San Luis Obispo City Council
March 15, 2022

CHIEF'S MESSAGE
2 CONTINUTED
Emergency Management and City Emergency Operations Center (EOC) activation remained a top focus of City staff time and effort in 2021. To support this priority the Fire Department completed and implemented several improvements related to Disaster Preparedness and Response, including EOC position specific training for over 100 City employees. In addition, the Fire Department worked closely with the Resilient SLO Team in updating the Safety Element of the General Plan.

In 2021 SLOFD responded to 6,223 incidents from four strategically placed fire stations throughout the City. This number is over 12 percent higher than 2020, however only 1% higher than 2019 as the department saw a significant decrease in call volume in 2020, much in part due to the ongoing COVID-19 pandemic.

Crews remained committed to responding to various emergency incidents in the City while supporting the statewide wildfire siege with mutual aid resources. SLO fire department supported five major incidents with 25 personnel supported by staffing engine companies and through single resource overhead roles for a combined total of +8,300 hours out of the county. During the historic 2021 Fire Season, all fire stations remained staffed to serve the community.

I couldn't be prouder of the hard work, dedication and response our staff continue to provide with extra focus on safety and customer service. On behalf of all the personnel working for the San Luis Obispo City Fire Department, I want to express our sincere appreciation for your support. I am humbled and honored to share the hard work of our Fire Department with you and look forward to an even better 2022.

Keith Aggson,
City of San Luis Obispo Fire Chief

ORGANIZATION
CHART
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KEEPING YOUR FIRE

DEPARTMENT MOVING
FORWARD!
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Fire Administration is responsible for
planning, directing and evaluating all
fire department programs and
activities. Primary functions of Fire
Administration include department
leadership; public information;
personnel management; fiscal and
contract management; strategic
leadership coordination; and grant
application and management. They
ensure our Emergency Response and
Fire prevention personnel are trained,
equipped, and supported to focus on
delivering the more visible aspects of
caring for our community during times
of emergency, investigations, and
development.
5

ADMINISTRATION

FINANCIAL SUMMARY
The San Luis Obispo City Fire Department is comprised of nine budgeted programs, of these, only 5 are staffed. In fiscal year 2021-2022 the department received a total budget of $13,997,547 with 92% dedicated towards staffing for the 58 full-time members of the department, leaving 8% or $1,143,234 for nonstaffing operational costs. 6

Fire Training/Safety Captain
Mobile Crisis Unit Pilot Program
Technical Rescue Team Expansion
Fire Intern Program
Live-Fire Training Improvements
Grants
The department seeks out grant opportunities to help both maintain and improve the level of service provided to San Luis Obispo. In 2021 the Fire Department continued to utilize the FEMA Assistance to Firefighter Grant program to fund paramedic certification training for two firefighters. This grant will help the department increase the number paramedic-level trained personnel, helping maintain the premier level of pre-hospital emergency medical care to the community. The grant funding covers 90% of the staffing, supplies, tuition and fee costs associated with the training. In 2021 the department recovered a total of approximately $42,000 in training costs. The program is funded through August of 2022.

Newly Funded Programs and Projects
7 ADMINISTRATION

FINANCIAL SUMMARY

Public Information plays a critical role
in keeping the public informed, helping
them make the right decisions during
an emergency and educating the public
to reduce the severity of emergencies.

With the goal of providing the
community with accurate and timely
incident information and promoting
community safety and preparedness,
the department's Public Information
Office had several noteworthy
accomplishments in 2021.

ADMINISTRATION

PUBLIC INFORMATION
8 Increased social media presence
and activity
Completed specialized training at
little to no cost
Established an ongoing bi-weekly
standing segment with KVEC radio
to discuss department programs,
safety tips and disaster preparedness
information.
@SLOCITYFIRE
@SLO FIRE
@SLOCITYFD

MAKING OUR BUILT

COMMUNITY SAFER

FOR YOU
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The members of the Fire Prevention
Bureau are committed to
protecting the life, property, and
the environment of our community
through sensible, fair and efficient
management of fire protection,
prevention and education
programs. The Bureau is dedicated
to providing you the information
you need to be safe in our
community.
9

SLOFD completed 1,360 fire and life safety inspections for businesses and multi-dwelling facilities in 2021. Of this inspection total, Fire Prevention Bureau staff completed 92 inspections of industrial facilities, schools, hospitals and nursing homes, day care centers and assisted living centers, and large public assembly occupancies. A portion of these inspections resulted in Fire Code operating permits, which generates about $100,000 in annual revenue.

Fire & Life Safety Program
1,707 Fire & Life Safety Inspections

FIRE PREVENTION

STATISTICS
In January 2021 the Fire Department
implemented the Fire and Life Safety SelfInspection Program which allows certain business in San Luis Obispo to complete
these inspections in lieu of a fire department
staff member or engine company. Businesses
that qualify for this program have been
chosen due to the low hazard associated with
their business practices. These include small
professional offices and some low hazard
retail establishments.

Self-Inspection Program
168 Self-Inspections
10

FIRE PREVENTION

STATISTICS
The Fire Prevention Bureau serves as a“Participating Agency” in the County’s Certified Unified Program Agency (CUPA) Program. Businesses that use or store hazardous materials in an appreciable quantity, generate hazardous wastes, or operate underground or aboveground petroleum storage tanks are subject to inspection. This program is managed by the department's Hazardous Materials Coordinator.

Haz-Mat Program
174 Haz-Mat Inspections
Other Important
Statistics
PLANS

REVIEWED

PUBLIC EDUCATION
(# of people)
FIRE

INVESTIGATIONS

CONSTRUCTION

INSPECTIONS
11 637
5 2000+
390

HELPING YOU WHEN

YOU NEED IT MOST
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Operating from four fire stations, we
are a full service all-risk fire
department offering fire suppression,
specialty rescue, hazardous materials
mitigation, and paramedic advanced
life support. Your San Luis Obispo fire
crews are focused on serving our
community. We are honored to serve
and take great pride in providing
compassionate, skilled care to all
community members and visitors.
12

EMERGENCY RESPONSE

STATISTICS

CALLS FOR SERVICE
6,223

CALLS FOR SERVICE
6,223
JANUARY 28TH
36 CALLS FOR SERVICE 13
209 CAL POLY

INCIDENTS
158 ALCOHOL RELATED

INCIDENTS
248 COVID RELATED

INCIDENTS
BUSIEST DAY:

AVERAGE DAILY
CALLS 17

STATISTICS

EMERGENCY RESPONSE

RESPONSE TIMES
Average response travel time
(en route to arrival) for lights 3
and siren incidents
:34
14 Percentage of lights and siren
responses under 7 minutes total 68%
response time (911 to arrival)

SIMULTANEOUS INCIDENTS
807
147
40 incidents with 2 units committed
incidents with 3 units committed
incidents with 4+ units committed

1 PHILLIPS FIRE
$159,803
2 CAROLYN FIRE
$87,891
3 101N/LOVR FIRE
$50,000

STATISTICS
5,327,238
TOP 3 MAJOR INCIDENTS

BY DOLLAR LOSS
490,546

TOTAL PROPERTY & CONTENTS

VALUE LOST

TOTAL PROPERTY VALUE SAVED

EMERGENCY RESPONSE
15

STATISTICS
1 2
3 STATION 1
2160 Santa Barbara Ave
1,575 Incidents
STATION 2
136 N. Chorro
1,677 Incidents
STATION 3
1280 Laurel Lane
1,386 Incidents
STATION 4
1395 Madonna Road
1,585 Incidents
4 EMERGENCY RESPONSE
16

The City of San Luis Obispo manages over 4,000 acres of open space and natural reserves that surround the City. To help support this cherished community resource, the Fire Department invests in the capabilities to conduct rescues and render aid to those enjoying these areas. Our open space rescue programs continues to improve and two key contributors to our success is both our EBike Program which was implemented in 2020 and our UTV program. These specialized pieces of equipment have been invaluable in locating, transporting, and providing aid to victims in open space areas in a timely manner. Our UTV is also utilized through Mutual Aid to assist our neighboring fire departments.

EMERGENCY RESPONSE

OPEN SPACE RESCUE PROGRAM
17 PROGRAM DEVELOPMENTS
In 2021 the Department added 3
members to the Regional Urban
Search and Rescue (USAR) team
for a total of 6 to help improve
response capabilities and
decrease the department's
reliance on mutual aid.
8 Open Space
Technical Rescues

RESPONSE HIGHLIGHTS
12 Open Space
Medicals

The San Luis Obispo Fire Department provides aid to all residents and visitors in need. Often times vulnerable populations such as the unhoused community are especially in need of service and the department continues to adapt to these needs in alignment with the Major City Goal of Housing and Homelessness.

HOMELESS RESPONSE
THE MOBILE CRISIS UNIT HAS BEEN FUNDED FOR A TWO-YEAR TRIAL PERIOD.

ANTICIPATED IMPELMENTATION
APRIL 1ST, 2022

MOBILE CRISIS UNIT

EMERGENCY RESPONSE
842 HOMELESS RELATED INCIDENTS
The Mobile Crisis Unit includes a social worker paired with an Emergency Medical Technician. The unit will be dispatched to non-emergency calls for service involving unhoused residents and is intended to improve residents' ability to access needed social services and reduce law enforcement and 18 paramedic response in non-emergency
situations, when possible. The unit will provide
crisis support services to all community
members in need.

The Fire Department participates in the state-wide mutual aid system where local, state and federal agencies rely on the assistance of local governments to effectively manage large scale incidents. The costs associated with responding to these incidents are reimbursable under pre-existing agreements. During the historic 2021 Fire Season, SLOFD deployed on many requests for Mutual Aid throughout the state all while maintaining adequate resources locally to provide service to our City.

MUTUAL AID

EMERGENCY RESPONSE
19 5
Mutual Aid
Incidents Supported
25 Employees
Responded to
Mutal Aid Incidents
Total Personnel Hours
Assigned to Incidents
8,311
$1,178,841
Total Response Reimbursement

THERE IS NO SUBSITUTE
FOR READINESS...

