DATE:
TO:
FROM:
CONTACT:
SUBJECT:
Summary:
AGENDA REPORT CityofPoway
November 15, 2022
Honorable Mayor and Members of the City Council
Robert Manis, Director of Development Services~
Henry Trang, Senior Civil Engineer ~·~
(858) 668-4602 or [email protected]
Approval of the Local Road Safety Plan
CITY COUNCIL
The Local Road Safety Plan (LRSP) is a report that systemat ically ident ifies and analyzes safety problems and recommends safety improvements on the City's roadways. An LRSP will be required for an agency to be eligible to apply for future federal Highway Safety Improvement Program (HSIP) funds.
Having an approved LRSP will position the City for applying for future HSIP grants .
Recommended Action:
It is recommended the City Council receive and approve the Local Road Safety Plan (Attachment A).
Discussion:
Federal regulations require each state to have a Strategic Highway Safety Plan (SHSP). An SHSP is a statewide data-driven traffic safety plan that coordinates the effo rts of a wide range of organizations to reduce traffic accident fatalities and serious injuries on all public roads. While the SHSP is used as a statewide approach for improving roadway safety, a Local Road Safety Plan (LRSP) can be a means for providing local and rural road owners with an opportunity to address unique highway safety needs in their jurisdictions while contributing to the success of the SHSP. The California Traffic Commission allocated state funds for the purpose of assisting local agencies in developing their LRSPs. The City applied for and was awarded $52,000 for the preparation of an LRSP. An LRSP will be a prerequisite · for future Highway Safety Improvement Program (HSIP) grant applications .
The LRSP systematically identifies and analyzes safety problems and recommends safety improvements on the City's roadways. It facilitates collaboration through the development of partnerships between the City and stakeholders. The LRSP offers a proactive approach to addressing roadway safety needs in Poway. It not only focuses on engineering improvements to mitigate crashes, but also addresses safety improvements in other areas such as enforcement, education, and emergency services.
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The City issued a Request for Proposals for the LRSP on March 18, 2021 and received a total of five proposals . The fees for the project ranged from $52,000 to $60,000. After careful review of the proposals, staff determined that KOA Corporation (KOA) was highly qualified and the most cost effective proposal. The City Council approved the Consultant Agreement with KOA for the preparation of the LRSP at the May 18, 2021 City Council meeting . KOA began the preparation of the LRSP in June 2021 and completed the report in March 2022. The results of the LRSP are summarized below with a prioritized list of improvements and actions.
The LRSP includes input from stakeholders including the San Diego County Sheriff Department, Palomar Hospital, Poway Unified School District, and City of Poway Fire, Public Works, and Development Services Departments to identify their goals and key safety issues and concerns. The goals include:
Saving lives and preventing serious injuries on local roads Reducing the severity of collisions through reduction in travel speed Providing the needed infrastructure to address higher collision locations Addressing distracted driving or driving under the influence of drugs or alcohol Improving safety in school zones
Improving driver awareness of speeding, texting, and drinking while driving A collision analysis was conducted for all reported crashes that occurred on local Poway roadways within city limits for a five-year time period between January 1, 2015 and December 31, 2019. Collision data for the year 2020 and 2021 was reviewed but not included in the statistical analysis, as changes in travel from COVID-19 did not reflect typical travel conditions . The collisions were evaluated for crash type, frequency, severity, transportation mode, and property damage.
Intersections and roadway segments were ranked based on the collision data analysis. The highest crash intersections and roadway segments were further evaluated to determine contributing factors to the high-crash activity. Crash activity was compared to roadway characteristics such as volume, roadway cross-sections, speed limits, intersection control, and other features that might impact safety outcomes. Potential safety countermeasures were identified to address these conditions as well as other observed conditions for these locations. The list of potential countermeasures include:
Improve signal hardware
Improve signal timing
Provide advanced dilemma zone detection
Install flashing beacons as advance warning
Install raised medians
Install/upgrade larger or additional warning/regulatory signs or markings The LRSP was presented to the Traffic Safety Committee at the May 11, 2022 meeting with the recommendation that the Committee support the LRSP. The recommendation was unanimously approved by the Committee members.
The LRSP provides a foundation for developing and prioritizing future road safety improvement projects . It provides recommendations for future projects but does not obligate the City to implement them. An approved LRSP will enable the City to apply for grants for traffic related issues in the future. 2 of73
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Environmental Review:
This item is not subject to the California Environmental Quality Act (CEQA).
Fiscal Impact:
None with this action. However, if the City pursues any of the suggested improvements, staff would return to City Council for their consideration and approval.
Public Notification:
None.
Attachments:
A. Local Roadway Safety Plan
Reviewed/Approved By:
Assistant City Manager
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Reviewed By:
Alan Fenstermacher
City Attorney City Manager
November 15, 2022, Item #4
City of Poway
LOCAL ROADWAY SAFETY PLAN
FINAL REPORT MARCH 2022
Prepared for:
City of Poway
Prepared By:
KOA Corporation
~A
5095 Murphy Canyon Road, Suite 330, San Diego , CA 92123. Ph: (858) 300-8960 4of73 ATTACHMENT A
November 15, 2022, Item #4
TABLE OF CONTENTS
1.0 INTRODUCTION
1.1 BACKGROUND ................................................................................................................................................................................ 1
1.2 PURPOSE OF THE LRSP ............................................................................................................................................................... 1
1.3 PUBLIC INPUT ................................................................................................................................................................................. 1
1.3.1 PROJECT GOALS ... : .......................................................................................................................................................... 1
1.3.2 SAFETY ISSUES AND CONCERNS .................................................................................................................................... 2
1.4 COLLISION SUMMARY ............................................................................................................................................................... 2
2.0 METHODOLOGY 4
2.1 COLLISION DATA SOURCES ..................................................................................................................................................... 4
2. 1.1 SWITRS ............................................................................................................................................................................ 4
2.1.2 TIMS ................................................................................................................................................................................. 4
2.1.2 OTS ....................................................................................................................................................................•............. 4
2.2 IDENTIFYING LOCATIONS FOR ENGINEERING COUNTERMEASURES .................................................................... .4
2.2.1 RANKING FUNCTION ...................................................................................................................................................... 5
2.2.2 AVERAGE CRASH FREQUENCY ........................................................................................................................................ 5
2.2.3 CRASH RATE .................................................................................................................................................................... 5
2.2.4 EDPO SCORE ................................................................................................................................................................... 5
2.3 PROPOSING ENGINEERING COUNTERMEASURES .......................................................................................................... 6
3.0 COLLISION ANALYSIS 7
3.1 CITYWIDE COLLISION DATA ..................................................................................................................................................... 7
3.1.1 CRASHES BY YEAR ........................................................................................................................................................... 7
3.1.2 CRASH TYPE ..................................................................................................................................................................... 8
3.1.3 CRASH CAUSES ............................................................................................................................................................... 9
3.1 .4 CRASH INVOLVED WITH ............................................................................................................................................... 10
3.1.5 LIGHTING CONDITIONS ................................................................................................................................................ 11
3.1.6 PEDESTRIAN CRASHES .................................................................................................................................................. 11
3.1.7 AGE DISTRIBUTION OF AT-FAULT PARTIES .................................................................................................................. 12
3.2 COMPARISON WITH CITIES OF SIMILAR SIZE ................................................................................................................. 12
3.3 FOCUSED CRASH NETWORK ................................................................................................................................................. 13
3.3.1 INTERSECTIONS ............................................................................................................................................................. 13
3.3.2 CRASH CORRIDORS ...................................................................................................................................................... 14
4.0 INTERSECTION PATTERNS AND DEFICIENCIES 16
4.1 BACKGROUND ............................................................................................................................................................................. 16
4.2 CRASH INTERSECTION LOCATIONS .................................................................................................................................... 16
4.2.1 INTERSECTIONS ............................................................................................................................................................. 18 SCRIPPS POWAY PARKWAY & COMMUNITY ROAD ............................................................................................. 18 POMERADO ROAD & TWIN PEAKS ROAD/ CAMINO DEL NORTE ...................................................................... 19 POWAY ROAD & POMERADO ROAD .................................................................................................................... 21 November 15, 2022, Item #4
TWIN PEAKS ROAD & COMMUNITY ROAD/ HILLNDALE WAY ........................................................................... 22 TED WILLIAMS PARKWAY & POMERADO ROAD ................................................................................................. .24 POWAY ROAD & MIDLAND ROAD ...........................................................................................................•........... .25 TWIN PEAKS ROAD & MIDLAND ROAD ............................................................................................................... .26 POWAY ROAD & ESPOLA ROAD .......................................................................................................................... .28 POWAY ROAD & COMMUNITY ROAD ................................................................................................................. .29 SCRIPPS POWAY PARKWAY & POMERADO ROAD .............................................................................................. .31
4.2.2 ROADWAY SEGMENT .................................................................................................................................................... 32 POWAY ROAD - OAK KNOLL ROAD TO GARDEN ROAD ..................................................................................... .32
4.3 POTENTIAL SAFETY COUNTERMEASURES ........................................................................................................................ 33
5.0 COUNTERMEASURES 34
5.1 COUNTERMEASURE DESCRIPTION ..................................................................................................................................... 34
5.2 COUNTERMEASURE APPLICATION ..................................................................................................................................... 35
6.0 NON-ENGINEERING SAFETY SOLUTIONS 40
6.1 YOUNG DRIVERS ......................................................................................................................................................................... 40
6.2 BICYCLISTS ................................................................................................................................................................................... .40
6.3 PEDESTRIANS ............................................................................................................................................................................... 41
6.4 SPEEDING ...................................................................................................................................................................................... 42
6.5 DRIVING UNDER THE INFLUENCE ....................................................................................................................................... .42
6.6 DISTRACTED DRIVING .............................................................................................................................................................. 43
6.7 EMERGENCY RESPONSE MANAGEMENT .......................................................................................................................... .43
7.0 PROJECT EVALUATION 44
7.1 HIGHWAY SAFETY IMPROVEMENT PROGRAM (HSIP) ............................................................................................... ..44
7.2 EXAMPLE HSIP PROJECTS ....................................................................................................................................................... .44
7.2.1 ADVANCE DILEMMA ZONE DETECTION ..................................................................................................................... .44
7.2.1 SIGNAL TIMING ............................................................................................................................................................ .45
7.3 FUNDING SOURCES .................................................................................................................................................................. .45
8.0 LOCAL ROADWAY SAFETY PLAN (LRSP) EVALUATION 48
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LIST OF FIGURES
FIGURE 1.1 POWAY CITYWIDE COLLISION MAP (2015-2019) ........................................................................................................ 3 FIGURE 3-1 COLLISION SEVERITY ......................................................................................................................................................... 7 FIGURE 3-3 COLLISION TYPE ................................................................................................................................................................. 8 FIGURE 3-4 CAUSE OF CRASH ............................................................................................................................................................. 10 FIGURE 4-1 STUDY CRASH NETWORK .............................................................................................................................................. 17
LIST OF TABLES
TABLE 3-1 CRASHES BY YEAR AND SEVERITY .................................................................................................................................... 7 TABLE 3-2 COLLISION TYPE ................................................................................................................................................................... 8 TABLE 3-3 CAUSE OF CRASH ................................................................................................................................................................. 9 TABLE 3-4 TOTAL CRASHES INVOLVED WITH ................................................................................................................................. 10 TABLE 3-5 FATAL AND SEVERE INJURY CRASHES INVOLVED ....................................................................................................... 11 TABLE 3-6 CRASH BY LIGHTING CONDITION .................................................................................................................................. 11 TABLE 3-7 PEDESTRIAN CRASH BY VIOLATION .............................................................................................................................. 12 TABLE3-8AGEOFAT-FAULTPARTY ................................................................................................................................................. 12 TABLE 3-9 OTS RANKINGS ................................................................................................................................................................... 13 TABLE 3-10 INTERSECTION HIGH COLLISION LOCATIONS .......................................................................................................... 13 TABLE 3-11 INTERSECTION HIGH COLLISION LOCATIONS BY COLLISION TYPE ...................................................................... 14 TABLE 3-12 SEGMENT COLLISION RATES ......................................................................................................................................... 15 TABLE 5-1 APPLICABLE SAFETY COUNTERMEASURES .................................................................................................................. .35 TABLE 7-2 TRANSPORTATION SAFETY FUNDING SOURCES SUMMARY ................................................................................. ..46
APPENDIX
APPENDIX A- INTERSECTION COLLISIONS
APPENDIX B - MID-BLOCK COLLISIONS
APPENDIX C- CALTRANS COUNTERMEASURE LIST
APPENDIX D - COST ESTIMATES
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REPORTS DISCOVERY AND ADMISSION INTO EVIDENCE OF CERTAIN REPORTS, SURVEYS, AND INFORMATION - Notwithstanding any other provision of law, reports, surveys, schedules, lists, or data compiled or collected for any purpose relating to Section 748 of Title 23, United States Code [23 U.S. C. § 148(h) (4)), shall not be subject for discovery or admitted into evidence in a Federal or State court proceeding or considered for other purposed in any action for damages arising from any occurrence at a location identified or address in the reports, surveys, schedules, lists, or other data Consideration of implementing the countermeasures identified in this report is contingent upon but is not limited to securing the necessary right-of-way for the traffic safety enhancement and securing funding and resources to finance all project phases, including design, construction, on-going maintenance, environmental analysis, and community engagement
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1.0 INTRODUCTION
1.1 BACKGROUND
INTRODUCTION
KOA Corporation (KOA) was retained by the City of Poway to develop a Local Roadway Safety Plan (LRSP).
The California Department of Transportation (Caltrans) established the Local Roadway Safety Plan (LRSP) to provide funding for local agencies to identify safety needs and recommend projects to address these needs. The LRSP provides an opportunity to evaluate roadway safety problems through data analysis and improve roadway safety through investments in infrastructure, education , and enforcement. The process of preparing a LRSP creates a framework to systematically identify and analyze safety problems and recommend safety improvements.
1.2 PURPOSE OF THE LRSP
The LRSP systematically ident ifies and analyzes safety problems and recommends safety improvements .
Preparing the LRSP facilitates collaboration through the development of partnerships between Poway and stakeholders . The results of the LRSP are summarized with a prioritized list of improvements and actions.
The LRSP offers a proactive approach to addressing roadway safety needs in Poway. The LRSP not only focuses on engineering improvements to mitigate crashes. It also addresses safety improvements in other areas such as enforcement, education, and emergency services.
1.3 PUBLIC INPUT
Stakeholders prov ided input on the project mission and goals and provided input on key safety issues and concerns. Stakeholders included :
• County Sheriff
• Poway Unified School District
• City of Poway Public Works Department
• Poway Fire Department
• Palomar Hospital
1.3.1 Project Goals
The mission of this LRSP is to achieve a reduction in collisions, and in particular , in fatal and serious injury collisions through a multi -agency approach that utilizes education, enforcement, engineering and emergency service strategies.
The City and stakeholders identified these project goals:
• Saving lives and preventing serious injuries on local roads and streets • Reducing the severity of collisions through reduction in travel speed • Providing the needed infrastructure to address higher collision locations • Addressing travel speeds
CITY OF POWAY I LRSP
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INTRODUCTION
• Addressing distracted driving or driving under the influence of drugs or alcohol • Improving safety in school zones
• Improving driver awareness of speeding, texting, and drinking while driving
1.3.2 Safety Issues and Concerns
Stakeholders provided input on the following safety issues and concerns related to travel safety in Poway:
Traffic safety issues facing the City of Poway of which we should be aware:
• Speeding vehicles, particularly on the arterials
• Distracted driving
• Driving under the influence
• Running red lights at intersections
• Traffic flow safety during road construction
Bicycle or pedestrian issues to address:
• Narrow roadways with limited visibility on Espola Road and the Poway Road grade • At locations near schools
Specific locations to address where there are safety concerns:
• Safety around schools, especially at start and end times • Twin Peaks Road, Espola Road, and Scripps Poway Parkway Consider policies and other actions:
• Educational programs for students, particularly DUI, speeding, and texting while driving • Programs for adults, including annual refresher driver training • Traffic safety billboards
• Use of speed feedback signs
1.4 COLLISION SUMMARY
The collision analysis was conducted for all reported crashes that have occurred on local Poway roadways within the City limits for a five year time period from January 1, 2015 through December 31, 2019.
