER THREE DATA-DRIVEN PROCESS
Fatal
Severe Injury
Schools
Visible Injury
Complaint of Pain
Parks

This section of the analysis focuses specifically on bicycle collisions.

The following pages feature the series of graphs and charts for bicycle injury collisions that illustrate trends across various factors, offering an overview of collision characteristics. A summary of key findings is provided below.

Bicycle Collision Analysis
From January 2020 to March 2025, bicycle collisions showed a gradual increase, rising from 30 collisions in 2020 to 62 collisions in 2024.

YEARLY TREND
0 2020 2021 2020 2021 2024 Till March 2025
Injury Collisions Bicycle Collisions
A majority of KSI collisions (68 percent) occurred at intersections. Nine percent of injury collisions occurred along roadway segments.

Out of 3,408 injury collisions, 225 involved bicycles, representing seven percent of all injury collisions. These accounted for four percent of fatal collisions and five percent of severe injury collisions. Among the 225 bicycle collisions, 8 were fatal, 11 resulted in severe injuries, 106 caused visible injuries, and 100 complaints of pain involved.

BICYCLE COLLISION BY SEVERITY LOCATION TRENDS
Injury Collisions Bicycle Collisions
Fatal Severe Injury Other Visible Injury Complaint of Pain 0 0
Intersection Roadway
8 11
106 100 62 133
1094
2119
30 32 46 48 62
7 559
628
700
615
743
163
68%
32%
91%
9%
68%
32%
91%
9%

CHAPTER THREE DATA-DRIVEN PROCESS
Injury Collisions KSI

Improper turning was the leading cause of KSI collisions, contributing to 21 percent of incidents. Automobile right-of-way violations were the primary factor in injury collisions, accounting for 32 percent. Other notable contributors included unsafe speed (16 percent of KSI collisions and four percent of injury collisions) and wrong side of road violations (11 percent of KSI collisions and 12 percent of injury collisions).

VIOLATION FACTORS
Pedestrian
Violation
Pedestrian Right
of Way
Automobile Right
of Way
Traffic Signals
and Signs Unknown DUI Unsafe Speed Wrong Side of Road Improper Turning Other Improper Driving 0 0
Injury Collisions KSI
Broadside Head-On Hit Object Other Rear End Sideswipe Vehicle/Pedestrian

COLLISION TYPE
Broadside collisions were the most common type, representing 68 percent of KSI collisions and 66 percent of injury collisions. Rear-end collisions accounted for 11 percent of KSI collisions and five percent of injury collisions. 68%
5% 5% 5%
11%
5%
0%
66%
4%
1%
10%
5%
12%
2%
26%
0%
16%
11%
21%
16%
0% 0%
11%
0%
3%
1%
4%
12%
19%
32%
6%
1%
21%
1%

CHAPTER THREE DATA-DRIVEN PROCESS
Injury Collisions KSI

0 1 Mile 0 1 Mile
N N

BICYCLE INJURY COLLISIONS BICYCLE KSI COLLISIONS
The map shows all bicycle KSI collisions
within Pomona between January 2020
and March 2025.

The map shows all bicycle injury
collisions within Pomona between
January 2020 and March 2025.

CHAPTER THREE DATA-DRIVEN PROCESS
Fatal
Severe Injury
Schools
Parks
Fatal
Severe Injury
Schools
Visible Injury
Complaint of Pain
Parks

20%
0%
80%
0%
56%
8%
34%
2% 0% 0%
40%
20%
0% 0% 0%
20%
0%
20%
2%
10%
27%
2%
17%
27%
5% 5% 3% 2%
0% 0% 0%
80%
20%
0%
5%
2% 2%
15%
2%
74%
Collision Trends On Foothill Boulevard (Caltrans Right-Of Way) Within The City
Vehicle–pedestrian collisions were the leading collision type, representing 57 percent of KSI collisions. Rear-end collisions and broadside collisions each accounted for 18 percent of injury collisions.

COLLISION TYPE
Injury Collisions KSI
Cars and pickup trucks accounted for 74 percent of injury collisions, followed by pedestrians (15 percent).

Motorcycles and bicycles contributed smaller but notable shares. Pedestrians (80 percent) and trucks (20 percent) were involved in a higher proportion of KSI collisions than injury collisions.

ROAD USER INVOLVEMENT
The majority of KSI collisions occurred on roadway
segments accounting for 60 percent. Intersections
reported to be having more numbers of injury
collisions accounting for 61 percent.

The highest number of KSI collisions occurred during
nighttime with streetlights present, representing 80
percent. Most injury collisions occurred during daylight hours, accounting for 56 percent.

LOCATION TRENDS LIGHTING CONDITIONS
0 0
Intersection Roadway

CHAPTER THREE DATA-DRIVEN PROCESS
Bicycle Motorcycle Car/Pickup Truck Pedestrian Truck Others 0 0
0 Unsafe speed was the main cause of KSI collisions, accounting for 40 percent. Automobile right-of-way violations and unsafe speed each accounted for 27 percent of injury collisions. Other notable contributors included improper passing and pedestrian violations (20 percent of KSI collisions each) and improper turning (17 percent of injury collisions).

VIOLATION FACTORS
0% 0% 0%
29%
0% 0% 0%
57%
14%
18%
2% 3%
27%
19% 18%
3%
8%
2%
Broadside Head-On Hit Object Other Overturned Rear End Sideswipe Vehicle/Pedestrian Not Stated Pedestrian
Violation
Pedestrian
Right of Way
Automobile
Right of Way
Traffic Signals
and Signs
Unsafe
Speed
Unknown DUI Improper
Turning
Improper
Passing
Other than
Driver
40%
61% 60%
39%
Daylight Dusk -
Dawn
Dark - Street
Lights
Dark - No
Street Lights
Injury Collisions KSI
Injury Collisions KSI Injury Collisions KSI Injury Collisions KSI

The next step in the analysis involved identifying the High Injury Network (HIN), which highlights the highest-risk intersections and roadway segments within the City of Pomona. To map areas with the greatest concentration of KSI and injury collisions, collision data was analyzed and spatially depicted using ArcGIS. Based on collision frequency and severity, a comprehensive list of high-injury corridors and intersections was developed. Additionally, focused corridors based on pedestrian and bicycle collisions were also identified.

HIGH INJURY CORRIDORS:

These corridors were then ranked using a priority points system based on proportional (percentage) weightage method. • Priority points were determined using the following parameters:
• Severity Index: A weighted value assigned to collisions based on severity - five for KSI (killed or seriously injured) collisions, three for visible injuries, and one for complaints of pain. • Number of KSI Collisions: Total count of killed or seriously injured collisions along each corridor. • Pedestrian and Bicycle KSI Collisions: Number of KSI collisions involving pedestrians and bicyclists. • Intersection KSI Collisions: Number of KSI collisions occurring at intersections along each corridor.

The detailed calculations are provided in Appendix D.

This approach ensures that corridors with higher concentrations of killed and severe collisions and vulnerable road user involvement are prioritized for safety planning efforts.

HIGH INJURY INTERSECTIONS:

High Injury Intersections are prioritized with the highest number of injury collisions.

PEDESTRIAN-BICYCLE FOCUSED CORRIDORS:

Pedestrian and Bicycle focused corridors are ranked based on the highest number of pedestrian and bicycle injury collisions that happened along each corridor.
*The High Injury Network serves as a data-driven foundation for prioritizing countermeasures and guiding future investments, ensuring that safety improvements are directed where they are most urgently needed.

High Injury Network
0 1 Mile
High Injury Corridors
N

HIGH INJURY CORRIDORS
The map shows all high injury corridors
within Pomona between January 2020
and March 2025.

CHAPTER THREE DATA-DRIVEN PROCESS
Schools
Parks
#

A Holt Ave: East City Limit to West City Limit 10 22 147 292 32 471 413 66 41 7.38 20.38 B Mission Blvd: Temple Ave to East City Limit 8 19 130 250 27 407 339 42 21 4.99 17.25 C Garey Ave: Riverside Dr to North City Limit 7 24 112 212 31 355 315 39 23 6.67 16.30 D Towne Ave: Riverside Dr to North City Limit 5 11 110 236 16 362 333 26 19 6.39 11.03 E White Ave: Rancho Valley Dr to North City Limit 2 9 39 84 11 134 121 12 7 4.15 6.37 F Indian Hill Blvd: Holt Ave to American Ave 7 2 29 72 9 110 96 16 8 1.11 5.21 G Reservoir St: Riverside Dr to Holt Ave 2 5 58 102 7 167 154 20 9 2.91 4.73 H Foothill Blvd: East City Limit to West City Limit 0 5 20 34 5 59 36 9 3 0.99 3.21 I San Antonio Ave: SR-60 to Towne Ave 3 3 36 80 6 122 112 11 4 4.26 3.20 J Arrow Hwy: La Verne Ave to East City Limit 3 2 24 45 5 74 70 6 6 2.03 2.83 K Hamilton Blvd: Lexington Ave to Orange Grove Ave 0 4 16 24 4 44 43 7 4 2.18 2.23 L Rio Rancho Rd: Phillips Ranch Rd to Garey Ave 0 2 29 49 2 80 71 7 6 1.60 2.17 M Fairplex Dr: Holt Ave to North City Limit 2 1 20 35 3 58 54 0 3 2.25 1.97 N Orange Grove Ave: Fairplex Dr to Bangor St 0 3 35 78 3 116 99 9 4 3.13 1.67 O La Verne Ave: Arrow Hwy to Mountain Ave 0 2 11 36 2 49 44 6 2 2.02 1.46 IDHIN CORRIDOR FATAL SEVERE INJURY VISIBLE INJURY COMPLAINT OF PAIN KSI COLLISIONS INJURY COLLISIONS COLLISIONS OCCURRED AT THE INTERSECTION PEDESTRIAN COLLISIONS BICYCLE COLLISIONS LENGTH (MILES) PRIORITY POINTS

HIGH INJURY

CORRIDORS
The table provides a list of high injury
corridors, based on assigned priority points
and ranked accordingly within City of Pomona.

CHAPTER THREE DATA-DRIVEN PROCESS

0 1 Mile
Schools
Parks
N

HIGH INJURY INTERSECTIONS
The map shows all high injury intersections within
Pomona between January 2020 and March 2025.

The map shows all high injury intersections within Pomona between January 2020 and March 2025. 1 S Reservoir St & E Mission Blvd 1 1 21 29 2 52
2 E Mission Blvd & S Towne Ave 0 4 13 30 4 47
3 E Holt Ave & N San Antonio Ave 0 2 9 30 2 41
4 E Bonita Ave & N Towne Ave 0 1 10 26 1 37
5 E Mission Blvd & S East End Ave 1 3 13 18 4 35
6 E Holt Ave & N Towne Ave 0 2 1 31 2 34
7 S Garey Ave & E Holt Ave 0 2 8 21 2 31
8 N Towne Ave & Arrow Hwy 0 1 10 19 1 30
9 W Holt Ave & N Hamilton Blvd 0 1 5 20 1 26
10 W Holt Ave & N Park Ave 0 0 10 16 0 26
11 N White Ave & W Orange Grove Ave 0 0 11 14 0 25
12 E Holt Ave & N Reservoir St 0 1 6 17 1 24
13 Indian Hill Blvd & San Bernardino Ave 0 0 8 16 0 24
14 E Mission Blvd & S San Antonio Ave 0 0 6 18 0 24
15 E Kingsley Ave & Indian Hill Blvd 1 1 6 15 2 23 RANK HIN INTERSECTIONS FATAL SEVERE INJURY VISIBLE INJURY COMPLAINT OF PAIN KSI COLLISIONS INJURY COLLISIONS

CHAPTER THREE DATA-DRIVEN PROCESS
# High Injury Intersections

0 1 Mile
Schools
Pedestrian Focused Corridors
Parks
N

PEDESTRIAN FOCUSED CORRIDORS
The map shows the focused corridors for
pedestrian collisions in City of Pomona.

A Holt Ave: East City Limit to West City Limit 5 9 29 23 14 66 B Mission Blvd: Temple Ave to East City Limit 6 7 18 11 13 42 C Garey Ave: Riverside Dr to North City Limit 2 5 16 16 7 39 D Towne Ave: Riverside Dr to North City Limit 5 0 13 8 5 26 E Reservoir St: Riverside Dr to Holt Ave 0 3 8 9 3 20 RANK FATAL SEVERE INJURY VISIBLE INJURY COMPLAINT OF PAIN KSI COLLISIONS INJURY COLLISIONS The table provides the list of focused corridors for pedestrian collisions in City of Pomona.

AA Holt Ave: East City Limit to West City Limit 0 1 21 19 1 41 BB Garey Ave: Riverside Dr to North City Limit 0 2 10 11 2 23 CC Mission Blvd: Temple Ave to East City Limit 1 1 10 9 2 21 DD Towne Ave: Riverside Dr to North City Limit 0 2 7 10 2 19 EE Reservoir St: Riverside Dr to Holt Ave 0 0 6 3 0 9
FF Indian Hill Blvd: Holt Ave to American Ave 3 0 2 3 3 8 HIN CORRIDOR FATAL SEVERE INJURY HIN CORRIDOR RANK VISIBLE INJURY COMPLAINT OF PAIN KSI COLLISIONS INJURY COLLISIONS The map shows the focused corridors for bicycle collisions in City of Pomona.

CHAPTER THREE DATA-DRIVEN PROCESS
#

0 1 Mile
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BICYCLE FOCUSED CORRIDORS
The map below shows the focused corridors
for bicycle collisions in City of Pomona.

Collision Profiles represent specific patterns and trends in traffic collisions that are identified through a comprehensive analysis of injury-related crashes within the City of Pomona. These profiles serve as a critical foundation for developing targeted safety strategies under the PSAP. By analyzing five years of collision data (January 2020–March 2025), the City has been able to pinpoint recurring types of collisions, violation factors, contributing behaviors, and location types that pose the highest risk to roadway users.

The purpose of developing collision profiles is to better understand the factors driving injury collisions and to enable datadriven decision-making. These profiles help in identifying the most effective safety measures and countermeasures that can be applied to reduce collisions and enhance public safety. Profiles may focus on location, types of collisions, road user behaviors, roadway features, and environmental conditions.

This chapter provides a summary of the top ten collision profiles identified in the City of Pomona based on an in-depth analysis of collision trends from January 2020 to March 2025. These profiles highlight the most common collision trends occurring across the City and serve as a foundation for targeted safety improvements.

For each collision profile, the chapter presents:

By identifying these patterns, the City can prioritize resources and develop tailored strategies to address the most critical safety challenges on its roadways. Outlined below are the identified collision profiles:

For each collision profile, the chapter presents:

1. Collisions occurred at Intersections,

2. Collisions around quarter mile of Schools,

3. Nighttime Collisions,

4. Collisions due to Automobile Right of Way,

5. Collisions due to Improper Turning,
Collision Profiles
A map illustrating the geographic
distribution of related collisions
The most common collision trends related to
particular collision profile (e.g., collision type,
violation category, location type, age group,
lighting, peak time for collisions)
The number of injury collisions,
including those resulting in KSI
The primary travel mode involved (e.g., cars,
pedestrians, cyclists, motorcycles)

6. Collisions due to Traffic Signals and Signs Violation,

7. Collisions due to Unsafe Speed,

8. Pedestrian Collisions,

9. Collisions due to Driving Under Influence of Drugs/Alcohol,

10. Bicycle Collisions.

CHAPTER THREE DATA-DRIVEN PROCESS
Schools
Bicycle Focused Corridors
Parks
#

Collision Profile 1
Address Collisions occurred at Intersections

INTERSECTIONS COLLISION
The figure shows the injury collisions that occurred
at intersections in City of Pomona.

Collisions occurred at Intersections
Injury Collisions 2973
KSI Collisions 152
Collision Trends
Broadside Collisions 1311 (44%)
Nighttime Collisions 1030 (35%)
Automobile right of way 726 (24%)
Mode
Bicycle 205 (7%)
Bus 11 (≈0%)
Motorcycle 118 (4%)
Others 9 (≈0%)
Passenger Car or Pickup Truck 2258 (76%)
Pedestrian 314 (11%)
Truck 58 (2%)

CHAPTER THREE DATA-DRIVEN PROCESS
0 1 Mile
N
Fatal
Severe Injury
Schools
Visible Injury
Complaint of Pain
Parks

Collision Profile 2
Address Collisions around Quarter Mile of Schools

COLLISION NEAR SCHOOL
The figure shows the injury collisions that occurred around quarter mile of schools in City of Pomona.

Collisions occurred at Intersections
Injury Collisions 1353
KSI Collisions 62
Collision Trends
Intersection Collisions 1212 (90%)
Broadside Collisions 559 (41%)
Nighttime Collisions 443 (33%)
Traffic Signals and Signs Violation 251 (19%)
Mode
Bicycle 103 (8%)
Bus 3 (≈0%)
Motorcycle 52 (4%)
Others 3 (≈0%)
Passenger Car or Pickup Truck 1032 (76%)
Pedestrian 139 (10%)
Truck 21 (2%)

CHAPTER THREE DATA-DRIVEN PROCESS
0 1 Mile
N
Fatal
Severe Injury
Schools
Visible Injury
Complaint of Pain
Parks

Collision Profile 3
Address Nighttime Collisions

NIGHTTIME COLLISION
The figure shows the injury collisions that occurred
during nighttime in City of Pomona.

Collisions occurred at Intersections
Injury Collisions 1204
KSI Collisions 121
Collision Trends
Intersection Collisions 1030 (86%)
Improper Turning Collisions 225 (19%)
Broadside Collisions 409 (34%)
Mode
Bicycle 62 (5%)
Bus 2 (≈0%)
Motorcycle 53 (5%)
Others 2 (≈0%)
Passenger Car or Pickup Truck 887 (74%)
Pedestrian 184 (15%)
Truck 14 (1%)

CHAPTER THREE DATA-DRIVEN PROCESS
0 1 Mile
N
Fatal
Severe Injury
Schools
Visible Injury
Complaint of Pain
Parks

Collision Profile 4
Address Automobile Right of Way Collisions

AUTOMOBILE RIGHT OF WAY COLLISION
The figure below shows the injury collisions that occurred due to automobile right of way in City of Pomona.

Collisions occurred at Intersections
Injury Collisions 823
KSI Collisions 21
Collision Trends
Intersection Collisions 726 (88%)
Broadside Collisions 619 (75%)
Nighttime Collisions 195 (24%)
Head on Collisions 129 (16%)
Mode
Bicycle 72 (9%)
Bus 3 (≈0%)
Motorcycle 47 (6%)
Others 2 (≈0%)
Passenger Car or Pickup Truck 677 (82%)
Pedestrian 10 (1%)
Truck 12 (2%)

CHAPTER THREE DATA-DRIVEN PROCESS
0 1 Mile
N
Fatal
Severe Injury
Schools
Visible Injury
Complaint of Pain
Parks

Collision Profile 5
Address Improper Turning Collisions

IMPROPER TURNING COLLISION
The figureshows the injury collisions that occurred due to improper turning in City of Pomona.

Collisions occurred at Intersections
Injury Collisions 616
KSI Collisions 26
Collision Trends
Nighttime Collisions 248 (40%)
Sideswipe Collisions 190 (31%)
Hit Object Collisions 130 (21%)
Broadside Collisions 115 (19%)
Mode
Bicycle 42 (7%)
Bus 4 (1%)
Motorcycle 31 (5%)
Others 2 (≈0%)
Passenger Car or Pickup 494 (80%)
Pedestrian 19 (3%)
Truck 24 (4%)

CHAPTER THREE DATA-DRIVEN PROCESS
0 1 Mile
N
Fatal
Severe Injury
Schools
Visible Injury
Complaint of Pain
Parks

Collision Profile 6
Address Traffic Signals and Signs Violation Collisions

TRAFFIC SIGNALS &

SIGN VIOLATION COLLISION
The figure shows the injury collisions that occurred due to traffic signals and signs violation in City of Pomona.