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The Training Division exists to serve
the training needs of fire service
personnel providing training,
education, and certifications to
department members. We promote
excellence by employing state of the
art equipment, training, and a
continued commitment to health and
safety. We strive to provide the
knowledge and skills necessary to
maintain the safest work environment
possible for members as well as
protection and service for the
community members of San Luis
Obispo.
20

STATISTICS
TTOOTTAALL TTRRAAIINNIINNGG HHOOUURRSS:: 1155,,225533

TRAINING
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As part of the 2021-23 Financial plan, the Fire
Department added an ongoing full time 40-hour
Staff Fire Training and Safety Officer. The
position, which was filled in September 2021,
assumed a wide range of training duties including
planning, scheduling, supervising, and
administering a comprehensive fire training
program and coordinating the in-service training
and safety programs for the Fire Department. The
Training Officer coordinates in‐service training
and safety programs with shift Battalion Chiefs.

The new position provides consistent and reliable
administration and coordination of all mandatory,
recertification and recommended in‐service
training and safety programs for emergency

TRAINING

NEW TRAINING CAPTAIN POSITION
response, which is necessary as the complexity and changing service demands call for specialized instruction. In addition, the Fire Training and Safety Officer responds to emergency incidents in the primary role of operational support and as the incident safety officer to identify and cease preventable accidents or potentially unsafe situations. 22

In 2021 the Wellness and Fitness Initiative team was able to build on previous year's success in its goals of reducing workplace injuries and improving the health and wellness of staff. Since the implementation of this program in 2018, the department has seen a 19% decrease in the number of hours missed due to a workplace injury.

FUNCTIONAL FITNESS PROGRAM

TRAINING

ACCOMPLISHMENTS
23 Introduced nutritional
programming to the
department.

Secured remote learning
from a platform developed
by a local gym, which
caters to the physical
demands of our
profession.

Developed a software
program that will track
the department annual
physical assessments to
help monitore fitness,
mobility, strength and
other health measures.

The SLOFD Recruit Fire Academy curriculum covers 15 areas of core firefighter competencies within five blocks of instruction, with each block being two weeks in length. Each block is delivered through classroom lecture and daily manipulative skills on the drill ground.

At the end of each block, recruits are tested through written and manipulative skills exams. Each block of instruction builds upon the previous block and becomes increasingly difficult. Upon successful completion, each recruit firefighter meets the NFPA 1001 standard for professional qualifications for firefighter.

RECRUIT ACADEMY
RECRUIT ACADEMY 21
9 NEW RECRUITS
10 WEEKS
GRADUATION DATE: 12/17/2021

TRAINING
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PROGRAM SUMMARY
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Fire Fleet Services procures,
maintains, and repairs all fire vehicles
and equipment. Maintenance is
performed on a diverse fleet ranging
from Fire Aerial Trucks to small
hydraulic tools. The goal is to keep fire
equipment in service allowing the
department to provide exceptional
service to the community.
25

FIRE APPARATUS

STATISTICS
Transmission rebuild on
staff vehicle
Repaired, rebuilt, and
updated Truck-1 suspension
Rebuilt and overhauled 2
apparatus pumps
Replaced radiators on 2
apparatus
Repaired OES Engine
58% Completed
within 24 hours
73% Completed
within 72 hours
27% Over 72
hours
108 Total Work Orders

MAJOR REPAIRS
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PROGRAM SUMMARY
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The Fire Department leads the City’s
Emergency Management efforts to plan
for, respond to, recover from and
mitigate the impacts of natural and
human made large scale emergencies
and disasters that impact San Luis
Obispo. The Department made several
accomplishments in 2021 to help meet
these needs.
27

Secured contract services funding to help support essential staff training
Promoted Community Disaster Preparedness through public information efforts including dissemination of fliers and bi-weekly local talk radio appearances
Secured over $16,500 in funding through the County of San Luis Obispo’s Nuclear Preparedness Program to obtain essential EOC equipment

EMERGENCY

MANAGEMENT
5 3 position specific trainings for key staff
1 general EOC training
1 tabletop exercise. EOC activation for a storm/flooding event
Emergency Operation Center Trainings
2 Diablo Canyon Nuclear Power Plant
"Nuke 101" Training Sessions
28

RETIREMENTS

GARY HALE

FIRE CAPTAIN
26 YEARS
THANK YOU!
FFoorrYYoouurrSSeerrvviiccee!!

MOLLY BROWN

FIRE INSPECTOR III
22 YEARS

MATT LIPSON

FIRE CAPTAIN
26 YEARS

ERIC BASKIN

FIRE ENGINEER
22 YEARS

GENE HICKS

FIRE ENGINEER
12 YEARS Page 881 of 98829

PROMOTIONS /

NEW HIRES

FIRE CAPTAIN

NATE HASCH MATT JECKELL JASON PRATT J IMMY WITT

FIRE ENGINEER

FIRE INSPECTOR
CUPA
FIRE
INSPECTOR-1

FIRE MECHANIC
HELPER

ROB CHILD MATTIE BLISS JOEY NAU DYLAN ARCHER
30

PROMOTIONS /

NEW HIRES
2021 FIREFIGHTER RECRUITS

MICKEY SENSENBACH BRENDAN THOELE JUDSON HICKS

DANE HUTSLAR

SCOTT MCANINCH JACOB SABATINO LUKE KRAEMER

TED MARTIN ANTHONY FREEMAN
31

Ongoing funding secured for
the Public Safety Equipment
Replacement Project

ACCOMPLISHMENTS
Onboarded new specialty
response team members (USAR
and HazMat)
Hired new staff members
including 9 new firefighters, a
haz-mat coordinator and
mechanic helper
Supported City Employee
"Drive Thru Flu Clinic"
Updated numerous policies
and procedures in preparation
for Lexipol implementation
Supported Local Incident
Management Team through
COVID vaccination sites
Expanded technical rescue
team from 3 members to 6
New energy efficient lighting
throughout Station 1 as part of
Climate Action Major City
Goal
Secured funding and approval
to launch a mobile crisis unit
Supported Special Olympics
torch run through the
community
Secured ongoing funding for
new mobile inspection
software, Mobile Eyes
Initiated Self-Inspection
program
Provided executive leadership
EOC training for all positions
including Operations, Finance,
Logistics, and Planning
Implementation of FIRESCOPE
500 Command and Control
Training
32

1mplement and evaluate the Mobile Crisis Unit program.

Focus attention on the integration of risk management at all levels of the organization and emergency incidents.

Continue to improve behavioral health support through PEER Team training, increased access to counseling and psychological support for firefighters and their families.

Expanding functional fitness program testing, evaluation and movement screening to reduce firefighter injuries while improving fitness and service capabilities of staff.

Enhance community involvement and connections through social media, active participation in City sponsored events and host job fair for future emergency service careers.

Identify opportunities to partner with Labor and Cuesta College to enroll and support suppression personnel attendance in the Paramedic program.

Expand the fire training facility through the addition of new burn prop.

Coordinate with Labor the implementation of Lexipol policy and procedures program converting all current department policies into the Lexipol format and instituting training of staff on the program.

Seek support for Emergency Manager to maintain and update City guiding documents, training, public education and fuel management to support open space and public areas from wildfire.

Develop and implement leadership and succession training at all levels by training staff.

Continue to support Major City Goal of Diversity, Equity and Inclusion through Intern Program, job fairs, ride-along program, outreach and ensuring fair and equitable hiring practices.

Update the 5-year strategic plan to adjusted department goals and objectives.

Revise written Auto-Aid Agreement with CAL FIRE SLU to best meet the needs of both agencies and the communities served.

WHAT'S AHEAD
IN 2022
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W W W . S L O C I T Y . O R G / F I R E | 2 1 6 0 S A N T A B A R B A R A A V E | 8 0 5 . 7 8 1 . 7 3 8 0 @SLOCITYFIRE
@SLO FIRE
@SLOCITYFD

Item 6c
Department: Public Works
Cost Center: 5010
For Agenda of: 3/15/2022
Placement: Business
Estimated Time: 60 Minutes
FROM: Matt Horn, Public Works Director
Prepared By: Bryan Wheeler, Transportation Planner / Engineer SUBJECT: 2018 & 2019 TRAFFIC SAFETY REPORT

RECOMMENDATION

1. Receive the combined 2018 and 2019 Traffic Safety Reports (Attachment A) and recommended traffic safety measures; and

2. Modify the Traffic Safety Report/Vision Zero reporting process to improve focus and efficiency of the program to support the Vision Zero goal of eliminating severe injury and fatal collisions.

REPORT-IN-BRIEF
The following report summarizes the Traffic Safety Program and the latest edition of the Annual Traffic Safety Report (TSR) for two years, 2018 and 2019, which includes recommended safety projects to address high priority collision locations. The TSR reflects analysis from the previous calendar year’s collision data, as it often takes several months for collision reports to be finalized and several additional months to conduct the datadriven analysis that guides the conclusions and recommendations presented in the TSR.

For this iteration, the TSR is based on combined data from 2018 and 2019, as preparation of this annual report was delayed due to limited staffing resources that were fully deployed during the 2020 and 2021 years for COVID-19 response. In addition to identifying proposed safety improvements based on analysis of recent collision data, the TSR also provides a status update to currently funded or completed safety projects identified in prior Safety Reports or completed as part of other transportation projects. While not every recommended measure can be feasibly funded given resource limitations (both financial and staffing) of the City, this report identifies which projects can be funded with currently allocated funding, and which projects will require additional funding consideration as part of the next financial plan.

Item 6c

DISCUSSION
Background
The Annual Traffic Safety Program (“Program”) began in 2002 as an effort to identify high collision locations within the City and actively pursue mitigation measures at those locations. Now in its 19th year, the Program has demonstrated continued effectiveness and lasting outcomes. This Program has had long-term success in reducing total collisions, with a 63% reduction in citywide collisions since the program began.

Recent Collision Trends
The 2018 & 2019 TSR identified the following recent collision trends, which are also illustrated in the charts on the following pages:
 Total Collisions
o 2018 – Reduction of 14% from 2017 (lowest collision total since 1999) o 2019 – Reduction of 6% from 2017
 Injury Collisions
o 2018 – Reduction of 18% from 2017
o 2019 – Reduction of 14% from 2017
 Bicycle Collisions
o 2018 – Increase of 18% from 2017
o 2019 – Reduction of 10% from 2017
 Pedestrian Collisions
o 2018 – Reduction of 32% from 2017
o 2019 – Reduction of 10% from 2017
In both 2018 and 2019 the total number of reported collisions decreased by 14% and 6% respectively from the 2017 reporting year. Those are both the lowest number of collisions reported since the Program began, with 2018 being the historic lowest number of reported collisions on record since the Program began. Total injury collisions decreased 18% and 14% in 2018 and 2019, with total injury collisions down by more than 45% from the peak in 2004.