Collision data for the year 2020 was reviewed but not included in the statistical analysis, as changes in travel resulting from COVID-19 did not reflect typical travel conditions. Based on the Statewide Integrated Traffic Records System (SWITRS) database, between January 2015 and December 2019 there were 921 crashes in the City along local roadways. Figure 1.1 illustrates a map of the collisions citywide.
CITY OF POWAY I LRSP Page 2
November 15, 2022, Item #4
Figure 1-1: Poway Citywide Collision Map (2015-2019)
Escondido
San Diego
N
Data: SWITRS . 2015-2019
CITY OF POWAY I LRSP
INTRODUCTION
Legend
Collision Count
• Under 5
5 - 10
10 - 20
0 30-35
• Over35
L-=-1 Poway Boundary
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2.0 METHODOLOGY
2.1 COLLISION DATA SOURCES
METHODOLOGY
The collision data was drawn from three sources. The collision trend data was derived between 2015 and 2019 from the California Highway Patrol's Statewide Integrated Traffic Records System (SWITRS) database.
The University of California Berkeley's Transportation Injury Mapping System (TIMS) provided comparative information on crash history in Poway and San Diego County. The California Office of Traffic Safety Rankings (OTS) contributed collision data for the year 2018 for Poway and 106 cities in California with a similar population .
2.1.1 SWITRS
The California Highway Patrol's SWITRS database contains data on statewide collisions. The SWITRS application provides geographically- and temporally-targeted collision reports in an electronic format. KOA used SWITRS to evaluate data on Poway collisions between 2015 and 2019, both in aggregate and classified by control type (signalized, non-signalized, and midblock locations).
2.1.2TIMS
The TIMS database contains geocoded collisions included in the SWITRS database. TIMS geocodes SWITRS collisions that involve either an injury or fatality (i.e., excluding property damage-only collisions). Thus, TIMS provides local agencies with an efficient and straightforward tool to conduct geographic analysis. KOA utilized TIMS data from 2015 to 2019 to compare Poway with San Diego County at-large to identify prominent transportation safety issues in the City. Dfhgdf
2.1.3 OTS
The OTS rankings compare traffic safety statistics among cities in the state of California with similar populations. The statistics focus on the victims killed and injured in crashes. Cities can use these comparisons to see the areas in which they underperform. The OTS collision ranking system compares cities of similar population sizes. Poway belongs to the OTS Group D, which contains 97 California cities with a population between 25,001 and 50,000.
2.2 IDENTIFYING LOCATIONS FOR ENGINEERING COUNTERMEASURES Crash data analysis for this LRSP was conducted using collision data from the SWITRS collision database.
The collision records include a variety of information about each collision, including the location, date, time of the day, crash type, crash severity, primary violation category, transportation mode of the involved parties, and movement of the involved parties prior to the collision . Per California state law, motor vehicle collisions must be reported when vehicle or property damage exceeds $1,000, or when any of the parties suffer an injury or fatality. Collisions with no injured parties or little property damage might not be reported and, therefore, are not included in the collision database.
Caltrans' Local Roadway Safety, A Manual for California's Local Road Owners, Version 1.5, April 2020 (LRSM) encourages a pro-active rather than reactive approach to safety issue identification. Traditionally, agencies using a reactive approach have located and implemented safety projects solely based on recent crashes, specific crash concentrations, or safety issues raised by stakeholders. A pro-active approach is preferred, CITY OF POWAY I LRSP Page 4
November 15, 2022, Item #4
METHODOLOGY
according to the LRS Manual, because with traditional methods, "crash concentrations and crash trends may be missed if local agencies rely exclusively on these identifiers for their roadway safety effort." A pro-active approach would identify safety improvements by analyzing the safety of the entire roadway network. For this document, the process for identifying candidate locations for safety improvements considers any one of the following three factors:
• An extensive crash history at high-collision frequency locations providing insight into which roadway characteristics are associated with certain types of crashes • Professional engineering judgment regarding the availability of feasible engineering countermeasures to fix the safety issues
• Applicability of the engineering countermeasures at other locations with roadway characteristics associated with similar types of crashes regardless of their crash history The LRSM guidelines require analyzing at least three to five years of the most recent crash data. Five years worth of collision data from January 2015 to December 2019 was reviewed for the Poway LRSP. Five years of crash data usage adheres to the maximum threshold permitted by the Highway Safety Improvement Program (HSI P) for a safety infrastructure project application for federal funding.
2.2.1 Ranking Function
A candidate intersection or roadway segment for safety improvements does not necessarily need to demonstrate a history of high or severe collisions to be considered for further evaluation. However, locations with high numbers of collisions are often good starting points for safety analysis due to the rich information provided by the collision history. Three ranking methods were utilized to identify high collision frequency intersections and roadway segments: Average Crash Frequency, Crash Rate, and Equivalent Property Damage Only (EPDO) scores. A brief description of each of the methods is provided in the following sections.
2.2.2 Average Crash Frequency
Average Crash Frequency is the most basic method for assessing collision incidence. The analysis tallies the numbers of collisions at each location in the roadway network, both in aggregate and by a category of interest (e.g. level of severity, collision type, and others). The analysis then ranks intersections or roadway segments based on the collisions' frequency.
2.2.3 Crash Rate
The Crash Rate method goes a step beyond average crash frequency, normalizing facilities' crash frequency by the volume of vehicle traffic or travel. This method divides the number of collisions (or collisions in a particular category) by the quantity of Million Entering Vehicles (for intersections) or 100 Million Vehicle Miles Traveled (for roadway segments). While the Crash Rate method accounts for differences in facilities' length and traffic volume, it may instead unduly favor low-volume and low-collision roadways where countermeasures produce the lowest net benefit for travelers.
2.2.4 EPDO Scores
Equivalent Property Damage Only (EPDO) scores assign weighting factors to crashes by severity relative to property damage only (PDO) collisions. The weight generally reflects an order of magnitude difference between the cost of fatal/severe injury crashes and non-severe injury collisions. The weights by crash severity come from the 2020 Local Roadway Safety Manual:
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METHODOLOGY
• Fatal and Severe Injury at signalized intersections - $1,590,000 • Fatal and Severe Injury at non-signalized intersections - $2,530,000 • Fatal and Severe Injury at Roadway- $2,190,000
• Other Visible lnjury-$142,300
• Compliant of Pain - $80,900
• PDQ - $13,300
2.3 PROPOSING ENGINEERING COUNTERMEASURES
After ranking the intersections and roadway segments, the following steps were used to propose engineering countermeasures:
• Reviewed crash details (party involved, movement before the crash, primary collision factor, violation code, time of the day, and others) at high-risk locations • Obtained detailed Sheriff reports from the City and reviewed for all the fatal and severe injury collisions
• Reviewed field conditions through physical site visits. • Assessed the nature of prevalent crash types with respect to the intersection's control type, geometrical features, and signal phasing/timing
• Reviewed current conditions and recent historical conditions via Google Map Street View, whenever necessary, to check whether any geometry, signal, or signage changes have been made in the past few years
• Evaluated and screened countermeasures from the LRSM or Crash Modification Factor (CMF) Clearinghouse (http ://www .cmfclearinghouse .org/). a searchable database that can be easily queried to identify CMFs and Crash Reduction Factors (CRFs)
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COLLISION ANALYSIS
3.0 COLLISION ANALYSIS
3.1 CITYWI DE COLLISION DATA
Five years of collision data was collected from the Statewide Integrated Traffic Records System (SWITRS) for the period from January 1, 2015 through December 31, 2019. The University of California Berkeley's Transportation Injury Mapping System {TIMS) provided comparative information on collisions in Poway and San Diego County. During this period a total of 921 crashes were reported in the City along local roadways.
3.1 .1 Crashes by Year
For the five-year analysis period, the number of fatal crashes, injury crashes, property damage only crashes, total fatalities, and total injuries are highlighted in Table 3-1, including the averages over the analysis period. Crash severity is illustrated in Figure 3-1.
Table 3-1 Crashes by Year and Severity
Category Year Total Average Percent
2015 2016
Fatal Collisions 0 1
Severe Injury Collisions 11 5
Visible Injury Collisions 26 26
Complaint of Pain Collisions 45 58
Property Damage Only Collisions 107 101
Total Collisions 189 191
Total Fatalities 0 1
Total Injuries 82 89
Figure 3-1 Collision Severity
I Fatal Collisions 1
I 1%
' Property l
Dac:~~~o~~ly 1·
53%
■ Fatal Collisions
■ Visible Injury Collisions
■ Property Damage Only Collisions
CITY OF POWAY I LRSP
2017
1 8
37 47
136
229
1 92
2018 2019
2 1
8 5
28 35
55 33
86 59
179 133
2 1
91 73
1-se~ ere lnj~ry I
1 Collisions II
4%
-. Visible Injury ,
1 Collisions I
I 16% .
1 Co~plai~t of j
I
Pain Collisions
26% I
11 Severe Injury Collisions
■ Complaint of Pain Collisions
5 1 1%
37 7 4%
152 30 17%
238 48 26%
489 98 53%
921 184 -
5 1 -
427 85 -
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COLLISION ANALYSIS
3.1.2 Crash Type
Table 3-2 and Figure 3-2 describe the total collisions by collision type for each year and for the five-year period. The rear-end crash pattern was the most common collision type for all the collisions (30%). Rear end crashes often occur where traffic speeds change, such as near signalized intersections where a driver does not react in time a change of traffic signal or where vehicles turn into driveways. Broadside crashes accounted for 25% of the collisions . Broadside crashes often occur at intersections or driveways because of drivers failing to yield or obey stop -controls, or where a gap in traffic is misjudged where a turning vehicle collides with a vehicle traveling through the intersection. Hit-object crashes include vehicle collisions with parked cars, poles or other objects within or outside the roadway, and accounted for 19% of the total collisions.
Table 3-2 Collision Type
Crash Type
Rear-End
Broadside
Hit Object
Sideswipe
Head-On
Vehicle/Pedestrian
Overturned
Other
Total
Figure 3-3 Collision Type
CITY OF POWAY I LRSP
2015 2016
56 71
40 44
39 30
28 25
7 10
7 1
5 1
7 9
189 191
0 4%
4%~
• Rear-End
• Hit Object
■ Head-On
• Overturned
Vear
2017 2018
76 45
54 55
45 34
29 23
12 7
6 5
3 3
4 7
229 179
■ Broadside
■ Sideswipe
■ Vehicle/Pedestrian
• Other
Total Percent
2019
32 280 30%
36 229 25%
25 173 19%
19 124 13%
6 42 5%
5 24 3%
4 16 2%
6 33 4%
133 921 -
November 15, 2022, Item #4
COLLISION ANALYSIS
3.1.3 Crash Causes
The causes of collisions are listed in Table 3-3 and shown in Figure 3-4. The most frequent cause of collisions has been unsafe speed (23%), followed by Auto Right of Way Violations (14%), Driving under the Influence (13%) and improper turning (12%). Unsafe speed crashes often occur at intersections and are a result vehicle speeding caused by higher speeds on downhill grades, not slowing resulting from changing conditions or by disobeying posted speed limits . Auto Right of Way violations occur when vehicles fail to yield the right-of-way when required . Traffic signals and sign violations are a result of motorists failing to see or observe these traffic control devices.
Table 3-3 Cause of Crash
Crash Cause
Unsafe Speed
Auto Right of Way Violation
Drivinq/Bikinq Under Influence
Improper Turning
Traffic Siqnal and Siqns
Unsafe Lane Chanqe
Pedestrian Violation
Other Than Driver or Pedestrian
Unsafe Starting or Backing
Pedestrian Riqht of Way Violation
Following Too Closely
Wronq Side of Road
Other Hazardous Violation
Other Improper Drivinq
Impeding Traffic
Hazardous Parkinq
Improper Passing
Not stated/Unknown
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2015 2016
47 so
23 28
31 21
28 17
12 12
9 9
2 0
6 5
4 6
2 0
3 7
5 6
3 4
3 2
0 1
0 1
5 2
6 20
Vear Total Percent
2017 2018 2019
58 34 27 216 23%
35 27 18 131 14%
28 19 20 119 13%
26 18 21 110 12%
15 21 18 78 8%
20 14 9 61 7%
2 1 1 6 1%
5 5 3 24 3%
2 11 3 26 3%
2 4 3 11 1%
5 0 0 15 2%
11 4 2 28 3%
5 1 2 15 2%
0 1 1 7 1%
0 1 0 2 0%
0 0 0 1 0%
3 5 2 17 2%
12 13 3 54 6%
November 15, 2022, Item #4
Figure 3-4 Cause of Crash
Unsafe Speed
Auto Right of Way Violation
Driving/Biking Under Influence
Improper Turning
Traffic Signal and Signs
0%
Unsafe Lane Change
Pedestrian Violation •
Other Than Driver or Pedestrian -
Unsafe Starting or Backing -
Ped Right of Way Violation •
Following Too Closely -
Wrong Side of Road -
Other Hazardous Violation -
Other Improper Driving •
Impeding Traffic
Hazardous Parking
Improper Passing -
Not stated/Unknown
3.1.4 Crash Involved With
COLLISION ANALYSIS
5% 10% 15% 20% 25%
Table 3-4 summarizes what type of object involved with each crash. The majority of crashes involved a collision with another motor vehicle (64%). Three percent of crashes involved collisions with pedestrians and three percent of crashes involved collisions with bicycles.
Table 3-4 Total Crashes Involved With
All Crashes Involved Vear Total Percent
2015 2016 2017 2018 2019
Other Motor Vehicle 105 134 144 122 81 586 64%
Fixed Object 42 28 47 29 24 170 18%
Parked Motor Vehicle 22 11 18 8 13 72 8%
Bicycle 6 8 10 3 4 31 3%
Pedestrian 7 1 6 5 5 24 3%
Other Object 5 4 4 4 2 19 2%
Non-Collision 1 2 0 5 4 12 1%
Motor Vehicle on Other Roadway 0 2 0 2 0 4 0%
Not Stated 1 0 0 1 0 2 0%
Animal 0 1 0 0 0 1 0%
Total 189 191 229 179 133 921 -
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Table 3-5 shows the type of object involved with the collision for fatal and severe crashes. The majority of the severe injury crashes involved either another motor vehicle (62%), fixed objects (14%) or pedestrians (11 %).
Table 3-5 Fatal and Severe Injury Crashes Involved
Fatal and Severe Injury Crashes Involved Vear Total Percent 2015 2016 2017 2018 2019
Other Motor Vehicle 5 2 5 7 4 23 62%
Fixed Object 1 1 1 1 1 5 14%
Pedestrian 3 0 0 1 0 4 11%
Non-Collision 0 1 0 1 1 3 8%
Parked Motor Vehicle 1 0 2 0 0 3 8%
Bicycle 0 1 1 0 0 2 5%
Other Object 1 1 0 0 0 2 5%
Total 11 6 9 10 6 42 -
3.1.5 Lighting Conditions
Approximately 1/3 of the collisions occurred at night. Only three percent of collisions occurred on unlit streets.
Table 3-6 Crash by Lighting Condition
Lighting Condition Vear Total Percent
2015 2016 2017 2018 2019
Daylight 123 132 162 116 82 615 67%
Dark - Street Liqhts 54 47 56 54 40 251 27%
Dusk - Dawn 5 6 6 5 6 28 3%
Dark - No Street Lights 7 6 5 4 5 27 3%
Total 189 191 229 179 133 921 -
3.1 .6 Pedestrian Crashes
Table 3-7 shows pedestrian actions for crashes involving pedestrians. Reported pedestrian actions generally involved either a crash crossing a roadway while not in a crosswalk (26%), or a crash while crossing within a crosswalk (26%).