Collisions occurred at Intersections
Injury Collisions 595
KSI Collisions 21
Collision Trends
Intersections Collisions 592 (99%)
Broadside Collisions 470 (79%)
Nighttime Collisions 185 (31%)
Mode
Bicycle 48 (8%)
Motorcycle 11 (2%)
Others 4 (1%)
Passenger Car or Pickup Truck 515 (87%)
Pedestrian 12 (2%)
Truck 5 (1%)

CHAPTER THREE DATA-DRIVEN PROCESS
0 1 Mile
N
Fatal
Severe Injury
Schools
Visible Injury
Complaint of Pain
Parks

Collision Profile 7
Address Unsafe Speed Collisions

UNSAFE SPEED COLLISION
The figure shows the injury collisions that occurred due to unsafe speed in City of Pomona.

Collisions occurred at Intersections
Injury Collisions 590
KSI Collisions 23
Collision Trends
Intersections Collisions 505 (86%)
Rear end Collisions 470 (80%)
Nighttime Collisions 184 (31%)
Mode
Bicycle 8 (1%)
Bus 3 (1%)
Motorcycle 27 (5%)
Others 3 (1%)
Passenger Car or Pickup Truck 510 (85%)
Pedestrian 23 (4%)
Truck 16 (3%)

CHAPTER THREE DATA-DRIVEN PROCESS
0 1 Mile
N
Fatal
Severe Injury
Schools
Visible Injury
Complaint of Pain
Parks

Collision Profile 8
Address Pedestrian Collisions

PEDESTRIAN COLLISION
The figure shows the pedestrian injury collisions
that occurred in City of Pomona.

Collisions occurred at Intersections
Injury Collisions 354
KSI Collisions 61
Collision Trends
Intersection Collisions 314 (89%)
Nighttime Collisions 184 (52%)
Pedestrian Violation 130 (37%)
Pedestrian Right of Way 118 (33%)
Mode
Pedestrian 354 (100%)

CHAPTER THREE DATA-DRIVEN PROCESS
0 1 Mile
N
Fatal
Severe Injury
Schools
Parks
Visible Injury
Complaint of Pain

Collision Profile 9
Address Driving Under Influence of Drugs/Alcohol Collisions

DUI COLLISION
The figure shows the injury collisions that occurred due to driving under influence of drugs/alcohol in City of Pomona.

Collisions occurred at Intersections
Injury Collisions 590
KSI Collisions 23
Collision Trends
Nighttime Collisions 180 (69%)
Rear End Collisions 82 (32%)
Broadside Collisions 61 (23%)
Hit Object Collisions 43 (17%)
Mode
Bicycle 2 (1%)
Motorcycle 6 (2%)
Passenger Car or Pickup 241 (93%)
Pedestrian 8 (3%)
Truck 3 (1%)

CHAPTER THREE DATA-DRIVEN PROCESS
0 1 Mile
N
Fatal
Severe Injury
Schools
Visible Injury
Parks
Complaint of Pain

Collision Profile 10
Address Bicycle Collisions
Collisions occurred at Intersections
Injury Collisions 225
KSI Collisions 19
Collision Trends
Intersection Collisions 205 (91%)
Automobile Right of Way 72 (32%)
Nighttime Collisions 62 (28%)
Traffic Signal and Sign Violation 48 (21%)
Mode
Bicycle 225 (100%)

BIKE COLLISION
The figure shows the bicycle injury collisions that
occurred in City of Pomona.

CHAPTER THREE DATA-DRIVEN PROCESS
0 1 Mile
N
Fatal
Severe Injury
Schools
Visible Injury
Complaint of Pain
Parks

CHAPTER FOUR
Engagement & Collaboration

The City of Pomona implemented a comprehensive and inclusive engagement program that combined digital tools, inperson outreach, stakeholder collaboration, and data-driven analysis. Feedback gathered through these efforts directly informed the identification of priority safety issues, development of countermeasures, and selection of safety projects.

This robust engagement process ensured that the PSAP reflects community priorities and provides a strong, actionable roadmap for improving safety across Pomona’s transportation network. The engagement process was guided by the following goals and objectives:

In coordination with the City, the TJKM team conducted outreach and distributed PSAP information to a broad range of audiences, including community members, school staff and parents, law enforcement, health and social service organizations, community-based organizations (CBOs), faith-based organizations (FBOs), and other partner stakeholders.

Engagement efforts were intentionally designed to be diverse and inclusive, with a focus on reaching individuals and groups who have not traditionally participated in public safety initiatives.

Special emphasis was placed on connecting with vulnerable and underserved communities. PSAP materials were provided in both English and Spanish, and outreach strategies focused on meeting residents where they were, through schools, community groups, public events, canvassing efforts, and partnerships with CBOs and FBOs. Transparency was further supported by clearly communicating how community input would be incorporated into the Plan through the project website and supporting materials.

The City of Pomona is committed to reducing traffic-related fatalities and serious injuries through the development and implementation of its PSAP. The PSAP establishes a data-driven and community-informed framework to improve safety for all roadway users, including pedestrians, bicyclists, transit riders, and motorists.

Public involvement played a central role in shaping the PSAP to ensure that the Plan reflects community values, priorities, and lived experiences. The City led an inclusive and transparent engagement process to gather input from residents, stakeholders, and agency partners regarding traffic safety concerns, high-risk locations, and opportunities for improvement. This collaborative approach ensured that the PSAP is grounded in local needs and aligned with Pomona’s broader commitment to creating safer, more accessible streets for everyone.

The PSAP planning process began in June 2025 and included regular coordination meetings with City staff, stakeholders, workgroups, and community members. All meetings were open to the public to promote transparency and inclusivity.

To further expand participation, the City launched a project website and an interactive, map-based input platform that allowed residents to share traffic safety concerns at specific locations throughout the City.

Community engagement efforts provided valuable insight into issues related to safe travel conditions, multimodal access, and network connectivity across Pomona. These insights complemented field observations and collision data analyses Engagement & Collaboration
Community Engagement Approach
Engagement Goals & Objectives
Target Audience & Underserved Community
City of Pomona
• City Manager
• Community Development
• Administrative Services
• Fire Department
• Community Services
• Police Department
• City Engineering
• City Parks & Facilities
• Public Works and Utilities
Foothill Transit
City of La Verne
City of Montclair
CalPoly
SGV
Pomona Unified School District
Metro
conducted as part of the PSAP process, strengthening the understanding of local safety priorities. Multiple rounds of stakeholder and community outreach meetings were conducted between August 2025 and February 2026.

COMMUNITY STAKEHOLDERS
Support Pomona’s commitment to safer streets by reducing traffic fatalities and serious injuries through the PSAP.

Gather meaningful input from residents, stakeholders, and City staff to inform strategies that improve safety across all modes of transportation.

Incorporate community perspectives on local concerns, challenges, and opportunities into PSAP projects, programs, and policies.

Promote engagement opportunities through City newspapers, websites, flyers, email alerts, and social media.

Maintain an open, transparent, and collaborative process by communicating what was heard and demonstrating how public input informed the final Plan.
1 2
3 4
5 CHAPTER FOUR ENGAGEMENT & COLLABORATION

All engagement materials were developed in accordance with the City’s Style Guide to ensure consistent branding across public-facing platforms, outreach materials, and messaging. Unified branding was incorporated into community service announcements, the PSAP website, the Virtual Meeting Room (VMR), social media posts, and meeting notices.

Templates featured imagery of familiar local landmarks to strengthen community connection and recognition. Consistent branding helped residents easily identify PSAP-related materials and reinforced trust and continuity throughout the engagement process.

Key engagement activities included:

Public and Stakeholder E-Notifications: Notifications distributed by the City to inform residents and stakeholders of engagement opportunities.

Project Website: A dedicated PSAP website provided project information, collision data, updates, and engagement opportunities, including an interactive mapping tool for location-specific comments.

Social Media Outreach: Online platforms were used to promote events, share updates, and encourage ongoing participation.

Word-of-Mouth Promotion: City staff and stakeholders helped expand outreach through informal communication channels.

Community Meetings and Workshops: In-person and virtual meetings allowed residents, business owners, and agency representatives to share concerns and discuss safety priorities. Spanish-language materials and interpretation were provided.

PSAP Stakeholder Group: An interdisciplinary task force consisting of City staff, transportation professionals, law enforcement, mobility advocates, and community members provided ongoing input.

Interactive Map-Based Input Platform: Residents identified and described safety concerns using an online mapping tool hosted on the PSAP website.

Engagement efforts utilized a range of strategies to maximize accessibility and participation. Information was provided in English and Spanish, and simultaneous interpretation was available at in-person meetings.

A PSAP website hosted on the City’s website [Safety Action Plan | Pomona, CA] was developed to share PSAP information and aid with the production of social media content that drove event attendance and engagement. The city utilized the website in creation of a master social media calendar. The website was developed to share basic PSAP information, such as the overview, collision data, timeline, contact information, upcoming community meetings and pop-up locations. A link to the virtual meeting room was included to provide the public with direct access to more extensive PSAP updates and information.

Key sections include:
• Project Overview & Goals: Outlining objectives to create safer, more accessible streets for all roadway users by identifying strategies, policies, and projects that reduce fatalities and serious injuries. • Public Outreach and Participation Opportunities: Encouraging community engagement through surveys, pop-up events, comment forms, and stakeholder outreach, with an open invitation for feedback.

The PSAP engagement framework was built around three primary input sources: stakeholder engagement, community feedback, and collision data. By integrating insights from public outreach activities, workshops, online engagement tools, and a review of historic collision data, the City established a strong foundation for developing recommendations that directly address community-identified safety concerns.

Community feedback provided valuable insight into residents’ lived experiences, highlighted priority locations for improvement, and identified concerns not captured through collision records alone. Public input also helped validate and contextualize data-driven findings.

The engagement process aligned with the Safe System approach, addressing the following focus areas:

PSAP Branding Key Engagement Activities
Engagement Efforts

1. PSAP Website
Engagement with the Community
Encouraging safe and responsible behaviors among all roadway users while prioritizing the ability of all users to reach their destinations safely.

Designing roadway environments that mitigate human error and account for injury tolerances, particularly for the most vulnerable users.

Expanding access to vehicle technologies and features that help prevent crashes and reduce injury severity for occupants and non-occupants.

Promoting safe speeds through context-sensitive roadway design, appropriate speed limits, education, outreach, and enforcement.

Enhancing survivability by improving access to emergency medical care, supporting first responders, and reducing secondary crashes through effective incident management. 1 2
3 4
5 Safer People
Safer Roads
Safer Vehicles
Safer Speeds
Post-Crash Care

CHAPTER FOUR ENGAGEMENT & COLLABORATION

• Interactive Collision History Map (2020–2025): This interactive map shows reported collisions in Pomona between 2020 and 2025, allowing users to explore hotspots and collision severity.

One of the primary engagement tools featured on the website was an interactive map-based questionnaire platform (Maptionnaire), which allowed the public to identify specific areas of concern by dropping pins or drawing lines within the City’s boundaries. Participants could also include written descriptions of their safety concerns.

Public Engagement Highlights:
• Engagement Period: August 2025 – January 2026
• Website URL: https://app.maptionnaire.com/q/pomonaPSAP • Platform Features:
• Overview of the PSAP,
• Project area map,
• Questionnaire,
• Instructions for submitting input through the mapping platform.

The platform was promoted to residents, City staff, and key stakeholders through email notifications, social media posts, and outreach at public meetings.

Results from map input: Total Comments Received: 426
• Point-specific comments: 247 (58%)
• Line-based comments: 99 (23%)
• Comments received during in-person meetings: 80 (19%)

2. Interactive Map Input
• Mission Boulevard
• Indian Hill Boulevard
• Philadelphia Street
• Garey Avenue
• Towne Avenue
• Speeding
• Street Lightings
• School Zone Safety
• Bike Facilities
• Signal Upgrades

TOP MENTIONED STREETS

COMMONLY REPORTED SAFETY ISSUES
• Holt Avenue
• Reservoir Street
• Hamilton Boulevard
• Grand Avenue
• Red Light Violation
• Limited Visibility
• Pavement Conditions
• Pedestrian Safety
• People Driving Under Influence

CHAPTER FOUR ENGAGEMENT & COLLABORATION

PUBLIC COMMENTS ON TRAFFIC CONCERNS
Injury Collisions KSI
Between August 2025 and January 2026, the Community Engagement effort received input through the interactive map platform (Maptionnaire), with 236 commenters providing 426 comments. This collective feedback resulted in the identification of 556 traffic related concerns, demonstrating strong public participation and offering valuable insight into local mobility and safety issues. Of these 426 comments, 247 comments (58 percent) were point-specific, majorly located at intersections, 99 comments (23%) were line-based comments, identifying concerns along the roadway corridors, and 80 unique comments (19 percent). All these comments highlighted several safety issues. Primary issues are: unsafe speed, stop signs and traffic signals violation, roadway related such as poor pavement conditions, striping upgrades, pedestrian safety such as crosswalks, sidewalks and pedestrian involving collisions, Lightings such as inadequate street lighting.

Lighting Unsafe
Turn
Bike Lane
Improvements
Improvements
near School
Pedestrian
Safety
Roadway
Related
Stop Signs and
Traffic Signal
Violation
Unsafe
Speed
0 CHAPTER FOUR ENGAGEMENT & COLLABORATION

0 1 Mile
N
Feedback from Community 3. VIRTUAL MEETING ROOM
Before the pandemic, virtual engagement was already encouraged because it allowed agencies to reach a wider and more diverse group of participants. To expand accessibility and strengthen public involvement, the city was advised to use a Virtual Meeting Room (VMR) to complement PSAP’s in person meetings. The VMR provided an online space where community members could review project materials, share feedback, and participate at their convenience, helping the PSAP engage residents who might not have been able to attend in person.

CHAPTER FOUR ENGAGEMENT & COLLABORATION
Sparse
Line Comments
Point Comments Density
Dense

4. SOCIAL MEDIA PLATFORMS
Before the pandemic, virtual engagement was already encouraged because it allowed agencies to reach a wider and more diverse group of participants. To expand accessibility and strengthen public involvement, the city was advised to use a Virtual Meeting Room (VMR) to complement PSAP’s in person meetings. The VMR provided an online space where community members could review project materials, share feedback, and participate at their convenience, helping the PSAP engage residents who might not have been able to attend in person.

CHAPTER FOUR ENGAGEMENT & COLLABORATION

5. EVENT FLYERS 6. FACT SHEET
Flyers for community meetings and events were developed to promote the PSAP, invite stakeholders, and strengthen engagement efforts. Each flyer incorporated PSAP branding to enhance program recognition and increase public awareness.

The materials provided a brief and clear explanation of the purpose of the meeting or event, included venue details or virtual meeting links, and encouraged community participation and input.

A fact sheet was developed with PSAP branding to strengthen program recognition. The fact sheet included an overview of PSAP’s purpose and need, as well as its benefits and timeline. All approved fact sheets were uploaded to the PSAP webpage and the VMR and were updated throughout the engagement period to ensure that the most current PSAP information was available.

CHAPTER FOUR ENGAGEMENT & COLLABORATION

7. COMMUNITY SURVEY

COMMUNITY RESPONSES TO SURVEY COMMUNITY RESPONSES TO SAFETY PROJECTS Dislike Like Dislike Like
The community survey served as a vital instrument for assessing the need for safe and responsible driving behaviors, supporting safer travel for vulnerable roadway users, expanding access to vehicle technologies that help prevent crashes and reduce their severity, promoting appropriate travel speeds across all roadway environments, and strengthening overall survivability. It was essential for community stakeholders to consider each safety focus area in order to develop a comprehensive set of recommendations tailored to Pomona’s specific needs.

The survey was conducted in two phases: from August 2025 to October 2025, and from October 2025 to January 2026. During the first phase, community members shared their feedback on traffic concerns within Pomona and expressed their preferences regarding potential countermeasures. The second phase gathered public priorities for proposed safety projects to be implemented in the city. In total, 365 responses were received during the first phase of survey and 375 for second phase.

CHAPTER FOUR ENGAGEMENT & COLLABORATION

Survey 1 Survey 2

CHAPTER FOUR ENGAGEMENT & COLLABORATION
Collisions
injury collisions at
signalized intersections
injury collisions at
unsignalized intersections
KSI at unsignalized
intersections
KSI at signalized
intersections
0 1 Mile
Complaint of Pain
Fatal
Severe Injury
Complaint of Pain
Schools
Visible Injury
Parks
Collisions at signalized intersections occur at locations controlled by traffic signals, often resulting from driver decision errors, signal violations, or misjudgment of opposing traffic movements. These collisions are commonly associated with red-light running, improper turning movements, or failure to yield during signal changes. Contributing factors may include driver distraction, impatience during congestion, unclear signal visibility, or inadequate signal timing. 86 KSI Collisions (44 percent) out of the 195 and1,702 Injury Collisions (50 percent) out of the 3,408 occurred at signalized intersections.

SIGNAL UPGRADE/IMPROVEMENTS AT

SIGNALIZED INTERSECTIONS
• Signal Hardware Upgrade/Yellow
Retroreflective Backplates
• Install Left Turn Arrows
• Upgrade Signal Controller
Improvements:
30%
CRF
Collisions
Fatal
22 86 66 1,702 1,271
Collisions
Severe Injury
1,114 64
Collisions
Visible Injury
502
PROJECT – 1
KSI Collisions From January 1st, 2020 to March 25th, 2025 Injury Collisions 37 16
13 51
36 20
1 96
396
883
657
310
379
430
355
768
5 7
Broadside
Rear End
Unsafe Speed
Proceeding Straight
Making Left Turn
Making Right Turn
Automobile Right of Way
Traffic Signals and Signs
Collision Type
Violation Category
Mode
Nighttime Collisions
Lighting conditions
Movement Preceding
Collision of Vehicle at Fault
0 Others 5
0 Bus 6
1 Truck 33
27 Pedestrian 167
34 Passenger Car or Pickup 1,307
17 Motorcycle 70
7 Bicycle 114
Residents across Pomona have raised urgent concerns about traffic infrastructure, especially in pedestrian-heavy zones, school areas, and residential neighborhoods. Out of 138 comments received, 54 comments highlight the main issue of violating traffic signals and speeding through the intersection. These issues contribute to near-accidents, congestion, and elevated risks for pedestrians and drivers alike—highlighting the need for immediate upgrades to left turn signals, signal timings, signage, and road design.

COMMUNITY

SURVEY FEEDBACK

8. STAKEHOLDER GROUP & COMMUNITY MEETINGS
Community Meetings provided an opportunity to introduce PSAP to the community and stakeholders who shared a crosssection of viewpoints pertaining to safety. Language interpretation was available in Spanish at both in-person and virtual meetings.

The community meetings allowed the community and stakeholders to interact with City staff and the PSAP Team, in a casual and inviting setting to receive PSAP information and ask questions. The community meetings allowed the community and stakeholders to join the meeting at their convenience, receive information, submit comments, or ask questions, and walk away from the meeting with ample information on next steps, including staying connected with the PSAP, visiting the Maptionnaire, and how to submit comments or contacting the PSAP team.

Community Meetings held virtually via Zoom reflected the same format as the in-person as much as possible. This included an introductory presentation, followed by a Question & Answers (Q&A) segment with technical experts available to answer topic-related questions in real-time. Facilitators of the workshops encouraged open discussion between technical experts and attendees.