Collisions involving bicyclists were up 18% in 2018 but decreased by 10% in 2019 compared to 2017 levels, continuing to follow a general downward trend from peak levels in 2009. Pedestrian collisions dropped in both 2018 and 2019 compared to 2017 levels; however, overall trends in pedestrian collisions over the past decade show a generally flat trend line.

There was one traffic-related fatality on City streets in 2018, which involved a singlevehicle collision with a fixed object adjacent to the roadway on South Higuera near Chumash Drive, allegedly related to a driver medical emergency.

Item 6c
There were three (3) traffic-related fatalities in 2019, with all three involving pedestrians being hit by vehicles. Two of the collisions occurred when pedestrians crossed roadways in an unsafe manner mid-block outside of legal crosswalks, despite the availability of signalized crossings within one block—these incidents occurred on Higuera Street north of South Street and on Madonna Road between the Madonna Inn and El Mercado. The third collision occurred at the intersection of Calle Joaquin and Los Osos Valley Road, with the pedestrian crossing illegally against the “DO NOT WALK” signal phase. Following investigations, the drivers of the vehicles in these three collisions were found not to be at fault. Each of these collisions are tragic in nature and no deaths on City streets should be acceptable. Following detailed analysis and design review of each of these incidents, no specific engineering solutions appeared to be warranted at these individual locations; however, the general context of these incidents illustrates the need for a more wholistic, systemic review of how vehicle speeds and pedestrian needs are managed along the City’s higher-speed arterial corridors, where most pedestrian fatalities have historically occurred in our community.

Overall Vehicle Collision Trend
910 102311401256
1097 12071089
873 866 793 683 598 619 594 570 548 531 482 501 431 470 0 200
400
600
800
1000
1200
1400
Total Collisions
Year

Item 6c
Injury Collision Trend
Pedestrian Collision Trend
240 267 268
309 308 315 285
250 257 240 236 233 220 191 207 201 220 197 202
166 173
0 50
100
150
200
250
300
350
Injury Collisions
Year
24 37
19 41
24 41
26 27
18 25 24 22 24 26
39 24 23
27 31
21 28
0 5
10 15
20 25
30 35
40 45
Pedestrian Collisions
Year

Item 6c
Bicycle Collision Trend
Fatal Collision Trend
52 46 45
53 55
50 55
61 59 59
73 69 67 69
63 50
56 50
39 46
36 0
10 20
30 40
50 60
70 80
Bicycle Collisions
Year
2 2 1 1 0 4 3 2 0 0 0 3 1 2 0 1 1 1 1 1 3
0 1
2 3
4 5
Year
Fatal Collisions

Item 6c
2018 & 2019 Traffic Safety Report - Key Findings and Recommendations In addition to tracking citywide collision trends, the Annual TSR includes focused, datadriven analysis of collisions at all intersections and street segments citywide to recognize common patterns, trends and collision factors. This information enables staff to prioritize work efforts and inform policy makers and the community. Based on these patterns, recommendations are made for the highest collision locations of each intersection and street segment by classification. In addition, collision data is used to better understand the types of environments and behaviors that tend to contribute to injury and fatal collisions. This process can guide proactive systematic safety improvements citywide to reduce the potential for serious collisions to happen in the future. Collision trends at individual locations will naturally fluctuate from year to year, often known as regression to the mean, and ongoing monitoring may be recommended for locations with no discernable collision factors.

The current process typically takes six months after the end of the calendar year for all collision reports to be reported, received, and analyzed. Often late collision reports are filed by private parties and extended investigation periods are needed before collision reports are finalized. Thus, the annual TSR is generally released a year following the calendar year of the collision data being evaluated. For this iteration of the TSR, limited staffing resources and impacts associated with the COVID-19 pandemic have further delayed release of the TSR; thus, this report includes analysis for calendar years 2018 and 2019. The 2020 TSR is already under development and plans to be completed in 2022, returning to the traditional schedule for release of each annual report.

The TSR identifies patterns for the highest-rate collision occurring on similar street classifications and then are separated for the following transportation modes:

Automobiles, Bicycles, and Pedestrians. These locations are narrowed down, and the top five locations are analyzed to identify possible mitigation strategies to address safety issues. For example, all arterial segments are compared to each other to establish the highest rate locations and thereby establish the priority order for mitigation or safety improvements. To determine if corrective measures could reduce the likelihood of a collision type identified in the pattern, a comprehensive review of each location is conducted. This review includes a survey of the field conditions and travel behavior.

Table Index:

Table 1a: Safety Improvement Project Recommendations – New from 2018-19 TSR Table 1b: New Safety Improvement Projects in CIP Program Table 1c: Unfunded Safety Improvement Projects
Table 2: Safety Improvement Projects – Funded and Underway or Recently Completed
The tables below summarize the high-ranking locations identified in the 2018-19 TSR where new recommended safety improvement projects were identified to address safety concerns. The Traffic Safety Program typically receives recurring annual funding to implement lower-cost improvements, while more significant (and costly) projects are

Item 6c
prioritized and funded as stand-alone capital improvement projects. Alternatively, these improvements may be combined with other large projects, such as with annual paving project or utility upgrades. Table 1a identifies the new safety projects can be reasonably funded with current traffic safety program funds ($318,500 currently available).

Table 1a: Safety Improvement Project Recommendations – New from 2018-19 TSR New Projects to be Funded from Traffic Safety Program
1 Monterey and
Grand
Convert EB left turn to protected signal phasing. $10,000 2 California and
Monterey
Implement measures to reduce bike conflicts with rightturning vehicles, such as addition of bike signal phases or installation of illuminated “yield to bike” signs. (Currently in design) In the long-term, (a) implement planned bikeway improvements along Pepper Street per Active
Transportation Plan to provide alternate route for SB cyclists connecting from Railroad Safety Trail and (b) explore
potential to widen intersection for NB & SB dedicated right turn lanes and channelized bike lanes.
$60,000
3 California and
Palm
Extend green bike lanes through intersection and install “right turn yield to bikes” warning signage. In the long-term, implement planned bikeway improvements along Pepper
Street per Active Transportation Plan to provide alternate route for SB cyclists connecting from Railroad Safety Trail. $15,000
4 Marsh and
Nipomo
Consider measures to reduce vehicle speeds along Marsh
Street, such as implementation of a three-to-two lane road diet (planned with 2022 Paving Project), extension of the existing 25 MPH business district speed zone west of Broad Street, and installation of speed feedback signage on Marsh to help slow EB vehicles approaching intersection.
$15,000
5 Johnson and
Laurel
Install protected left signal phasing for NB Johnson left turn traffic.
$10,000
6 Higuera and
LOVR
Implement flashing yellow arrow or protected-only left turn signal phasing for northbound left turn lane.
$15,000
7 California and
Hathway
Relocate fire hydrant to alternate location and/or install highvisibility flex posts around hydrant to increase visibility.$5,000 8 LOVR and
Descanso
Install near-side signal head and/or high-visibility signal backplates to increase visibility of signal indicators. Pursue other measures to reduce speeds on LOVR, such as
visually narrowing roadway with installation of protected bike lanes on LOVR, as planned by Froom Ranch development
project.
$15,000
9 Santa Rosa and
Palm
Install hi-visibility signal backplates $1,500
10 Higuera (Santa
Rosa to Nipomo)
Implement permanent road diet, reducing to two auto lanes.

Consider measures to reduce auto speeds, such a re-timing traffic signal progression and extension of existing 25 MPH business district speed zone west of Broad Street.
$10,000
11 LOVR (Froom
Ranch to Calle
Joaquin)
Pursue measures to reduce speeds on LOVR, such as
visually narrowing roadway with installation of protected bike lanes on LOVR, as planned by Froom Ranch development
project, speed limit reductions and/or additional speed feedback signs
$15,000

Item 6c
New Projects to be Funded from Traffic Safety Program
12 Madonna (US 101
to Dalidio)
Install Speed Feedback signage for EB and WB traffic. $15,000 13 California and
Foothill
Consider measures to reduce vehicles speeds on Foothill Boulevard, such as installation of speed feedback signage, to help slow WB and EB vehicles approaching intersection.

Consider striping changes as part of future paving project to narrow vehicle lanes and install protected bike lanes, as proposed in Active Transportation Plan. Complete railroad crossing safety enhancements (currently in design).
$10,000
14 Johnson and
Lizzie
Evaluate feasibility of bikeway enhancements at this
location as part of planned 2023 paving work on Johnson Avenue, including assessing feasibility of road diet (reducing from 2 to 1 auto lane in NB and/or SB directions) to provide width for buffered/protected bike lanes, green bike lane markings and installation of “left/right turn yield to bikes” signage.
$2,500
15 Systematic Safety
- Pedestrian
Crossings
Proactively install systematic pedestrian crossing
improvements, such as Rapid Rectangular Flashing
Beacons (RRFBs), median refuges and Pedestrian Hybrid
Beacons at uncontrolled pedestrian crossings citywide,
where warranted. Install ADA-compliant pedestrian signals with countdowns and lead pedestrian intervals at signalized intersections.
$70,000
16 Systematic Safety
- Bicycle Facilities
Proactively install systematic bicycle safety improvements along bicycle facilities located on high-speed arterial streets, including measures such as warning signage, striping
modifications, green bike lanes, bicycle signals and bike boxes, and quick-build protected bikeway separation where feasible and consistent with Active Transportation Plan. $50,000
Total $318,500
Table 1b describes three safety projects, identified in the report, which are to be fully completed with existing CIP projects and are currently funded and slated for construction. No additional funding from the Safety Program is required to complete these three projects.

Table 1b: New Safety Improvement Projects in CIP Program No. Location Recommended Action Construction date
1 Santa Rosa
and
Monterey
Install Flashing Left Yellow Arrow signal phasing for EB & WB Traffic. Upgrade crosswalks to hi-vis style markings.

Increase pedestrian lead interval. Consider a pedestrian scramble crossing at his location.
2022
2 Marsh and
Osos
Implement road diet on Marsh Street, reducing to two
vehicle lanes. Upgrade crosswalks to hi-vis style markings.