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Table 3-7 Pedestrian Crash by Violation
Violation Type Number Percent
Not Crossinq in Crosswalk 10 26.3
Hit While in Crosswalk at Intersection 10 26.3
Hit while on sidewalk or driveway 4 10.6
Hit While Walking in Road 2 5.3
Pedestrian Crossinq Midblock 2 5.3
Pedestrian Crossing without Walk Signal 1 5.3
Other Driver Action 9 20.9
Total 38 100
3.1.7 Age Distribution of At -Fault Parties
Information was collected about the parties causing the collision (At-Fault Party) and the people that were involved in the accident (not at fault) . Younger drivers (under 25 years) accounted for 28.1 % of collisions.
Older drivers (65+) accounted for 17.0% of collisions.
Table 3-8 Age of At-Fault Party
Aqe Ranqe Count Percent
<18 64 7.0%
18-25 193 21 .1%
26-35 120 13.1%
36-45 108 11.8%
46-55 165 18.1%
56-65 108 11 .8%
66-75 62 6.8%
>75 93 10.2%
Total 913 100.0%
3.2 COMPARISON WITH CITIES OF SIMILAR SIZE
Poway falls under Group D in the State of California's Office of Transportation Safety (OTS) Crash Ranking system. Group D consists of 97 cities in the state of California with a population between 25,000 and 50,000.
Table 3-9 shows the City's crash ranking among these cities, where 1 being the highest or worst and 97 being the lowest or best. This data is for the most recent year that data was available, which is 2018. Overall, the City's traffic safety performance is good. The City ranked near the best at 92th for total fatal and injury collisions.
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Table 3-9 OTS Rankings
Victims OTS Type Of Crash Killed & Ranking Injured
Total Fatal and Injury 140 92/97
Alcohol Involved 16 73/97
Had Been Drinking Driver < 21 0 97/97
Had Been Drinkinq Driver 21 - 34 5 71/97
Motorcycles 10 69/97
Pedestrians 10 84/97
Pedestrians < 15 1 56/97
Pedestrians 65+ 1 82/97
Bicyclists 3 93/97
Bicyclists < 15 2 29/97
Composite 54 93/97
3.3 FOCUSED CRASH NETWORK
The focused crash network is defined to include both intersections and roadway segments.
3.3.1 Intersections
Crash locations have been identified by reviewing the number of crashes at each intersection throughout the City and assigning a cost associated with the severity of each crash consistent with the LRSP Manual Appendix D (Benefit/Cost Ratio Calculations) . Collisions that occurred within 250 feet of an intersection are considered intersection collisions. Equivalent Property Damage Only (EPDO) crash costs are calculated by assigning weighting factors to crashes by severity relative to property damage only (PDO) crashes. The highest intersection collision locations are listed by the crash cost in Table 3-10. The table shows the 10 intersections with the highest crash costs. A full list of intersections is provided in Appendix A.
Table 3-10 Intersection High Collision Locations
Property
Severe Visible Complaint Damage Only Total
No. Intersection Fatal Injury Injury of Pain (PDO) Collision Crash Costs EDPO Rank 1 SCRIPPS POWAY PKWY & COMMUNITY RD 2 1 3 10 16 3,698,000 1 2 POMERADO RD & TWIN PEAKS RD/CAMINO DEL NORTE 1 2 15 11 29 3,234,400 2 3 POWAY RD & POMERADO RD 1 7 4 14 26 3,095,900 3
4 TWIN PEAKS RD & COMMUNITY RD/HILLNDALE WY 1 4 3 9 17 2,521,600 4 5 TED WILLIAMS PKWY & POMERADO RD 1 3 3 8 15 2,366,000 5 6 POWAY RD & MIDLAND RD 1 1 4 9 15 2,175,600 6
7 TWIN PEAKS RD & MIDLAND RD 1 2 3 3 9 2,157,200 7
8 POWAY RD & ESPOLA RD 1 2 2 6 11 2,116,200 8
9 POWAY RD & COMMUNITY RD 2 7 14 23 1,037,100 9
10 SCRIPPS POWAY PKWY & POMERADO RD 3 6 6 15 992,100 10 11 TWIN PEAKS RD & SILVERSET ST 2 5 6 13 768,900 11
12 POMERADO RD & OAK KNOLL RD 3 1 5 9 574,300 12
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Table 3-11 Intersection High Collision Locations by Collision Type No. Intersection Broadside Head-On Hit Object Overturned Rear End Sideswipe Vehicle/Pedestrian 1 SCRIPPS POWAY PKWY & COMMUNITY RD 3 1 10 2
2 POMERADO RD & TWIN PEAKS RD/CAMINO DEL NORTE 10 4 5 6 3 3 POWAY RD & POMERADO RD 6 1 1 13 5
4 TWIN PEAKS RD & COMMUNITY RD/HILLNDALE WY 9 3 1 7 2
5 TED WILLIAMS PKWY & POMERADO RD 8 6
6 POWAY RD & MIDLAND RD 4 2 4 4
7 TWIN PEAKS RD & MIDLAND RD 1 1 3 2
8 POWAY RD & ESPOLA RD 1 1 1 4 4
9 POWAY RD & COMMUNITY RD 7 1 12 3
10 SCRIPPS POWAY PKWY & POMERADO RD 7 1 5 2
11 TWIN PEAKS RD & SILVERSET ST 2 2 2 6 1
12 POMERADO RD & OAK KNOLL RD 7 2
3.3.2 Crash Corridors
The calculation of crash rates is used to determine the relative safety of a roadway segment by considering the exposure to traffic volumes and length of the segment. The collision frequency and collision rate were calculated for primary corridors in Poway. The determination of crash rates for roadway segments is based on the following segment characteristics:
• Roadway segment length (feet)
• Roadway segment average daily traffic (ADT)
• Total number of crashes for segments
The crash rates calculated for each corridor were compared to data obtained from the Caltrans 2018 Crash Data on California State Highways for District 11 roadways in urban areas that are categorized into roadway types. The average crash rates used to compare road types in this analysis are as follows :
2 and 3 lane roadways = 1.14
4+ lane undivided roadways = 1.03
4+ lane divided roadways = 1.03
The collision rates for each segment are shown in Table 3-12 . The one segment that exceed that statewide average collision rate is Poway Road from Oak Knoll to Garden Road. A full list of mid-block collisions is provided in Appendix B.
1 1
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Table 3-12 Segment Collision Rates
Total Severe Visible Complaint Collison Exceed
No. Primary Rd • Segments Type Collisions Fatal Injury Injury of Pain PDO ADT Length VMT Rate Standard
POWAY RD - OAK KNOLL
1 TO GARDEN RD 4D 163 6 26 45 86 31,787 2.75 159,531,006 1.02 Yes 2 MIDLAND RD 2/3UD 19 1 4 5 9 6 ,049 1.72 18,987,811 1.00 No
COMMUNITY RD - TWIN
3 PEAKS TO HILLEARY 4UD 32 1 4 15 12 18,747 1.01 34,555,408 0.93 No
COMMUNITY RD -
HILLEARY TO SCRIPPS
4 RANCH 4D so 1 2 10 10 27 24,035 1.51 66,234,451 0.75 No 5 TWIN PEAKS RD 4UD 98 1 3 17 28 49 31,798 3.2 185,697,400 0.53 No 6 SCRIPPS POWAY PKWY 4D 77 2 3 11 25 36 20,206 4.25 156, 722, 788 0.49 No 7 ESPOLA RD 4UD 67 4 6 17 40 15,456 5.14 144,985,008 0.46 No
POMERADO RD- POWAY
8 TO SOUTH LIMIT 4D 40 1 1 12 8 18 33,216 1.57 95,172,144 0.42 No
POMERADO RD - NORTH
9 LIMITTO POWAY 4UD 70 1 13 33 23 22,544 4.09 168,274,052 0.42 No 10 TED WILLIAMS PKWY 6D 15 1 2 1 11 31,083 0.67 38,006,738 0.39 No
POWAY RD - WEST LIMIT
11 TO OAK KNOLL 4D 14 2 5 7 38,182 0.57 39,718,826 0.35 No
POWAY RD - GARDEN RD
12 TO EAST LIMIT 2/3UD 32 3 7 7 15 16 ,392 3.62 108,293,748 0.30 No CITY OF POWAY I LRSP Page 15
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4.0 INTERSECTION PATTERNS AND DEFICIENCIES
4.1 BACKGROUND
In general, the safety infrastructure in Poway is good. While the arterial network is well designed to accommodate vehicle movements, changes in travel speeds occur at signalized intersections, where vehicles may need to come to a full stop . At these locations, rear end coll isions and broadside collisions occur with the primary noted cause being unsafe travel speed. In the following section, countermeasures are identified to address these conditions as well as other observed conditions for locations that were identified in Section 3 and include the 10 intersections with the highest crash costs and one street segment that was above the statewide collision rate average. The intersection and segment locations provide examples to apply the system safety approach. The locations are shown in Figure 4-1.
4.2 CRASH INTERSECTION LOCATIONS
The intersections and segment used for the systemic evaluation include:
Intersections
1. Scripps Poway Parkway & Community Road
2. Pomerado Road & Twin Peaks Road / Camino del Norte
3. Poway Road & Pomerado Road
4. Twin Peaks Road & Community Road/ Hillndale Way
5. Ted Williams Parkway & Pomerado Road
6. Poway Road & Midland Road
7. Twin Peaks Road & Midland Road
8. Poway Road & Espola Road
9. Poway Road & Community Road
10. Scripps Poway Parkway & Pomerado Road
Segment
1. Poway Road - Oak Knoll Road to Garden Road
In the following sections, information for each location includes a discussion of collision severity, collision type and collision cause provided from the SWITRS database. Information describing contributing factors is based upon a field review of each intersection.
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Figure 4-1 Study Crash Network
I
•
Intersections
-- Segments
- - Roads
)
1_ _ I Poway Boundary
.o·:, -_-:_-:_:_:,:,:_:_:,:,:,:;::::;:
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4.2.1 Intersections
1. Scripps Poway Parkway & Community Road
This intersection has the following characteristics:
The eastbound and westbound approaches on Scripps Poway Parkway each have three through lanes and two left turn lanes. Community Road on the northbound approach has two through lanes and a single left turn pocket while the southbound approach has a single through lane and both a left turn and right turn pocket. Buffered bike lanes exist on both legs of Scripps Poway Parkway while Community Road has bike lanes only on the northern leg. Scripps Poway Parkway has a speed limit of 55 mph, and Community Road has speed limits of 45 mph on the northern leg and 35 mph on the southern leg. ADA ramps, standard pedestrian push buttons, and continental crosswalks exist on all corners of the intersection. Commercial zoning exists on all corners of the intersection with offices on the northeast and southeast corners. A nursery exists on the northwest corner and a big box shopping center exists on the southwest corner.
Scripps Poway Parkway & Community Road
Collision Summary
The intersection of Scripps Poway Parkway and Community Road had 16 total collisions, and an intersection rank of pt by the EDPO score method with an EDPO cost of $3.7 million.
Severity- severe injury (2), visible injury (1 ), complaint of pain (3), and property damage only (10).
Type - The most common types of crashes are rear-end (10), broadside (3), and sideswipe (2).
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Factor - The most common causes of crashes are unsafe speed (5), unsafe lane change (2), and automobile right of way (2).
Other - The two severe injury collisions was a broadside and rear-end caused by improper turning and unsafe lane change respectively.
Contributing Factors
Based on the review of the intersection, the following factors may potentially contribute to collisions:
• Traffic congestion associated with higher traffic levels during peak drive times • Vehicles that may be traveling above the speed limit approaching the intersection (two approaches have significant downgrades that increase breaking distances) • Drives not adjusting to approach grades that may limit visibility of the intersection
2. Pomerado Road & Twin Peaks Road / Camino del Norte
This intersection has the following characteristics:
This intersection of two arterial streets is located in west-central Poway close to the border with the City of San Diego's Carmel Mountain Ranch. Twin Peaks Road at the intersection with Pomerado Road converts into Camino del Norte going westbound . Pomerado Road has two through lanes in each direction with two left turn lanes on the northbound approach, and two left turn lanes and a right turn lane with pedestrian refuge on the southbound approach . Twin Peaks Road has two through lanes with a left turn lane and a right turn pocket on the westbound approach. Camino del Norte has three through lanes with two left turn lanes on the eastbound approach. Buffered bike lanes exist on Pomerado Road and standard bike lanes exist on Twin Peaks Road/Camino del Norte . Pomerado Road has speed limit of 45 mph on the north leg and 40 mph on the south leg. Twin Peaks Road has speed limit of 45 mph and Camino del Norte has a speed limit of 50 mph. ADA ramps, APS pedestrian push buttons and continental crosswalks exist at the intersection . The City has recently upgraded this intersection to a continental crosswalk. The primary zoning near the intersection is residential - suburban with housing on the northeast and northwest corners of the intersection, and a pre-school and housing on the southwest corner of the intersection . Commercial zoning with a shopping center exists on the southeast corner of the intersection.
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Pomerado Road & Twin Peaks Road/ Camino de! Norte
Collision Summary
The intersection of Pomerado Road with Twin Peaks Road and Camino del Norte had 29 total collisions, and an intersection rank of 2nd by the EDPO score method with an EDPO cost of $3.2 million .
Severity- severe injury (1 ), visible injury (2), complaint of pain (15), and property damage only (11 ).
Type - The most common types of crashes are broadside (10), rear-end (6), hit object (5), head-on (4), and sideswipe (3).
Factor - The most common causes of crashes are traffic signals and signs (7), unsafe speed (5), automobile right of way (5), unsafe lane change (3), improper turning (3), driving or bicycling under the influence of alcohol or drug (2), and other hazardous violation (2).
Other - The severe injury collision was a hit object caused by unsafe speed.
Contributing Factors
Based on the review of the intersection, the following factors may potentially contribute to collisions:
• During peak periods, higher traffic volumes result in lower speeds. During non-peak conditions, higher speeds could contribute to collisions.
• Visibility of traffic signals
• Downgrades on some approaches increases breaking distance • Signal heads not visible on westbound approach due to median and parkway trees.
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3. Poway Road & Pomerado Road
This intersection has the following characteristics:
Poway Road has two through lanes in each direction and two left turn lanes on the eastbound approach and a single left turn pocket on the westbound approach . Pomerado Road has two through lanes in each direction and two left turn lanes on the northbound approach, and two left turn lanes and a single right turn pocket on the southbound approach . Bike lanes exist on all legs of the intersection. Poway Rd has a speed limit of 35 mph and Pomerado Road has a speed limit of 45 mph. ADA ramps, standard pedestrian push buttons, and continenta l crosswalks exist on all corners of the intersection. The primary zoning in the area is commercial. Three gas stations are located on the northwest, northeast, and southwest corners of the intersection. A commercial building with multiple retail shops is located on the southeast corner.
Driveways to these properties are located within the functional area of the intersection (approximately 250 feet). The City has been awarded funds from HSIP Cycle 10 to provide advanced dilemma zone protection at this intersection.
Poway Road & Pomerado Road
Collision Summary
The intersection of Poway Road and Pomerado Road had 26 total collisions, and an intersection rank of 3rd by the EDPO score method with an EDPO cost of $3.1 million.
Severity- severe injury (1 ), visible injury (7), complaint of pain (4), and property damage only (14).
Type - The most common types of crashes are rear-end (13), broadside (6), and sideswipe (5).
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Factor - The most common causes of crashes are unsafe speed (6), driving under the influence of alcohol or drug (6), automobile right of way (5), improper turning (2), and unsafe lane change (2).
Other - The severe injury collision was a broadside caused by an automobile right of way incident.
Contributing Factors
Based on the review of the intersection, the following factors may potentially contribute to collisions:
• Driveways in functional area of intersection resulting in rear end collisions. • High travel speeds entering intersection approaches.
4. Twin Peaks Road & Community Road/ Hillndale Way
This intersection has the following characteristics:
This intersection of an arterial, collector, and local street is located in a residential zone in central Poway.
Twin Peaks Road has two through lanes in each direction with a single left turn lane on the westbound approach and a single left turn lane, and a right turn pocket on the eastbound approach . Community Road which begins south of Twin Peaks Road has two through lanes going southbound and a single through lane with two left turn lanes and a single right turn pocket on the northbound approach.