Stakeholder Group Meetings Dates Intersections Total
Stakeholder Group #1 - In-Person 8/28/2025 50 62
Stakeholder Group #2 - Virtual 9/17/2025 102 133
Stakeholder Group #3 - Virtual 12/3/2025 936 1,094
Community Meetings Dates
Community Meeting #1 (in-Person & Zoom)
Pomona City Hall 08/19/2025
Community Meeting #2 (In-Person)
Washington Park Community Center 09/16/2025
Community Meeting #3 (Virtual) 09/18/2025
Community Meeting #4 (In-Person)
Palomares Park Community Center 12/09/2025
Community Meeting #5 (In-Person)
Washington Park Community Center 12/11/2025

CHAPTER FOUR ENGAGEMENT & COLLABORATION

9. CITY STAFF OUTREACH MEETINGS 10. POP-UP EVENTS
City of Pomona staff conducted in person outreach meetings with local schools and community centers to raise awareness about the Safety Action Plan. During these meetings, staff explained the purpose of the plan, highlighted its importance for improving community safety, and encouraged participation and feedback from students, educators, and community members.

Direct interaction with the community created a more personable atmosphere and encouraged more dynamic engagement.

Spanish -bilingual staff attended these events, and all collateral materials provided was available in both English and Spanish.

Outreach Meetings Dates
Simons Middle, met with Assistant Principal
Marshall Middle, notified office manager
Roosevelt Elementary, emailed principal
08/27/2025
Madison Elementary met with principal 08/28/2025
Harrison Elementary met with principal 09/02/2025
Roosevelt school met with principal
Park West High met with principal
Harrison Elementary, met with PTA Group
09/04/2025
Washington Elementary met with principal 09/09/2025
Parks and Recreation Commission, verbal announcement by PW Director 09/18/2025 Washington Elementary, Meeting with principal 09/19/2025 School of Art and Enterprise, Meeting with the principal Pomona Catholic High School, met with school security 09/30/2025 Council Meeting, verbal announcement by City Manager 10/06/2025 Senior Lunch Program at Washington Community Center 10/08/2025 Senior Lunch Program at Palomares Community Center 10/14/2025 Fairplex Mitigation Fund Advisory Committee, verbal announcement by PW Director 10/15/2025 Pomona Unified School District, met with Superintendent Neighborhood meeting, 2000 block Virginia St 10/27/2025 District1 - quarterly community meeting, verbal announcement by PW Director 10/29/2025 Pomona Unified School District, presented at Parents Lead Meeting 11/12/2025 District 6 - Area Commander meeting 12/10/2025
Outreach Meetings Dates
National Night Out 8/5/2025
Pomona Children's Festival 2025 9/20/2025
Second Saturday Artwalk 10/11/2025
Pomona Youth Flag Football 10/16/2025
9th Annual Pomona 5k-10k 10/18/2025
Pomona Spooktacular Celebration 10/18/2025
Pomona Haunted House #1 10/24/2025
Pomona Haunted House #2 10/25/2025
Pomona American Little League 10/27/2025
Kindness Festival 11/1/2025
Holiday at the Plaza - The Christmas Parade 12/13/2025
Pomona Unified School District, presented at Parents Lead Meeting 11/12/2025 District 6 - Area Commander meeting 12/10/2025
City Council Meetings Dates
City Council Meeting #1 - In-Person 3/2/2026

CHAPTER FOUR ENGAGEMENT & COLLABORATION

11. CITY COUNCIL MEETING
The Pomona Safety Action Plan (PSAP) was formally introduced to the City Council as a comprehensive, data-driven initiative aimed at reducing severe and fatal traffic collisions citywide. Staff presented the Plan’s purpose, methodology, and alignment with regional and federal safety goals, emphasizing its role in advancing equitable, community-focused transportation improvements. As part of this agenda item, the City Council considered approval of the proposed projects identified for inclusion in the PSAP, with the option to direct staff to refine the project list prior to final adoption. Following the presentation, Councilmembers expressed strong overall support for the proposed safety projects and provided minor input related to priority corridors, community engagement, and coordination with ongoing City programs. This input was incorporated as minor refinements to the proposed project list, after which the Plan was be brought back for formal adoption.

SUMMARY OF ENGAGEMENT & COLLABORATION ACTIVITIES
Activity Description
Project
Website
Dedicated project website [https://www.pomonaca.gov/government/departments/public-works/safety-action-plan] containing an overview of the project, project area, and a map of collisions between January 2020 and March 2025.

Public
Map Input
Platform
As part of the project website, an online mapping platform [https://app.maptionnaire.com/q/pomonaPSAP] for public and stakeholders to report locations or roadways with known or potential safety issues was created. Responses were accepted to be included in the Safety Action Plan.

Stakeholder
Meetings
Stakeholder engagement meetings and activities started from August 2025 in rounds where the first one was held as an introductory meeting defining PSAP and explaining the process, second one with regarding the collision analysis findings, third one being on discussion basis where stakeholders providing input on prioritize strategies, and later providing input on the countermeasures and safety projects implementation and in the final meeting discussing about the grants and potential funding opportunities.

Stakeholder Meeting #1 - August 28, 2025
Stakeholder Meeting #2 - September 17, 2025
Stakeholder Meeting #3 - December 3, 2025
Community
Meetings
Community meetings were held in-person and virtually started in August. These community meetings were attended by residents, local business owners, representatives from agencies, and interest groups. The dates of those meetings are given below.

Community Meeting #1 - August 19, 2025 (In-person & Zoom) Pomona City Hall
Community Meeting #2 - September 16, 2025 (In-person)
Washington Park Community Center
Community Meeting #2 – September 17, 2025 (Virtual)
Community Meeting #3 - September 18, 2025 (Virtual)
Community Meeting #4 - December 9, 2025 (in-person)
Palomares Park Community Center
Community Meeting #5 - December 11, 2025 (in-person)
Washington Park Community Center
Community
Meetings
Outreach meetings carried out by staff members of the City of Pomona were carried out in person, especially with the Schools and Community Centers discussing the importance of the Safety Action Plan.

Aug 27, 2025 Simons Middle, met with assistant principal Aug 27, 2025 Marshall Middle, notified office manager
Aug 27, 2025 Roosevelt Elementary, emailed principal
Activity Description
Community
Meetings
Aug 28, 2025 Madison Elementary, met with principal
Sep 2, 2025 Harrison Elementary, met with principal
Sep 4, 2025 Roosevelt Elementary, met with principal
Sep 4, 2025 Park West High, met with principal
Sep 4, 2025 Harrison Elementary, met with PTA Group
Sep 9, 2025 Washington Elementary, met with principal
Sep 18, 2025 Parks and Recreation Commission, verbal announcement by PW Director Sep 19, 2025 Washington Elementary, Meeting with the Principal Sep 30, 2025 School of Art and Enterprise, Meeting with the Principal Sep 30, 2025 Pomona Catholic High School, met with school security Oct 6, 2025 Council Meeting, verbal announcement by City Manager Oct 8, 2025 Senior Lunch Program at Washington Community Center Oct 14, 2025 Senior Lunch Program at Palomares Community Center Oct 15, 2025 Fairplex Mitigation Fund Advisory Committee, verbal announcement by PW Director Oct 27, 2025 Pomona Unified School District, met with Superintendent Pop-up
Events
Pop-up events were held in order to engage with the community to share their traffic related concerns and vision for safer streets.

Aug 5, 2025 National Night Out - Event
Sep 20, 2025 Pomona Children’s Festival 2025 - Event
Oct 11, 2025 Second Saturday Artwalk
Oct 16, 2025 Flag Football
Oct 18, 2025 9th Annual Pomona 5k-10k
Oct 18, 2025 Pomona Police Department Spooktacular Celebration Oct 24, 2025 Pomona Haunted House #1
Oct 25, 2025 Pomona Haunted House #2
Oct 27, 2025 Pomona American Little League
Nov 11, 2025 Kindness Festival
Dec 14, 2025 Holiday at the Plaza
City Council
Meetings
The City of Pomona conducted this in person City Council Meeting to present and discuss the Pomona Safety Action Plan. This session serves as an opportunity to share progress, gather insights, and reaffirm our collective commitment to creating safer, more accessible streets for all.

City Council Meeting #1 – March 2, 2026

CHAPTER FOUR ENGAGEMENT & COLLABORATION

Safety Street Toolkit

CHAPTER FIVE

CHAPTER FIVE SAFETY STREET TOOLKIT
This Safe Street Toolkit summarizes the safety improvement countermeasures proposed as part of the Pomona CPSAP.

The countermeasures are drawn from proven strategies identified by Federal Highway Administration (FHWA). A comprehensive list of FHWA’s proven safety countermeasures is included in Appendix E.

The Safe Street Toolkit provides information on each countermeasure’s applicability to different collision types, expected Crash Reduction Factors (CRF), expected service life, and the opportunity for systemic implementation across the region. The countermeasure information is derived from research compiled in the FHWA’s Crash Modification Factor Clearinghouse and guidance in the FHWA’s Roadway Departure Safety, Intersection Safety, and Roadway Safety Information Analysis publications.

While all countermeasures included in this chapter are effective to increase traffic safety, not every measure listed is necessarily suitable for or recommended for immediate implementation in Pomona, Instead, this toolkit serves as a resource library. When safety improvements are needed, the City can select appropriate countermeasures based on specific location needs, community context, available resources, and implementation feasibility. Including a countermeasure in this toolkit does not constitute a particular recommendation for its use; instead, it provides City staff with a broad range of options to consider when addressing identified safety concerns.

While this toolkit focuses primarily on engineering countermeasures, additional strategies are included to encourage a comprehensive approach, incorporating Engineering, Enforcement, and Education. Common violation types like speeding, impaired driving, distracted driving, and failure to yield may warrant supplementing engineering treatments with targeted enforcement or educational campaigns. Coordination with law enforcement and community partners is recommended when applying countermeasures to address these violation types.

Unsignalized Intersections: These are countermeasures for intersections without a traffic signal, such as stop-controlled or uncontrolled intersections. Potential countermeasure examples include installing signals, roundabouts, improved signing/striping, etc.

Roadway Segments: This group’s countermeasures focus on improving safety along roadway sections between intersections. These countermeasures include treatments like rumble strips, lighting, guardrails, curve realignments, etc.

Additional Countermeasures: This category lists potential safety strategies such as educational campaigns or enforcement programs.striping, etc.

Signalized Intersections: This category includes countermeasures that can be applied at intersections controlled by traffic signals, such as signal timing adjustments, improved signage, markings, or geometric improvements.

The countermeasures are grouped into the following categories:

For each countermeasure, the toolkit provides:

The following toolkit entries provide information on the potential countermeasures and guidance on their applicability within Pomona.

TOOLKIT PURPOSE AND APPLICATION

NAVIGATING THE TOOLKIT

COMPREHENSIVE APPROACH

SAFE STREET TOOLKIT
Collision Types Addressed: This indicates what collision types the countermeasure is intended to mitigate, such as all collisions, pedestrian/bicycle (P&B) collisions, and nighttime collisions.

Expected Service Life: The anticipated number of years the countermeasure will be effective before requiring major rehabilitation or replacement, typically 10 or 20 years.

Collision Reduction Factor (CRF): Based on research studies, implementing this countermeasure can achieve the expected percentage reduction in collisions.

Systemic Approach Opportunity: There is potential for proactively implementing this countermeasure across the region using a systemic risk-based approach rather than just at individual high-collision locations. This has been ranked as a Very High, High, Medium, or Low opportunity.

Planning-Level Cost: It indicates the relative cost range for implementing the countermeasure at a planning level. Actual costs may vary based on location, design, materials, and construction requirements.

Includes the installation of new
streetlights, upgraded lighting fixtures,
or the enhancement of existing lighting
to improve visibility for all road users at
intersections. This may involve increasing
the number of luminaires, improving
lighting levels, or adjusting lighting
patterns to enhance visibility and safety
for all road users.

Includes New LED lighting, signal back
plates, retro-reflective tape outlining the
back plates, or visors to increase signal
visibility, larger signal heads, relocation
of the signal heads, or additional signal
heads.

Includes adding phases, lengthening
clearance intervals, eliminating or
restricting higher-risk movements,
and coordinating signals at multiple
locations.

ADD INTERSECTION LIGHTING
IMPROVE SIGNAL HARDWARE:

LENSES, BACK-PLATES WITH

RETROREFLECTIVE BORDERS,

MOUNTING, SIZE, AND NUMBER

IMPROVE SIGNAL TIMING
(COORDINATION, PHASES, RED,

YELLOW, OR OPERATION)
Crash Type: Night Crash Type: All Crash Type: All
40% 15% 15%
Medium Very High Very High
20 10 10

CRF CRF CRF

EXPECTED LIFE (YEARS)

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SIGNALIZED INTERSECTION COUNTERMEASURES
Corridors that have a history of
collisions involving emergency response
vehicles. The target of this strategy is
signalized intersections where normal
traffic operations impede emergency
vehicles and where traffic conditions
create a potential for conflicts between
emergency and nonemergency vehicles.

These conflicts could lead to almost any
type of crash, due to the potential for
erratic maneuvers of vehicles moving
out of the paths of emergency vehicles.

Intersections that do not currently have a
left turn lane or a related left-turn phase
that are experiencing a large number
of collisions. Many intersection safety
problems can be traced to difficulties in
accommodating left-turning vehicles,
in particular where there is currently
no accommodation for left turning
traffic. A key strategy for minimizing
collisions related to left-turning vehicles
(angle, rear-end, sideswipe) is to
provide exclusive left-turn lanes and the
appropriate signal phasing, particularly
on high-volume and high-speed majorroad approaches.

Left turns are widely recognized as the
highest-risk movements at signalized
intersections. Providing Protected leftturn phases for signalized intersections with existing left turn pockets
significantly improve the safety for leftturn maneuvers by removing the need for the drivers to navigate through gaps
in oncoming/opposing through vehicles.

INSTALL EMERGENCY VEHICLE

PRE-EMPTION SYSTEMS

INSTALL LEFT-TURN LANE AND/

OR ADD TURN PHASE (SIGNAL HAS

NO LEFT-TURN LANE OR PHASE

BEFORE)

PROVIDE PROTECTED LEFT TURN

PHASE (LEFT TURN LANE ALREADY

EXISTS)
Crash Type: Emergency Vehicle Crash Type: All Crash Type: All 70% 55% 30%
High Low High
10 20 20

CRF CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY
New lighting poles + foundations (typ.
2–4 poles) + trench/conduit/pull boxes:
$60,000–$120,000 per intersection
Retroreflective backplate only added to
existing head: $800 – $1,400 per head
Replace LED modules (R/Y/G) + add
retroreflective backplate: $1,200 –
$2,700 per head
Full head replacement (new housing,
LED modules, backplate, mounting
hardware, aiming): $2,300 – $5,000 per
head
Size upgrade 8” → 12” (new housing +
modules + backplate): $3,100 – $6,200
per head
Per intersection retiming (isolated):
$4,000 – $8,000 per intersection
Corridor coordination / synchronization
(multiple signals): $6,000 – $18,000
per signal
Add a left-turn lane/pocket (striping
only, no widening): $15,000 – $60,000
per approach
Add a left-turn lane/pocket ( with
bigger mast arms): $100,000 –
$250,000 per approach
Basic protected left (using existing
detection / minimal hardware):
$16,000 – $40,000 per approach
Typical protected left upgrade
(new left-turn heads + detection +
programming): $35,000 – $85,000
per approach
Complex approach (limited mastarm space, additional heads, cabinet I/O constraints, communication
issues, multiple iterations/night
work): $100,000 – $250,000 per
intersection
Typical intersection (3–4 approaches,
compatible cabinet): $16,000 – $45,000
per intersection

CHAPTER FIVE SAFETY STREET TOOLKIT

Converting a signal to a mast arm from a
pedestal-mounted base provides better
visibility of intersection signs and signals
that aid the drivers’ advance perception
of the upcoming intersection. Visibility
and clarity of the signal should be
improved without creating additional
confusion or distraction for drivers.

When drivers approach and traverse
through complex intersections, drivers
may be required to perform unusual
or unexpected maneuvers, so adding
raised pavement markings and striping
can guide motorists through complex
intersections safely.

Includes the installation of flashing
beacons (e.g., yellow beacons, LED
beacons) to alert drivers to an upcoming
signalized intersection or stop sign. This
provides drivers with increased visual
cues, allowing for earlier identification of
the upcoming intersection and improved
reaction time.

CONVERT SIGNAL TO MAST ARM
(FROM PEDESTAL-MOUNTED)

INSTALL RAISED PAVEMENT

MARKERS AND STRIPING

INSTALL FLASHING BEACONS AS

ADVANCE WARNING
Crash Type: All Crash Type: All Crash Type: All
CRF 30% 10% 30%
Medium Very High Medium
20 10 10

CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY
Improving pavement friction with High
Friction Surface Treatments can enhance
skid resistance at locations with high
frequencies of wet road collisions,
potentially addressing collisions caused
by a failure to stop.

Raised medians next to left turn lanes
at intersections offer a cost effective
means for reducing collisions and
improving operations at higher volume
intersections.

Signalized Intersections with high
pedestrian-generators nearby (e.g.
transit stops) may experience a high
volumes of pedestrians J-walking across
the travel lanes at mid-block locations
instead of walking to the intersection
and waiting to cross during the walkphase.

IMPROVE PAVEMENT FRICTION
(HIGH FRICTION SURFACE

TREATMENTS)

INSTALL RAISED MEDIAN ON

APPROACHES

INSTALL PEDESTRIAN MEDIAN

FENCING ON APPROACHES
Crash Type: All Crash Type: All Crash Type: P & B
55% 25% 35%
Low
10 20 20

CRF CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY
SYSTEMIC APPROACH Medium Medium OPPORTUNITY

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST
Single mast arm (pole + arm +
foundation + heads relocation + wiring
+ traffic control): $75,000 – $150,000
per mast arm
Striping-Lane lines / channelization
(refresh or new): $6,000 – $20,000 per
approach
Striping-Stop bars, arrows, legends (per
intersection): $6,000 – $10,000 per
intersection
Solar-powered flashing beacon:
$15,000 – $25,000 per location
Hardwired flashing beacon (new pole/
foundation, conduit, power/service):
$20,000 – $45,000 per location
Raised concrete/landscaped median
using curb & gutter (no major
widening): $250 – $400 per linear
foot Standard pedestrian median fence
(steel post & rail / picket, MUTCDcompliant): $120 – $300 per linear foot
$30 – $50 per square yard

CHAPTER FIVE SAFETY STREET TOOLKIT

Collisions related to turning maneuvers
include angle, rear-end, pedestrian, and
sideswipe (involving opposing left turns)
type collisions. If any of these crash types
are an issue at an intersection, restriction
or elimination of the turning maneuver
may be the best way to improve the
safety of the intersection.

Reduced left-turn conflict intersections
are geometric designs that alter how
left-turn movements occur in order to
simplify decisions and minimize the
potential for related collisions. Two
highly effective designs that rely on
U-turns to complete certain left-turn
movements are known as the restricted
crossing U-turn (RCUT) and the median
U-turn (MUT).

For signalized intersections that have a
significant crash problem, one alternative
to change the nature of the intersection
itself is to convert the intersection into
a roundabout. Roundabouts can also
be very effective at intersections with
complex geometry and intersections
with frequent left-turn movements.

CREATE DIRECTIONAL MEDIAN

OPENINGS TO ALLOW (AND

RESTRICT) LEFT-TURNS AND
U-TURNS (S.I.)

REDUCED LEFT-TURN CONFLICT

INTERSECTIONS

CONVERT INTERSECTION TO

ROUNDABOUT
Crash Type: All Crash Type: All Crash Type: All
CRF 50% 50% Varies
Medium Medium Low
20 20 20

CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY
Installing pedestrian countdown signal
heads at signalized pedestrian crossings
with walk/don’t walk indicators,
particularly at locations with a history of
pedestrian-vehicle collisions, provides
pedestrians with a countdown of
remaining crossing time, encouraging
safer and more timely crossing decisions.