Increase pedestrian lead intervals.
2022 Paving
Project
3 California
& Taft
Reconstruct intersection as roundabout. (Planned for 2023 construction)
2023

Item 6c
Table 1c describes projects for two high collision rate locations where recommended mitigation measures required high-cost improvement projects, greater than the current traffic safety program funding allocations. Additionally, these projects are not part of other planned capital improvement projects. Future Capital Improvement Projects may be considered to address these safety projects.

Table 1c: Unfunded Safety Improvement Projects
New Projects Unfunded with Current Program Funding
1 Broad and
Higuera
Implement permanent road diet on Higuera Street, reducing to two vehicle lanes and upgrade crosswalks to hi-vis style markings. (This scheduled as part of the 2022 Paving
Project). Investigate installation of overhead signal mast arms for NB & SB Broad approaches with overhead
streetlight luminaires. Install additional “yield to pedestrian” signage for northbound and southbound approaches and
increase pedestrian lead intervals.
$300,000
2 Marsh and Chorro Implement road diet on Marsh Street, reducing to two vehicle lanes. (This is scheduled for the 2022 Paving
Project.) Adjust pedestrian lead intervals. Consider installing “hardened centerlines” on Chorro Street approaches.

Evaluate installation of mast-arm signal poles with overhead luminaires for north and south approaches.
$300,000

Item 6c
Additionally, safety projects were recently completed, in construction, or planned to be completed for several high-ranking locations identified in previous reports. Table 2, below, lists several of these priority projects, although this list is not exhaustive. The table also includes projects to be completed in 2022. See the detailed TSR (Attachment A) for a more comprehensive list.

Table 2: Safety Improvement Projects – Funded and Underway or Recently Completed
Location Project Description
Traffic Signal Improvements
1 Downtown Core Signal Timing* Completed implementation of Lead Pedestrian Intervals at several
downtown intersections (Pedestrian
signal crossing head-start).

Implementation to remaining signals
citywide underway.
2 Foothill & Broad* Install Flashing Yellow Left-Turn
Arrows. Additional crosswalk and
signal improvements are required as
part of private development at 790
Foothill Blvd., to be completed by
spring 2022.
3 Chorro & Higuera* Completed relocation of pedestrian
signal heads at west crosswalk to
adjacent signal poles to improve
visibility of pedestrian indications for
motorists and pedestrians.
4 Industrial & Broad* Upgrade and add signal indicators for more visibility. Investigate the
installation of officer assist red light
enforcers (secondary signal indicators
used by PD for red-light running
enforcement). Installation in progress
by City signal technicians, to be
complete winter 2022.
5 Santa Rosa & Mill* Upgrade and add signal indicators for more visibility. Investigate the
installation of officer assist red light
enforcers (secondary signal indicators
used by PD for red-light running
enforcement). Signal indicator
upgrades complete.
6 Broad & Marsh* Install mast arm signal poles at Broad Street approaches to increase visibility
of signal heads. Partially complete--
NB approach completed in 2021. Pole
at SB approach requires
reconstruction of corner, planned as

Item 6c
Location Project Description
part of proposed 2023-24 Downtown
Beautification CIP Project.
7 LOVR & Calle Joaquin* Converted NB and SB approaches to protected left turns only.

Pedestrian & Bicycle Improvements
8 Montalban Crosswalk at Santa Rosa* Paint crosswalk on Montalban at Santa Rosa. Completed in 2019.
9 Tank Farm Crosswalk at Poinsettia Installed in-roadway pedestrian crossing signs and Rapid Rectangular
Flashing Beacon (RRFB) system.
10 Broad Street at Woodbridge Pedestrian Hybrid Beacon installation complete in in 2021.
11 Foothill at Ferrini Pedestrian Hybrid Beacon installation complete in late 2019.
12 Osos & Pismo* Implemented lead pedestrian intervals
and “yield to pedestrian” warning
signage.
13 Grand & Loomis* Install “yield to bike” sign for NB left turn approach.
14 Various Locations In-roadway pedestrian yield signs
installed at 15 uncontrolled pedestrian
crossings citywide.

RRFB beacon systems planned or in
progress at numerous uncontrolled
pedestrian crossings in 2022,
including at Johnson/Sydney,
South/King, Marsh/Toro,
Johnson/Higuera.

Roadway Improvements
15 California & Taft Roundabout* 90% design complete. Final design and right-of-way negotiation
underway, with construction planned
for 2023.
16 Orcutt & Tank Farm Roundabout Construction in progress, with completion expected in spring of 2022.
17 Higuera at Bridge* Final design and right-of-way
coordination with Caltrans underway,
with plans to proceed to construction
by end of 2022.

Signing & Striping Improvements
18 Mill at Osos* Refreshed SB stop bar and pavement
legend to improve driver compliance at
stop sign.

Item 6c
Location Project Description
19 Higuera & Vachell* Installed “Keep Clear” striping and signage. Intersection reconstruction to
restrict left-turns planned in 2023 as
part of Avila Ranch development.
20 Johnson & Buchon* Installed high-visibility median
markings and signage to improve
visibility for drivers.
21 Johnson & Toro Installed all-way stop signs
22 Broad & Pismo* Restriped WB Pismo approach to
better channelize bicycles and rightturn movements.
23 Several locations Reduced speed limits where feasible pursuant to policies in California
Vehicle Code Recent on several
streets, including upper Monterey
Street, Tank Farm east of Broad
Street, South Street, and Santa
Barbara Street.
*Project recommended in previous Traffic Safety Report
Local and Nationwide Traffic Safety Trends – 2019 to Current While the focus of the current report is to present the findings of the TSR for calendar years 2018 and 2019, it is important to acknowledge the traffic safety trends occurring locally and nationally in recent years. Over the 10-year period from 2010 to 2019, there was an average of 1.4 fatal collisions per year in San Luis Obispo. In the past three years (2019, 2020, 2021), there have been eight (8) total fatal collisions, an average of 2.7 per year. Of these eight (8) fatal collisions, five (5) involved pedestrians and two (2) involved bicyclists hit by vehicles.

This is an alarming trend and not isolated to our city; per the U.S. Department of Transportation, recently U.S. traffic deaths have surged, including an increase of 12% in the first nine months of 2021 compared to previous years. Total traffic fatalities from 2021 represent the highest number of fatalities since 2006 and the highest percentage increase over 15 years in the history of the U.S. Fatality Analysis Reporting System. Pedestrians are disproportionately reflected in these national trends, with the number of people killed while walking increasing by 45% over the last decade (2010-2019) and the four most recent reporting years representing the deadliest years for pedestrians since 1990.

A combination of factors appear to be contributing to these trends, including increasing size/weight of passenger vehicles sold, increases in distracted driving, apparent behavioral changes related to the COVID-19 pandemic, and changing priorities about law enforcement priorities and changing viewpoints towards police contact about routine traffic violations.

Item 6c
More specifically, according to the National Highway Traffic Safety Administration, while vehicle miles traveled and traffic congestion were down in 2020 and into 2021, the drivers who remained on the roads tended to engage in riskier behavior. In general, motorists tended to drive at a higher rate of speed, demonstrated higher disregard for the safety of others, and appeared less concerned about the risk of getting ticketed by law enforcement, as many law enforcement agencies were impacted by staffing challenges and/or were less likely to engage in direct contact with the public due to health/safety concerns.

There needs to be a strategy to reverse these trends or otherwise they will normalize in coming years and potentially reverse years of progress. This data further highlights the need for this City and other communities throughout the U.S. to increase focus on systematic safety improvements proven to reduce and eliminate fatal collisions from occurring. Investments in street designs, policies that reduce high-end auto speeds, enforcement, increases in physical protection and availability of safe crossings for bicyclists and pedestrians have been shown to result in positive improvements for all road users.

Focusing on Vision Zero – Proposed Refinements to TSR Procedures While the City’s Traffic Safety Program and corresponding Annual TSR have proven effective at reducing overall collision citywide since the inception of the Program, the TSR analysis and reporting process could use refinements to better align with the City’s Vision Zero goals and the nationwide best practices in reducing and eliminating severe injuries and deaths on our streets. While the content in the City’s Annual TSR has expanded over the years to include more focus on collisions involving vulnerable users (pedestrians and cyclists), and some limited systematic/preventative safety analysis has been incorporated in the past few years, TSR analysis approach and mitigation recommendations treat all collisions with a similar level of attention and importance, and predominantly results in reactive solutions, rather than proactive preventative measures.

In addition, the current process of preparing a comprehensive Annual TSR primarily using data from a single calendar year may produce data blind spots, as year-to-year traffic patterns and collisions can fluctuate with some randomness. Studies have shown that all locations have a baseline risk of traffic collisions based on physical factors present at the location, and the inherent behavior of drivers on roadways. The current report is unable to determine if a location’s collision pattern is higher or lower than this mean collision pattern. Under the current TSR procedures, a certain intersection may rank highly and receive focused analysis due to a random spike in minor collisions, while another intersection may never reach a high rank if overall collision totals remain low, despite an ongoing pattern of severe injury collisions over several years.

Further, the current process of producing a comprehensive annual report requires significant staff time (several months of analysis/preparation each year), which leaves less time and resources to focus on implementing the safety improvements recommended in each report.

Item 6c
For these reasons, staff is recommending several procedural changes to the Traffic Safety Report analysis and reporting process to improve focus and efficiency of the program to support the Vision Zero goal of eliminating severe injury and fatal collisions.

The proposed changes are summarized in Table 5 below, and would be implemented with the next Traffic Safety Report iteration, pending Council concurrence.

Table 5: Proposed Modifications to Traffic Safety Report Analysis and Reporting Procedures
Topic Current Traffic Safety
Report Process
Proposed Changes to Traffic
Safety Report
1 Reporting Cycle  Comprehensive
Annual Report
 Comprehensive report
every 5 years
 Condensed fact sheets
published annually
showing overall trends
and status of safety
project implementation
2 Data Used  1 year data used
in most analysis
 3 years data used
for ped/bikes only
 All analysis uses latest
5-year collision data
3 Method for
Ranking HighCollision
Locations
 Intersections and
segments ranked
based on total
collision rate (# of
collisions per
vehicle volume
served)
 Intersections and
segments ranked based
on weighted ranking
factor, applying more
weight to locations with
injuries, severe injuries,
and fatalities
4 Approach to
Roadway
Segments
 Exclude collisions
occurring at
intersections when
studying road
segments,
generally
highlights access
management
issues at
driveways and
minor intersections
 Include collisions at
intersections and midblock on roadway
segments to better
identify corridor-wide
factors, such as high
speeds
5 Systematic
Safety Analysis
 Mostly reactive
analysis of
previous collision
trends
 Greater focus on
systematic safety
analysis, identifying
common factors and
street design
characteristics related to
injury/fatal collisions

Item 6c
Topic Current Traffic Safety
Report Process
Proposed Changes to Traffic
Safety Report
 Limited systematic
safety analysis of
common factors
contributing to bike
and ped collisions
 Continue to identify
appropriate corrective
measures, but greater
emphasis on
proactive/preventative
strategies, such as
corridor-wide street
design measures to
reduce high-end vehicle
speeds and conflicts w/
vulnerable users
The proposed changes to the TSR would not limit the ability for the city to immediately address any emergent and obvious safety concerns and issues should they arise and the TSR will not be the sole basis for taking action.