Hillndale Way north of Twin Peaks Road has a single through lane in each direction and a left turn lane and a right turn pocket on the southbound approach. Bike lanes exist on both directions of Twin Peaks Road and Community Road south of Twin Peaks
Road. Hillndale Way is a residential local street
that allows for bicycle shared-use. Twin Peaks
Road and Community Road both have a speed
limit of 45 mph. Hillndale Way north of Twin Peaks
Road has a speed limit of 25 mph. ADA ramps,
standard pedestrian push buttons , and continental
crosswalks exist on three corners of the
intersection . The primary zoning in the area is
residential suburban with low -density housing
existing on all corners of the intersection except
the southwest corner where empty land a park
and ride lot sits.
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Twin Peaks Road & Community Road/ Hillndale Way
Collision Summary
The intersection ofTwin Peaks Road with Community Road and Hillndale Way had 17 total collisions, and an intersection rank of 4th by the EDPO score method with an EDPO cost of $2.5 million.
Severity- severe injury (1), visible injury (4), complaint of pain (3), and property damage only (9).
Type - The most common types of crashes are broadside (9), rear-end (7), hit object (3), and sideswipe (2).
Factor - The most common causes of crashes are unsafe speed (6), and traffic signal and signs (5). Three collisions have unknown factors .
Other - The severe collision was a hit object caused by an unsafe lane change.
Contributing Factors
Based on the review of the intersection, the following factors may potentially contribute to collisions:
• Roadway curves limit visibility of intersection
• Higher travel speeds entering signalized intersection. Several approaches are on a downgrade and contribute to longer breaking distances.
• Driver awareness of signal
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5. Ted Williams Parkway & Pomerado Road
This intersection has the following characteristics:
INTERSECTION PATTERNS AND DEFICIENCIES
This intersection of two arterial streets is located in west-central Poway close to the border with the City of San Diego's Carmel Mountain Ranch. Ted Williams Parkway eastbound approach has two through lanes with two left turn lanes and a single right turn pocket. The westbound approach has three through lanes and a single left turn lane. Pomerado Road has two through lanes in each direction with two left turn lanes on the northbound approach, and a single left turn lane and right turn pocket on the southbound approach. Buffered bike lanes exist on both legs of Pomerado Road and the eastern leg of Ted Williams Parkway. Standard bike lanes exist on the western half of Ted Williams Parkway. Ted Williams Parkway has a speed limit of 50 mph on the western leg and 45 mph on the eastern leg. Pomerado Road has a speed limit of 40 mph in both directions. ADA ramps, APS pedestrian push buttons, and continental crosswalks exist on all corners of the intersection . The zoning in the area is a mix of residential and commercial with civic and open space land uses. Residential homes exist on the northwest corner and a shopping center sits on the northeast corner of the intersection . The Arbolitos Sports Field is on the southeast corner and the southwest corner is the Pomerado trailhead .
Ted Williams Parkway & Pomerado Road
Collision Summary
The intersection of Ted Williams Parkway and Pomerado Road had 15 total collisions, and an intersection rank of 5th by the EDPO score method with an EDPO cost of $2.4 million.
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Severity - severe injury (1 ), visible injury (3), complaint of pain (3), and property damage only (8).
Type - The most common types of crashes are broadside (8), rear-end (6), and vehicle/pedestrian (1).
Factor - The most common causes of crashes are traffic signals and signs (5), unsafe speed (4), automobile right of way (2), and driving or bicycling under the influence of alcohol or drug (2).
Other - The severe collision was a vehicle and pedestrian collision caused by a pedestrian violation .
Contributing Factors
Based on the review of the intersection, the following factors may potentially contribute to collisions:
• Roadway curve on Ted Williams Parkway may impact signal visibility • Unsafe travel speeds approaching intersection . Because of downgrades on several approaches, breaking distances are longer.
6. Poway Road & Midland Road
This intersection has the following characteristics:
This intersection of an arterial and collector street is located in Poway's central commercial district. Poway Road has two through lanes in each direction with a single left turn lane and a single right turn pocket on the westbound approach and two left turn lanes on the eastbound approach. Midland Road has a single through lane in each direction with a single left turn lane and a right turn pocket on the northbound approach and a single left turn lane with a right turn pocket on the southbound approach. Bike lanes exist on the north, west, and east legs of the intersection . No bike facilities exist on the southern leg of Midland Road. Poway Road and Midland Road have speed limits of 35 mph in both directions . ADA ramps, standard pedestrian push buttons, with a continental crosswalk on the north leg and basic crosswalks exist on the other three legs of the intersection . The primary zoning in the area is commercial with shopping centers located on the northeast, northwest, and southwest corners of the intersection . An auto dealership is located on the southeast corner of the intersection . The City has been awarded funds from HSIP Cycle 10 to provide advanced dilemma zone protection at this intersection.
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Poway Road & Midland Road
Collision Summary
The intersection of Poway Road and Midland Road had 15 total collisions, and an intersect ion rank of 6th by the EDPO score method with an EDPO cost of $2.2 million.
Severity- severe injury (1), visible injury (1), complaint of pain (4), and property damage only (9).
Type - The most common types of crashes are sideswipe (4), rear-end (4), broadside (4), and hit object (2).
Factor - The most common causes of crashes are improper turning (3), unsafe speed (2), unsafe lane change (2), traffic signal and signs (2), and automobile right of way (2).
Other - The severe collision was a broadside collision related to traffic signals and signs violation.
Contributing Factors
Based on the review of the intersection, the following factors may potentially contribute to collisions:
• Retail activity with driveways in functional area of intersection resulting in rear end collisions. • Yellow/red clearance time or driver inattention related to broadside collisions
7. Twin Peaks Road & Midland Road
This intersection has the following characteristics:
This intersection of an arterial and collector street is located in a primarily residential zone in northeast Poway. Twin Peaks Road has two through lanes and a single left turn lane on both westbound and eastbound approaches . Midland Road has a single through lane in each direction, and a left turn lane with CITY OF POWAY I LRSP Page 26
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a right turn pocket on the northbound approach and a single left turn lane on the southbound approach.
Bike lanes exist on both legs of Twin Peaks Road and the southern leg of Midland Road. No bike lanes exist on the northern leg of Midland Road but instead angled parking stalls exist on both sides. Twin Peaks Road has a speed limit of 45 mph; Midland Road has a speed limit of 35 mph. ADA ramps, and standard pedestrian push buttons. The City has recently provided a continental crosswalk at this intersection. The primary zoning near the intersection is residential - suburban with housing on the northwest and southwest corners. The Poway Adult School and facilities for Poway Unified School District sits on the northeast corner and a church sits on the southeast corner of the intersection.
Twin Peaks Road & Midland Road
Collision Summary
The intersection of Twin Peaks Road and Midland Road had nine total collisions, and an intersection rank of 7th by the EDPO score method with an EDPO cost of $2.2 million.
Severity- fatal (1 ), visible injury (2), complaint of pain (3), and property damage only (3).
Type - The most common types of crashes are rear-end (3), sideswipe (2), and vehicle/pedestrian (2).
Factor - The most common causes of crashes are improper turning (2), unsafe speed (1 ), traffic signal and signs (1 ), pedestrian violation (1 ), pedestrian right of way (1 ), and following too closely (1 ).
Other - The fatal collision was a vehicle/pedestrian collision caused by a pedestrian violation.
Contributing Factors
Based on the review of the intersection, the following factors may potentially contribute to collisions:
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• There were nine collisions over the five year period, with two of these pedestrian related. • Roadway curve on Twin Peaks Road may impact signal visibility • Downgrades on two approaches contribute to longer breaking distances.
8. Poway Road & Espola Road
This intersection has the following characteristics:
This intersection of a collector and arterial street is located in eastern Poway and is the last major intersection on Poway Road before encountering SR-67. Poway Road has two through lanes that merge into a single lane with a single left turn lane on the eastbound approach. The westbound approach of Poway Road has a single through lane with a single right turn pocket. Espola Road terminates at the intersection and has a single left turn and right turn lane on the southbound approach and a single through lane going northbound . Bike lanes exist briefly on Espola Road going northbound before ending .
Bicycle accommodations north of that point consists of sharrow pavement markings. No bike facilities exist on Poway Road at the intersection . Poway Road has a speed limit of 50 mph and Espola Road has a speed limit of 30 mph before changing to 45 mph at Range Park Road. Continental crosswalks exist crossing Espola Road and include standard pedestrian push buttons . Basic crosswalks only exist crossing the west leg of Poway Road. There are no ADA ramps and sidewalks at the intersection. The zoning near the intersection is predominantly rural with no structures in the vicinity. A single trailhead on the northwest corner exists and a dirt access road exists on Espola Road south of the intersection .
Poway Road & Espola Road
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Collision Summary
The intersection of Poway Road and Espola Road had 11 total collisions, and an intersection rank of 8th by the EDPO score method with an EDPO cost of $2.1 million.
Severity- severe injury (1), visible injury (2), complaint of pain (2), and property damage only (6).
Type - The most common types of crashes are rear-end (4), and sideswipe (4).
Factor - The most common causes of crashes are unsafe speed (6), driving or bicycling under the influence of alcohol or drug (2), and automobile right of way (1). One collision has unknown collision factors.
Other - The severe collision was a sideswipe caused by unknown factors.
Contributing Factors
Based on the review of the intersection, the following factors may potentially contribute to collisions:
• At this location, Poway Road has a rural character.
• Unsafe travel speeds approaching intersection identified as primary collision factor. The westbound downgrade contributes to a longer breaking distance.
9. Poway Road & Community Road
This intersection has the following characteristics:
This intersection of an arterial and collector street is located in Poway's central commercial district. Poway Road has two through lanes in each direction with two left turn lanes and a single right turn pocket on the eastbound approach and two left turn lanes on the westbound approach. Community Road has two through lanes in both directions with two left turn lanes and a right turn pocket on the southbound approach and two left turn lanes on the northbound approach. Bike lanes exist on all legs of the intersection with the western leg of Poway Road having buffered bike lanes in both direction. Poway Road and Community Road have speed limits of 35 mph in both direction. ADA ramps and standard pedestrian push buttons exist on all corners of the intersection. Continental crosswalks exist crossing Poway Road on the west and Community Road on the north, while basic crosswalks exist at all other pedestrian crossing points. Commercial zoning exists on all corners of the intersection including shopping centers with retail shops and restaurants. The City has been awarded funds from HSIP Cycle 10 to provide advanced dilemma zone protection at this intersection.
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INTERSECTION PATTERNS AND DEFICIENCIES
Poway Road & Community Road
Collision Summary
The intersection of Poway Road & Community Road had 23 total collisions, and an intersection rank of 9th by the EDPO score method with an EDPO cost of $1 million.
Severity- visible injury (2), complaint of pain (7), and property damage only (14).
Type - The most common types of crashes are rear-end (12), broadside (7), and sideswipe (3).
Factor - The most common causes of crashes are unsafe speed (8), traffic signals and signs (6), unsafe lane change (2), unsafe starting or backing, and driving or bicycling under the influence of alcohol or drug.
Other - There are not fatal or severe injury collisions at this intersection.
Contributing Factors
Based on the review of the intersection, the following factors may potentially contribute to collisions:
• While posted speed is 35 mph, this section of Poway Road has many mid-block left turn entrances so that travel speeds of 35 mph or higher may result the collision cause of unsafe travel speed. • Intersection is congested; speeds are generally lower than other intersections studied with the result of lower collision severity.
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INTERSECTION PATTERNS AND DEFICIENCIES
10. Scripps Poway Parkway & Pomerado Road
This intersection has the following characteristics:
This intersection of two arterial streets is located in southwest Poway and acts as the entrance and primary thoroughfare through the Poway Business Park to the east. Scripps Poway Parkway has three through lanes and two left turn lanes on the westbound and eastbound approaches. Pomerado Road has two through lanes in each direction with two left turn lanes and a right turn pocket on the northbound approach and two left turn lanes on the southbound approach . Buffered bike lanes exist on both legs of Scripps Poway Parkway and the north leg of Pomerado Road. Standard bike lanes exist on the south leg of Pomerado Road. Scripps Poway Parkway has a speed limit of 55 mph and Pomerado Road has a speed limit of 45 mph . ADA ramps, standard pedestrian push buttons, and continental crosswalks exist on all corners of the intersection. The zoning near the intersection consist of a mix of commercial, residential - suburban and semi-rural, and open space. A small shopping center with a gas station and housing exist on the southeast corner and semi-rural housing exist on the northwest corner. Open space land use and a trail head is located on the northeast and southeast corners of the intersection. Commercial warehouses and light industrial business are located further east along Scripps Poway Parkway.
Scripps Poway Parkway & Pomerado Road
Collision Summary
The intersection of Scripps Poway Parkway and Pomerado Road had 15 total collisions, and an intersection rank of 10th by the EDPO score method with an EDPO cost of $900,000.
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INTERSECTION PATTERNS AND DEFICIENCIES
Severity - visible injury (3), complaint of pain (6), and property damage only (6).
Type - The most common types of crashes are broadside (7), rear-end (5), sideswipe (2), and head-on (1 ).
Factor - The most common causes of crashes are traffic signal and signs (5), improper turning (3), and unsafe speed (2).
Other - There are not fatal or severe injury collisions at this intersection .
Contribut ing Factors
Based on the review of the intersection, the following factors may potentially contribute to collisions:
• Grades and roadway curves may limit signal visibility • Higher travel speeds on intersection approaches
4.2.2 Roadway Segment
Poway Road - Oak Knoll Road to Garden Road
The 2.6-mile-long section of Poway Road extends from just east of Oak Knoll Road near the western boundary of the City of Poway to just west of the intersection with Garden Road. This stretch of Poway Road is the primary west to east arterial through downtown Poway and includes mid-block collisions that are not part of the intersection analysis. Poway Road is a four lane arterial street and has a post speed limit of 35 mph throughout the segment. This stretch of Poway Road provides access to commercial, business and retail stores. The east side of the segment from Garden Road to Vista View Drive is less dense and includes a mix of residential housing as well as smaller businesses. Landscaped medians exist for the entire length of this road segment and left turn pockets are provided throughout the segment.
Bike lanes exist on both the westbound and eastbound directions of Poway Road for the entire length of the segment.
Example section of Poway Road east of Community Road
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INTERSECTION PATTERNS AND DEFICIENCIES
,,,,!
Example section of Poway Road from Community Road to Midland Road Collision Summary
This segment had 75 total collisions (includes intersection collisions) and had a collision rate of 102 per 100M VMT, and an EDPO cost of $21 .6 million .
Severity- severe injury (5), visible injury (11), complaint of pain (24), and property damage only (35).
Type - The most common types of crashes are broadside (27), rear-end (26), and hit object (10).
Factor - The most common causes of crashes are automobile right of way (27), unsafe speed (23), unsafe lane change (7), and driving or bicycling under the influence of alcohol or drug (7).
Contributing Factors
Based on the review of the intersection, the following factors may potentially contribute to collisions:
• Closely spaced driveway and midblock intersections leading to many locations where turn movement occur.
4.3 Potential Safety Countermeasures
A number of system safety countermeasures could be applied to intersection and segments with similar characteristics to the intersections reviewed above. A detailed countermeasure description is provided in Section 5. For intersections with higher speed approaches, potential countermeasures include advanced dilemma zone detection or installing beacons as advanced warning . For intersections with high traffic and high turning movements, potential countermeasures include modifying signal timing or adding additional signal hardware. Intersection approaches with limited signal visibility can be addressed by trimming trees, adding signal ahead signage and pavement markings, and/or flashing beacons, Potential countermeasures for road segments with a high density of left turn movements include extending medians or closing median openings to reduce/consolidate left turn movements.
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COUNTERMEASURES
5.0 COUNTERMEASURES
This section of the report utilizes the crash pattern information presented in the previous section to evaluate safety countermeasures for the locations described in Section 4.0. The safety countermeasures reviewed are those developed by Caltrans and described in the Caltrans Local Roadway Safety Manual (CA-LRSM). Caltrans has used information from the Crash Modification Factor (CMF) Clearinghouse and three other FHWA published safety manuals - Roadway Departure Safety, Intersection Safety, and Roadways Safety Information Analysis - in conjunction with its own research with the Safe Transportation Research and Education Center (SafeTREC) to develop the Caltrans Local Roadway Safety Manual (CA LRSM). A full list of countermeasures listed in the Caltrans LRSM are included in Appendix C. Additional countermeasures can be found at the Crash Modification Factor (CMF) Clearinghouse. (http ://www .cmfclearinghouse.org /).