Accessible pedestrian signals provide
information in alternative formats such
as verbal message, audible tones and
vibrating surfaces to communicate
information on the status of pedestrian
crossing (Walk, Flashing Don’t Walk,
or Don’t Walk) to people who are
visually impaired. Speech messages and
wayfinding tones aid in navigation to
the pedestrian push button and to the
far side of the street. Speech messages
also aid sighted pedestrians by alerting
them to the pedestrian signal indication
changing from Don’t Walk to Walk,
reducing instances of late crossings.

Messaging that includes street names
aids in wayfinding and orientation.

Signalized Intersections with no marked
crossing and pedestrian signal heads,
where pedestrians are known to be
crossing intersections that involve
significant turning movements. They
are especially important at intersections
with (1) multiphase traffic signals, such
as left-turn arrows and split phases,
(2) school crossings, and (3) doubleright or double-left turns. At signalized intersections, pedestrian crossings are
often safer when the left turns have
protected phases that do not overlap
the pedestrian walk phase.

INSTALL PEDESTRIAN COUNTDOWN

SIGNAL HEADS

ACCESSIBLE PEDESTRIAN SIGNAL
(APS) INSTALL PEDESTRIAN CROSSING
Crash Type: All Crash Type: P & B Crash Type: P & B
25% 45% 25%
High
20 15 20

CRF CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH
OPPORTUNITY Very High Very High

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST
Typical Directional Median Opening:
$200,000 – $350,000 per opening Typical RCUT (2 U-turn locations):
$400,000 – $850,000 per intersection
Mini-roundabout (tight urban, mostly
mountable center, minimal drainage/
ROW): $900,000 – $1.4M per
intersection
Two-lane roundabout (higher volumes
/ more geometry, bigger footprint):
$3.5M – $6.0M per intersection
APS retrofit (replace existing
pushbutton, reuse conduit/wiring):
$4,500 – $8,500 per location
APS where no pushbutton exists (new
conduit/wiring to controller): $12,000
– $22,000 per location
Basic marked crosswalk (high-visibility
ladder or continental): $2,500 –
$6,000 per crossing
Crosswalk with median refuge striping
/ curb markings (no concrete): $8,000
– $20,000 per crossing
Replace existing ped head with
countdown head (reuse wiring/conduit):
$1,500 – $2,500 per head
New ped head (new conduit/wiring on
pole): $5,000 – $7,500 per head

CHAPTER FIVE SAFETY STREET TOOLKIT

Pedestrian Scramble is a form of
pedestrian “WALK” phase at a signalized
intersection in which all vehicular traffic
is required to stop, allowing pedestrians/
bicyclists to safely cross through the
intersection in any direction, including
diagonally. Pedestrian Scramble may be
considered at signalized intersections
with very high pedestrian/bicycle
volumes, e.g. in an urban business
district.

Installing an advance stop bar before the
crosswalk at signalized intersections with
marked crossings, particularly where
significant bicycle and/or pedestrian
volumes are known to occur, helps to
improve driver compliance with the red
light and enhance pedestrian safety.

A designated, painted box at signalized
intersections that offers bicyclists a multistage process to safely and more visibly make a left turn across an intersection
from a bike lane.

PEDESTRIAN SCRAMBLE INSTALL ADVANCE STOP BAR

BEFORE CROSSWALK BICYCLE TURN BOX
Crash Type: P & B Crash Type: P & B
CRF 40%
High Very High
20 CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY
15% 15%
10 10
Very High
Crash Type: P & B
Addition of LPI gives pedestrians the
opportunity to enter an intersection
3-7 seconds before vehicles are given
a green indication; only minor signal
timing alteration is required.

MODIFY SIGNAL PHASING

TO IMPLEMENT A LEADING

PEDESTRIAN INTERVAL (LPI)
Crash Type: P & B
60%
10 CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH
OPPORTUNITY Very High

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST PLANNING LEVEL COST
Addition of Pedestrian signal heads,
Signal Timing Update and Crossing
Installation: $15,000 – $40,000 per
intersection
Advance stop bar only: $800 – $2,200
per intersection
Standard bike box: $3,000 – $8,000
per approach
With signing: $4,500 – $12,000 per
approach
Timing-only LPI: $4,000 – $60,000 per
intersection
Typical LPI (timing + minor hardware):
$7,000 – $18,000 per intersection
A bulb-out (curb extension) is a traffic
calming measure where the sidewalk
is extended into the parking lane at
intersections or mid-block crossings to
reduce pedestrian crossing distance.

It improves pedestrian visibility, slows
turning vehicles, and enhances overall
intersection safety.

Installing traffic signals at unsignalized
intersections or locations with high traffic
volumes and complex movements can
improve traffic flow, reduce congestion,
and enhance safety for all road users.

BULB OUTS / CURB EXTENSION INSTALL SIGNALS
Crash Type: P & B Crash Type: All
20% 30%
Low
15 20

CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

PLANNING LEVEL COST

PLANNING LEVEL COST
Advance stop bar only: $1500 –
$3,000 per location
Typical new full signal that includes:
poles/mast arms or span wire,
controller cabinet, heads, detection,
signing/striping, concrete foundations,
conduit/trenching/pull boxes,
traffic control, energization/testing:
$850,000 – $1.6M per intersection
Very High

CHAPTER FIVE SAFETY STREET TOOLKIT

Intersections that have a high frequency
of right-angle and left-turn type
collisions. Whether such intersections
have existing crash patterns or not, a
roundabout provides an alternative
to signalization. The primary target
locations for roundabouts should
be moderate-volume unsignalized
intersections.

Installing/upgrading larger or additional
stop signs or other intersection
warning/regulatory signs at or prior to
intersections will enhance the ability
of approaching drivers to perceive
them, improving driver awareness and
reducing the risk of collisions.

Upgrading intersection pavement
markings, which typically includes the
addition of “Stop Ahead” markings,
centerlines, and stop bars, can improve
driver guidance, reduce confusion, and
enhance overall safety at the intersection.

CONVERT INTERSECTION
TO ROUNDABOUT OR MINIROUNDABOUT

INSTALL/UPGRADE LARGER OR

ADDITIONAL STOP SIGNS OR

OTHER INTERSECTION WARNING/

REGULATORY SIGNS

UPGRADE INTERSECTION

PAVEMENT MARKINGS
Crash Type: All Crash Type: All
CRF
Low Very High
20 CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY
15% 25%
10 10
Very High
Crash Type: All
Varies
Flashing beacons can reinforce driver
awareness of the Non-Signalized
intersection control and can help mitigate
patterns of right-angle collisions related
to stop sign violations. Post-mounted
advanced flashing beacons or overhead
flashing beacons can be used at stopcontrolled intersections to supplement and call driver attention to stop signs.

Installing flashing beacons as advance
warning, such as yellow beacons, to call
drivers’ attention to intersection control
signs, provides increased visual cues and
improves driver awareness of upcoming
intersections.

Transverse rumble strips are installed
in the travel lane for the purposes
of providing an auditory and tactile
sensation for each motorist approaching
the intersection.

INSTALL FLASHING BEACONS AT

STOP-CONTROLLED INTERSECTIONS

INSTALL FLASHING BEACONS AS

ADVANCE WARNING

INSTALL TRANSVERSE RUMBLE

STRIPS ON APPROACHES
Crash Type: All Crash Type: All Crash Type: All
15% 30% 20%
10 10 10

CRF CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH
OPPORTUNITY High High High

NON-SIGNALIZED INTERSECTION COUNTERMEASURES

PLANNING LEVEL COST

PLANNING LEVEL COST PLANNING LEVEL COST
PLANNING LEVEL COST Mini-roundabout (tight urban, mostly mountable center, minimal drainage/
ROW): $900,000 – $1.4M per
intersection
Two-lane roundabout (higher volumes
/ more geometry, bigger footprint):
$3.5M – $6.0M per intersection
Existing Signs Removal/New Sign
Installation $3,000 – $6,000 per
intersection
Basic refresh: $6,000 – $10,000 per
intersection
Solar-powered flashing beacon: $15,000
– $25,000 per location
Hardwired flashing beacon (new pole/
foundation, conduit, power/service):
$20,000 – $45,000 per location

PLANNING LEVEL COST

PLANNING LEVEL COST
Solar Powered Flashing Beacon:
$15,000-$25,000
Hardwired: $20,000-$45,000
Transverse Rumble Stripe: $3,500 –
$8,000 per approach

CHAPTER FIVE SAFETY STREET TOOLKIT

Unsignalized intersections with restricted
sight distance and patterns of collisions
related to lack of sight distance where
sight distance can be improved by
clearing roadside obstructions without
major reconstruction of the roadway.

IMPROVE SIGHT DISTANCE TO

INTERSECTION (CLEAR SIGHT

TRIANGLES)
Crash Type: All
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
10 The installation of a splitter island allows
for the addition of a stop sign in the
median to make the intersection more
conspicuous.

Many collisions at unsignalized
intersections are related to rightturn maneuvers. A key strategy for minimizing such collisions is to provide
exclusive right-turn lanes, particularly
on high-volume and high-speed majorroad approaches. When considering new right-turn lanes, potential impacts
to non-motorized users should be
considered and mitigated as appropriate.

INSTALL SPLITTER-ISLANDS ON THE

MINOR ROAD APPROACHES INSTALL RIGHT-TURN LANE
Crash Type: All Crash Type: All
55% 40% 20%
Low
20 20
CRF

EXPECTED LIFE (YEARS)
SYSTEMIC APPROACH Medium OPPORTUNITY
Medium
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
Intersections that have a long pedestrian
crossing distance, a higher number
of pedestrians, or a crash history
may benefit from the installation of
raised medians/ refuge islands. Raised
medians/refuge islands decrease the
level of exposure for pedestrians and
allow pedestrians to concentrate on (or
cross) only one direction of traffic at a
time.

Installing pedestrian crossings at
uncontrolled locations where pedestrians
are known to cross intersections
involving significant vehicular traffic,
particularly at school crossings and
intersections with right and/or left-turn
pockets, improves pedestrian safety by
providing designated crossing areas and
enhancing driver awareness.

Many collisions at unsignalized
intersections are related to left-turn
maneuvers. A key strategy for minimizing
such collisions is to provide exclusive
left-turn lanes, particularly on highvolume and high-speed major-road approaches. When considering new
left-turn lanes, potential impacts to nonmotorized users should be considered and mitigated as appropriate.

INSTALL RAISED MEDIANS / REFUGE

ISLANDS

INSTALL PEDESTRIAN CROSSING AT

UNCONTROLLED LOCATIONS

INSTALL LEFT-TURN LANE (WHERE

NO LEFT-TURN LANE EXISTS)
Crash Type: All Crash Type: P & B Crash Type: P & B
35% 45% 25%
Low High
20 20 10

CRF CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH
OPPORTUNITY Medium

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST PLANNING LEVEL COST
Vegetation / parking control only:
$2,000 – $7,000 per corner
Minor civil: $12,000 – $55,000 per
corner
Short raised island: $20,000 – $30,000
per approach
Restripe only: $10,000 – $30,000 per
approach
With Minor widening: $150,000 –
$450,000 per approach
Striped Left Turn Pocket: $5,000-$7,500
per approach

PLANNING LEVEL COST PLANNING LEVEL COST
$15,000-$25,000 per refugee island Crosswalk Striping and Signage:
$5000-$7500
Crosswalk Striping, sidewalk and curb
ramp improvements and Signage:
$2,500-$40,000

CHAPTER FIVE SAFETY STREET TOOLKIT

Unsignalized intersections with restricted
sight distance and patterns of collisions
related to lack of sight distance where
sight distance can be improved by
clearing roadside obstructions without
major reconstruction of the roadway.

INSTALL/UPGRADE PEDESTRIAN

CROSSING AT UNCONTROLLED

LOCATIONS (WITH ENHANCED

SAFETY FEATURES)
Crash Type: P & B
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
10 Rectangular Rapid Flashing Beacon
(RRFB) includes pedestrian-activated
flashing lights and additional signage
that enhance the visibility of marked
crosswalks and alert motorists to
pedestrian crossings. It uses an irregular
flash pattern that is similar to emergency
flashers on police vehicles. RRFBs are
installed at unsignalized intersections
and mid-block pedestrian crossings.

Intersections noted as having a history
of pedestrian vs. vehicle collisions and
in areas where the likelihood of the
pedestrian presence is high. Corridors
should also be assessed to determine if
there are adequate safe opportunities
for non-motorists to cross and if a
pedestrian signal, or a Pedestrian Hybrid
Beacon (PHB) (also called High-Intensity
Activated crossWalK beacon (HAWK))
are needed to provide an active warning
to motorists when a pedestrian is in the
crosswalk.

INSTALL RECTANGULAR RAPID

FLASHING BEACON (RRFB)

INSTALL PEDESTRIAN SIGNAL
(INCLUDING PEDESTRIAN HYBRID

BEACON (HAWK))
Crash Type: P & B Crash Type: P & B
60% 35% 55%
Low
20 CRF

EXPECTED LIFE (YEARS)
SYSTEMIC APPROACH Very High Medium OPPORTUNITY
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
20 Removing or relocating fixed objects
outside of the Clear Recovery Zone, such
as utility poles, drainage structures, trees,
and other fixed objects, from locations or
roadway segments prone to collisions,
including the outside of curves, end of
lane drops, and within traffic islands, can
significantly reduce the severity of runoff-road collisions. Where public rightof-way is limited, steps should be taken to request assistance from property
owners, as appropriate.

Areas where crash history indicates
drivers are unintentionally crossing
the median and the cross-overs are
resulting in high severity collisions.

The installation of median barriers can
increase the number of PDO and nonsevere injuries. The net result in safety from this countermeasure is connected
more to reducing the severity of
collisions not the number of collisions.

REMOVE OR RELOCATE FIXED

OBJECTS OUTSIDE OF CLEAR

RECOVERY ZONE

INSTALL MEDIAN BARRIER
Crash Type: All Crash Type: All
35% 25%
High
20 20 20

CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH
OPPORTUNITY Medium

ROADWAY SEGMENT COUNTERMEASURES
Unsignalized intersection locations that
have a crash history and have no controls
on the major roadway approaches.

However, all-way stop control is suitable
only at intersections with moderate
and relatively balanced volume levels
on the intersection approaches. Under
other conditions, the use of all-way stop
control may create unnecessary delays
and aggressive driver behavior.

CONVERT TO ALL-WAY STOP
CONTROL (FROM 2-WAY OR YIELD

CONTROL)
Crash Type: All
50%
10 CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH
OPPORTUNITY High

PLANNING LEVEL COST
Standard all-way STOP conversion:
$8,000 – $25,000 per intersection

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST
$15,000 -$40,000 Per Location
2 solar powered RRFB assemblies (one
per side) = 25,000 to 40,000. 2 hard
wired RRFB assemblies (one per side) =
35,000 to 60,000. Enhanced RRFB with
Mast arm poles for wider roads, 150,000
to 250,000
Typical PHB / HAWK: $300,000 –
$500,000 per location

PLANNING LEVEL COST

PLANNING LEVEL COST
Simple removal: $2,000 – $7,000 per
object
Relocation (minor): $6,000 – $20,000
per object
$150,000 - $250,000 per mile

CHAPTER FIVE SAFETY STREET TOOLKIT

Guardrail is installed to reduce the
severity of lane departure collisions.

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

INSTALL GUARDRAIL
Crash Type: All
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

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

Roadways experiencing frequent lane
departure collisions that result in rollover type collisions as a result of the roadway slope being so severe as to not
accommodate a reasonable degree of
driver correction. When there is a need
to reduce the severity of lane departure
collisions without installing a barrier
system that could result in increased
numbers of collisions.

INSTALL IMPACT ATTENUATORS FLATTEN SIDE SLOPES
Crash Type: All Crash Type: All
25% 25% 30%
20 CRF

EXPECTED LIFE (YEARS)
SYSTEMIC APPROACH High High OPPORTUNITY Medium
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
10 Areas experiencing head-on collisions
that may be affected by both the number
of vehicles that cross the centerline and
by the speed of oncoming vehicles.

Installing a raised median is a more
restrictive approach in that it represents
a more rigid barrier between opposing
traffic.

Areas experiencing head-on collisions
that may be affected by both the number
of vehicles that cross the centerline and
by the speed of oncoming vehicles.

Roadways with oversized lanes offer an
opportunity to restripe the roadway to
reduce the lanes to standard widths and
use the extra width for the median.

Locations where high number of
collisions originate as a lane departure
and result in collision with guardrail or
a fixed object located on the side slope
shielded by guardrail. The guardrail may
or may not meet current standards. Even
though guardrails are generally installed
to reduce the severity of departure
collisions, they still can result in severe
collisions in some locations.

INSTALL RAISED MEDIAN INSTALL MEDIAN (FLUSH) FLATTEN SIDE SLOPES AND

REMOVE GUARDRAIL
Crash Type: All Crash Type: All Crash Type: All
40% 25% 15%
20 20 20

CRF CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH
OPPORTUNITY Medium Medium Medium

PLANNING LEVEL COST
$120 – $300 per linear foot PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST
Standard W-beam / MGS: $60 – $150
per linear foot
End treatments: $4,500 – $12,000 per
end
End treatments: $4,500 – $12,000 per
end
Minor regrading: $60 – $120 per
linear foot
Moderate regrading: $120 – $240 per
linear foot
With drainage work: $220 – $500 per
linear foot

PLANNING LEVEL COST PLANNING LEVEL COST
$1M – 1.5M per mile Striped Median: $25 – $40 per linear foot

CHAPTER FIVE SAFETY STREET TOOLKIT

Areas proven to have collisions that are
the result of drivers not being able to turn
onto a high speed roadway to accelerate
until the desired roadway speed is
reached and areas that do not provide
the opportunity to safety decelerate to
negotiate a turning movement.

INSTALL ACCELERATION/

DECELERATION LANES
Crash Type: All
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
20 Horizontal curves or tangents and low
speed or high speed roadways identified
as having lane departure collisions,
sideswipe or head-on collisions that can
be attributed to an existing pavement
width less than 10 feet.

Roadways having a high frequency
of drivers being rear-ended while
attempting to make a left turn across
oncoming traffic. Also can be effective
for drivers crossing the centerline
of an undivided multilane roadway
inadvertently.

WIDEN LANE (INITIALLY LESS THAN
10 FEET) ADD TWO-WAY LEFT-TURN LANE
Crash Type: All Crash Type: All
25% 25% 30%
20 CRF

EXPECTED LIFE (YEARS)
SYSTEMIC APPROACH Low Medium OPPORTUNITY Medium
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
20 Roadways that have a frequent incidence
of vehicles leaving the travel lane
resulting in an unsuccessful attempt to
reenter the roadway. The probability of
a safe recovery is increased if an errant
vehicle is provided with an increased
paved area in which to initiate such a
recovery.

Roadway curves noted as having
frequent lane departure collisions due to
inadequate or no shoulders, resulting in
an unsuccessful attempt to reenter the
roadway.

Areas noted as having a higher frequency
of head-on, left-turn, and rear-end
collisions with traffic volumes that can
be handled by only 2 free flowing lanes.

Using this strategy in locations with
traffic volumes that are too high could
result in diversion of traffic to routes less
safe than the original four-lane design.

WIDEN SHOULDER CURVE SHOULDER WIDENING
(OUTSIDE ONLY)

ROAD DIET (REDUCE TRAVEL LANES

AND ADD A TWO WAY LEFT-TURN

AND BIKE LANES)
Crash Type: All Crash Type: All Crash Type: All
35% 30% 45%
20 20 20

CRF CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH
OPPORTUNITY Medium Medium Medium

PLANNING LEVEL COST
Striping-only road diet: $25 – $50 per
linear foot

PLANNING LEVEL COST

PLANNING LEVEL COST PLANNING LEVEL COST
Restripe only: $10,000 – $15,000 per
approach
Minor widening: $180,000 – $550,000
per approach
Restriping-based widening (preferred
if pavement width exists): $80,000 –
$150,000 per mile
Restriping only (convert existing lane/
median to TWLTL): $20 – $35 per
linear foot

PLANNING LEVEL COST

PLANNING LEVEL COST
Shoulder widening with new pavement
(no curb & gutter): $15-$30 per square
foot
Add asphalt shoulder (outside only),
minimal drainage: $90,000 – $150,000
per curve

CHAPTER FIVE SAFETY STREET TOOLKIT

Roadways with horizontal curves that
have experienced lane departure
collisions as a result of a roadway
segment having compound curves or
a severe radius. This strategy should
generally be considered only when less
expensive strategies involving clearing of
specific sight obstructions or modifying
traffic control devices have been tried
and have failed to ameliorate the crash
patterns.