Policy Context
The Traffic Safety Program and Report are consistent with the General Plan, Specific Plans, Bicycle Transportation Plan, City’s endorsement of the NACTO bicycle design guidance, and the City’s 2016 adopted Vision Zero Policy (Attachment B) to eliminate traffic-related fatalities and serious injuries by 2030.

Public Engagement
Many minor, operational, and non-controversial projects identified in the Traffic Safety Report would not otherwise be presented to Council if not part of the Traffic Safety Report.

The Council has delegated authority to carry out these types of projects to the Public Works Director or their designee through the City’s Municipal Code. For these types of projects public engagement will be limited to this Council meeting.

Larger, more complex, and potentially higher visibility projects that may cause changes to traffic patterns or turn movements for example will include public engagement per the City’s Public Engagement Manual as they move forward. There is flexibility within the broad description of the recommended mitigations specifically to allow for refinement from public engagement and feedback.

CONCURRENCE
The Police Department has reviewed the 2018-19 TSR and concurs with its findings.

Item 6c

ENVIRONMENTAL REVIEW
The California Environmental Quality Act does not apply to the recommended action in this report, because the action does not constitute a “Project” under CEQA Guidelines Sec. 15378. Even if the TSR is a project, it would be categorically exempt from environmental review per CEQA Guidelines 15306 (Information Collection). Individual projects may require varying degrees of environmental review that will be determined as they move forward.

FISCAL IMPACT
Budgeted: Yes Budget Year: FY 2021-22
Funding Identified: Yes
Fiscal Analysis:

Funding Sources Annualized
On-going Cost Available Balance
Capital Outlay $153,438.00
91607 2015 Traffic Safety $153,438.00
Citywide TIF $100,000.00
1000073 Transportation Safety & Ops $100,000.00
LRM $218,508.00
1000073 Transportation Safety & Ops $39,851.00
91295 Traffic Safety Implementation $17,657.00
91607 2015 Traffic Safety $30,000.00
91295 Traffic Safety $131,000.00
SLR TIF $10,000.00
1000073 Transportation Safety & Ops $10,000.00
Total Available $481,,946.00
Reserved for Other Capital Projects ($163,438.00)
Total Available for Identified Projects $318,508
The available funds shown includes carryover funds from previous fiscal years, as several of the identified safety projects were also identified in previous reports and are still in planning/design. Implementation of each individual project identified in this report will follow the City’s standard approval and purchasing policies.

Staff is recommending that new projects listed in Table 3 above be funded through the City’s currently appropriated Traffic Safety Program allocation, which has a current balance of $318,500. Implementation of all the projects identified in Table 3 would utilize the full balance of existing Traffic Safety Program funds; however, and additional appropriation of $50,000 is programmed for FY 2022-23 and would be available to address any new projects identified in the next annual update to the TSR or for potential emergency safety projects needs that may arise over the next year.

Item 6c
In addition, as identified above, there are two other high-cost safety projects estimated at $600,000 which cannot be funded through the current allocation of traffic safety report funding. These projects include significant traffic signal reconstruction at the downtown intersections of Broad/Higuera and Marsh/Chorro. These projects would be funded as potential future capital improvement project requests as part of future Financial Plans.

ALTERNATIVES
The Council may choose to direct staff to continue the current Traffic Safety Report analysis and annual reporting process in lieu of modifying the process as suggested in the discussion above. This is not recommended, as staff believes that modifications are warranted to bring the City’s Traffic Safety Program in line with current Vision Zero best practices and to allow more staffing resources to be focused on implementation of actual safety improvements.

ATTACHMENTS
A - 2018-2019 Traffic Safety Report
B - Resolution No. 10746 (2016 Series)

Public Works and Police Department
March 2022
City of San Luis Obispo
2018 & 2019 TRAFFIC

SAFETY REPORT

2018 & 2019 Traffic Safety Report i
March 2022
Table of Contents
EXECUTIVE SUMMARY................................................................................................................. 1 INTRODUCTION ............................................................................................................................. 4 BACKGROUND................................................................................................................................ 4 VISION ZERO ................................................................................................................................. 5 MEASURING PROGRESS ................................................................................................................. 6 HOW TO NAVIGATE THIS REPORT.................................................................................................... 7 CITYWIDE COLLISION TRENDS................................................................................................... 8 INJURY COLLISION TREND .............................................................................................................. 8 OVERALL COLLISION TREND......................................................................................................... 10 PEDESTRIAN COLLISION TREND.................................................................................................... 11 BICYCLE COLLISION TREND .......................................................................................................... 11 HUMAN AND ECONOMIC IMPACT.................................................................................................... 13 TRAFFIC ENFORCEMENT MEASURES..................................................................................... 14 CITATION TRENDS........................................................................................................................ 14 DUI ARRESTS.............................................................................................................................. 15 CITATIONS BY VEHICLE CODE SECTION......................................................................................... 16 TRAFFIC SAFETY EDUCATION CAMPAIGNS AND COMMUNITY PARTNERSHIPS............. 18 COMPLETED/PLANNED SAFETY PROJECTS & PROGRAMS................................................ 19 2018 & 2019 HIGH COLLISION RATE LOCATIONS & RECOMMENDATIONS........................ 22 WHERE COLLISIONS ARE OCCURRING........................................................................................... 22 HIGH COLLISION RATE LOCATIONS – PEDESTRIANS....................................................................... 35 PEDESTRIAN RECOMMENDATIONS ................................................................................................ 36 HIGH COLLISION RATE LOCATIONS – BICYCLES............................................................................. 38 BICYCLE RECOMMENDATIONS....................................................................................................... 39 HIGH COLLISION RATE LOCATIONS – ARTERIAL/ARTERIAL INTERSECTIONS..................................... 40 ARTERIAL/ARTERIAL INTERSECTIONS RECOMMENDATIONS............................................................. 41 HIGH COLLISION RATE LOCATIONS – ARTERIAL/COLLECTOR INTERSECTIONS ................................. 43 ARTERIAL/COLLECTOR INTERSECTIONS RECOMMENDATIONS ......................................................... 44 HIGH COLLISION RATE LOCATIONS – ARTERIAL/LOCAL INTERSECTIONS.......................................... 45 ARTERIAL/LOCAL INTERSECTIONS RECOMMENDATIONS ................................................................. 46 HIGH COLLISION RATE LOCATIONS – COLLECTOR/COLLECTOR INTERSECTIONS.............................. 48 HIGH COLLISION RATE LOCATIONS – COLLECTOR/LOCAL INTERSECTIONS ...................................... 48 LOCAL/LOCAL INTERSECTIONS...................................................................................................... 48 HIGH COLLISION RATE LOCATIONS – ARTERIAL SEGMENTS............................................................ 49 ARTERIAL SEGMENTS RECOMMENDATIONS ................................................................................... 50 HIGH COLLISION RATE LOCATIONS – COLLECTOR SEGMENTS........................................................ 51 HIGH COLLISION RATE LOCATIONS – LOCAL SEGMENTS ................................................................ 51 Cover Photo: Joe Johnston, SLO Tribune, 2018

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APPENDIX A – COLLISION ANALYSIS METHODOLOGY
List of Figures
Figure 1: 2018 Citywide Collisions......................................................................23 Figure 2: 2019 Citywide Collisions......................................................................24 Figure 3: 2018 Citywide Pedestrian and Bike Collisions .....................................25 Figure 4: 2019 Citywide Pedestrian and Bike Collisions .....................................26 Figure 5: Citywide Uncontrolled Marked Pedestrian Crossings ..........................32 Figure 6: 2018-19 High Collision Intersection Locations .....................................52 Figure 7: 2018-19 High Collision Rate Roadway Segments ...............................53

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Executive Summary
The Public Works & Police Departments are pleased to present the 18 th cycle of the
City’s Annual Traffic Safety Report. The Annual Traffic Safety Program began in 2002 in an attempt to identify high collision locations within the City. In addition, the program actively pursues corrective measures intended to reduce collision rates and improve safety within the City. This program has resulted in a 60% reduction in citywide collisions since inception, despite increasing traffic volumes.

Due to limited staffing resources and impacts related to the COVID-19 pandemic, this iteration of the annual Traffic Safety Report provides a combined summary of collision data from years 2018 and 2019. In both 2018 and 2019, the total number of collisions decreased to the lowest recorded number since the report began. While reducing the overall collision rate continues to be a priority, the safety program is increasing focus on the most serious collisions—those that result in severe injuries or death. Because injury collisions require a police report and an investigation by a peace officer, these reports provide a clearer picture of the collision circumstances and can establish a more reliable year-to-year trend.

As compared to the 2017 baseline, injury collisions decreased by 17% in 2018 and 15% in 2019. Injury collisions overall have decreased by 28% from 2002 when the safety program began. There was one traffic-related fatality on City right-of-way in 2018 and three fatalities in 2019. A medical emergency is suspected as the cause of the fatal traffic collision in 2018, while three pedestrians were hit and killed by vehicles in 2019.

The Traffic Safety Program aligns with the City’s Vision Zero Policy and includes thorough evaluations of safety for vulnerable road users, such as cyclists and pedestrians, who are disproportionately represented in severe injury and fatal collision trends. In 2018, bicycle collisions increased 18% from the previous year; however, 2019 represented the lowest total annual bicycle collisions recorded in the history of the Traffic Safety Program, with an 8% decrease from 2017 and a 22% decrease from 2018. Overall, bicycle collisions have declined by 51% from peak levels in 2009, despite an increase in bicycle mode share. Annual pedestrian collisions have averaged 28 collisions per year since the report began in 2002. Although 2019 saw an 30% increase over 2018, it was a 3 collision decrease over 2017, and followed the average pedestrian collision trend over the past several years.