5.1 COUNTERMEASURE DESCRIPTION
Table 5.1 includes a list of safety countermeasures from the LRSM that based upon the analysis completed are the most applicable to address collision patterns in Poway. The table provides information on the countermeasure number in the LRSM, a brief description, and applicability to type of crash. The Crash Reduction Factor (CRF) used in the Caltrans local HSIP program associated with the countermeasure, the project life or length of time the measure will be effective, the maximum federal reimbursement ratio, and the degree that the countermeasure can be part of a systemic approach.
The countermeasures listed address the high crash intersections and roadway segments. The countermeasure list indicates the crash type, crash reduction factors (CRF), federal funding eligibility for HSIP projects and the systemic opportunity.
The information included in the countermeasures are:
• Crash Types - "All", "P & B" (Pedestrian and Bicycle), "Night", • CRF - Crash Reduction Factor used for HSIP calls-for-projects. • Expected Life - 10 years or 20 years.
• Federal Funding Eligibility- the maximum federal reimbursement ratio.
The countermeasure description refers to each countermeasure with an identification letter and number.
The letters refer to the following:
• 'S' countermeasures apply to signalized intersections. • 'NS' countermeasures apply to non-signalized intersections within a road segment.
The list of HSIP approved countermeasures is provided in the Appendix. This list consists of thoroughly researched countermeasures used by Caltrans that apply to signalized and unsignalized intersections and roadways. Using this list, the Caltrans safety countermeasures were identified that respond to the collision patterns for the identified high crash intersections and segments.
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COUNTERMEASURES
Table 5-1: Applicable Safety Countermeasures
Expected Life Federal
No. Countermeasure Description Crash Type CRF Funding (Years) Eligibility Improve Signal Hardware: Lenses,
S2 Back-Plates, Mounting, Size, and All 15% I 10 100%
Number
S3 Improve signal timing (coordination, All 15% 10 50% phase~,. red, yellow, or o_p_eration) S4 Provide Advanced Dilemma Zone All 40% 10 100% detection S10 I -· Instill f lashi~g beaco~~ a~ ~dv;nced i All I 30% 10 100% I warning I S12 Install raised median on approaches I All f 25% 20 90% - - -- ---
i NS6 Install /upgrade intersection warning All 15% 10 100% _Jreg~ tory ~gnage NS14 Install/modify raised median All l 25% 20 90%
- - - - -
5.2 COU NTERM EASU RE AP PUCA TION
This section provides description of the identified safety countermeasures.
S2. Improve signal hardware : lenses, back -plates with retroreflective borders, mounting, size, and number Install at signalized intersections with broadside and rear-end crashes occurring where drivers have difficulty seeing traffic signals sufficiently in advance . This countermeasure can include 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, additional signal heads, providing near side signals, or high mount signals at locations where intersection visibility may be affected. Two examples where signal heads have been used are shown below. One is a near side signal, which provides a signal closer to approaching vehicles. The second is a high mount signal that provides additional sight lines . "-~----=------- ·----~---==
Example of near side signal Example of high mount signal Locations: Consider at major intersections where congestion present or views obstructed.
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COUNT ERM EASU RES
S3. Improve signal timing (coordination , phases, red, yellow, or operation ) Install at locations that have a crash history at multiple signalized intersections along a corridor.
Signalization improvements may include adding phases, lengthening clearance intervals, eliminating or restricting higher-risk movements, and coordinating signals at multiple locations.
LOC B I
Clock
Ro,i l-T lm e
Cloo k
sp lit
t
I
cycle ! length
ll 1n.1
12; ,O;OO AM IJ.O .40 AM
Example signal timing plan where red and yellow times would be adjusted Locations to use countermeasure : along a corridor with interconnected signals and at individual signals to address rear end or broadside collisions within the intersection .
S4. Provide advanced dilemma zone detection for high-speed approaches This countermeasure is effective on high-speed corridors (35 MPH and above) that have a high frequency of right angle and rear end crashes. An Advanced Dilemma-Zone Detection system enhances safety at signalized intersections by modifying traffic control signal timing to reduce the number of drivers that may have difficulty deciding whether to stop or proceed during a yellow phase. This may reduce rear-end crashes associated with unsafe stopping and angle crashes due to running a red light. Improved traffic safety is accomplished by adjusting the start time of the yellow-signal phase either earlier or later, based on observed vehicle locations and speeds.
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I .......... i.. ....... Ditc ,11 111;1 zone ............... ~ ..... , ◄ . ► i
l.ikclygn
Graphic showing dilemma zone between stop and go points
COUNTERMEASURES
Locations to use countermeasure: Major signalized intersections with high speed approaches (over 35 mph) .
S10 Install flashing beacons as advance warning
Use at signalized intersections with crashes that are a result of drivers being unaware of the intersection or are unable to see the traffic control device in time to comply, due to grades, curves or obstructions.
Most advance warning flashing beacons can be powered by solar, thus reducing the issues relating to power source.
Solar powered flashing beacon on Ted Williams Parkway
Locations to use countermeasure: roadways with curves where signal heads may be difficult to see in advance
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COUNTERMEASURES
S12. Install raised median on approaches
Raised medians next to left-turn lanes at intersections offer a cost-effective means for reducing crashes and improving operations . The raised medians prohibit left turns into and out of driveways that may be located too close to the functional area of the intersection. Raised medians at intersections may be most effective in retrofit situations where high volumes of turning vehicles have degraded operations and safety.
Painted median could be converted to raised median
Locations to use countermeasure : Major intersections with collisions experience which do not have raised medians at intersection approaches.
NS6/0ther . Install/upgrade larger or additional intersection warning/regulatory signs or markings Signage or lane markings can be used in some locations to increase driver awareness of traffic signals ahead or to regulate turning movements such as right turn on red. New sign guidance is period ically developed and described in the Manual of Uniform Control Devices (MUTCD).
NO
I TURN
[~N- ED
Example sign upgrades
Example of advance signing and pavement marking for signal ahead Locations to use countermeasure : Modify signage at existing locations as needed.
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COUNTERMEASURES
NS14. Install raised median
Raised medians with left-turn lanes at intersections offer a cost-effective means for reducing crashes and improving operations . The raised medians prohibit left turns into and out of driveways that may be located too close to the functional area of the intersection .
Locations to use countermeasure: at midblock locations with high turning movements and high broadside collisions.
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NON-ENGINEERING SAFETY SOLUTIONS
6.0 NON-ENGINEERING SAFETY SOLUTIONS
The Poway Local Roadway Safety Plan (LRSP) strives to make Poway's roads safer for all roadway users. The comprehensive approach to safety incorporates all elements of the "4 Es of Safety": Engineering, Enforcement, Education and Emergency Response Services. This approach recognizes that not all locations can be addressed solely by infrastructure improvements . Incorporating the 4 Es of Safety can achieve significant safety improvements and reduce the severity and frequency of collisions throughout a jurisdiction.
Some of the common violation types that may require a comprehensive approach are speeding, red light running, aggressive driving, unsafe lane changes, failure-to-yield to pedestrians, distracted driving, and driving while impaired. When locations are identified as having these types of violations, coordination with the appropriate law enforcement agencies is needed to arrange visible targeted enforcement to reduce the potential for future driving violations and related crashes and injuries.
6.1 YOUNG DRIVERS
Younger drivers' relative lack of experience and judgment makes them more likely to engage in risky behaviors, such as speeding or distracted driving . Therefore, educating young drivers on the importance of safe driving practices is a key pillar of the City's LRSP. While youth drunk driving is a problem in many communities, data reported for 2018 by the California Office of Traffic Safety for Poway shows that the number of youth collisions involving drinking is low. Even so, the City may consider implementing programs, warning youth about the dangers of drinking and driving.
The following non-engineering programs or program elements could address safety risks for young drivers.
Education
• Expand school safety programs to bring Sheriff Deputies to Elementary School, Middle School and High Schools that will address speeding and texting while driving. • Start a social media campaign at local middle and high schools, encouraging students to post videos on the danger of using their phones while driving .
6.2 BICYCLISTS
The City of Poway is committed to becoming a more bicycle-friendly community . In the 2018 OTS Rankings, Poway ranked 93rd among the 97 peer cities in California for the number of serious bicycle collisions, indicating a relatively safe bicycle environment. The following are programs that can be considered:
Education
• Provide Bike Safe programs for persons of all ages and training courses for first-time adult riders. • Host hands-on Bicycle Safety events at local schools. These can include Bicycle Safety Skills Programs, which teach students how to operate bicycles safely, and walk/bike to school days, carnival-like events featuring interactive educational activities about bicycling .
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NON-ENGINEERING SAFETY SOLUTIONS
• Host interactive Bicycle Education programs at local schools. These programs can include bicycle rodeos, enclosed training courses with challenges addressing different skill areas (e.g., helmet fitting, starting and stopping, and rules of the road). • Coordinate with the Sheriff's Department on bicycle rules and safety considerations, so that enforcement of bicycle-related traffic violations can occur.
Enforcement
• Implement targeted enforcement programs to focus law enforcement resources to areas where bicyclists face a high risk of collision or tend to engage in unsafe practices. Programs should be designed to both educate and enforce.
• Provide enforcement, at peak hours in high-collision areas, to catch vehicles encroaching on bicycle lanes or aggressively changing lanes.
6.3 PEDESTRIANS
Walking is perhaps the most universal form of transportation. All drivers have to travel on foot between their parking spot and the store or office. Therefore, pedestrian safety risks pose a crucial challenge to any local roadway safety plan. Programs to support walking should be considered to maintain or even enhance the pedestrian walking environment.
Like bicyclists, pedestrians can bear an excessively high risk of severe injury in collisions. In the 2018 OTS Rankings, Poway ranked 84th among the 97 peer cities in California for the number of killed or injured pedestrians, indicating a relatively safe pedestrian environment. For young students walking to school, there was one serious injury collision in 2018. The followings are programs that can be considered:
Education
• Incorporate pedestrian safety education into Physical Education classes in the Poway Unified School District.
• Host hands-on pedestrian safety events at local schools. These can include pedestrian safety skills programs-teaching students how to cross the street safely and walk/bike to school days, carnival like events featuring interactive educational activities about walking. • Host interactive pedestrian education programs at local schools. These include pedestrian rodeos, enclosed training courses with challenges addressing different skill areas (e.g., rules of the road, blind spots, and directions to look in when crossing the street).
Enforcement
• Periodically enforce locations with high crossing activity to monitor and cite traffic law violations by motorists and pedestrians.
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NON-ENGINEERING SAFETY SOLUTIONS
6.4 SPEEDING
Speeding contributes significantly to crash frequency and severity. For instance, a car hitt ing a pedestrian is eight times more likely to kill that pedestrian when moving at 40 miles per hour than when moving at 20 miles per hour. In the local context, speeding is the most common Primary Collision Factor and the most frequent cause of rear-end crashes. Driving at unsafe speeds caused 50 percent of total rear-end crashes in Poway. Reducing rear-end and other speeding-related collisions requires educating drivers on the dangers of speeding and stepping enforcement at intersections. Programs that can help with reducing speeding include:
Education
• Create a social media campaign
Enforcement
• Continue utilizing radar speed feedback signs at periodic intervals along arterials with reported speeding. These technologies display passing drivers' travel speed below a sign with the posted speed limit, thus showing whether drivers are traveling over the speed limit. ' • Continue to deploy Sheriff Deputies equipped with radar or LIDAR technology at strategic locations to ticket speeding drivers.
• Provide additional offices and equipment for officers to enforce speeding and red light running.
Examine grant fund ing from OTS or other sources to support this activity.
6.5 DRIVING UNDER THE INFLUENCE
Driving under the influence of alcohol and drugs is dangerous since alcohol and drug use impair judgment and perception . Poway ranked 73rd out of 97 peer cities of similar size in the 2018 OTS Rankings for serious collisions that involved alcohol. Programs addressing DUI that can be considered include:
Education
• Re-establish or stage an interactive simulation program for high school students. The interactive simulation program aims to challenge high school juniors and seniors about drinking, driving, and mature decision making.
Encouragement
• Partner with Uber/Lyft and alcohol-serving restaurants and bars in Poway to encourage use of rideshare usage to restaurant and bar patrons.
Enforcement
• Utilize a Checkpoint Program to provide enforcement.
• Monitor local liquor stores and bars suspected of selling alcohol to minors.
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NON-ENGINEERING SAFETY SOLUTIONS
6.6 DISTRACTED DRIVING
Distracted driving refers to any activity that diverts the driver's attention. Common examples of distracted driving activities include non -hand-free mobile phone use, eating and drinking , and conversation . Texting on the phone or talking to another passenger, even for a moment , can have fatal consequences when driving at full speed. Therefore, reducing distracted driving improves road safety. Many of the traffic tickets issued in Poway pertained to distracted driving, with non-hand-free mobile phones use a common cause of ticket citation . Programs that can be considered include :
Education
• Start an Anti-Distracted Driving educational program in local high schools. The program can feature events, safety assemblies, and education material. The program can parallel with the drunk driving program (discussed under the Young Drivers and Drunk Driving Section).
Encouragement
• Set up portable changeable message signs to display drunk driving, distracted driving, speeding, and other factors.
6.7 EMERGENCY RESPONSE MANAGEMENT
Emergency medical services help reduce crash-related injuries and fatalities through high-quality medical care at the scene and during transport to a trauma center. It is recommended that the City of Poway continue to coordinate with the Sheriff's Department and local hospitals and medical centers to continue to improve the emergency response to collisions.
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PROJECT EVALUATION
7.0 PROJECT EVALUATION
7.1 HIGHWAY SAFElY IMPROVEMENT PROGRAM (HSIP)
The Highway Safety Program (HSIP) is a USDOT Federal-aid program with the purpose of reducing the number of fatal and serious injury collisions on public roads. Caltrans supports this program by funding Local Roadway Safety Plans and by providing competitive HSIP project funding every two years. The next call for projects is anticipated in May 2022. The application involves developing a project cost estimate, safety improvement countermeasure evaluation, crash data input and Benefit Cost Ratio (BCR) calculation .
The minimum project cost and benefit/cost (B/C) ratio requirement, which was a minimum project cost of $200,000 and a project that achieves a minimum B/C ratio of 3.5 for HSIP Cycle 10. The average B/C ratio of the approved projects in the past HSIP cycles is 12.3. Cost estimates for the project groups listed below are provided in Appendix D.
7.2 EXAMPLE HSIP PROJECTS
7 .2. 1 Advance Dilemma Zone Detection
The 10 signalized intersections described in Section 4 were the intersections selected to estimate a benefit-cost ratio for reducing collisions by providing advance dilemma zone detection. The three intersections on Poway Road have already received funding through HSIP Cycle 10. The remaining seven intersections are evaluated here. This evaluation is based on the number of collisions, the collision costs, project costs and the estimated effectiveness of the countermeasure . The benefits were calculated using the HSIP Analyzer form provided by Caltrans for use in preparing HSIP applications . The project is shown to provide a benefit/cost ratio of 91.6. A grant for this countermeasure is 100% funded with no match required from the City.
Crash data for the seven project intersections:
Project cost estimate to provide advance dilemma zone detection:
Average 30% 20%
Price Per Const. Construction Construction Admin/Engr
Item Quantity Unit Cost Contingency Total Contingency Project Total Benefit/cost ratio:
Benefit/ HSIP HSIP Local
Benefit Cost ($) Cost Max . h Amount Amount Ratio S are $14,742,960 $327,600 45.00 100% $327,600 $0
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PROJECT EVALUATION
7.2.2 Signal Timing
This project group includes higher collision locations at signalized intersections where collisions may be reduced through adjustments in signal timing. The benefits were calculated using the HSIP Analyzer form provided by Caltrans for use in preparing HSIP applications . The project is shown to provide a benefit/cost ratio of 103.8. However, the grant funding for this countermeasure is only 50% of the cost.