IMPROVE HORIZONTAL

ALIGNMENT (FLATTEN CURVES)
Crash Type: All
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
20 The target for this strategy is usually
unsignalized intersections with restricted
sight distance due to vertical geometry
and with patterns of collisions related to
that lack of sight distance that cannot
be ameliorated by less expensive
methods. This strategy should generally
be considered only when less expensive
strategies involving clearing of specific
sight obstructions or modifying traffic
control devices have been tried and have
failed to ameliorate the crash patterns.

Roadways noted as having frequent lane
departure collisions and inadequate
or no super elevation. Safety can be
enhanced when the super elevation
is improved or restored along curves
where the actual super elevation is less
than the optimal.

FLATTEN CREST VERTICAL CURVE IMPROVE CURVE SUPER ELEVATION Crash Type: All Crash Type: All
50% 25% 45%
20 CRF

EXPECTED LIFE (YEARS)
SYSTEMIC APPROACH Low Low OPPORTUNITY Medium
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
20 Additional or new signage with
fluorescent sheeting can address
collisions caused by lack of driver
awareness or compliance of roadway
signing, especially at night.

Installing chevron signs on roadways
with an unacceptable level of collisions
on relatively sharp curves during periods
of light and darkness can improve driver
awareness of upcoming curves and help
prevent run-off-road collisions.

One-way streets can offer improved
signal timing and accommodate oddspaced signals. One-way streets can simplify crossings for pedestrians,
who must look for traffic in only one
direction. While studies have shown
that conversion of two-way streets to
one-way generally reduces pedestrian
collisions and the number of conflict
points, one-way streets tend to have
higher speeds which creates new
problems.

INSTALL/UPGRADE SIGNS WITH

NEW FLUORESCENT SHEETING
(REGULATORY OR WARNING)

INSTALL CHEVRON SIGNS ON

HORIZONTAL CURVES

CONVERT FROM TWO-WAY TO

ONE-WAY TRAFFIC
Crash Type: All Crash Type: All Crash Type: All
35% 15% 40%
20 10 10

CRF CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH
OPPORTUNITY Medium Very High Very High

PLANNING LEVEL COST
Signing + striping only (most
straightforward conversions):
$150,000 – $450,000 per mile
Complex / downtown constrained
(more signals + curb/ADA/drainage
touchpoints): $1.0M – $3.0M+ per
mile

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST
Minor realignment / “soft” flattening
(within existing pavement/ROW):
$250,000 – $1.2M per curve Minor profile correction (grind/level/ overlay): $200,000 – $900,000 per
location
Moderate vertical realignment
(reconstruct pavement section):
$800,000 – $3.0M per location
Low-intensity correction (overlay /
wedge lift / profile milling): $150,000
– $600,000 per curve
Moderate correction (pavement
reconstruction in curve): $500,000 –
$1.8M per curve

PLANNING LEVEL COST

PLANNING LEVEL COST
Replace sign only: $500 – $750 per sign
New sign + post: $750 – $1,250 per
sign
New Sign Only: $500-$750
New sign + post: $500 – $750 per
chevron sign

CHAPTER FIVE SAFETY STREET TOOLKIT

Installing curve advance warning signs,
which may also include horizontal
alignment and/or advisory speed
warning signs, can improve driver
awareness of upcoming curves and help
prevent run-off-road collisions.

INSTALL CURVE ADVANCE

WARNING SIGNS
Crash Type: All
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
10 Installing curve advance warning signs
with flashing beacons on roadways
with an unacceptable level of collisions
on relatively sharp curves can improve
driver awareness and reduce the risk of
run-off-road collisions. However, the use
of flashing beacons should be limited
to curves with a severe crash history to
maintain their effectiveness.

Curvilinear roadways that have an
unacceptable level of collisions due to
excessive speeds on relatively sharp
curves may benefit from the addition of
dynamic/variable speed warning signs
(also known as Radar Speed Feedback
Signs).

INSTALL CURVE ADVANCE

WARNING SIGNS (FLASHING

BEACON)

INSTALL DYNAMIC/VARIABLE

SPEED WARNING SIGNS
Crash Type: All Crash Type: All
25% 30% CRF 30%

EXPECTED LIFE (YEARS)
SYSTEMIC APPROACH Very High High OPPORTUNITY High
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
10 10
Installation of delineators, reflectors and/
or object markers are intended to warn
drivers of an approaching curve or fixed
object that cannot easily be removed.

Any road with a history of run-off-road
right, head-on, opposite-directionsideswipe, or run-off-road-left collisions is a candidate for edge line or centerlines
should be installed where the existing
lane delineation is not sufficient to
assist the motorist in understanding
the existing limits of the roadway.

Depending on the width of the roadway,
various combinations of edge line and/
or center line pavement markings may
be the most appropriate.

With the goal of improving drivers speed
compliance while making streets safe,
vehicle speed feedback signs use radar
to ascertain the speed of the vehicle and
provide information through LED signs.

INSTALL DELINEATORS, REFLECTORS

AND/OR OBJECT MARKERS

INSTALL EDGE LINES AND

CENTERLINES VEHICLE SPEED FEEDBACK SIGN
Crash Type: All Crash Type: All Crash Type: All
30% 15% 25%
10 10

CRF CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH
OPPORTUNITY High Very High Very High
10 PLANNING LEVEL COST
Solar-powered: $7,500 – $20,000 per
assembly
Hardwired: $24,000 – $55,000 per
assembly

PLANNING LEVEL COST

PLANNING LEVEL COST
New sign + post: $750 – $1,250 per PLANNING LEVEL COST
sign
New Sign Only: $500-$750
Solar flashing: $5,000 – $12,000 per
assembly
Hardwired flashing: $13,000 – $32,000
per assembly
Solar-powered: $7,500 – $20,000 per
assembly
Hardwired: $24,000 – $55,000 per
assembly

PLANNING LEVEL COST

PLANNING LEVEL COST
Flexible delineators: $150 – $400 per
unit
RPMs: $30 – $80 per unit
Object markers: $400 – $1,200 per
marker
Object marker w/ new post: $500 –
$750 per marker Edge Lines: $25,000 – $40,000 per
mile
Center Lines: $15,000 – $20,000 per
mile

CHAPTER FIVE SAFETY STREET TOOLKIT

For roadways that have a high
percentage of head-on collisions that
suggest many head-on collisions may
relate to failed passing maneuvers, nopassing lines should be installed where drivers “passing sight distance” is not
available or hindered due to horizontal
or vertical obstructions.

INSTALL NO-PASSING LINE
Crash Type: All
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
10 Center Line rumble strips/stripes can
be used on virtually any roadway –
especially those with a history of headon collisions.

Shoulder and edge line milled rumble
strips/stripes should be used on roads
with a history of roadway departure
collisions.

INSTALL CENTERLINE RUMBLE

STRIPS/STRIPES

INSTALL EDGE LINE RUMBLE

STRIPS/STRIPES
Crash Type: All Crash Type: All
45% 20% CRF 15%

EXPECTED LIFE (YEARS)
SYSTEMIC APPROACH Very High High OPPORTUNITY High
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
10 10
Separated bike lanes are most
appropriate on streets with high
volumes of bike traffic and/or high bikevehicle collisions, typically in an urban or suburban area. Separation types
range from simple, painted buffers and
flexible delineators, to more substantial
separation measures including raised
curbs, grade separation, bollards,
planters, and parking lanes.

This is an easy to maintain, cost effective
measure, created with paint, epoxy,
thermoplastic, or colored asphalt used
to designate bike lanes, bike boxes, bike
conflict zones or intersection crossings.

Installing bike lanes on roadway
segments noted as having collisions
between bicycles and vehicles, or
collisions that may be preventable
with a buffer/shoulder, can significantly
improve bicycle safety and reduce the
risk of these types of collisions.

INSTALL SEPARATED BIKE LANES GREEN PAVEMENT FOR BICYCLE

FACILITIES INSTALL BIKE LANES
Crash Type: P & B Crash Type: P & B Crash Type: Bicycle 35% 45% 40%
20 10

CRF CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH
OPPORTUNITY High High High
20 PLANNING LEVEL COST
Class I: $1.2M – $2.0M+ / mile
Class II: $300,000 – $500,000 / mile
Class III: $50,000 – $75,000 / mile
Class IV: $500,000 – $750,000+ /
mile

PLANNING LEVEL COST

PLANNING LEVEL COST PLANNING LEVEL COST
Removal Existing and Installation:
$40,000 – $60,000 per mile
$50,000 – $70,000 per mile $100,000 – $150,000 per mile

PLANNING LEVEL COST

PLANNING LEVEL COST
Class IV: $300k – $1.5M+ / mile
Thermoplastic: $7 – $15 per sq ft
MMA / epoxy: $10 – $22 per sq ft

CHAPTER FIVE SAFETY STREET TOOLKIT

Standard sidewalk (5–6 ft wide): $120 –
$250 per linear foot
Wider sidewalk / pathway (8–10 ft): $180
– $350 per linear foot
Sidewalk with driveway, curb & gutter
impacts: $250 – $550 per linear foot
Asphalt raised crossing: $15,000 –
$40,000 per crossing

INSTALL SIDEWALK/PATHWAY
(TO AVOID WALKING ALONG

ROADWAY)
Crash Type: P & B
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
Basic marked: $2,500 – $6,000 per
crossing
With signing/advance markings: $5,000
– $12,000 per crossing
With painted refuge: $8,000 – $20,000
per crossing
With concrete refuge: $20,000 –
$40,000 per crossing
Standard wildlife fencing (6–8 ft chainlink or woven wire)(Steel posts, fence fabric, basic footings): $45 – $110 per
linear foot
Enhanced animal fencing (smaller mesh,
buried skirt/apron to prevent digging,
tighter post spacing): $90 – $200 per
linear foot
Installing raised pedestrian crossings
on lower-speed roadways where
pedestrians are known to be crossing
roadways involving significant vehicular
traffic can improve pedestrian visibility,
slow traffic, and reduce the risk of
pedestrian-vehicle collisions.

When incorporated with a pedestrian
refuge island and appropriate signage
and advance warning, mid-block
crossings may increase safety by
decreasing random and unexpected
pedestrian crossings while allowing
drivers to predict and expect pedestrian
traffic.

Areas noted as not having adequate or
no sidewalks and a history of walking
along roadway pedestrian collisions.

In rural areas asphalt curbs and/or
separated walkways may be appropriate.

MID-BLOCK CROSSWALKS INSTALL RAISED PEDESTRIAN

CROSSING
Crash Type: P & B Crash Type: P & B
CRF 35%

EXPECTED LIFE (YEARS)
SYSTEMIC APPROACH High OPPORTUNITY
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
20 10 20
80% 25%
Medium Medium
Installing animal fencing at locations
with high percentages of vehicularanimal collisions (reactive) or where there is a known high percentage of
animal crossings due to migratory
patterns (proactive) can significantly
reduce the frequency and severity of
these collisions.

INSTALL ANIMAL FENCING
Crash Type: Animal
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
20 80%
Medium
Prioritize educational initiatives
while issuing citations during traffic
enforcement by actively seeking
opportunities to provide educational
resources.

EDUCATIONAL INITIATIVES OVER

CITATIONS
Crash Type: All
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
N/A
N/A
20 PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST PLANNING LEVEL COST

PLANNING LEVEL COST PLANNING LEVEL COST
Light-touch education-first policy:
~$50k (setup)
Typical education-over-citation
program: ~$100k–$150k/Year
Robust, equity-centered approach:
$250k+/Year 1
Streetlight on new pole and Foundation:
$20,000 – $35,000 per mile
Adding segment lighting along
roadways improves visibility for all road
users, especially during nighttime and
low-visibility conditions, enhancing
safety and reducing the risk of collisions.

ADD SEGMENT LIGHTING
Crash Type: Night
CRF 35%

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH
OPPORTUNITY Medium

CHAPTER FIVE SAFETY STREET TOOLKIT

High-Visibility Crosswalk Markings
use distinctive patterns (like bar pairs,
continental, or zebra stripes) to make
pedestrian crossings more noticeable
to drivers, increasing driver recognition
distance and improving pedestrian
safety.

HIGH-VISIBILITY CROSSWALK

MARKINGS
Crash Type: All
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
Agencies can use Speed Safety Cameras
(SSCs) as an effective and reliable
technology to supplement more
traditional methods of enforcement,
engineering measures, and education to
alter the social norms of speeding.

SPEED SAFETY CAMERAS
Crash Type: All
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

N/A N/A

N/A N/A

N/A N/A
A red light camera is a form of automated
enforcement of traffic safety laws. Red
light cameras photograph a vehicle’s
license plate if the driver fails to stop at a
red light, and the vehicle owner or driver
is sent a ticket. Red light cameras should
be used to aid traditional enforcement
efforts or in locations where traffic stops
are impractical or unsafe.

The SafetyEdgeSM technology
shapes the edge of the pavement at
approximately 30 degrees from the
pavement cross slope during the paving
process. This safety practice eliminates
the potential for vertical drop-off at the
pavement edge, has minimal effect on
project cost, and can improve pavement
durability by reducing edge raveling of
asphalt.

Access management refers to the
design, application, and control of
entry and exit points along a roadway.

This includes intersections with other
roads and driveways that serve adjacent
properties.

CORRIDOR ACCESS MANAGEMENT RED LIGHT VIOLATION CAMERAS SAFETY EDGE Crash Type: All Crash Type: All Crash Type: All

CRF CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

N/A N/A N/A

N/A N/A N/A

N/A N/A N/A
Note: N/A refers to Not Applicable
$1,500-$2,500 per location Low-cost operational treatments (signing, striping, driveway closures):
$150,000 – $400,000 per mile
Turnkey/vendor-hosted: $50,000 –
$120,000 per location

PLANNING LEVEL COST PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST
Vendor-hosted / turnkey model (most
common for cities): $45,000 – $90,000
per approach
Safety Edge added during paving/
overlay (most common): $60,000 –
$100,000 per mile
Design a traffic safety diversion program
specifically for bicycle and pedestrian
traffic violations, with the primary goal
of facilitating access to safety courses
and programs centered on biking and
walking.

TRAFFIC SAFETY DIVERSION

PROGRAM
Crash Type: All
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
N/A
N/A
N/A

PLANNING LEVEL COST
Program setup: ~$100k (one-time)
Typical annual operations: ~$150k/
year
Robust equity-focused program:
$300k+/year

ADDITIONAL COUNTERMEASURES

CHAPTER FIVE SAFETY STREET TOOLKIT

There is broad consensus among global
roadway safety experts that speed
control is one of the most important
methods for reducing fatalities and
serious injuries. Speed is an especially
important factor on non-limited access
roadways where vehicles and vulnerable
road users mix.

APPROPRIATE SPEED LIMITS FOR

ALL ROAD USERS
Crash Type: All
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
Reduction in speed limits in school
zones brings significant safety benefits
by reducing vehicular speeds and fatal
and injury collisions.

Speed tables are extended and wide
speed humps with a flat top that may
include a pedestrian crossing. Speed
cushions are traffic calming devices
that reduce vehicle speeds, and can be
speed humps or speed tables with wheel
cutouts for large vehicles. They are often
used on emergency response routes.

REDUCED SPEED SCHOOL ZONE SPEED CUSHIONS, SPEED HUMPS

AND SPEED TABLES
Crash Type: All Crash Type: All
30% CRF 30%

EXPECTED LIFE (YEARS)
SYSTEMIC APPROACH Medium OPPORTUNITY High
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
10 10
N/A
N/A
N/A
Expand the Safe Routes to School
Program to include Vision Zero Training
material for students, parents and
teachers.

Create a Rapid Response Safety
Communication Protocol for Vision
Zero. Implement a communication
plan that addresses recent severe and
fatal collisions, with a specific focus on
promoting traffic safety and healthconscious behaviors to the community.

Create and actively implement a
branding, promotional, and educational
campaign for Vision Zero to enhance
knowledge and understanding of
its principles. Work together with
community organizations to distribute
materials, spread messages, and
organize public events that promote
active transportation and transit as
responsible choices.

SAFE ROUTES TO SCHOOL

PROGRAM

RAPID RESPONSE SAFETY

COMMUNICATION PROTOCOL EDUCATIONAL CAMPAIGN
Crash Type: All Crash Type: All Crash Type: All

CRF CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

N/A N/A N/A

N/A N/A N/A

N/A N/A N/A
Note: N/A refers to Not Applicable
Speed limit review & study only (Corridor
or area-wide assessment; no physical
changes yet): $25,000 – $75,000 per
corridor/area
Speed limit update with signing (Study
+ install new regulatory speed signs):
$50,000 – $150,000 per corridor
Speed limit update + visibility &
compliance support (Most effective
safety application): $30,000 – $80,000
per mile
Area-wide speed management
program (Neighborhoods, school
zones, downtown cores): $250,000 –
$750,000+ per area
Basic educational campaign (Digital +
print outreach; no events): $25,000 –
$75,000 per campaign
Speed Cushions: $7,000 – $18,000 per
device
Speed Humps: $5,000 – $12,000 per
device
Speed Tables
• Asphalt speed table: $25,000 –
$60,000 per device
• Concrete speed table: $45,000 –
$120,000 per device
• With drainage modifications:
$80,000 – $200,000+

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST
Basic SRTS + Vision Zero curriculum
expansion: $20,000 – $50,000 per
school
Standard SRTS Vision Zero training
program (most common): $50,000 –
$120,000 per school
Comprehensive SRTS + Vision Zero
program: $120,000 – $250,000 per
school
Protocol development (one-time
setup): $50,000 – $120,000 (onetime)
Standard implementation & activation:
$50,000 – $120,000 per year
(moderate incident volume)
Enhanced rapid response program
(More visible, proactive approach):
$120,000 – $250,000 per year

PLANNING LEVEL COST
Signing-only reduced speed school
zone: $15,000 – $40,000 per school
zone
Signing + pavement markings: $30,000
– $80,000 per school zone
Signing + flashing beacons (most
common) Solar: $50,000 – $120,000
per school zone and Hardwired: $80,000
– $180,000 per school zone
Enhanced school zone package (Signing
+ beacons + speed feedback signs
+ visibility upgrades): $120,000 –
$300,000 per school zone

CHAPTER FIVE SAFETY STREET TOOLKIT

Implement additional Safe Routes
educational programming to include
Safe Routes to Parks, Safe Routes for
Seniors and Safe Routes for People
with Disabilities to prioritize vulnerable
population.

HIGH-VISIBILITY CROSSWALK

MARKINGS
Crash Type: All
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
Partner with School District to distribute
targeted Vision Zero messaging for
students and employees.

Develop a Vision Zero Training Manual
and integrate Vision Zero traffic safety
awareness and education into training
employees who drive City vehicles
on a daily basis or drive while on City
business.

COMMUNITY PARTNERSHIP VISION ZERO TRAINING MANUAL
Crash Type: All Crash Type: All
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY
CRF

EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

N/A N/A N/A

N/A N/A N/A

N/A N/A N/A
Long-term, tailored, and specialized
treatment programs can serve as an
opportunity to assess drinking habits
and refer them for brief interventions or
specialized treatment.