The following report displays trends in collision history, traffic citations, and traffic safety measures and identifies high-collision rate locations in 2018 and 2019. As in previous Traffic Safety Reports, staff reviewed all high-collision rate intersections and street segments and has recommended measures to increase safety at the top five locations in each category.

Our Vision Zero goal is that the combination of data-driven analysis, appropriate corrective and preventative measures, and consistent and focused education and

2018 & 2019 Traffic Safety Report 2
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enforcement will continue to reduce traffic collisions, eliminating injury and fatal collisions and improve the safety of our streets for all users.

The 2018-19 Traffic Safety Report identifies 18 new recommended project locations, with several projects identified for each location. Additionally, the report identifies further systemic safety projects throughout the City. The new project recommendations are listed in the following table, in order of appearance in the report:

Summary Recommendation for New Projects
No. Location Recommended Action
1 Santa Rosa and Monterey Install Flashing Left Yellow Arrow signal phasing for EB & WB Traffic. Upgrade crosswalks to hivis style markings. Increase pedestrian lead interval. Consider a pedestrian scramble
crossing at his location. (Planned for 2022
construction)
2 Marsh and Osos Implement road diet on Marsh Street, reducing to two vehicle lanes. Upgrade crosswalks to hivis style markings. Increase pedestrian lead intervals. (Planned for implementation with 2022
Paving Project).
3 Broad and Higuera Implement permanent road diet on Higuera Street, reducing to two vehicle lanes and
upgrade crosswalks to hi-vis style markings..
(This scheduled as part of the 2022 Paving
Project). Investigate installation of overhead
signal mast arms for NB & SB Broad
approaches with overhead streetlight luminaires.

Install additional “yield to pedestrian” signage for
northbound and southbound approaches and
increase pedestrian lead intervals.
4 Marsh and Chorro Implement road diet on Marsh Street, reducing to two vehicle lanes. (This is scheduled for the
2022 Paving Project.) Adjust pedestrian lead
intervals. Consider installing “hardened
centerlines” on Chorro Street approaches.

Evaluate installation of mast-arm signal poles
with overhead luminaires for north and south
approaches.
5 Monterey and Grand Convert EB left turn to protected signal phasing. 6 California and Monterey Implement measures to reduce bike conflicts with right-turning vehicles, such as addition of
bike signal phases or installation of illuminated
“yield to bike” signs. (Currently in design) In the
long-term, (a) implement planned bikeway
improvements along Pepper Street per Active
Transportation Plan to provide alternate route
for SB cyclists connecting from Railroad Safety

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Trail and (b) explore potential to widen
intersection for NB & SB dedicated right turn
lanes and channelized bike lanes.
7 California and Palm Extend green bike lanes through intersection and install “right turn yield to bikes” warning
signage. In the long-term, implement planned
bikeway improvements along Pepper Street per
Active Transportation Plan to provide alternate
route for SB cyclists connecting from Railroad
Safety Trail.
8 Marsh and Nipomo Consider measures to reduce vehicle speeds along Marsh Street, such as implementation of a
three-to-two lane road diet (planned with 2022
Paving Project), extension of the existing 25
MPH business district speed zone west of Broad
Street, and installation of speed feedback
signage on Marsh to help slow EB vehicles
approaching intersection.
9 Johnson and Laurel Install protected left signal phasing for NB Johnson left turn traffic.
10 Higuera and LOVR Implement flashing yellow arrow or protectedonly left turn signal phasing for northbound left turn lane.
11 California and Hathway Relocate fire hydrant to alternate location and/or install high-visibility flex posts around hydrant to
increase visibility.
12 LOVR and Descanso Install near-side signal head and/or highvisibility signal backplates to increase visibility of signal indicators. Pursue other measures to
reduce speeds on LOVR, such as visually
narrowing roadway with installation of protected
bike lanes on LOVR, as planned by Froom
Ranch development project.
13 Santa Rosa and Palm Install hi-visibility signal backplates 14 Higuera (Santa Rosa to
Nipomo)
Implement permanent road diet, reducing to two
auto lanes. Consider measures to reduce auto
speeds, such a re-timing traffic signal
progression and extension of existing 25 MPH
business district speed zone west of Broad
Street.
15 LOVR (Froom Ranch to
Calle Joaquin)
Pursue measures to reduce speeds on LOVR,
such as visually narrowing roadway with
installation of protected bike lanes on LOVR, as
planned by Froom Ranch development project,
speed limit reductions and/or additional speed
feedback signs

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16 Madonna (US 101 to
Dalidio)
Install Speed Feedback signage for EB and WB
traffic.
17 California and Foothill Consider measures to reduce vehicles speeds on Foothill Boulevard, such as installation of
speed feedback signage, to help slow WB and
EB vehicles approaching intersection. Consider
striping changes as part of future paving project
to narrow vehicle lanes and install protected
bike lanes, as proposed in Active Transportation
Plan. Complete railroad crossing safety
enhancements (currently in design).
18 Johnson and Lizzie Evaluate feasibility of bikeway enhancements at this location as part of planned 2023 paving
work on Johnson Avenue, including assessing
feasibility of road diet (reducing from 2 to 1 auto
lane in NB and/or SB directions) to provide
width for buffered/protected bike lanes, green
bike lane markings and installation of “left/right
turn yield to bikes” signage.
19 Systematic Safety -
Pedestrian Crossings
Proactively install systematic pedestrian
crossing improvements, such as Rapid
Rectangular Flashing Beacons (RRFBs),
median refuges and Pedestrian Hybrid Beacons
at uncontrolled pedestrian crossings citywide,
where warranted. Install ADA-compliant
pedestrian signals with countdowns and lead
pedestrian intervals at signalized intersections.
20 Systematic Safety - Bicycle
Facilities
Proactively install systematic bicycle safety
improvements along bicycle facilities located on
high-speed arterial streets, including measures
such as warning signage, striping modifications,
green bike lanes, bicycle signals and bike
boxes, and quick-build protected bikeway
separation where feasible and consistent with
Active Transportation Plan.

Introduction
Background
Since its inception in 2002, the annual Traffic Safety Report (TSR) provides an overview of the City of San Luis Obispo’s efforts to monitor and improve safety for all road users. Every year, the City prepares a TSR for the previous twelve-month period (a 24-month period for this report) with the following specific objectives:
 Identify the intersections and street segments within the City associated with the highest collision rates, and thoroughly analyze collision patterns in

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order to develop potential mitigation measures for the five highest locations that will reduce the potential for collisions—particularly those involving severe injuries and/or fatalities, and;
 Identify the predominant pedestrian and bicycle collision types and highcollision locations, and thoroughly analyze collision data and police reports so as to determine potential mitigation measures for the five highest-rate collision locations that may reduce the potential for collisions, and;  Report on traffic enforcement efforts, traffic safety education activities, and evaluate the effectiveness of mitigation measures implemented in the previous twelve-month period.

The locations mentioned in this report should not be interpreted as a list of dangerous or “least safe” intersections or streets within the City. The specific total of collisions for any location for any year is a function of various factors such as weather patterns, construction, traffic volumes, roadway conditions and driver habits. Many of these factors are often difficult to identify and are most often beyond the ability of the engineer to change or control. However, the City's mitigation program attempts to identify roadway elements that can be modified to make the transportation infrastructure more driver friendly, reduce driver confusion, promote bicycle and pedestrian safety and comfort, and limit impact severity.

Vision Zero
Vision Zero is a multi-national traffic
safety initiative with a straightforward
message: No loss of life is
acceptable. At its core, Vision Zero
seeks the elimination of deaths and
serious injuries from our roadways.

By focusing on not only reducing
overall traffic collisions, but preventing severe collisions, particularly to vulnerable users such as pedestrians, bicyclists and people with disabilities, communities can achieve real live benefits and save lives.

The City of San Luis Obispo formally adopted its Vision Zero policy in 2016 to eliminate traffic-related fatalities and serious injuries by 2030. Through the datadriven analysis performed in the annual TSR, regular collaboration between City Public Works and Police Departments to identify priorities for focused traffic safety enforcement and ongoing community education and outreach campaigns, the City continually strives to improve the safety and efficiency of transportation facilities for all modes and users.

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Measuring Progress
Progress towards improving traffic safety for all road users and reaching Vision Zero is measured in the TSR using the following metrics:
 Total collisions, fatalities and serious injuries
 Total pedestrian collisions, fatalities and serious injuries  Total bicycle collisions, fatalities and serious injuries The traffic safety data for these metrics is obtained from traffic collision reports provided by the San Luis Obispo Police Department. The TSR for a given calendar year will normally be prepared the following year after City collision statistics become available in April or May of the following year; this report, however, was delayed due to staffing shortages and COVID-19 impacts throughout 2020. The data analyzed in this TSR is for the combined 2018 and 2019 calendar years.

Collision data is reviewed for each intersection and roadway segment within the City and entered into the traffic collision database. Auto, pedestrian and bicycle volumes are then utilized in conjunction with collision totals to calculate collision rates for all locations in the City. Considering the calculated collision rates, as well as collision severity, locations are ranked for each type of intersection and roadway segment within the City. The five highest-ranked collision locations for each category are analyzed in further detail and mitigation measures are presented, where feasible.

Additional discussion regarding the technical analysis methodology applied in this TSR is provided in Appendix A.

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How to Navigate this Report
The remainder of the 2018-19 TSR is organized into the following sections:
 Citywide Collision Trends – Page 8-13
How safe are San Luis Obispo’s streets? This section describes the state of traffic safety in the City, discussing trends in traffic collisions from 1999 to 2019.
 Traffic Enforcement Measures – Page 14-17 14
This section describes traffic enforcement efforts of the City Police Department, discussing traffic citations, DUI arrests and hazardous driving trends.
 Traffic Safety Education Campaigns and Community Partnerships–

How are we making San Luis Obispo’s streets safer? This section describes the ongoing efforts to improve the safety of transportation facilities for all modes of travel within the City.
 2018-19 High Collision Rate Locations & Recommendations –

What have we learned about traffic safety in 2019? This section describes the high collision rate intersections and roadway segments for 2018-19 and presents potential mitigation recommendations for high-priority locations.