Countermeasures: S3. Improve signal timing (coordination, phases, red, yellow, or operation).
Signal time changes can include improved coordination, additional red or yellow times, and pedestrian walk times .
Crash data for the project intersections :
176 8 27 50 90
Project cost estimate to provide updated signal timing :
Average 30% 20%
Price Per Const. Construction Construction Admin/Engr
Item Quantity Unit Cost Contingency Total Contingency Project Total Benefit/cost ratio:
. Benefit/ HSIP HSIP Local
Benefit Cost($) Cost Max
Ratio Share Amount Amount
$7,018,231 $156,000 44.99 50% $78,000 $78,000
7.3 FUNDING SOURCES
Several state and federal grant programs offer to fund non -engineering roadway safety projects. The California Department of Transportation's (Caltrans) Active Transportation Program (ATP) encourages bicycle and pedestrian use in the state by funding programs that increase bike or pedestrian mode share or improve bicycle or pedestrian safety. Caltrans also administers the Sustainable Communities Grant Program, which awards grants to municipal projects that reduce greenhouse gas emissions and support Multi-modal transportation . The Sustainable Communities Program prioritizes projects that solicit stakeholder and community engagement and support state policies like the 2040 California Transportation Plan. The California Office of Traffic Safety awards grants for projects addressing any one or more of ten priority areas, including Driving Under the Influence, Distracted Driving, Pedestrian and Bicycle Safety, Sheriff Enforcement, Safety Data Collection, and Marketing/Publicity Campaigns.
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PROJECT EVALUATION
At the federal level, the Advanced Transportation and Congestion Management Technologies Deployment Program funds technology to promote safety and efficiency in the transportation system. The Highway Safety Improvement Program (HSIP) funds roadway improvements on any public roadway. Table 5.2 provides a list of transportation safety programs and funding sources.
Table 7.2 Transportation Safety Funding Sources Summary Agency Source Eligible Programs Areas Addressed
Federal Highway Highway Safety Any work on public roads, bikeways and Administration Improvement pedestrian paths/trails. For the most part, Safety projects (FHWA) Program (HSIP) only engineering projects are eligible.
Advanced Funds advanced transportation and
Transportation and congestion management technologies to Federal Highway Congestion improve safety, efficiency and Digital Enforcement; Administration Management performance. Examples of funded project Technology Partnerships (FHWA) Technologies types include advanced traveler Deployment information systems, data collection, and
Program analysis efforts3.
California Local government projects that improve Bicycle and Pedestrian Department of Active the safety or increase the mode share of Engineering projects, Transportation Transportation bicycling and walking. Additional program Education and (Caltrans) Program (ATP) objectives include reducing emissions and Enforcement enhancing public health4.
The program awards "Competitive Grants"
to local governments. These grants
Active Transportation
California prioritize projects that reduce Greenhouse
Department of Sustainable Gas Emissions, support multi-modal Communities Grant transportation, involve stakeholder/ Transportation Program community engagement and support (Caltrans) related plans like the California Education Transportation Plan and California
Complete Streets Framework5 .
Driving under the
Programs should address one of ten influence of
California Office Office of Traffic priority areas (six relevant ones listed to the Drugs/Alcohol (DUI) of Traffic Safety Safety (OTS) Grants right). Grant recipients should expect to wait up to 90 days before being Distracted Driving
reimbursed/funded, and should be able to Pedestrian/Bike Safety CITY OF POWAY I LRSP Page 46
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PROJECT EVALUATION
Agency Source Eligible Programs
provide traffic safety data to justify funded
programs 6.
Sources:
7. Highway Safety Improvement Program Guidelines, April 2076
2. Highway safety improvement program, Pub. L. No. 748, 23 US Code (2075). httos./lwww.law.cornel/edu/uscode/text/23/748.
Areas Addressed
Sheriff Enforcement
Roadway Safety and Data
Collection
Social Media/Marketing
3. Advanced Transportation and Congestion Management Technologies Deployment. February 2076. httos.//www.fhwa.dot.gov/fastact/factsheets/advtranscongmgmtfscfm.
4. 2027 Active Transportation Program Guidelines. fvlarch 25, 2020. Resolution G-20-37.
5. California Department of Transportation. Sustainable Transportation Planning Grant Program. December 2079.
6. California Office of Traffic Safety Grant fvlanual for Federal Fiscal Year 2020. December 2079.
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LOCAL ROADWAY SAFETY PLAN (LRSP) EVALUATION
8.0 LOCAL ROADWAY SAFETY PLAN (LRSP)
EVALUATION
Since the Local Roadway Safety Plan aims to reduce collision risk, the Plan's effectiveness should be evaluated in terms of collision reduction. To this end, the City of Poway should secure collision data from the California Office of Traffic Safety1 collision ranking system and California Highway Patrol's Statewide Integrated Traffic Records System (SWITRS)2 on an annual basis. The collision trends following the LRSP's adoption provide indicators of the plan's success. The collision analysis should break out collisions by the following categories.
• Total collisions
• Fatality and severe injury collisions
• Pedestrian collisions
• Bicyclist collisions
• Collisions that involved bicyclists and pedestrians that are over 65 or under 15 • Collisions that are caused by drunk drivers
These categories are included in both the OTS and SWITRS statistics. For each category, consider calculating an average for the most recent three years every year. The City can then plot the three-year average against the averages for past years to derive a general trend line. A downward-sloping trend line indicates an improvement in safety conditions. An upward sloping trend line suggests that additional safety measures should be considered. In the latter instance, the City should conduct further review and update the plan. 1 California Office of Traffic and Safety. https:/lw ww.ots.co.gov/ots-and-traffic-safetv/ 2 UC Berkeley Transportation Injury and Safety Mapping System. https:/ltims.berkeley.edu/help/SWITRS.php #fntro to SWITRS CITY OF POWAY I LRSP Page 48
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APPENDIX A - Intersection Collisions
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APPENDIX
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Severe Other Complaint of Total
No. Intersection Fatal Injury Injury Pain PDO Collisions 1 POMERADO RD & POWAY RD 0 1 7 4 14 26
2 POMERADO RD & TWIN PEAKS RD 0 0 2 13 10 25
3 COMMUNITY RD & POWAY RD 0 0 2 7 14 23
4 POMERADO RD & TED WILLIAMS PKWY 0 1 3 3 8 15
5 MIDLAND RD & POWAY RD 0 1 1 4 8 14
6 POMERADO RD & SCRIPPS POWAY PKWY 0 0 3 5 6 14
7 COMMUNITY RD & SCRIPPS POWAY PKWY 0 2 0 3 9 14
8 POWAY RD & RT 67 0 3 1 2 6 12
9 COMMUNITY RD & TWIN PEAKS RD 0 2 1 5 4 12
10 SILVERSET ST & TWIN PEAKS RD 0 0 2 5 5 12
11 ESPOLA RD & POWAY RD 0 1 2 2 6 11
12 OAK KNOLL RD & POMERADO RD 0 0 3 1 5 9
13 MIDLAND RD & TWIN PEAKS RD 1 0 2 3 3 9
14 CARRIAGE RD & POWAY RD 0 1 1 1 6 9
15 ESPOLA RD & TWIN PEAKS RD 0 0 5 2 2 9
16 POWAY RD & SILVER LAKE DR 0 0 2 4 1 7
17 COMMUNITY RD & DANIELSON CT 0 0 1 1 5 7
18 MONTE VISTA RD & POMERADO RD 0 0 1 2 4 7
19 AUBREY ST & COMMUNITY RD 0 0 1 2 3 6
20 CIVIC CENTER DR & POWAY RD 0 0 2 1 3 6
21 ESPOLA RD & TITAN WY 0 0 0 2 4 6
22 METATE LN & POMERADO RD 0 0 2 2 2 6
23 COMMUNITY RD & HILLEARY PL 0 0 0 1 4 5
24 DEERWOOD ST & TWIN PEAKS RD 0 0 2 2 1 5
25 HILLNDALE WY & TWIN PEAKS RD 0 0 2 2 1 5
26 TWIN PEAKS RD & WOODCREEK RD 0 1 1 1 2 5
27 COMMUNITY RD & STOWE DR 0 0 1 1 3 5
28 FRANCINE TER & POWAY RD 0 0 0 2 3 5
29 CIVIC CENTER DR & COMMUNITY RD 0 0 0 2 2 4
30 CLAIRE DR & GARDEN RD 0 0 0 2 2 4
31 DANIELSON ST & SCRIPPS POWAY PKWY 0 0 1 2 1 4
32 SCRIPPS POWAY PKWY & TECH CENTER DR 0 2 0 1 1 4
33 CAMINO DEL NORTE & POMERADO RD 0 1 0 2 1 4
34 MAPLEWOOD ST & TWIN PEAKS RD 0 0 0 1 3 4
35 TED WILLIAMS PKWY & TWIN PEAKS RD 0 0 1 1 2 4
36 ESPOLA RD & LOS NIETOS AV 0 0 0 3 1 4
37 COLONY DR & POMERADO RD 0 0 2 2 0 4
38 CARRIAGE RD & OAK KNOLL RD 0 1 0 0 3 4
39 GARDEN RD & POWAY RD 0 0 1 0 3 4
40 SCRIPPS POWAY PKWY & STOWE DR 0 0 1 2 1 4
41 HILLEARY PL & MIDLAND RD 0 1 0 2 1 4
42 GENERAL ATOMICS WY & SCRIPPS POWAY PKWY 0 0 1 1 1 3
43 POWAY RD & RIDGEDALE DR 0 0 1 0 2 3
44 LEONE WY & POMERADO RD 0 0 0 3 0 3
45 COMMUNITY RD & KIRKHAM RD 0 0 0 2 1 3
46 CROSTHWAITE CIR & STOWE DR 0 1 0 0 2 3
47 CHAPARRAL WY & RT 67 0 1 0 0 2 3
48 AUBREY ST & MIDLAND RD 0 0 0 0 3 3
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49 PARKWAY CENTRE DR & SCRIPPS POWAY PKWY 0 0 1 0 2 3
SO COMMUNITY RD & METATE LN 0 1 1 0 1 3
51 BOWRON RD & POWAY RD 0 0 2 1 0 3
52 MILLARDS RD & POWAY RD 0 0 1 0 2 3
53 OAK KNOLL DR & POWAY RD 0 0 0 0 3 3
54 COMMUNITY RD & GREGG ST 0 0 1 0 2 3
55 COUNTRY DAY RD & ESPOLA RD 0 0 0 1 2 3
56 GATE DR & POWAY RD 0 0 0 1 2 3
57 COMMUNITY RD & DANIELSON ST 0 0 1 0 2 3
SB IPAI WAAYPUKTRL & POWAY RD 0 0 1 2 0 3
59 POMERADO RD & VAUGHN RD 0 0 1 1 1 3
60 BRIGHTON AV & EDGEMOOR ST 0 1 0 0 1 2
61 MATCH POINT DR & POWAY RD 0 0 1 1 0 2
62 FRAME RD & MCFERON RD 0 0 0 0 2 2
63 ESPOLA RD & HIGH VALLEY RD 0 0 0 0 2 2
64 KIRKHAM RD & SCRIPPS POWAY PKWY 0 0 0 1 1 2
65 IRON MOUNTAIN DR & RT 67 0 0 0 0 2 2
66 HIGH PINE ST & SHIRRA AV 0 0 0 0 2 2
67 ESPOLA RD & TRAILWIND RD 0 0 0 0 2 2
68 DEL PONIENTE RD & ESPOLA RD 0 0 0 1 1 2
69 POWAY RD & VISTA VIEW DR 0 0 1 0 1 2
70 COMMUNITY RD & TWIN PEAKS 0 0 0 0 2 2
71 GATEWAY PARK RD & POMERADO RD 0 0 1 0 1 2
72 BUCKLEY ST & MORENE ST 0 0 0 0 2 2
73 PLATINUM PL & RT 67 0 0 1 0 1 2
74 LOLA WY & POWAY RD 0 0 0 2 0 2
75 TIERRA BONITA RD & TWIN PEAKS RD 0 0 0 0 2 2
76 BERNARDO HEIGHTS PKWY & POMERADO RD 0 0 1 0 1 2
77 COMMUNITY RD & KETRON AV 0 0 1 1 0 2
78 POMERADO RD & ROBISON BL 0 0 0 1 1 2
79 ESPOLA RD & VALLE VERDE RD 0 1 1 0 0 2
80 ESPOLA RD & MARTINCOIT RD 0 0 0 0 2 2
81 METATE LN & RANCHO CABALLO RD 0 0 0 1 1 2
82 MINA DE ORO RD & RT 67 1 0 0 1 0 2
83 POWAY MESA DR & TRIUMPH DR 0 0 2 0 0 2
84 TWIN CIRCLE WY & TWIN PEAKS RD 0 0 0 1 1 2
85 COMMUNITY RD & GREGG CT 0 0 0 1 1 2
86 CREE DR & PAPAGO DR 0 0 0 0 2 2
87 ADAH LN & POWAY RD 0 0 1 0 1 2
88 ROBERTO RIO RD & TWIN PEAKS RD 0 0 0 1 1 2