Direct traffic enforcement efforts
to prioritize the most critical highinjury corridors identified in the City’s Vision Zero Action Plan. Concentrate
enforcement activities in areas of City
where engineering and educational
initiatives have already been
implemented.

Create a Share the Road Awareness
Program for motorists, bicyclists and
pedestrians that is easily accessible.

ALCOHOL USE DISORDER (AUD)

ASSESSMENT & TREATMENT

PROGRAMS

HIGH VISIBILITY ENFORCEMENT SHARE THE ROAD AWARENESS

PROGRAM
Crash Type: All Crash Type: All Crash Type: All

CRF CRF CRF

EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS) EXPECTED LIFE (YEARS)

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

SYSTEMIC APPROACH

OPPORTUNITY

N/A N/A N/A

N/A N/A N/A

N/A N/A N/A
Targeted Safe Routes educational
program (single track) (One focus area:

Parks or Seniors or Disabilities)
: $50,000 – $120,000 per track per
year
Low-barrier digital program: $40k-$90k
setup
Typical citywide Share the Road:
$90k-$180k setup
Robust, highly visible program:
$180k-$350k setup
Manual + first-year rollout: $120k–$180k
Annual ongoing program: $40k–$60k

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST

PLANNING LEVEL COST
Screening & referral focus: $75,000 –
$150,000 per year
Assessment + treatment support:
$150,000 – $400,000 per year
Robust public-health AUD program:
$400,000 – $1.0M+ per year
Targeted HVE deployment (pilot /
limited corridors): $10,000 – $30,000
per corridor / campaign
Standard HVE program (most
common): $150,000 – $350,000 per
year
Comprehensive Vision Zero HVE
program: $350,000 – $700,000+ per
year

PLANNING LEVEL COST
Basic partnership & distribution: $3,000
– $7,000 per school
Standard partnership (most common):
$8,000 – $15,000 per school
Comprehensive school-district Vision
Zero partnership: $15,000 – $30,000
per school

CHAPTER FIVE SAFETY STREET TOOLKIT

Safety Projects

CHAPTER SIX

The Safety Projects chapter outlines a comprehensive and data-driven strategy to reduce traffic-related fatalities and serious injuries within the City of Pomona. Guided by the principles of the Safe Streets and Roads for All (SS4A) program and informed by detailed collision analysis covering January 2020 through March 2025, the recommended projects translate identified safety challenges into targeted and implementable improvements.

The proposed countermeasures respond directly to documented collision trends, including a high occurrence of broadside and rear-end crashes, vehicle–pedestrian collisions, nighttime safety concerns, operational issues at intersections, speeding, and conflicts among different roadway users. These recommendations also reflect the priorities identified through stakeholder engagement and community feedback.

To address these safety concerns effectively, the PSAP organizes recommended improvements into two complementary categories:

Collectively, these improvements establish a consistent safety baseline across Pomona’s transportation network. Signal enhancements improve operational efficiency and reduce angle and turning collisions. Upgraded signage and pavement markings provide clearer guidance for drivers and reduce right-of-way conflicts. Improved street lighting enhances nighttime visibility for motorists, pedestrians, and bicyclists. Protected left-turn phasing addresses turning-related crashes that frequently occur at signalized intersections.

Systemic improvements play a critical role in improving safety because many severe collisions result from recurring risk factors present across multiple corridors. Addressing these risks comprehensively increases network consistency and provides broad safety benefits across the entire transportation system.

By prioritizing systemic improvements, Pomona adopts a proactive and preventative approach to roadway safety that aligns with the goals of the CPSAP and SS4A initiatives to eliminate traffic-related fatalities and serious injuries.

Systemic projects consist of citywide initiatives designed to address recurring collision risk factors through consistent improvements across the transportation network. Rather than focusing on individual locations, these projects target common deficiencies that contribute to collisions throughout the City, such as inadequate visibility, outdated traffic control devices, inconsistent signage and pavement markings, and insufficient roadway lighting.

In Pomona, systemic projects were identified based on recurring collision patterns observed in the five-year collision analysis. Key trends included intersection-related crashes, nighttime collisions, right-of-way violations, unsafe speeds, and collisions involving pedestrians and other vulnerable road users. Community input reinforced these findings, with residents highlighting concerns related to speeding, poor lighting conditions, traffic signal compliance, stop sign violations, and roadway visibility.

Safety Projects
Systemic Projects
Together, these approaches provide a balanced framework that addresses both widespread risk factors across the transportation network and location-specific collision patterns along high-injury corridors and intersections. This strategy enables the City to strengthen overall network safety while prioritizing investments in areas where they will have the greatest impact. The projects identified in this plan are preliminary in nature and are intended to provide conceptual guidance; they will be subject to further engineering evaluation, feasibility review, community outreach and detailed design during future project development.

Systemic Projects
Project 1: Citywide Signal Enhancements
Design Projects
Project 2: Unsignalized Intersection Safety Improvements Project 5: Citywide Street Light Upgrade / Inventory
Project 4: Citywide Signage & Striping Upgrades
Project 8: Addition of Left Turn Arrows at Signals
The systemic projects recommended in this plan include:
!

While systemic projects address network-wide risks, design projects focus on specific corridors, intersections, downtown areas, and school zones where collision concentrations and operational challenges are more pronounced. These targeted improvements respond to unique roadway conditions, traffic patterns, surrounding land uses, and multimodal travel demands.

Design projects were identified through detailed evaluation of collision history, severity trends, particularly Killed and Serious Injury (KSI) collisions, roadway characteristics, and community-identified safety concerns. High-injury corridors and areas near schools were prioritized due to their disproportionate share of severe collisions and their importance within the City’s transportation network.

The design projects recommended in this plan include:

These corridors account for a significant share of injury and severe collisions within the City. The corridors identified represent more than half of all KSI collisions citywide, highlighting the need for focused safety investments. School areas were also prioritized due to the presence of vulnerable users such as children, pedestrians, and bicyclists.

Design projects include tailored countermeasures such as medians, upgraded signal hardware and timing, high-visibility crosswalks, ADA-compliant curb ramps, curb extensions (bulb-outs), high-friction surface treatments, protected or buffered bicycle lanes, and enhanced signage and pavement markings. These treatments improve safety by reducing vehicle speeds, improving visibility, clarifying right-of-way conditions, and minimizing conflicts among roadway users.

Unlike systemic projects, which improve safety across the network, design projects provide targeted solutions in locations where data indicates elevated safety risks. These interventions aim to reduce both the frequency and severity of collisions while improving accessibility, connectivity, and user comfort.

Together, systemic and design projects form a comprehensive safety framework for the City of Pomona. Systemic projects address widespread collision risk factors across the network, while design projects focus resources on high-injury corridors and intersections with documented safety concerns.

This integrated strategy ensures that safety investments are both proactive and responsive.

Systemic improvements help prevent future collisions by correcting common roadway deficiencies, while design projects address locations with demonstrated crash histories. By combining detailed data analysis, engineering best practices, and community input, Pomona establishes a strategic roadmap for reducing fatalities and serious injuries.

As part of this effort, twelve priority projects have been identified to address the most critical collision patterns and community-identified safety concerns throughout the City.

Design Projects
Integrated Safety Strategy
Project 3: Indian Hill Boulevard Safety Improvements
Project 6: Improving Corridor Access Throughout the City Project 7: Improvements near Schools
Project 11: Towne Avenue Corridor Improvements
Project 9: Bicycle Safety Improvements
Project 10: Mission Boulevard Corridor Improvements
Project 12: Garey Avenue Downtown Corridor Improvements

Project 1: Citywide Signal Enhancements Project 4: Citywide Signage & Striping Upgrades Project 2: Unsignalized Intersections Safety Improvements Project 5: Citywide Street Light Upgrade / Inventory Project 3: Indian Hill Boulevard Safety Improvements Project 6: Improving Corridor Access Throughout the City This project proposes to upgrade 196 signalized intersections throughout the City to improve visibility, signal operations, and pedestrian safety. Analysis identified 86 KSI collisions at signalized intersections, along with 62 community concerns related to signal violations and intersection safety. Proposed improvements include installation of 12-inch signal heads with retroreflective backplates, upgraded signal controllers, and countdown pedestrian signals.

These upgrades will improve signal visibility and operations, helping reduce broadside and right-of-way collisions while strengthening intersection safety across the City.

To improve roadway clarity and driver guidance across the City, this project addresses 195 KSI collisions citywide and 141 community concerns related to unsafe speeds and driver confusion. Proposed improvements include replacing outdated roadside signs, installing new sign posts, refreshing pavement markings, and upgrading lane striping. These enhancements will improve driver awareness and reduce collisions related to turning conflicts, lane positioning, and right-of-way violations.

This project targets 40 unsignalized intersections where 38 KSI collisions have occurred and where 30 public concerns highlighted issues related to stop sign violations and uncontrolled conflicts. Proposed improvements include upgraded signage and pavement markings, installation of medians, enhanced pedestrian crossings, high-friction surface treatments, and additional lighting. These improvements aim to reduce broadside and vehicle–pedestrian collisions at locations with limited traffic control.

Nighttime conditions contributed to 127 KSI collisions and 1,321 injury collisions, along with 39 public concerns regarding inadequate lighting. This project proposes upgrading existing fixtures to energy-efficient LED lighting, replacing damaged poles, and conducting a citywide inventory to identify lighting gaps. Improved illumination will enhance visibility for all roadway users and reduce collision risk during nighttime hours.

Indian Hill Boulevard experienced nine KSI collisions and 110 injury collisions, with many crashes related to rearend collisions and right-of-way violations. Recommended improvements include lighting upgrades, signal timing optimization, speed feedback signs, high-visibility crosswalks, landscaped medians, and high-friction surface treatments. These corridor improvements address documented collision concentrations along this important north– south arterial.

Several major corridors across Pomona accounted for 91 KSI collisions and 1,620 injury collisions. Community feedback highlighted turning conflicts, access management issues, and inconsistent roadway conditions along these corridors.

Proposed improvements include landscaped medians, upgraded signal hardware, enhanced signage and pavement markings, and pavement rehabilitation. These treatments will improve both safety and traffic operations along key arterial roadways.
!

Project 7: Improvements near Schools Project 10: Mission Boulevard Corridor Improvement Project 8: Addition of Left Turn Arrows at Signals Project 11: Towne Avenue Corridor Improvement Project 9: Bike Safety Improvement Project 12: Garey Avenue Downtown Corridor Improvement School areas experienced 58 KSI collisions and 1,043 injury collisions, with 47 community concerns related to student safety. Recommended improvements include curb extensions (bulb-outs) with ADA-compliant curb ramps, medians, new bicycle lanes, upgraded signal equipment, and high-friction surface treatments. These improvements aim to calm traffic, improve visibility, and enhance pedestrian safety around schools.

Mission Boulevard experienced 27 KSI collisions and 407 injury collisions during the study period. Recommended improvements include upgraded lighting, optimized signal timing, enhanced pedestrian crossings, landscaped medians, improved signage and pavement markings, and bicycle lanes. These improvements will enhance multimodal safety along this major east–west corridor.

Turning movements at signalized intersections contributed to 32 KSI collisions and 580 injury collisions, with 34 community concerns regarding left-turn conflicts. This project proposes installing protected left-turn phasing and upgrading signal hardware at selected intersections. These improvements reduce angle and head-on collisions associated with permissive left turns.

Towne Avenue recorded 16 KSI collisions and 362 injury collisions, along with nine public safety concerns. Proposed improvements include signal upgrades, pedestrian safety enhancements, lighting improvements, landscaped medians, and upgraded signage and pavement markings. These corridor improvements will strengthen traffic operations while reducing turning and rear-end collisions.

Corridors with significant bicycle activity experienced 33 KSI collisions and 592 injury collisions, supported by 34 community concerns regarding bicycle safety. The project proposes installing Class II bicycle lanes and buffered bike lanes to improve separation between vehicles and bicyclists while enhancing network connectivity. These improvements will reduce vehicle–bicycle conflicts and support safer active transportation.

The Garey Avenue Downtown Corridor experienced 4 KSI collisions and 73 injury collisions within a high-activity area that serves pedestrians, bicyclists, and local businesses. Proposed improvements include protected bicycle lanes, upgraded lighting, signal timing adjustments, pedestrian safety enhancements, and improved signage and pavement markings. These improvements aim to enhance downtown safety while supporting multimodal access and economic vitality.

The following sections present each project in greater detail, including summaries of collision data, maps illustrating injury collision concentrations, recommended countermeasures, estimated costs based on 2026 engineering cost assumptions, and potential grant funding opportunities.

Collisions
Fatal
22 Collisions
Severe Injury
64 Collisions
Complaint of Pain
1,114
Collisions
Visible Injury
502
Citywide Signal Enhancements
PROJECT 1
0 1 Mile
Fatal
Severe Injury
Complaint of Pain
Schools
Visible Injury
Parks
N
Collision Data
KSI January, 2020 - March, 2025 Injury Collisions
37 16
13 51
36 20
1 96
396
883
657
310
379
430
355
768
5 7
Broadside
Rear End
Unsafe Speed
Proceeding Straight
Making Left Turn
Making Right Turn
Automobile Right of Way
Traffic Signals and Signs
Collision Type
Violation Category
Mode
Nighttime Collisions
Lighting conditions
Movement Preceding
Collision of Vehicle at Fault
0 Others 5
0 Bus 6
1 Truck 33
27 Pedestrian 167
34 Passenger Car or Pickup 1,307
17 Motorcycle 70
7 Bicycle 114
KSI Collisions Injury Collisions
At Signalized Intersections 86 1,702
Percentage 44% 50%
Citywide 195 3,408
(Jan 2020- March 2025)
* KSI = Killed (Fatal) & Severe Injury

*CRF: A Crash Reduction Factor
represents the percentage
decrease in crashes expected
after implementing a specific
safety improvement.
0 1 Mile
Schools
Parks
N
Signalized Intersections
New 12” Signal Head &
Retroreflective Backplates
Enhance Signal Head Visibility
New Traffic Signal Controller
Enhance Signal Operation
New Countdown Pedestrian Signal
Head / Push Buttons
Enhances Pedestrian Safety
New Street Name Signs
Enhances Street Name Visibility
196 Signalized Intersections Location
Safety Improvement
Grant Opportunities
HSIP - Highway Safety Improvement Program
SS4A - Safe Streets 4 All
STBG - Surface Transportation Block Grant
Estimated Project Cost
As of April 2026
$15,457,000 20%
CRF
Citywide Signal Enhancements
PROJECT 1
** See the Appendix E for detailed cost estimates and locations

Unsignalized Intersections
Safety Improvements
PROJECT 2
0 1 Mile
Fatal
Severe Injury
Complaint of Pain
Schools
Visible Injury
Parks
N
Collision Data
(Jan 2020- March 2025)
* KSI = Killed (Fatal) & Severe Injury
KSI Collisions Injury Collisions
At Identified Intersections 38 163
Percentage 19% 5%
Citywide 195 3,408
January, 2020 - March, 2025 Injury Collisions
Mode
KSI Collisions
11 1
2 Bicycle 11
Passenger Car or Pickup
0 5
1 Pedestrian
9 13
2 62
32 24
Collision Type
Broadside
Rear End
Vehicle-Pedestrian
6 9
1 5 31
33 28
26 Violation Category
Automobile Right of Way
Improper Turning
Unsafe Speed
Traffic Signals and Signs
97 34
Truck
1 15
14 1
Motorcycle
Others
6 Bus
30 81
Lighting conditions
Nighttime Collisions
Collisions
Fatal
18 Collisions
Severe Injury
20 Collisions
Complaint of Pain
79 Collisions
Visible Injury
46

*CRF: A Crash Reduction Factor
represents the percentage
decrease in crashes expected
after implementing a specific
safety improvement.
** See the Appendix E for detailed cost estimates and locations 0 1 Mile
Schools
Parks
N
Unsignalized Intersections
42 Unsignalized Intersections Location
Estimated Project Cost
As of April 2026
$16,384,000 20%
CRF
Improve Signage & Striping Install Median with
Curb & Gutter New Install Street Lights
Improve Pedestrian
Crossing
Install High Friction
Surface Treatment
Enhance Roadway Visibility &
Driver Awareness
Enhance Pedestrian Safety
& Accessibility
Enhance Skid Resistance &
Reduce Collision
Enhance Intersection Safety Enhance Nighttime
Visibility & Safety
Unsignalized Intersections
Safety Improvements
PROJECT 2
Grant Opportunities
HSIP - Highway Safety Improvement Program
SS4A - Safe Streets 4 All
STBG - Surface Transportation Block Grant
Safety Improvement

Indian Hill Boulevard Safety Improvements
PROJECT 3
0 0.1 Mile
KSI Collisions Injury Collisions
Along Indian Hill Boulevard 9 110
Percentage 5% 3%
Citywide 195 3,408
Injury Collisions
Injury Collisions
46 50
22 22
27 22
20 16
16 8
6 2
2 1
January, 2020 - March, 2025
January, 2020 - March, 2025
Passenger Car or Pickup
Mode
Violation Category
Traffic Signals and Signs
Unsafe Speed
Truck
Bus
Others
Bicycle
Motorcycle
Pedestrian
Collision Type
Rear End
Vehicle-Pedestrian
Broadside
Automobile Right of Way
Improper Turning
Nighttime Collisions
Lighting conditions
KSI
KSI
3 7
6 3
1 3
1 0
0 0
0 0
0 0
2 75
* KSI = Killed (Fatal) & Severe Injury
* KSI = Killed (Fatal) & Severe Injury
Fatal
Severe Injury
Complaint of Pain
Visible Injury
Collisions
Fatal
7 Collisions
Severe Injury
2 Collisions
Complaint of Pain
72 Collisions
Visible Injury
29

0 0.1 Mile
*CRF: A Crash Reduction Factor
represents the percentage
decrease in crashes expected
after implementing a specific
safety improvement.

Estimated Project Cost
As of April 2026
$5,762,000 30%
CRF
Grant Opportunities
Upgrade Street Lighting
(install new street light poles)
Enhance Nighttime
Visibility & Safety
Install Speed
feedback signs
Reduce Vehicle Speeds &
Enhance Roadway Safety
Install Advance
warning signs
Enhance Driver Awareness
Signal Timing on
Signalized Intersections
High Visibility
Crosswalk
CCTV Cameras at
Signalized Intersections
High Friction Surface
Treatment
Median Islands Upgrade / Fill Street
Light Gaps Speed Feedback Signs Advance Warning Sign
(Retroreflective)
Safety Improvement
Indian Hill Boulevard Safety Improvements
PROJECT 3
ATP - Active Transportation Program
HSIP - Highway Safety Improvement Program
SS4A - Safe Streets 4 All
SCCP - Solutions for Congested Corridors Program
SMART - Strengthening Mobility and Revolutionizing Transportation Install High Friction
Surface Treatment
Enhance Skid Resistance &
Reduce Collision
Install Median with
Curb & Gutter
Reduce Left Turn Conflicts &
Enhance Roadway Safety
Improve Signal Timing at
Signalized Intersections
Enhance Traffic Flow & Safety
New Signal Hardware
Enhance Signal Visibility,
Operations & Safety
** See the Appendix E for detailed cost estimates and locations

0 1 Mile
Fatal
Severe Injury
Complaint of Pain
Schools
Visible Injury
Parks
N
Collisions
Fatal
62 Collisions
Severe Injury
133
Collisions
Complaint of Pain
2,119
Collisions
Visible Injury
1,094
KSI Collisions Injury Collisions
Citywide 195 3,408
1,422
705
326
62 19
4 Injury Collisions
80 2,605
354
225
136
64 12
12 61
19 31
3 1
0 21
26 23
26 8
4 21
823
616
595
590
133
133
43 127 1,321
152
43 Broadside
Rear End
Sideswipe
Collision Type
January, 2020 - March, 2025
Bicycle
Bus
Motorcycle
Others
Passenger Car or Pickup
Pedestrian
Truck
Mode
Improper Turning
Automobile Right of Way
Traffic Signals and Signs
Unsafe Speed
Pedestrian Row
Pedestrian Violation
Wrong Side of Road
Violation Category
Nighttime Collisions
Lighting conditions
At Intersection
On Roadway
Location
2,973
435
KSI Collisions
Citywide Signage & Striping Upgrades
PROJECT 4
Collision Data
(Jan 2020- March 2025)
* KSI = Killed (Fatal) & Severe Injury

*CRF: A Crash Reduction Factor
represents the percentage
decrease in crashes expected
after implementing a specific
safety improvement.