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Citywide Collision Trends
Injury Collision Trend
Injury collisions are the most accurate representation of City collision trends because these types of collision are most consistently reported and investigated.

In 2018, injury collisions reduced by 18% from 2017. In 2019, injury collisions reduced 15% from 2017.

Fatal Collision Trend
It’s difficult to identify a trend in fatal collisions because these types of collisions are typically sporadic, uncommon, and occur under unusual circumstances.

There was one traffic-related fatality on City streets in 2018, which involved a single-vehicle collision with a fixed object adjacent to the roadway on South Higuera near Chumash Drive, allegedly related to a driver medical emergency.

There were three (3) traffic-related fatalities in 2019, with all three involving pedestrians being hit by vehicles. Two of the collisions occurred when pedestrians crossed roadways in an unsafe manner mid-block outside of legal crosswalks, despite the availability of signalized crossings within one block—these incidents occurred on Higuera Street north of South Street and on Madonna Road between the Madonna Inn and El Mercado. The third collision occurred at the intersection of Calle Joaquin and Los Osos Valley Road, with the pedestrian crossing illegally against the “DO NOT WALK” signal phase.

Following investigations, the drivers of the vehicles in these three collisions were found not to be at fault. Each of these collisions are tragic in nature and no deaths on City streets should be acceptable. Following detailed analysis and design review of each of these incidents, no specific engineering solutions appeared to 240
267 268
309 308 315
285
250 257
240 236 233
220
191
207 201
220
197 202
166 173
150
170
190
210
230
250
270
290
310
330
Injury Collisions
Year

2018 & 2019 Traffic Safety Report 9
March 2022
be warranted at these individual locations; however, the general context of these incidents illustrates the need for a more wholistic, systemic review of how vehicle speeds and pedestrian needs are managed along the City’s higher-speed arterial corridors, where most pedestrian fatalities have historically occurred in our community.
2 2
1 1
0 4
3 2
0 0 0
3 1
2 0
1 1 1 1 1
3 0
1 2
3 4
5 Fatal Collisions
Year
Fatal Collisions

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Overall Collision Trend
In 2018 there were 431 total reported collisions in the City—this is a 14% reduction from 2017, and 470 reported in 2019, a 6% reduction from 2017. 2018 saw the lowest collisions reported in the history of the City’s traffic safety program.

It should be noted that the Overall Collision chart above does not represent all collisions that occur in the City—merely all reported collisions occurring on public streets for which a collision report is generated. Many collisions are either unreported by the involved parties, reported by the parties without an officer investigation, or there is no response to the collision by emergency services.

Therefore, the actual total collisions may vary between years. A more accurate measure are the injury and fatal collision trends, as police always respond to collisions where the reporting party indicates there is an injury. 910
1023
1140
1256
1097
1207
1089
873 866
793
683
598 619 594 570 548 531
482 501
431
470
400
500
600
700
800
900
1000
1100
1200
1300
Total Collisions
Year
Total Collisions

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Pedestrian Collision Trend
Pedestrian collisions have numbered between 18 and 31 since the beginning of the program, with the exception of unexplained spikes in 2000, 2002, 2004 and 2013.

In 2018, the number of pedestrian collisions dropped to 21, and rose again to 28 in 2019. This is within the trend across past safety reporting periods.

Bicycle Collision Trend
Despite rising bicycle volumes, bicycle collisions have generally been on the decline in recent years. 2018 had a 18% increase in collisions over the 2017 report, but 2019 had the lowest reported bicycle collisions on record. Bicycle collision trends have shown a 47% decline from peak levels in 2009. 24 37
19 41
24 41
26 27
18 25 24 22 24 26
39 24 23
27 31
21 28
0 5
10 15
20 25
30 35
40 45
Pedestrian Collisions
Year
52 46 45
53 55 50 55 61 59 59
73 69 67 69 63
50 56 50
39 46
36 0
10 20
30 40
50 60
70 80
Bicycle Collisions
Year

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Pedestrian and Bicycle Serious Injuries and Fatalities
Over the past five years (2015-2019), 2,415 traffic collisions have been reported in the City—about 480 per year. Roughly 14% of these collisions involved a bicyclist or pedestrian, which is generally consistent with citywide bicycle & pedestrian mode share. However, as illustrated in the graphic below, 53% of the collisions resulting in severe injury or death involved a bicyclist or pedestrian.

These trends indicate that bicyclists and pedestrians are overrepresented in collisions that resulted in severe and life-threatening injuries and there is continued need for mitigation strategies that target bicycle and pedestrian collisions.

In 2018 and 2019, while the total collisions by mode were consistent with the fiveyear trend, the severe injury and fatal collisions by mode drastically demonstrate the overrepresentation of bicycle and pedestrian collisions. Taking a closer look at common collision types of bicycle and pedestrian collisions is critical in moving towards Vision Zero.

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Human and Economic Impact
Traffic collisions result in direct economic costs to those involved—wages and productivity losses, medical expenses and legal costs, and motor vehicle damages—but, this represents only a portion of total costs associated with collisions. Traffic collisions also have indirect impacts to the families of those involved, employers and society as a whole. A study by the NHTSA found that more than 75 percent of collision costs are born by society in the form of insurance premiums, taxes and congestion-related costs such as travel delay, excess fuel consumption and lost quality of life associated with deaths and injuries.

Comprehensive costs include the economic cost components associated with traffic collisions, but also the indirect societal costs. Using cost estimates by crash severity published in the American Association of State Highway transportation Officials’ (AASHTO) Highway Safety Manual, adjusted to reflect 2018 and 2019 dollars, the comprehensive costs in 2018 were over $23 million and in 2019 over $32 million. Comprehensive collision costs for 2018 and 2019 by collision type are summarized in Table 1 below.

Table 1: 2018-19 City of San Luis Obispo Comprehensive Collision Costs Collision Severity Number of Collisions Cost per Collision Cost 2018 2019 2018 2019 2018 2019
Fatal 1 3 $4,666,401 $4,751,887 $4,666,401 $14,255,660
Disabling Injury 20 14 $267,722 $272,627 $5,354,444 $3,816,774 Non-Incapacitating
Injury 49 56 $98,342 $100,143 $4,818,751 $5,608,032
Possible Injury 96 100 $57,581 $58,636 $5,527,765 $5,863,573 Property Damage
Only 265 297 $10,123 $10,308 $2,682,565 $3,061,574
Total 431 470 $23,049,926 $32,605,613
Source: Crash Cost Estimates based on AASHTO’s Highway Safety Manual, 2010. Costs adjusted to 2018 and 2019 dollars based on Consumer Price Index and Employment Cost Index per Highway Safety Manual guidance.

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Traffic Enforcement Measures
Traffic citations are one method used to promote compliance with the vehicle code and create a safer environment for road users. The vehicle code includes many sections for enforcement. Some vehicle code violations are more serious than others and are designated as “Hazardous Violations”. Vehicle Code Violations are tracked by the Department of Motor Vehicles, and hazardous violations are weighted by a point system. All hazardous vehicle code sections carry at least one point and some carry two points. The point system is used to assess the driving behavior of motorists and place restrictions on negligent drivers, which helps make roadways safer by removing drivers with hazardous driving behavior. The chart below depicts the total citations (hazardous and non-hazardous) by the Police Department since 1999.

Citation Trends
As shown in the chart above, citation trends can fluctuate from year-to-year. These trends are not necessarily a direct reflection of overall driving behavior but can coincide with the resources and staffing levels of the Police Department. 5734 6741 7114 6508 4802 26633454 35854488 7437 5947 4686 4121 6195 5293 4399 5522 6162
6551
5003
4090
239420011791224325508967899341769312020982806147415241571140717402361293633692594 0 1000
2000
3000
4000
5000
6000
7000
8000
199920002001200220032004200520062007200820092010201120122013201420152016201720182019 Total Citations Hazardous Citations

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DUI Arrests
Driving under the influence (DUI) violations have been a focal point of enforcement in an effort to reduce injury traffic collisions. Since 1999, the Police Department has averaged 353 DUI arrests each year. Of those arrests, about five to ten drivers each year were arrested for felony DUI after being involved in a collision that causing injury to someone involved. In 2018 the Police Department arrested 329 people for DUI. In 2019, there were 226 arrests. Just under half (40-42%) of the DUI arrests involved drivers who were between 18 and 25 years old and almost three-quarters (71-74%) were between the 18 and 35 years old. 457480 396 502 410 304 312 412 331 339 248 213241256 377 445 393 401
345
329
226
0 100
200
300
400
500
600
42%
32%
14%
12%
2018 DUI Arrests by Age
18-25
26-35
36-45
45 or over
40%
31%
16%
13%
2019 DUI Arrests by Age
18-25
26-35
36-45
45 or over

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Citations by Vehicle Code Section
The following chart depicts the distribution of vehicle code citations by type for 2018.

The following chart depicts the distribution of vehicle code citations by type for 2019.

Bicycle Violation
(§21200-21212)
4%
Right side of
Roadway (§21650-
21664)
4%
Turning & Signals
(§22100-22113)
3% Failure to Yield
(§21800-21809)
3%
Pedestrian
Violation
(§21949-21971)
1%
Distraction and
Driving Offenses
(§23100-23135)
34%
Speed (§22348-
22413)
24%
Stop Sign (§22450-
22456)
18%
Traffic Control
Devices (§21350-
21468)
9%

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Note: Above chart excludes citations related to Driver’s License and Insurance violations.