89 ESPOLA RD & MORNING AIR RD 0 0 0 1 1 2
90 BOWRON RD & CIVIC CENTER DR 0 0 1 1 0 2
91 CYNTHIA LN & MIDLAND RD 0 0 1 0 1 2
92 CARRIAGE RD & ROCA GRANDE DR 0 0 0 0 2 2
93 CLOUDCROFT DR & ESPOLA RD 0 0 0 1 1 2
94 MCFERON RD & POMERADO RD 0 0 1 1 0 2
95 PARKWAY CENTRE DR & STOWE DR 0 0 1 0 1 2
96 ESPOLA RD & LAKE POWAY RD 0 0 1 0 1 2
97 POMERADO RD & TASSEL RD 0 0 0 1 1 2
98 OLIVE TREE LN & POWAY RD 0 0 0 0 2 2
99 POWAY RD & WELTON LN 0 0 1 0 1 2
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100 EVANSTON DR & POWAY RD 0 0 0 2 0 2
101 GOLDEN EYE & OLD POMERADO RD 0 0 0 0 1 1
102 CASA AVENIDA & POMERADO RD 0 0 0 0 1 1
103 MILEPOST 12 & POWAY RD 0 0 0 0 1 1
104 NORWALK ST & SYCAMORE AV 0 0 0 0 1 1
105 DANIELSON ST & STOWE DR 0 0 0 0 1 1
106 IOLA WY & POWAY RD 0 0 0 0 1 1
107 TAUNT RD & TOBIASSON RD 0 0 0 0 1 1
10B ADRIAN ST & MIDLAND RD 0 0 0 0 1 1
109 KIRKHAM WY & SIKES PL 0 0 0 0 1 1
110 DEELAN LN & NEDDICK AV 0 0 0 0 1 1
111 GARDEN RD & WHITEWATER DR 0 1 0 0 0 1
112 COMMUNITY RD & OLIVE GROVE RD 0 0 0 1 0 1
113 HIDDEN VALLEY DR & QUIET HILLS DR 0 0 1 0 0 1
114 KIRKHAM RD & STOTLER CT 0 0 0 1 0 1
115 POWAY RD & TARASCAN DR 0 0 0 1 0 1
116 BIRCH TREE LN & COMUNA DR 0 0 0 0 1 1
117 IPAI WAAYPUK TRL/SILVER LAKE RD & POWAY RD 0 0 0 0 1 1 11B ROBISON ST & SILVER LAKE DR 0 0 0 0 1 1
119 POWAY RD & POWAY RD 13409 0 0 0 0 1 1
120 DEL POINTE RD & ESPOLA RD 0 0 0 0 1 1
121 CATAWBA DR & PEQUOT DR 0 0 0 0 1 1
122 KIRKHAM RD & PARNELL CT 0 1 0 0 0 1
123 BUCKWOOD ST & TRIUMPH DR 0 0 1 0 0 1
124 ACTON AV & MIRANDO ST 0 0 1 0 0 1
125 MCFERON RD & POWERS CT 0 0 1 0 0 1
126 GLEN OAK RD & POMERADO RD 0 0 0 1 0 1
127 POWAY RD & RIDGEDALE 0 0 0 0 1 1
128 EARLGATE CT & FAIRGATE DR 0 0 0 0 1 1
129 MCFERON RD & MOUNTAINSIDE DR 0 0 0 1 0 1
130 TRAILWIND RD & WILDGROVE RD 0 0 0 0 1 1
131 CICERO CT & CICERO WY 0 0 0 0 1 1
132 ESPOLA RD & EVERGREEN LN 0 0 0 0 1 1
133 ALORA ST & LOS OLIVOS AV 0 0 0 0 1 1
134 DEERWOOD ST & PEACHWOOD CT 0 0 0 0 1 1
135 BIRCH BROOK CT & RIOS RD 0 0 0 1 0 1
136 RIPARIAN RD & TITAN WY 0 0 0 0 1 1
137 PAPAGO ST & SILVERLAKE DR 0 0 0 1 0 1
138 DEL NORTE & INDIAN TRAIL RD 0 1 0 0 0 1
139 OLD POMERADO RD & PASEO COLINA 0 0 0 0 1 1
140 POMERADO & SCRIPPS POWAY PKWY 0 0 0 1 0 1
141 METATE LN & YUKON WY 0 0 0 0 1 1
142 ROBISON BL & SILVER LAKE DR 0 0 0 0 1 1
143 GATEWAY PARK DR & POMERADO RD 0 0 0 0 1 1
144 COMMUNITY RD & HILLEARY PK 0 0 0 1 0 1
145 JOY AS CT & OLD WINERY WY 0 0 1 0 0 1
146 COMMUNITY RD & MET ATE DR 0 0 0 0 1 1
147 OAK KNOLL RD & SEILER ST 0 0 0 0 1 1
148 ESPOLA RD & NORTHCREST ST 0 0 0 0 1 1
149 CARRIAGE RD & PEQUOT DR 0 0 1 0 0 1
150 COMMUNITY RD & HILLERAY PL 0 0 0 1 0 1
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151 CA YUGA DR & CREE RD 0 0 0 0 1 1
152 ALDERWOOD LN & SAINT ANDREWS DR 0 0 0 0 1 1
153 AMSO ST & KAITZ ST 0 0 0 0 1 1
154 ACTON AV & SELSEY ST 0 0 0 0 1 1
155 MCIVERS CT & STOWE DR 0 0 0 0 1 1
156 BLUE CRYSTAL TRL & POWAY RD 0 0 0 0 1 1
157 SCIPPS POWAY PARKWAY & STOWE DR 0 0 1 0 0 1
158 VIA LA GARDENIA & VIA LA GITANO 0 0 0 0 1 1
159 ESPOLA RD & SUMMER SAGE RD 0 0 0 1 0 1
160 BLAISDELL PL & DANIELSON ST 0 0 0 1 0 1
161 HEATH RD & POMERADO RD 0 0 0 0 1 1
162 ESPOLA RD & OLD COACH RD 0 0 0 0 1 1
163 NEDDICK AV & SPRINGVALE ST 0 0 0 0 1 1
164 BRIAN PARK LN & POWAY MESA DR 0 0 1 0 0 1
165 DANIELSON ST & FIRST AMERICAN WY 0 0 0 1 0 1
166 KIRKHAM WY & TECH CENTER DR 0 0 0 0 1 1
167 ESPOLA RD & SUMMERFIELD LN 0 0 0 0 1 1
168 CREEK RD & POMERADO RD 0 0 0 1 0 1
169 DANIELSON ST & SCI PPS POWAY PARKWAY 0 0 0 0 1 1
170 SILVERSET ST POW & TWIN PEAKS RD 0 0 0 0 1 1
171 IPAVA DR & TIERRA BONITA RD 0 0 0 0 1 1
172 IRON MOUNTAIN RD & RT 67 0 0 0 1 0 1
173 BLUE CRYSTAL TRLS & POWAY RD 0 0 0 0 1 1
174 ANNO RENO LN & POWAY RD 0 0 0 0 1 1
175 COMMUNITY RD & SCRIPPS POWAY PKWY 0 0 1 0 0 1
176 RIDGEDALE DR & ROBISON BL 0 0 1 0 0 1
177 POMARD WY & SOLERA WY 0 0 0 0 1 1
178 OLIVE MEADOWS DR & OLIVE MEADOWS PL 0 0 0 1 0 1
179 POMERADO HOSPITAL DRIVEWAY & POMERADO 0 0 0 1 0 1
180 POWAY RD & QUATE CT 0 0 0 0 1 1
181 ROBERTO RIO & TWIN PEAKS RD 0 0 0 0 1 1
182 GENERAL ATOMICS WY & KIRKHAM WY 0 0 0 0 1 1
183 POWAY RD & RIDGE RD 0 0 0 0 1 1
184 MCFERON RD & TOBIASSON RD 0 0 0 0 1 1
185 HEATH DR & POMERADO RD 0 0 0 0 1 1
186 MIDLAND RD & PUTNEY RD 0 0 0 1 0 1
187 9TH ST & POMERADO RD 0 0 1 0 0 1
188 PARKWAY CENTRE DR & SCI PPS POWAY PARKWA' 0 0 0 1 0 1 189 RT 67 & RT 67 14650 0 1 0 0 0 1
190 FRAME RD & TASSEL RD 0 0 0 0 1 1
191 GARDEN RD & STANDISH DR 0 1 0 0 0 1
192 MONTE VISTA DR & POMERADO RD 0 0 0 1 0 1
193 ARBOLITOS DR & BEECHWOOD ST 0 0 0 0 1 1
194 BUDWIN LN & TWIN PEAKS RD 0 0 0 1 0 1
195 GOLDEN WY & POWAY RD 0 0 1 0 0 1
196 KIRKHAM RD & STOLER COURT 0 0 0 0 1 1
197 COMMUNITY DR & TWIN PEAKS RD 0 0 0 0 1 1
198 POMERADO RD & VIA MONTE CLARO 0 0 0 0 1 1
199 DANIELSON ST & PARKWAY CENTRE DR 0 0 0 0 1 1
200 KIRKHAM RD & SCIPPS POWAY PARKWAY 0 0 0 1 0 1
201 SAINT ANDREWS DR & 'STARMONT WY 0 0 0 0 1 1
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202 GARDEN RD & MONETGO DR 0 0 0 0 1 1
203 POWERS RD & TASSEL RD 0 0 0 0 1 1
204 BIRCH LN & HIDDEN VALLEY DR 0 0 0 0 1 1
205 BERLIN ST & OAK KNOLL RD 0 0 0 0 1 1
206 OAK KNOLL RD & POWAY RD 0 0 0 0 1 1
207 IPAVA DR & PUTNEY RD 0 0 0 0 1 1
208 FRAME RD & GLENOAK RD 0 0 0 1 0 1
209 BUCKSKIN TRL & RANCHO CABALLO RD 0 0 0 0 1 1
210 MARTINCOIT RD & MARTINCOIT RD 16127 0 0 0 1 0 1
211 POWAY RD & SILVER RIDGE RD 0 0 0 1 0 1
212 CARRIAGE RD & ROBISON BL 0 0 1 0 0 1
213 CLAIR DR & GARDEN RD 0 0 0 1 0 1
214 METATE LN & MONT AUK ST 0 0 0 1 0 1
215 POMERADO RD & RIMBACH RD 0 1 0 0 0 1
216 ALDRIN AV & SPRINGVALE ST 0 0 0 0 1 1
217 DURHULLEN DR & ESPOLA RD 0 0 0 0 1 1
218 MEADOW GLEN WY & OAK KNOLL RD 0 0 0 1 0 1
219 BOULDER VIEW DR & POMERADO RD 0 0 1 0 0 1
220 CIVIC CENTER DR & CREEK PARK DR 0 0 1 0 0 1
221 ELLIE LN & RT 67 0 0 0 0 1 1
222 FRAME RD & HOLLAND RD 0 0 0 0 1 1
223 POWAY EASTERN BOARDE LIMIT & SCRIPPS POWJ 0 0 0 0 1 1 224 ESPOLA RD & SUMMER FIELD LN 0 0 0 1 0 1
225 POMERADO RD & TREADWELL DR 0 0 0 0 1 1
226 HESTA ST & KAITZ ST 0 0 0 0 1 1
227 13122 COYOTERO DR. & T ARASCAN DR. 0 0 0 0 1 1
228 POMERADO RD & STONE CANYON RD 0 0 1 0 0 1
229 PAPAGO DR & SILVERLAKE DR 0 0 0 1 0 1
230 COMMUNITY RD & KIRKHAM WY 0 1 0 0 0 1
231 FAIRBURN ST & FLORAL AV 0 0 0 0 1 1
232 CARRIAGE HEIGHTS WY & POWAY RD 0 0 0 0 1 1
233 MPM 16.50 & RT 67 0 0 0 0 1 1
234 OLD POMERADO RD & POMERADO RD 0 0 0 0 1 1
235 EDEN GROVE & ESPOLA RD 0 0 0 0 1 1
236 TWIN PEAKS RD & COMMUNITY RD 0 0 1 0 0 1
237 COMMUNITY RD & LITTLE DAWN LN 0 0 0 0 1 1
238 ASHGATE PL & FAIRGATE DR 0 0 0 0 1 1
239 POWAY RD & SUNRISE RANCH RD 0 1 0 0 0 1
240 LAKE POWAY RD & RIPARIAN RD 0 0 1 0 0 1
241 POWAY RD & WESTMARK WY 0 0 0 0 1 1
242 AGSTEN LN & MIDLAND RD 0 0 1 0 0 1
243 COMMUNITY RD & METATE RD 0 0 0 0 1 1
244 MEADOW GLEN & OAK KNOLL RD 0 0 0 1 0 1
245 GLENVILLE ST & STANDISH DR 0 0 1 0 0 1
246 ERIN LN & NEDDICK AV 0 0 0 0 1 1
247 MCFARON RD & POWERS CT 0 0 0 0 1 1
248 BEELER CANYON RD & POMERADO RD 0 0 0 1 0 1
249 TWIN PEAKS RD & WOODCREEK DR 0 0 0 0 1 1
250 DERRINGER RD & FIDDLETOWN RD 0 0 1 0 0 1
251 BOWDOIN RD & SEBAGO AV 0 0 0 0 1 1
252 HOSPITAL & POMERADO RD 0 0 0 1 0 1
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253 MIDLAND RD & POINSETTIA DR 0 0 0 0 1 1
254 EASTVALE RD & MARKAR RD 0 0 0 0 1 1
255 AEDAN COURT & BETTY LEE WAY 0 0 1 0 0 1
256 N/B MIDLAND ROAD & POWAY ROAD E/B (13600 0 0 0 0 1 1 257 ACTON AV & SCARBORO ST 0 0 0 0 1 1
258 COMMUNITY RD & SCIPPS POWAY PARKWAY 0 0 0 0 1 1
259 CARRIAGE RD & PAPAGO DR 0 0 0 0 1 1
260 COMMUNITY RD & OLIVE MEADOWS DR 0 0 1 0 0 1
261 DOS HERMANOS RD & RT 67 0 1 0 0 0 1
262 MCKENZIE AV & SCOTS WY 0 0 0 0 1 1
263 FRANCINE TER & FRANCINE TER 12810 0 0 0 0 1 1
264 HALPER RD & HOLLAND RD 0 0 0 1 0 1
265 CARRIAGE HEIGHTS WY & CARRIAGE RD 0 0 0 0 1 1
266 MIDLAND RD & TEMPLE ST 0 0 1 0 0 1
267 SILVER LAKE DR & SILVER LAKE RD 0 0 0 0 1 1
268 BROMEGRASS CT & LAKE POWAY RD 0 0 0 0 1 1
269 COMMUNITY RD & DANIELSON 0 0 1 0 0 1
270 RANCHO BERNARDO RD & SUMMERFIELD LN 0 0 1 0 0 1
271 MIDLAND RD & SOMERSET RD 0 0 0 0 1 1
272 POMERADO RD & STONEMILL DR 1 0 0 0 0 1
273 SOPHIA DR & TARZANA RD 0 0 1 0 0 1
274 TIERRA BONITA & TWIN PEAKS RD 0 0 0 1 0 1
275 HILL N DALE WY & TWIN PEAKS RD 0 0 0 0 1 1
276 NONOKI DR & WAN ESTA DR 0 0 0 0 1 1
277 OLIVE MEADOWS DR & OLIVE MESA CT 0 0 0 1 0 1
278 POMERADO RD & POMERADO RD 11500 0 0 1 0 0 1
279 BOWRON RD & CREEKSIDE LN 0 0 0 0 1 1
280 GLEN OAKS DR & POMERADO RD 0 0 0 1 0 1
281 DANA VISTA ST. & ESTRELLA VISTA ST. 0 0 0 0 1 1
282 ARBOLITOS DR & BEECHWOOD DR 0 0 0 0 0 0
283 KIRKHAM WY & STOWE DR 0 0 0 0 0 0
284 ESPOLA RD & EZRA LN 0 0 0 0 0 0
285 AMBER HILL LN & CARRIAGE RD 0 0 0 0 0 0
286 TWIN TRAILS CT & TWIN TRAILS DR 0 0 0 0 0 0
287 CLOUDY MOON DR & RT 67 0 0 0 0 0 0
288 MINA DE ORO & RT 67 0 0 0 0 0 0
289 JACK RABBIT RD & ORCHARD BEND RD 0 0 0 0 0 0
290 CAMINO DEL NORTE & WORLD TRADE DR 0 0 0 0 0 0
291 ESPOLA RD & SUMMERFIELD RD 0 0 0 0 0 0
292 BOCA RATON LN & TAM O SHANTER DR 0 0 0 0 0 0
293 MILEPOST MILE POST 11 & POWAY RD 0 0 0 0 0 0
294 KETRON AV & MCKENZIE AV 0 0 0 0 0 0
295 EASTERN ST & EDGEMORE ST 0 0 0 0 0 0
296 METATE LN & YUKON AV 0 0 0 0 0 0
297 HILLEARY PARK DR & HILLEARY PL 0 0 0 0 0 0
298 TWIN CIRCLES CT & TWIN PEAKS RD 0 0 0 0 0 0
299 POWAY RD & SPRINGHURST DR 0 0 0 0 0 0
300 POMERADO RD & TWIN PEAKS 0 0 0 0 0 0
301 KIRKHAM RD & TECH CENTER DR 0 0 0 0 0 0
302 AVENIDA FLORENCIA & AVENI DA LA VALENCIA 0 0 0 0 0 0 303 BLUE CRYSTAL TR & POWAY RD 0 0 0 0 0 0
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304 POMERADO RD & SCRIPPS POWAY PKWY 0 0 0 0 0 0
305 KIRKHAM RD & STOWE DR 0 0 0 0 0 0
306 MILEPOST 17.50 & RT 67 0 0 0 0 0 0
307 PALISADES DR & SILVERSET ST 0 0 0 0 0 0
308 POWAY RD & SILVERLAKE DR 0 0 0 0 0 0
309 ELMFIELD LN & SUMMERFIELD LN 0 0 0 0 0 0
310 MI LES POST CALLBOX 67-107 & RT 67 0 0 0 0 0 0
311 HOSP WY & POMERADO RD 0 0 0 0 0 0
312 MEADOWBROOK LN & POMERADO RD 0 0 0 0 0 0
313 DERRINGER RD & OLD STATION RD 0 0 0 0 0 0
314 CARRIAGE RD & NEMO ST 0 0 0 0 0 0
315 BROOKSTONE DR & SAGECREST DR 0 0 0 0 0 0
316 MINA DE ORO & POWAY RD 0 0 0 0 0 0
317 CAYUGA DR & PEQUOT DR 0 0 0 0 0 0
318 SCRIPPS POWAY PKWY & SYCAMORE CANYON RC 0 0 0 0 0 0 319 PASEO COLINA & POMERADO RD 0 0 0 0 0 0
320 GENERAL ATOMICS WAY & SCIPPS POWAY PARK\/ 0 0 0 0 0 0 321 LOLA WAY & POWAY RD 0 0 0 0 0 0
322 ESPOLA RD & RANGE PARK RD 0 0 0 0 0 0
323 LUCIDI FARMS WY & POWAY RD 0 0 0 0 0 0
324 BOUNTY WY & POWAY RD 0 0 0 0 0 0
325 SILVER HEIGHTS RD & SILVER HEIGHTS RD 14420 0 0 0 0 0 0 326 POMERADO RD & ROBERTO WY 0 0 0 0 0 0
327 KENNEBUNK ST & NEDDICK AV 0 0 0 0 0 0
328 RAPTOR RD & SYCAMORE CAYONH RD 0 0 0 0 0 0