Estimated Project Cost
As of April 2026
30%
CRF
0 1 Mile
Schools
Parks
N
New Roadside Sign
(sign panel only) New Sign Post
Install Striping Install Pavement Marking
$36,918,000
Enhance Sign
Visibility & Legibility
Ensure Proper Sign Placement &
Fix Knocked over Signs
Enhance Lane Delineation
for Driver Guidance
Enhance Arrow & Pavement
Legend Visibility
Citywide Signage & Striping Upgrades
PROJECT 4
Grant Opportunities
HSIP - Highway Safety Improvement Program
SS4A - Safe Streets 4 All
STBG - Surface Transportation Block Grant
Safety Improvement
** See the Appendix E for detailed cost estimates and locations

0 1 Mile
Fatal
Severe Injury
Complaint of Pain
Schools
Visible Injury
Parks
N
Collisions
Fatal
44 Collisions
Severe Injury
83 Collisions
Complaint of Pain
760
Collisions
Visible Injury
434
Collision Data
(Jan 2020- March 2025)
KSI Collisions Injury Collisions
Nighttime 127 1,321
Percentage 65% 39%
Citywide 195 3,408
KSI Collisions Injury Collisions
119 Dark - Street Lights
6 2
0 4
24 117
1,176
Dusk – Dawn
Dark - No Street Lights
Dark - Street Lights Not Functioning
Lighting conditions
105
22 187
At Intersection 1,134
On Roadway
Location
38 459
10 46 196
252
Broadside
Rear End
Vehicle-Pedestrian
Collision Type
17 9
15 202
224
Improper Turning 248
Automobile Right of Way
Traffic Signals and Signs
Violation Category
11 Bicycle 67
1 Others 2
18 Motorcycle 55
2 Truck 16
48 Passenger Car or Pickup 978
47 Pedestrian 201
0 Bus 2
Mode
January 2020 - March 2025
Citywide Street Light Upgrade / Inventory
PROJECT 5
* KSI = Killed (Fatal) & Severe Injury

*CRF: A Crash Reduction Factor
represents the percentage
decrease in crashes expected
after implementing a specific
safety improvement.

Estimated Project Cost
As of April 2026
40%
CRF
0 1 Mile
Schools
Parks
N $32,102,000
Upgrade Existing Lighting Fixtures to
LED & Replace Damaged Lights
Data Collection & Program
Development (inventory of existing
street light poles & plan to fill existing
lighting gaps throughout the city)
Enhance Energy Efficiency, Lighting
Quality, & Nighttime Safety
Support Data-Driven Planning & Address
Street Lighting Gaps Citywide
Citywide Street Light Upgrade / Inventory
PROJECT 5
Grant Opportunities
HSIP - Highway Safety Improvement Program
SS4A - Safe Streets 4 All
SMART - Strengthening Mobility and Revolutionizing Transportation Safety Improvement
** See the Appendix E for detailed cost estimates and locations

0 1 Mile
Fatal
Severe Injury
Complaint of Pain
Schools
Visible Injury
Parks
N
Collisions
Fatal
26 Collisions
Severe Injury
65 Collisions
Complaint of Pain
1,015
Collisions
Visible Injury
514
Improving Corridor Access
Throughout the City
PROJECT 6
KSI Collisions Injury Collisions
Identified Corridors 91 1,620
Percentage 51% 50%
Citywide 195 3,408
KSI Injury Collisions
1,409
211
702
70 21
64 Lighting conditions
Location
January, 2020 - March, 2025
At Intersection
On Roadway
Nighttime Collisions
392
302
296
261
11 10
12 10
Violation Category
Automobile Right of Way
Unsafe Speed
Improper Turning
Traffic Signals and Signs
1,248
173
33 5
12 2
0 0
39 100
56 35
4 Others 4
Bus
Mode
Motorcycle
Passenger Car or Pickup
Pedestrian
Truck
Bicycle
682
366
147
28 7
7 Collision Type
Broadside
Head-On
Rear End
* KSI = Killed (Fatal) & Severe Injury
Collision Data
(Jan 2020- March 2025)

*CRF: A Crash Reduction Factor
represents the percentage
decrease in crashes expected
after implementing a specific
safety improvement.

Estimated Project Cost
As of April 2026
30%
CRF
0 1 Mile
Schools
Parks
N
Identified Corridors
$30,626,000
Install Landscaped Median with
Curb & Gutter
Reduce Left Turn Conflicts &
Enhance Roadway Safety
New Signal Hardware
Enhance Signal Visibility,
Operations & Safety
New Signage & Striping
Enhance Sign & Striping
Visibility for Added Safety
Slurry Seal
Enhance Pavement
Conditions
Corridors Location
Grant Opportunities
Safety Improvement
Improving Corridor Access
Throughout the City
PROJECT 6
ATP - Active Transportation Program
HSIP - Highway Safety Improvement Program
SS4A - Safe Streets 4 All
SCCP - Solutions for Congested Corridors Program
SMART - Strengthening Mobility and Revolutionizing Transportation ** See the Appendix E for detailed cost estimates and locations

Collisions
Fatal
22 Collisions
Severe Injury
64 Collisions
Complaint of Pain
1,114
Collisions
Visible Injury
502
Improvements near Schools
PROJECT 7
0 1 Mile
Fatal
Severe Injury
Complaint of Pain
Schools
Visible Injury
Parks
N
Collision Data
KSI Collisions Injury Collisions
Near Schools 58 1,043
Percentage 30% 30%
Citywide 195 3,408
(Jan 2020- March 2025)
* KSI = Killed (Fatal) & Severe Injury
KSI January, 2020 - March, 2025 Injury Collisions
596
346
28 24
Location
At Signalized Intersection
At Unsignalized Intersection
468
198
19 110
4 20
Collision Type
Broadside
Vehicle-Pedestrian
Rear End
264
207
7 174
6 6
Violation Category
Automobile Right of Way
Improper Turning
Traffic Signals and Signs
36 340
Lighting conditions
Nighttime Collisions
0 Others 2
0 Bus 2
Mode
6 Motorcycle 38
25 Passenger Car or Pickup 785
19 Pedestrian 111
0 Truck 17
8 Bicycle 88

*CRF: A Crash Reduction Factor
represents the percentage
decrease in crashes expected
after implementing a specific
safety improvement.
0 1 Mile
Schools
Parks
N
Intersections near Schools
Estimated Project Cost
As of April 2026
$14,893,000 30%
CRF
Identified Corridors near Schools
Improve Pedestrian Crossing with
Bulbouts & ADA Curb Ramps
Enhance Pedestrian Safety
& Accessibility
Install Medians & New
Bike Lanes
Enhance Multimodal Safety &
Reduce Left Turning Conflicts
Improvement near School Location
New Signage & Striping
Enhance Sign & Striping
Visibility for Added Safety
Grant Opportunities
ATP - Active Transportation Program
HSIP - Highway Safety Improvement Program
SS4A - Safe Streets 4 All
SCCP - Solutions for Congested Corridors Program
SMART - Strengthening Mobility and Revolutionizing Transportation Install High Friction
Surface Treatment
Enhance Skid Resistance &
Reduce Collision
New Signal Hardware
Enhance Signal Visibility,
Operations & Safety
Safety Improvement
Improvements near Schools
PROJECT 7
** See the Appendix E for detailed cost estimates and locations

0 1 Mile
Fatal
Severe Injury
Complaint of Pain
Schools
Visible Injury
Parks
N
KSI Collisions Injury Collisions
Maneuver at Signalized Intersection 32 580
Percentage 16% 17%
Citywide 195 3,408
* KSI = Killed (Fatal) & Severe Injury
Collision Data
(Jan 2020- March 2025)
Collisions
Fatal
6 Collisions
Severe Injury
21 Collisions
Complaint of Pain
322
Collisions
Visible Injury
189
Nighttime Collisions
Proceeding Straight
Making Left Turn
Broadside
Head-On
Vehicle-Pedestrian
Unsafe Speed
Automobile Right of Way
Traffic Signals and Signs
Others
0 11
Bus
Lighting conditions
Movement
Preceding Collision
of Vehicle at Fault
Collision Type
Violation Category
Mode
12 Bicycle
0 Motorcycle
5 Passenger Car or Pickup
0 Pedestrian
4 Truck
16 5
19 10
11 7
0 3
1 KSI January, 2020 - March, 2025 Injury Collisions
Addition of Left Turn Arrows at Signals
PROJECT 8
43 2
26 3
429
275
98 70
152
143
95 241
277
160
65 12

*CRF: A Crash Reduction Factor
represents the percentage
decrease in crashes expected
after implementing a specific
safety improvement.

Estimated Project Cost
As of April 2026
35%
CRF $9,268,000
Install Protected Left Turns
Enhance Signal
Operations & Safety
0 1 Mile
Schools
Parks
N
Signalized Intersections
Grant Opportunities
HSIP - Highway Safety Improvement Program
SS4A - Safe Streets 4 All
STBG - Surface Transportation Block Grant
Safety Improvement
New Signal Hardware
Enhance Signal Visibility,
Operations & Safety
New 12” Signal Head &
Retroreflective Backplates
Enhance Signal Head Visibility
New Countdown Pedestrian Signal
Head / Push Buttons
Enhances Pedestrian Safety
Addition of Left Turn Arrows at Signals
PROJECT 8
** See the Appendix E for detailed cost estimates and locations

0 1 Mile
Fatal
Severe Injury
Complaint of Pain
Schools
Visible Injury
Parks
N
KSI Collisions Injury Collisions
Bike Collisions along Corridors 33 592
Percentage 17% 17%
Citywide 195 3,408
* KSI = Killed (Fatal) & Severe Injury
Collision Data
(Jan 2020- March 2025)
Collisions
Fatal
10 Collisions
Severe Injury
23 Collisions
Complaint of Pain
378
Collisions
Visible Injury
181
Lighting conditions
Collision Type
Violation Category
Mode
4 Bicycle 52
KSI Collisions January, 2020 - March, 2025 Injury Collisions Bike Safety Improvement
PROJECT 9
0 Bus 2
8 Motorcycle 24
8 Passenger Car or Pickup 419
13 Pedestrian 419
18 Broadside 278
1 Rear End 111
13 Vehicle-Pedestrian 75
8 Automobile Right of Way 278
5 Traffic Signals and Signs 116
2 Unsafe Speed 99
23 Nighttime Collisions 245
0 Truck 12
0 Others 1

*CRF: A Crash Reduction Factor
represents the percentage
decrease in crashes expected
after implementing a specific
safety improvement.

Estimated Project Cost
As of April 2026
35%
CRF $6,900,000
Install Class II Bike Lane Install Class II Buffered Bike Lane Enhance Bicyclist Safety / Comfort
& Separation from Traffic
Enhance Bicycle Safety &
Connectivity
0 1 Mile
Schools
Parks
N
Bikeways
Bike Safety Improvement
PROJECT 9
Grant Opportunities
ATP - Active Transportation Program
CMAQ - Congestion Mitigation and Air Quality Program
HSIP - Highway Safety Improvement Program
SS4A - Safe Streets 4 All
STBG - Surface Transportation Block Grant
Safety Improvement
** See the Appendix E for detailed cost estimates and locations

KSI Collisions Injury Collisions
Along Mission Boulevard 27 407
Percentage 14% 12%
Citywide 195 3,408
Mission Boulevard Corridor Improvement
PROJECT 10
Collisions
Fatal
8 Collisions
Severe Injury
19 Collisions
Complaint of Pain
250
Collisions
Visible Injury
130
Injury Collisions
Injury Collisions
183
192
339
68 73
42 100
97 61
11 1
301
26 4
January, 2020 - March, 2025
January, 2020 - March, 2025
Passenger Car or Pickup
Mode
Violation Category
Traffic Signals and Signs
Unsafe Speed
Truck
Others
Bicycle
Motorcycle
Pedestrian
Collision Type
Rear End
Head On
Broadside
Automobile Right of Way
Nighttime Collisions
At Intersection
Roadway
Lighting conditions
Location
KSI Collisions
KSI Collisions
2 7
18 19
8 3
3 0
9 13
0 2
4 1
3 19
* KSI = Killed (Fatal) & Severe Injury * KSI = Killed (Fatal) & Severe Injury N 0 0.1 Mile

*CRF: A Crash Reduction Factor
represents the percentage
decrease in crashes expected
after implementing a specific
safety improvement.

Estimated Project Cost
As of April 2026
$9,093,000 30%
CRF
Grant Opportunities
ATP - Active Transportation Program
CMAQ - Congestion Mitigation and Air Quality Program
HSIP - Highway Safety Improvement Program
SMART - Strengthening Mobility and Revolutionizing Transportation SS4A - Safe Streets 4 All
STBG - Surface Transportation Block Grant
STIP - State Transportation Improvement Program
Clean California Local Grant Program
BUILD Grant Program
Upgrade Street Lighting
(install new street light poles)
Enhance Nighttime
Visibility & Safety
Improve Signal Timing at
Signalized Intersections
Enhance Traffic Flow & Safety
New Countdown Pedestrian Signal
Head / Push Buttons
Enhances Pedestrian Safety
Improve Pedestrian Crossing with
Bulbouts & ADA Curb Ramps
Enhance Pedestrian Safety
& Accessibility
New Signage & Striping
Enhance Sign & Striping
Visibility for Added Safety
Install Landscaped Median
with Curb & Gutter Install Class II Bike Lane
Enhance Bicycle Safety &
Connectivity
Safety Improvement
Mission Boulevard Corridor Improvement
PROJECT 10
0 0.1 Mile
Intersection Improvement
Mission Boulevard Corridor
N
New Signal Hardware
Enhance Signal Visibility,
Operations & Safety
Reduce Left Turn Conflicts &
Enhance Roadway Safety
** See the Appendix E for detailed cost estimates and locations

KSI Collisions Injury Collisions
Along Towne Avenue 16 362
Percentage 8% 11%
Citywide 195 3,408
Injury Collisions
Injury Collisions
150
145
333
29 91
38 95
76 72
January, 2020 - March, 2025
January, 2020 - March, 2025
Mode
Violation Category
Traffic Signals and Signs
Unsafe Speed
Collision Type
Rear End
Head On
Broadside
Automobile Right of Way
Nighttime Collisions
At Intersection
Roadway
Lighting conditions
Location
KSI Collisions
KSI
5 11
14 2
2 3
2 3
2 * KSI = Killed (Fatal) & Severe Injury
* KSI = Killed (Fatal) & Severe Injury
Fatal
Severe Injury
Complaint of Pain
Visible Injury
Collisions
Fatal
5 Collisions
Severe Injury
11 Collisions
Complaint of Pain
236
Collisions
Visible Injury
110
Towne Avenue Corridor Improvement
PROJECT 11
0 0.1 Mile
0 Truck 4
0 Others 1
2 Bicycle 19
8 Passenger Car or Pickup 301
5 Pedestrian 26
1 Motorcycle 11
N

Upgrade Street Lighting
(install new street light poles)
Enhance Nighttime
Visibility & Safety
Improve Signal Timing at
Signalized Intersections
Enhance Traffic Flow & Safety
New Countdown Pedestrian Signal
Head / Push Buttons
Enhances Pedestrian Safety
Improve Pedestrian Crossing with
Bulbouts & ADA Curb Ramps
Enhance Pedestrian Safety
& Accessibility
New Signage & Striping
Enhance Sign & Striping
Visibility for Added Safety
Install Landscaped Median with
Curb & Gutter
*CRF: A Crash Reduction Factor
represents the percentage
decrease in crashes expected
after implementing a specific
safety improvement.

Estimated Project Cost
As of April 2026
$11,646,000 30%
CRF
Safety Improvement
Grant Opportunities
ATP - Active Transportation Program
CMAQ - Congestion Mitigation and Air Quality Program
HSIP - Highway Safety Improvement Program
SMART - Strengthening Mobility and Revolutionizing Transportation SS4A - Safe Streets 4 All
STBG - Surface Transportation Block Grant
STIP - State Transportation Improvement Program
Clean California Local Grant Program
BUILD Grant Program
Intersection Improvement
Towne Avenue Corridor
Towne Avenue Corridor Improvement
PROJECT 11
N 0 0.1 Mile
New Signal Hardware
Enhance Signal Visibility,
Operations & Safety
Reduce Left Turn Conflicts &
Enhance Roadway Safety
** See the Appendix E for detailed cost estimates and locations

0 0.1 Mile
KSI Collisions Injury Collisions
Along Garey Avenue 4 73
Percentage 2% 2%
Citywide 195 3,408
Injury Collisions
Injury Collisions
31 10
20 12
January, 2020 - March, 2025
January, 2020 - March, 2025
Mode
Violation Category
Traffic Signals and Signs
Unsafe Speed
Collision Type
Automobile Right of Way
Nighttime Collisions
Lighting conditions
KSI Collisions
KSI Collisions
2 1
1 0
* KSI = Killed (Fatal) & Severe Injury * KSI = Killed (Fatal) & Severe Injury Fatal
Severe Injury
Complaint of Pain
Visible Injury
Collisions
Fatal
1 Collisions
Severe Injury
3 Collisions
Complaint of Pain
46 Collisions
Visible Injury
23 Garey Avenue Downtown Corridor Improvement
PROJECT 12
0 Bicycle 4
0 Truck 1
1 Motorcycle 2
1 Pedestrian 12
1 Rear End 14
1 Vehicle-Pedestrian 11
2 Passenger Car or Pickup 54
2 Broadside 31
N

*CRF: A Crash Reduction Factor
represents the percentage
decrease in crashes expected
after implementing a specific
safety improvement.

Estimated Project Cost
As of April 2026
$5,127,000 30%
CRF
Garey Avenue Downtown Corridor Improvement
PROJECT 12
Safety Improvement
Grant Opportunities
ATP - Active Transportation Program
CMAQ - Congestion Mitigation and Air Quality Program
HSIP - Highway Safety Improvement Program
SMART - Strengthening Mobility and Revolutionizing Transportation SS4A - Safe Streets 4 All
STBG - Surface Transportation Block Grant
STIP - State Transportation Improvement Program
Clean California Local Grant Program
BUILD Grant Program
Intersection Improvement
Garey Avenue Corridor
Install Class II Bike Lane
Parking Protected
Enhance Bicycle Safety &
Connectivity
N 0 0.1 Mile
Upgrade Street Lighting
(install new street light poles)
Enhance Nighttime
Visibility & Safety
Improve Signal Timing at
Signalized Intersections
Enhance Traffic Flow & Safety
New Countdown Pedestrian Signal
Head / Push Buttons
Enhances Pedestrian Safety
Improve Pedestrian Crossing with
Bulbouts & ADA Curb Ramps
Enhance Pedestrian Safety
& Accessibility
New Signage & Striping
Enhance Sign & Striping
Visibility for Added Safety
Install Landscaped Median
with Curb & Gutter New Signal Hardware
Enhance Signal Visibility,
Operations & Safety
Reduce Left Turn Conflicts &
Enhance Roadway Safety
** See the Appendix E for detailed cost estimates and locations

Implementable Actions &
Funding Opportunities

CHAPTER SEVEN

Implementing Safety Action Plan requires dedicated collaboration among the City departments, the local community, and partner organizations. The project team has developed a set of crucial steps to serve as a strategic pathway towards achieving a safety plan, subject to funding and resource availabilities. Each step is assigned a specific timeline and performance metric to track progress. Short-term actions are planned for completion within two years, medium-term actions within two to five years, and extensive long-term actions within eight to ten years. Achieving the City’s PSAP goal requires structured action while allowing a practical, incremental approach over time.