329 KNOLL RD & POWAY RD 0 0 0 0 0 0
330 ESPOLA RD & JEROME DR 0 0 0 0 0 0
331 OAK KNOLL DR & POMERADO RD 0 0 0 0 0 0
332 FALLEN TREE RD & STONE CANYON RD 0 0 0 0 0 0
333 CALL BOX 67 161 & RT 67 0 0 0 0 0 0
334 POMERADO RD & SCIPPS POWAY PARKWAY 0 0 0 0 0 0
335 CALLE COLINA (13300 BLOCK) & ESPOLA ROAD 0 0 0 0 0 0 336 BOCA RATON LANE & TAM O SHANTER DRIVE E/B 0 0 0 0 0 0 337 FALLEN LEAF RD & STONE CANYON RD 0 0 0 0 0 0
338 OLD COACH DR & OLD COACH RD 0 0 0 0 0 0
339 TARASCAN DR & WAN ESTA DR 0 0 0 0 0 0
340 POMERADO RD & STONEMILL RD 0 0 0 0 0 0
341 MORENE ST & STACK ST 0 0 0 0 0 0
342 MOUNTAIN DR & RT 67 0 0 0 0 0 0
343 BUTTERFIELD TRL & OLD COACH RD 0 0 0 0 0 0
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APPENDIX
APPENDIX B - Mid-Block Collisions
CITY OF POWAY I LRSP
November 15, 2022, Item #4
Severe Other Complaint of Total
Primary Road Fatal Injury Injury Pain PDO Collisions
POWAY RD 0 7 15 29 45 96
SCRIPPS POWAY PKWY 2 0 4 10 16 32
TWIN PEAKS RD 0 0 2 6 14 22
ESPOLA RD 0 2 2 3 14 21
COMMUNITY RD 1 1 4 5 9 20
POMERADO RD 0 0 1 6 6 13
OAK KNOLL RD 0 0 0 2 8 10
KIRKHAM WY 0 0 1 2 2 5
TED WILLIAMS PKWY 0 0 1 0 3 4
STOWE DR 0 0 0 2 2 4
OLD POMERADO RD 0 0 0 0 2 2
DANIELSON ST 0 0 0 0 2 2
CARRIAGE RD 0 0 0 1 1 2
NEDDICKAV 0 0 2 0 0 2
SILVER LAKE DR 0 0 0 0 2 2
CAMINO DEL NORTE 0 0 0 0 2 2
TWIN PEAKS 0 1 0 0 1 2
METATE LN 0 0 0 0 2 2
RIDGEDALE DR 0 0 0 0 2 2
SCIPPS POWAY PARKWAY 0 0 0 1 1 2
STONE CANYON RD 0 0 1 0 1 2
OLD COACH RD 0 0 1 0 1 2
ARBOLITOS DR 0 0 1 0 0 1
MIDLAND RD 0 0 1 0 0 1
FRAME RD 0 0 0 0 1 1
TWIN TRAILS DR 0 0 0 0 1 1
KIRKHAM RD 0 0 0 1 0 1
HIGH VALLEY RD 0 0 1 0 0 1
PEQUOT DR 0 0 0 0 1 1
DANIELSON CT 0 0 1 0 0 1
JACK RABBIT RD 0 0 1 0 0 1
TAM O SHANTER DR 0 0 0 0 1 1
MCKENZIE AV 0 0 0 0 1 1
ROBISON BL 0 0 0 0 1 1
EDGEMORE ST 0 0 0 0 1 1
HILLEARY PARK DR 0 0 0 0 1 1
AVENIDA LA VALENCIA 0 0 0 0 1 1
CREEK RD 0 0 0 0 1 1
QUIET HILLS DR 0 0 0 0 1 1
SCRIPPS POWAY PKWY 0 0 0 1 0 1
HILLEARY PL 0 0 0 1 0 1
PALISADES DR 0 0 0 0 1 1
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ELMFIELD LN 0 0 1 0 0 1
GREGG ST 0 0 1 0 0 1
MARTINCOIT RD 0 0 1 0 0 1
DERRINGER RD 0 0 0 0 1 1
SAGECREST DR 0 0 0 0 1 1
OAK KNOLL DR 0 0 0 0 1 1
SILVERSET ST 0 0 0 0 1 1
SILVER HEIGHTS RD 0 0 0 0 1 1
SYCAMORE CAYONH RD 0 0 0 0 1 1
AVENIDA FLORENCIA 0 0 1 0 0 1
CALLE COLINA (13300 BLOCK) 0 0 0 0 1 1
TAM O SHANTER DRIVE E/B (1731 0 0 0 0 1 1
LAKE POWAY RD 0 0 0 0 1 1
WANESTA DR 0 0 0 0 1 1
STACK ST 0 0 0 0 1 1
CASA AVENIDA 0 0 0 0 0 0
CLAIRE DR 0 0 0 0 0 0
NORWALK ST 0 0 0 0 0 0
TOBIASSON RD 0 0 0 0 0 0
EDGEMOOR ST 0 0 0 0 0 0
TECH CENTER DR 0 0 0 0 0 0
WHITEWATER DR 0 0 0 0 0 0
HIDDEN VALLEY DR 0 0 0 0 0 0
COMUNA DR 0 0 0 0 0 0
HIGH PINE ST 0 0 0 0 0 0
TRAILWIND RD 0 0 0 0 0 0
TRIUMPH DR 0 0 0 0 0 0
ACTON AV 0 0 0 0 0 0
MCFERON RD 0 0 0 0 0 0
AUBREY ST 0 0 0 0 0 0
FAIRGATE DR 0 0 0 0 0 0
CICERO CT 0 0 0 0 0 0
LOS OLIVOS AV 0 0 0 0 0 0
DEERWOOD ST 0 0 0 0 0 0
BIRCH BROOK CT 0 0 0 0 0 0
TITAN WY 0 0 0 0 0 0
SILVERLAKE DR 0 0 0 0 0 0
DEL NORTE 0 0 0 0 0 0
BUCKLEY ST 0 0 0 0 0 0
JOYAS CT 0 0 0 0 0 0
CREE RD 0 0 0 0 0 0
SAINT ANDREWS DR 0 0 0 0 0 0
GARDEN RD 0 0 0 0 0 0
AMSO ST 0 0 0 0 0 0
SELSEY ST 0 0 0 0 0 0
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VIA LA GITANO 0 0 0 0 0 0
POWAY MESA DR 0 0 0 0 0 0
IPAVA DR 0 0 0 0 0 0
CREE DR 0 0 0 0 0 0
ADAH LN 0 0 0 0 0 0
BOWRON RD 0 0 0 0 0 0
SOLERA WY 0 0 0 0 0 0
OLIVE MEADOWS DR 0 0 0 0 0 0
HILLNDALE WY 0 0 0 0 0 0
POWERS RD 0 0 0 0 0 0
BERLIN ST 0 0 0 0 0 0
GLENOAK RD 0 0 0 0 0 0
BUCKSKIN TRL 0 0 0 0 0 0
GENERAL ATOMICS WY 0 0 0 0 0 0
SPRINGVALE ST 0 0 0 0 0 0
BOULDER VIEW DR 0 0 0 0 0 0
CIVIC CENTER DR 0 0 0 0 0 0
HOLLAND RD 0 0 0 0 0 0
ROBERTO RIO RD 0 0 0 0 0 0
HESTA ST 0 0 0 0 0 0
13122 COYOTERO DR. 0 0 0 0 0 0
PAPAGO DR 0 0 0 0 0 0
FAIRBURN ST 0 0 0 0 0 0
LOS NIETOS AV 0 0 0 0 0 0
EDEN GROVE 0 0 0 0 0 0
TWIN PEAKS RD 0 0 0 0 0 0
RIPARIAN RD 0 0 0 0 0 0
MORNING AIR RD 0 0 0 0 0 0
GLENVILLE ST 0 0 0 0 0 0
ERIN LN 0 0 0 0 0 0
MCFARON RD 0 0 0 0 0 0
BEELER CANYON RD 0 0 0 0 0 0
FIDDLETOWN RD 0 0 0 0 0 0
BOWDOIN RD 0 0 0 0 0 0
MARKAR RD 0 0 0 0 0 0
AEDAN COURT 0 0 0 0 0 0
POWAY ROAD E/B (13600 BLOCK) 0 0 0 0 0 0
SCOTS WY 0 0 0 0 0 0
FRANCINE TER 0 0 0 0 0 0
HALPER RD 0 0 0 0 0 0
SILVER LAKE RD 0 0 0 0 0 0
RANCHO BERNARDO RD 0 0 0 0 0 0
SOMERSET RD 0 0 0 0 0 0
TARZANA RD 0 0 0 0 0 0
GREGG CT 0 0 0 0 0 0
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APPENDIX
APPENDIX C - Caltrans Countermeasure List
CITY OF POWAY I LRSP
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Table 1. Countermeasures for Signalized Intersections
No. Type Countermeasure Name Crash Type
501 Lighting Add intersection lighting (S.1.) Night
502 Signal Mod. Improve signal hardware: lenses, back-plates with retroreflective borders, All mounting, size, and number 503 Signal Mod. Improve signal timing (coordination, phases, red, yellow, or operation) All 504 Signal Mod. Provide Advanced Dilemma Zone Detection for high speed approaches All sos Signal Mod. Install emergency vehicle pre-emption systems Emergency Vehicle
506 Signal Mod. Install left-turn lane and add turn phase (signal has no left-turn lane or All phase before) 507 Signal Mod. Provide protected left turn phase (left turn lane already exists) All 508 Signal Mod. Convert signal to mast arm (from pedestal-mounted) All 509 Operation/ Install raised pavement markers and striping (Through Intersection) All Warning 510 Operation/ Install flashing beacons as advance warning (S.1.) All Warning 511 Operation/ Improve pavement friction (High Friction Surface Treatments) All Warning 512 Geometric Mod. Install raised median on approaches (S.1.) All S13PB Geometric Mod. Install pedestrian median fencing on approaches P&B 514 Geometric Mod . Create directional median openings to allow (and restrict) left-turns and All u-turns (S.1.) 515 Geometric Mod. Reduced Left-Turn Conflict Intersections (S.1.) All 516 Geometric Mod. Convert intersection to roundabout (from signal) All S17PB Ped and Bike Install pedestrian countdown signal heads P&B S18PB Ped and Bike Install pedestrian crossing (S.1.) P&B S19PB Ped and Bike Pedestrian Scramble P&B
S20PB Ped and Bike Install advance stop bar before crosswalk (Bicycle Box) P&B S21PB Ped and Bike Modify signal phasing to implement a Leading Pedestrian Interval (LPI) P&B 4/20/2020 Local Roadway Safety- (Version 1.5)
Expected HSIP Systemic
CRF Life Funding Approach
(Years) Eligibility Opportunity?
40% 20 100% Medium
15% 10 100% Very High
15% 10 50% Very High
40% 10 100% High
70% 10 100% High
55% 20 90% Low
30% 20 100% High
30% 20 100% Medium
10% 10 100% Very High
30% 10 100% Medium
55% 10 100% Medium
25% 20 90% Medium
35% 20 90% Low
50% 20 90% Medium
50% 20 90% Medium
Varies 20 100% Low
25% 20 100% Very High
25% 20 100% High
40% 20 100% High
15% 10 100% Very High
60% 10 100% Very High
P age I 31
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Table 3. Countermeasures for Roadways
No. Type Countermeasure Name
R0l Lighting Add segment lighting
R02 Remove/ Shield Obstacles Remove or relocate fixed objects outside of Clear Recovery Zone R03 Remove/ Shield Obstacles Install Median Barrier
R04 Remove/ Shield Obstacles Install Guardrail
ROS Remove/ Shield Obstacles Install impact attenuators R06 Remove/ Shield Obstacles Flatten side slopes
R07 Remove/ Shield Obstacles Flatten side slopes and remove guardrail ROB Geometric Mod. Install raised median
R09 Geometric Mod. Install median (flush)
RlOPB Geometric Mod. Install pedestrian median fencing on approaches Rll Geometric Mod. Install acceleration/ deceleration lanes R12 Geometric Mod . Widen lane (initially less than 10 ft) R13 Geometric Mod . Add two-way left-turn lane (without reducing travel lanes) R14 Geometric Mod. Road Diet (Reduce travel lanes from 4 to 3 and add a two way left-turn and bike lanes)
RlS Geometric Mod. Widen shoulder
R16 Geometric Mod. Curve Shoulder widening (Outside Only) R17 Geometric Mod. Improve horizontal alignment (flatten curves) R18 Geometric Mod. Flatten crest vertical curve
R19 Geometric Mod. Improve curve superelevation
R20 Geometric Mod. Convert from two-way to one-way traffic R21 Geometric Mod. Improve pavement friction (High Friction Surface Treatments) 4/20/2020 Local Roadway Safety- (Version 1.5)
Expected HSIP Systemic Crash CRF Life Funding Approach Type (Years) Eligibility Opportunity? Night 35% 20 100% Medium
All 35% 20 90% High
All 25% 20 100% Medium
All 25% 20 100% High
All 25% 10 100% High
All 30% 20 90% Medium
All 40% 20 90% Medium
All 25% 20 90% Medium
All 15% 20 90% Medium
P&B 35% 20 90% Low
All 25% 20 90% Low
All 25% 20 90% Medium
All 30% 20 90% Medium
All 30% 20 90% Med ium
All 30% 20 90% Medium
All 45% 20 90% Medium
All 50% 20 90% Low
All 25% 20 90% Low
All 45% 20 90% Medium
All 35% 20 90% Medium
All 55% 10 100% High
P age I 33
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APPENDIX
APPENDIX D - Cost Estimates
CITY OF POWAY I LRSP
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Countermeasure Cost Estimate
Average 30% 20%
Price Per Const. Construction Construction Admin/Engr
Item Quantity Unit Cost Contingency Total Contingency Project Total Average 30% 20%
Price Per Const. Construction Construction Admin/Engr
Item Quantity Unit Cost Contingency Total Contingency Project Total $ ' $ $ ' $ $ ' $
~U7o
Average 30% Admin/Engr
Price Per Const. Construction Construction Contingency+ #3 Item Quantity Unit Cost Contingency Total Mobilization Project Total $ ' $ ' $ ' $ ' $ ' $ , 00
Average 30% 20%
Price Per Const. Construction Construction Admin/Engr
A Item Quantity Unit Cost Contingency Total Contingency Project Total Average 30% Admrn/Engr
Price Per Const. Construction Construction and
B Item Quantity Unit Cost Contingency Total Mobilization Project Total p $ '
Average 30% 20%
Price Per Const. Construction Construction Admin/Engr
B Item Quantity Unit Cost Contingency Total Mobilization Project Total p g $ '
Average 30% 20%
Price Per Const. Construction Construction Admin/Engr
C Item Quantity Unit Cost Contingency Total Contingency Project Total Average 30% 20%
Price Per Const. Construction Construction Admin/Engr
#2 Item Quantity Unit Cost Contingency Total Contingency Project Total Bulbout 2 75,000 150,000 45,000 195,000 39,000 $234,000 Crosswalk 7 1,500 10,500 3,150 13,650 2,730 $16,380
Signs 22 1,500 33,000 9,900 42,900 8,580 $51,480
Total 50,310 $301,860
Average 30% 20%
Price Per Const. Construction Construction Admin/Engr
Item Quantity Unit Cost Contingency Total Contingency Project Total $ '
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