The actions outlined in this plan will undergo continuous evaluation and refinement, with successful execution dependent on funding availability.

The Implementable Actions are organized into the following five action areas:

Pomona’s PSAP will begin by establishing a framework for achieving its goals.

Program initiatives include promoting Action Plan, integrating it into other planning efforts, and continuing data collection and program evaluation. A stakeholder group is crucial to PSAP’s success, fostering essential cross-departmental collaboration to achieve the program’s goal of eliminating traffic collisions that result in fatalities and serious injuries. PSAP’s core principles are to break down silos and unite local stakeholders; a stakeholder group enables this by bringing together key representatives from all significant City functional divisions. For example, a few cities have established stakeholder groups that include management-level staff from multiple City departments, ensuring comprehensive buy-in and coordinated action.

These stakeholder groups set shared goals and form subcommittees to address specific issues, thereby enhancing collaboration and ensuring that PSAP objectives are integrated into everyday departmental operations. This structured approach, supported by regular tracking and reporting, ensures that all stakeholders remain committed and accountable to the PSAP goals. This makes the stakeholder group indispensable in driving the initiative’s success.

Implementable Actions & Funding Opportunities
Safety Action Program Initiatives & Evaluation
Safe Roads
Safe Speeds
Safe Road Users
Safe Vehicles & Post Crash Care
Action Areas

Action
No Safety Strategy Description Progress Measure Key Partners City Resource Timeline A.1 Stakeholders Group
Formalize and expand the existing interdisciplinary Stakeholders Group responsible for supervising plan execution and facilitating collaboration among city departments.

Stakeholder Group
meetings held regularly
Pomona Public works department, Police
Department, Fire Department, Pomona Unified
School District, Foothill Transit
Low Short-Term
A.2
Dedicated and
Permanent Funding
Identify sustainable and dedicated funding streams for Safety Action Plan implementation, including grant opportunities like SS4A, HSIP etc.

Amount of funding
available for Safety Action
projects
City Council, Public Works, City Manager's Office,
Public Works
Medium
to High Short-Term
A.3
Future Plans and
Policy
Integrate Safety Action Plan principles into forthcoming City plans and design documents
Number of plans and
policies incorporation
Safety Action principles
Public Works, Community Development Low Continuous
A. 4
Community Based
Safety Reporting
System/Tool
Create an easy to use, accessible and digitally secure public reporting platform for community to report problem areas, near misses, or any safety concerns
Number of comments
addressed Public Works Low Continuous
A.5 Crash Data Quality
Program Enhance crash data completeness and systemic safety analysis Improved Data Completeness Police Department, Public Works, Fire
Department/Emergency Medical Services Medium MediumTerm A.6
Bicycle and
Pedestrian Count
Data
Set up periodic pedestrian and cyclist counts at standardized locations.

Number of counts
conducted Public Works Medium MediumTerm
A.7 Annual Progress
Reports
Produce annual reports documenting progress toward Safety Action goals, including project implementation and collision trends.

Annual report published
and presented to City
Council
Public Works, Stakeholder Group Low Short-Term
Safety Action Program
Initiatives & Evaluation
Safety Action Program Initiatives and
Evaluation outline the foundational
actions Pomona will take to establish,
implement, and continuously improve
the PSAP. This section focuses on building
strong governance and partnerships,
securing sustainable funding, integrating
safety into City policies and plans,
strengthening data collection and
performance monitoring, and improving
transparency and public engagement.

Together, these initiatives create the
organizational and analytical framework
needed to support implementation of
safety strategies and to track progress
toward reducing and eliminating traffic
fatalities and serious injuries.

Action
No Safety Strategy Description Progress Measure Key Partners City Resource Timeline SR.1 High Injury Network
Improvements
Apply for and secure grant funding to advance safety
improvement projects at priority locations Projects delivered/ Miles improved Public Works High MediumTerm SR.2 List Prioritized Project
Create a carefully ranked roster of safety projects based on collision risk, community input and alignment with Safety Action goals
List of safety projects in order of priority Public Works Medium MediumTerm SR. 3 Prioritize Design for
Priority Corridors
Develop conceptual and final designs and pursue grant funding for priority corridors
Number of corridor projects
implemented, number of corridors with
completed design, and secured funding
Public Works Department,
Community Development
Department, Police Department
Medium MediumTerm
SR.4 Design Standards
Apply adopted City design standards, State guidelines, and applicable Municipal Code requirements in the planning and design of all transportation modes and facilities to ensure consistent, safety-focused projects
Proportion of transportation projects
that meet adopted City and State
design standards
Public Works Low
MediumTerm
SR.5
Tree Trimming
and vegetation
management for
visibility
Proactively inspect and trim trees and vegetation to maintain clear sightlines at intersections, crossings, driveways, traffic control devices, and along sidewalks and shared-use paths Number of priority locations where
vegetation obstructions are addressed
annually
Public Works Low Short-Term
SR.6 Traffic Signal
Enhancements
Update signal timing and operations to enhance safety for all modes, particularly pedestrians and cyclists.

Number of signals upgraded with safety
features Public Works Medium Short-Term
SR.7 Pavement Marking and
Signage Maintenance
Maintain and refresh pavement markings, crosswalks, lane lines, and regulatory and warning signage to ensure visibility, legibility, and compliance, prioritizing corridors, and intersections Percentage of High Injury Network
corridors with pavement markings and
signs meeting visibility and condition
standards
Public Works Medium MediumTerm
SR.8
Street Lighting and
Signal Equipment
Maintenance
Conduct routine inspections and timely repair of street lighting, pedestrian-scale lighting, traffic signals, and pedestrian signal equipment to improve nighttime visibility and intersection safety Percentage of reported lighting and
signal maintenance issues Public Works Medium MediumTerm SR.9
Sidewalk, Curb Ramp,
and Accessibility
Repair
Maintain and repair sidewalks, curb ramps and accessible routes, improve ADA accessibility, and ensure safe pedestrian travel, prioritizing focused locations and routes serving schools, transit stops, and senior facilities
Number of sidewalk and curb ramp
deficiencies corrected annually on
priority routes
Public Works Medium MediumTerm
The City of Pomona Safety Action Plan
initiative strongly emphasizes prioritizing
traffic engineering enhancements for
the High-Injury Network (HIN) as the
primary approach to eliminating traffic
collisions that result in fatal and severe
injuries. Alongside these improvements,
the City will also coordinate with Caltrans
to optimize signal operations and
implement more rigorous design review
processes to enhance street layouts.

All street improvements will adhere to
the compatible General Plan Design
Guidelines.
(Street design, operations, maintenance,
and infrastructure strategies that reduce
crash risk and severity)
Safe Roads

Action
No Safety Strategy Description Progress Measure Key Partners City Resource Timeline SU.1 Safety education
campaigns
Conduct high-impact safety education campaigns (speeding, impairment, distraction)
Number of people reached through
education and outreach campaigns
Public Works, Police
Department, and Pomona
Unified School District
High Short-Term
SU.2 Speed Feedback
Signs Install and deploy speed feedback signs at priority locations Number of speed feedback signs installed or deployed annually Public Works Department,
Police Department Medium Short-Term
SU.3 Targeted Outreach
Conduct targeted education and outreach activities to
discourage impaired driving by focusing on locations in proximity to alcohol-serving establishments, special events, and entertainment areas
Number of conducted targeted education
and outreach activities
Police Department, City
Manager’s Office, Community
Development Department
Low Short-Term
SU.4
Incentivize &
Prioritize Mode Shift
Programs
Promote transit, carpooling, micromobility, and commute reduction programs
Transit ridership trends on routes serving
priority corridors and activity centers
Public Works, Pomona Transit
Department High Long-Term
SU.5 Late-Night Options
Develop options and increase awareness through campaigns to encourage late-night transit, Uber, rideshare, taxi, and other services as alternatives to impaired driving
Reduction in DUI collisions and
promotional activities
Public Works, Pomona Transit
Department High Long-Term
SU.6
Promote Safe Routes
to School
Expand programs and infrastructure that enable students and families to safely walk, bike, and use transit to reach schools, reducing school-related vehicle trips and improving safety along school travel corridors
Number of schools participating Public Works, and Pomona Unified School District Medium MediumTerm
SU.7
Expand and
coordinate the Safe
Routes to School
Program
Increase investment in Safe Routes to School (SRTS). Use collision data and HIN corridors to inform a comprehensive, citywide Safe Routes to School approach
Trends in collisions involving children and
school-aged pedestrians and bicyclists
within school influence areas
Public Works, Police
Department, and Pomona
Unified School District
Low Short-Term
VRU.1 Bicycle network
Continue to develop and enhance Pomona’s bicycle network with an emphasis on expanding low-stress bicycle facilities, improving network connectivity, and prioritizing corridors
Lane miles of new or upgraded lowstress bicycle facilities installed Public Works Department,
Community Development
Department
High Long-Term
VRU.2 Pedestrian crossing Install and upgrade pedestrian crossing treatments along the HIN Number of pedestrian crossings upgraded or installed Public Works High MediumTerm
VRU.3 Senior awareness Develop and deliver an education and outreach campaign aimed at drivers to improve awareness of older pedestrians Trends in collisions involving seniors Police Department Medium MediumTerm VRU.4 Improve Safety for
Bicyclists
Provide safe bicycling demo, helmet giveaways, and free bicycle repair at select public events
Increased use on bicycling; Reduction in
Bike-related crashes
Police Department, Public
Works Low
MediumTerm
VRU.5
Encouragement to
Safe Walking and
Bicycling
Rollout regular Bike Rodeos, Form Bike Bus to Schools and host walking/bicycling tours for community participation
Increased use of walking and bicycling
for all trips and destinations
Public Works, Pomona Park
District
Low
MediumTerm
VRU.6 School Area Safety Review/modify School Crossing Guard Program Increase in number of students walking and bicycling to schools
Public Works, and Pomona
Unified School District Low
MediumTerm
This initiative focuses on reducing highrisk behaviors through coordinated education, outreach, and targeted
enforcement, while supporting safer
travel choices for all road users.

These strategies emphasize speeding,
impairment, distraction, and yielding
behaviors, and prioritize times and
locations with elevated risk, such as
holidays, special events, school travel
periods, and late-evening hours. This
approach recognizes that achieving
Safety Goal requires shared responsibility
and a community-wide culture of
safety alongside engineering and policy
improvements.
(Education, encouragement,
enforcement, and mobility strategies
that support safer behavior)
Safe Road Users
Bicyclist and Pedestrian (Vulnerable Road Users)

Action
No Safety Strategy Description Progress Measure Key Partners City Resource Timeline SS.1 Citywide speed
management policy
Establish a citywide speed management policy that sets contextsensitive speed targets, prioritizes reduction on corridors, and requires speed analysis for projects
Percent of major corridors with speed
target guidelines
Public Works Department,
Police Department Medium Short -Term
SS.2 Corridor speed
redesigns
Implement targeted speed management treatments for motor vehicles on corridors, including lane narrowing, gateway treatments, speed feedback signs, and corridor-based speed reduction designs
Corridors Improved Public Works Department,
Police Department Medium MediumTerm
SS.3 Speed performance
monitoring Monitor and evaluate operating speeds on major corridors Speed Reductions Public Works Department, Police Department Medium On-Going SS.4
Reduce speeding and
speed limits around
schools
Advocate for automated speed enforcement in school zones Program Approval Public Works Department Low Long-term SS.5 Signal Speed
Optimization
Update signal timing and operational parameters to manage speeds
Number of intersections with updated
signal timings
Public Works Department,
Police Department Medium Short-term
This initiative focuses on reducing
crash severity and preventing fatal and
serious injuries by managing vehicle
speeds through a combination of street
design, operational strategies, policy
updates, and data-driven enforcement.

These efforts prioritize corridors and
intersections with elevated crash risk,
high pedestrian and bicycle activity,
and a history of speeding-related
collisions, and include tools such as
traffic calming, signal timing adjustments,
speed feedback devices, and contextsensitive roadway design. By aligning infrastructure, policy, and behavior with
safe operating speeds, this approach
recognizes that controlling speed is one
of the most effective ways to save lives
and is fundamental to achieving a Safe
System where human mistakes do not
result in severe harm.
(Speed design, policy & operations)
Safe Speeds

Action
No Safety Strategy Description Progress Measure Key Partners City Resource Timeline SV.1
Protected turn
phasing & LPIs
Implement protected turn phasing and leading
pedestrian intervals The number of intersection upgrades Public Works Department Medium MediumTerm SV.2 Advance Warning
Signs
Install advanced warning systems and high-visibility
curve treatments
Number of installations Public Works Department Medium Mediumterm SV.3
High-visibility
crosswalks near
schools and seniorserving facilities
Install high-visibility crosswalks in proximity to the
school, senior centers, parks, and other locations
frequently used by children and older adults
Number of crosswalks near schools and
senior-serving facilities upgraded or
installed as high-visibility crosswalks
Public Works Department Medium MediumTerm
PCC.1 Emergency signal
preemption
Coordinate signal preemption for emergency response
vehicles Corridors Equipped Police Department, and Fire Department Medium MediumTerm PCC.2
Post-crash data
enhancements
Improve post-crash data collection and response
coordination
Percentage of KSI collisions reports
completed with full field data,
establishment of a unified inter-agency
collision data review protocol
Police Department, and Fire Department Medium MediumTerm PCC.3 Rapid clearance
coordination
Implement a rapid collision scene clearance protocol to minimize secondary collisions and traffic disruption Response time reduced Police Department, and Fire Department Medium MediumTerm PCC.4 Response Team
Training - Media
Improve dissemination of crash related information to
media with necessary confidentiality and sensitively
Improved communication with media and
community Police Department, and Fire Department Low Long-Term PCC.5
Response Team
Training – Victim
Family
Provide refresher training to be supportive and
empathetic to the victim and family member
Improved communication with victims and
family Police Department, and Fire Department Low Long-Term Safe Vehicles &
Post Crash Care
This initiative focuses on reducing
the severity of crashes and improving
survival outcomes through safer
vehicle interactions, enhanced roadway
treatments, and efficient emergency
response. Strategies emphasize
conflict reduction at intersections,
improved visibility and warning systems,
protection for vulnerable road users, and
coordinated post-crash response through
signal preemption, rapid clearance, and
improved data collection. By addressing
both crash prevention and emergency
care, this approach recognizes that
while crashes may still occur, a resilient
transportation system can significantly
reduce the likelihood of fatal and serious
injuries and ensure timely assistance
when incidents happen.

Item Project April 2026 Estimate City Required Match (20%) 1 Citywide Signal Enhancements $15,457,000 $3,091,400
2 Unsignalized Intersections Safety Improvements $16,384,000 $3,276,800 3 Indian Hill Boulevard Safety Improvements $5,762,000 $1,152,400 4 Citywide Signage & Striping Upgrades $36,918,000 $7,383,600 5 Citywide Street Light Upgrade / Inventory $32,102,000 $6,420,400 6 Improving Corridor Access Throughout the City $30,626,000 $6,125,200 7 Improvements near Schools $14,893,000 $2,978,600
8 Addition of Left Turn Arrows at Signals $9,268,000 $1,853,600 9 Bike Safety Improvement $6,900,000 $1,380,000
10 Mission Boulevard Corridor Improvement $9,093,000 $1,818,600 11 Towne Avenue Corridor Improvement $11,646,000 $2,329,200 12 Garey Avenue Downtown Corridor Improvement $5,127,000 $1,025,400 $194,176,000 $38,835,200
The projected costs associated with implementing the safety enhancements identified in the Safety Action Plan are summarized below. These figures exclude maintenance related infrastructure expenses, including pavement rehabilitation and pole replacement. All cost estimates reflect pre international conflict pricing and may be subject to escalation due to ongoing market volatility. The total project cost is currently estimated at $194,176,000, with an anticipated local match requirement of $38,835,200, representing $194,176,000 of the overall budget. These estimates are preliminary and will be further refined as project design and scope development progress.

Funding Needs
Total

Funding Source Funding Agency Next Call for Projects/Most Recent Call Amount Available
Safe Streets and Roads for All
(SS4A)
U.S. Department of
Transportation (USDOT) FY 2026 NOFO upcoming $5B total over 5 years; approx. $1B available for upcoming round Highway Safety Improvement
Program (HSIP) Caltrans / FHWA HSIP Cycle 12 funded 2025–2028; funds available until 2029 $300 million for Cycle 12 awarded statewide; annual
Local HSIP ≈ $120M/yr
Surface Transportation Block
Grant (STBG) FHWA / Metro Federal FY 2022–2026 (IIJA) FY2026 national contract authority: $14.97B Transportation Alternatives (TA)
Set-Aside Caltrans / SCAG / Metro FY 2022–2026 (IIJA) FY2026 national TA set aside: $1.49B Active Transportation Program
(ATP)
California Transportation
Commission (CTC) /
Caltrans
Cycle 7 (FY 2026–2029 for
regional ATP)
Regional ATP Cycle 7: $20.689M available; statewide
ATP receives ~$100M/yr (SB1)
Safe Routes to School (SRTS) Caltrans Covered under ATP cycles; ongoing annual funding via ATP
ATP includes SRTS programs; no separate fixed
statewide amount (varies by cycle)
State Highway Operation and
Protection Program (SHOPP)
Caltrans FY 2026–2027 through FY 2029–
2030 2026 SHOPP: $17.9B in projects/reserves over 4 years Office of Traffic Safety (OTS)
Grants
California Office of Traffic
Safety Federal Fiscal Year 2027 Individual grants typically $25k–$500k; examples: FFY2026 awards include $100k–$480k+ per agency Measure M / Measure R Local
Return Funds
Los Angeles County
Metro Ongoing annual allocations
Local Return receives 17% (Measure M) and 15%
(Measure R) of tax revenues; cities typically receive
$4.5M–$92.5M annually depending on population
Public-Private Partnerships
(PPPs)
Local Businesses /
Institutions Varies by project Amount varies; no fixed statewide amounts (negotiated case by case) City of Pomona Capital
Improvement Plan (CIP) City of Pomona Annual budget cycle (FY varies by city adoption) Varies by CIP year; no fixed citywide amount published
in search results
Development Impact Fees City of Pomona / Private
Developers
Depends upon the ongoing
development
Amount varies by project type and fee schedule; not
published in search results
To successfully implement the PSAP, Pomona must pursue a range of funding sources to support planning, design, and construction of safety projects. Potential funding avenues include:
• Safe Streets and Roads for All (SS4A): Competitive grants for planning and im¬plementing safety strategies.
• Highway Safety Improvement Program (HSIP): Federal funding focused on data-driven infrastructure safety projects.
• Surface Transportation Block Grant (STBG): Flexible funds that can be applied to pedestrian and bicycle infrastructure and safety enhancements. • Transportation Alternatives (TA): A set-aside within STBG for non-motorized transportation improvements.
• Active Transportation Program (ATP): Administered by Caltrans and the South¬ern California Association of Governments (SCAG), supports walking and bicycling infrastructure and education programs.
• California Office of Traffic Safety (OTS): Provides grants for enforcement, educa¬tion, and outreach related to traffic safety.
• Measure M and Measure R funds: Los Angeles County sales tax measures that can support local transportation projects, including safety improvements. • City of Pomona General Fund and CIP allocations: May provide partial matching funds or direct investment in high-priority safety projects. • Development impact fees: These support infrastructure improvements near new developments.
• Public-private partnerships (PPPs): Collaboration with local businesses or institu¬tions for safety-related infrastructure or programs. • Safe Routes to School (SRTS) Grants: To fund school zone improvements and student safety programs.

Funding Opportunities
End of Document