Bicycle Violation
(§21200-21212)
2%
Right side of
Roadway
(§21650-21664)
3%
Turning & Signals
(§22100-22113)
4% Failure to Yield
(§21800-21809)
2%
Pedestrian Violation
(§21949-21971)
1%
Distraction and
Driving Offenses
(§23100-23135)
37%
Speed (§22348-
22413)
24%
Stop Sign (§22450-
22456)
15%
Traffic Control
Devices (§21350-
21468)
12%

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Traffic Safety Education Campaigns and Community Partnerships Between City-led efforts and activities led by local partners, such as Bike SLO County and SLOCOG/Rideshare, there were multitude of ongoing traffic safety education and outreach campaigns provided to the community of San Luis Obispo in 2018 and 2019. Key education and outreach activities are summarized below:
 Partnership with the California Office of Traffic Safety A Selective Enforcement Grant funds a full-time DUI officer position. This officer is utilized specifically for DUI enforcement in an effort to further reduce the number of alcohol and drug related driving incidents.  Annual Bicycle Rodeo
Bike SLO County and SLOCOG host a hands-on bicycle training class targeting youth teaching bicycle skills & operations.
 Bike Month Activities and Promotion
The City participates and encourages participation in Bike Month activities and hosts an annual bike breakfast in May.
 Pop-Up Bike Education Events
SLO Public Works and Police Department partner up with Bike SLO County and the County Public Health Department to have on-the-spot “pop-up” bike education events along high-volume bike corridors, such as the annual Bike Light Checkpoint and Light Give-a-Way.
 Pedestrian Halloween Safety Campaign
The City provides reflective Halloween bags with safety tips to local schools free of cost.
 Impaired Driver Offender Classes
City police officers attend and supplement DUI offender courses to provide a unique positive opportunity to discuss, face to face, the impacts of driving under the influence.
 Ticket Diversion Program for Bicyclists
Cal Poly University PD offers a diversion program for bicyclists that are ticketed for a traffic offense in SLO County.

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 Adult Bicycle Education Workshops
Bike SLO County provides offers an adult bicycle class which includes an in-class room and on-street portion, focusing on the rules of the road.  Transit Driver Awareness Training
City Transportation Staff annually leads a bicycle awareness training to contracted City transit drivers.
 Every Fifteen Minutes Program
The City participates in a multi department and agency event simulating the psychological effects of student fatalities as a result of traffic collisions.  Child Car Seat Instruction & Assistance
The City provides child safety seat installation and inspection free of cost.  SLO PD Traffic Safety Presentations
City police officers presented at the following organizations regarding traffic safety in 2018-19:
 Safety and Law Lectures: Cuesta Junior College and Cal Poly University criminal justice programs
 Coast Riders Motorcycle Club: Discussed motorcycle safety  Sheriff’s Day at the Ranch: Discussed bicycle and motorcycle safety  Cop’s and Kid’s Day: Discussed bicycle and motorcycle safety  National Walk to School Day: Discussed pedestrian safety with school children
 National Bike to School Day: Discussed bicycle safety with school children
Completed/Planned Safety Projects & Programs
Transportation safety is and will continue to be a priority for the City. Each year the Public Works Department implements traffic safety improvements through a variety of programs and projects. These improvements are usually stand-alone projects but are often included in other City capital improvement program (CIP) projects or as part of individual land development projects.

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Table 2 below identifies notable traffic safety improvements that were completed recently or planned for implementation in the near future.

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Table 2: Completed or In Progress Transportation Safety Projects Location Project Description
Traffic Signal
Improvements
Downtown Core Signal
Timing*
Completed implementation of Lead Pedestrian Intervals at several downtown intersections. Implementation to remaining signals citywide underway.

Foothill & Broad* Install Flashing Yellow Left-Turn Arrows.

Implementation required as part of private development at 790 Foothill Blvd., to be completed by spring 2022.

Chorro & Higuera* Completed relocation of pedestrian signal heads at west crosswalk to adjacent signal poles to improve visibility of pedestrian indications for motorists and pedestrians.

Industrial & Broad* Upgrade and add signal indicators for more visibility. Investigate the installation of officer assist red light enforcers. Installation in progress by City signal technicians, to be complete winter 2022.

Santa Rosa & Mill* Upgrade and add signal indicators for more visibility. Investigate the installation of officer assist red light enforcers. Signal indicator upgrades complete.

Broad & Marsh* Install mast arm signal poles at Broad Street approaches to increase visibility of signal heads. Partially complete--NB approach completed in 2021. Pole at SB approach requires reconstruction of corner, planned as part of proposed 2023-24 Downtown Beautification CIP Project.

LOVR & Calle Joaquin* Converted NB and SB approaches to protected left turns only.

Pedestrian & Bicycle
Improvements
Montalban Crosswalk at
Santa Rosa*
Paint crosswalk on Montalban at Santa Rosa. Completed in 2019.

Tank Farm Crosswalk at
Poinsettia
Installed in-roadway pedestrian crossing signs and Rapid Rectangular Flashing Beacon (RRFB) system.

California & Monterey* Install radar speed feedback signs, additional warning signs or other measures at NB & SB approaches. Currently under planning/design, with likely outcome to be installation of bike signal or illuminated yield to bike signs.

S. Higuera & Suburban Installed “Right Turn Yield To bikes” warning sign Broad Street at Woodbridge Pedestrian Hybrid Beacon installation complete in in 2021.

Foothill at Ferrini Pedestrian Hybrid Beacon installation complete in late 2019.

Osos & Pismo* Implemented lead pedestrian intervals and “yield to pedestrian” warning signage.

Grand & Loomis* Install “yield to bike” sign for NB left turn approach.

Various Locations In-roadway pedestrian yield signs installed at 15 uncontrolled pedestrian crossings citywide.

RRFB beacon systems planned or in progress at numerous uncontrolled pedestrian crossings in 2022, including at Johnson/Sydney, South/King, Marsh/Toro, Johnson/Higuera.

Roadway Improvements
California & Taft
Roundabout*
90% design complete. Final design and right-of-way negotiation underway, with construction planned for 2023.

Orcutt & Tank Farm
Roundabout
Construction in progress, with completion expected in spring of 2022.

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Higuera at Bridge* Final design and right-of-way coordination with Caltrans underway, with plans to proceed to construction by end of 2022.

Broad at High* Sight distance improvements implemented in 2021.

Grand at Loomis* Red curb installation to improve sight distance complete.

California: Foothill to
Stafford*
Parking restrictions implemented at driveways to improve sight distance at conflict points.

Street Light Improvements
North Broad Street Installed 3 new streetlights between Foothill and Mission. 1229 Fredericks Installed new streetlight (near Cal Poly) 395 Grand
16 Hathway
1386 Laurel
2068 Story
Signing & Striping
Improvements
Mill at Osos* Refreshed SB stop bar and pavement legend to improve driver compliance at stop sign.

Higuera & Vachell* Installed “Keep Clear” striping and signage. Intersection reconstruction to restrict left-turns planned in 2023 as part of Avila Ranch development.

Johnson & Buchon* Installed high-visibility median markings and signage to improve visibility for drivers.

Johnson & Toro Installed all-way stop signs
Broad & Pismo* Restriped WB Pismo approach to better channelize bicycles and right-turn movements.

Citywide Replaced approximately 100 traffic signs to meet retroreflectivity standards Several locations Reduced speed limits where feasible pursuant to policies in California Vehicle Code Recent on several streets, including upper Monterey Street, Tank Farm east of Broad Street, South Street, and Santa Barbara Street. *Project recommended in previous Traffic Safety Report

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2018 & 2019 High Collision Rate Locations & Recommendations Where Collisions are Occurring
Intersections are the most common location for all collisions. As shown in the figure below, 63% of 2018-19 collisions in the City occurred at intersections, with 53% of those occurring at signalized intersections. This finding highlights the importance of focusing traffic safety efforts on intersections.

All of the traffic collision reported in 2018 and 2019 are shown on the maps in Error! Reference source not found.1 and 2. All pedestrian and bicycle collisions reported in 2018 and 2019 are shown on figures 3 and 4.

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Figure 1: 2018 Citywide Collisions

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Figure 2: 2019 Citywide Collisions

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Figure 3: 2018 Citywide Pedestrian and Bike Collisions

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Figure 4: 2019 Citywide Pedestrian and Bike Collisions

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Most Common Collision Types and Factors
As shown in the chart below, sideswipe, broadside and rear-end collisions were the most common type of collisions reported in 2018 and 2019, representing 74% of the total recorded incidents.

As shown below, broadside and rear-end collisions were the most common type of injury collision reported in 2018 and 2019, representing 38% and 20% of total recorded injury collisions. While collisions involving vehicles with pedestrians represent only 5% of total collisions in 2018-19, they account for 13% of injury collisions. Collisions involving vehicles with pedestrians and bikes make nearly 55% of severe and fatal injury collisions. Thus, preventing these crash types offers the greatest potential for reducing the number of serious injury and fatal incidents. 26%
236 25%
222 23%
207
12%
107
5%
45 5%
44 2%
20 2%
14 0
50 100
150
200
250
Collisions By Type
38%, 129
20%, 69
13%, 43
10%, 35
7%, 24 6%, 21
3%, 11 1%, 5
0 20
40 60
80 100
120
140
Injury Collisions By Type
X% = % of Total Collisions
(Y) = Total Number of Collisions
X% = % of Total Collisions
Y = Total Number of Collisions

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The most common factors attributed to recorded collisions in 2018 and 2019 are summarized in Table 3 below. Improper turning, Automobile Right of Way violations and speeding represent the most prevalent factors in overall collisions and injury collisions, accounting for over half the recorded collisions. Pedestrian Violation (i.e. pedestrian crossing illegally) is not ranked in the top 5 of All Collisions but represented 7% of the Severe Injury and Fatal Collisions. DUI continue to rank as a highly prevalent factor attributed to severe injury and fatal collisions.

Table 3: Primary Collision Factors
Factor Rank %
All Collisions
Improper turning 1 26%
Unsafe Speed 2 17%
Automobile Right of Way 3 14%
Drive/Bike Under Infl Alcohol/Drug 4 9%
Unsafe Starting or Backing 5 5%
Injury Collisions
Improper Turning 1 22%
Automobile Right of Way 2 21%
Unsafe Speed 3 18%
Pedestrian Right of Way 4 7%
Traffic Signs and Signals 5 6%
Severe Injury & Fatal Collisions
Automobile Right of Way 1 22%
Drive/Bike Under Infl. Alcohol/Drug 2 14%
Improper Turning 2 14%
Pedestrian Right of Way 4 11%
Unsafe Speed 4 11%

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Pedestrian Common Collision Types and Factors
As in previous reports, motorist left turning movements were the most frequent types of reported pedestrian collisions. The party at fault was about even between the driver or the pedestrian. Pedestrians failing to yield and crossing illegally made up the majority of pedestrian-at-fault collisions.

Table 4: Pedestrian Collisions by Type
Pedestrian Collision Type % Party at Fault %
Motorist Left-Turn 32% Driver 52%
Pedestrian Failed to Yield 16% Pedestrian 48%
Pedestrian Violation (Jaywalking) 13%
Scooter/Skateboarder in Roadway 13%
Motorist Failed to Yield 13%
Pedestrian Violation (Crossing Against Signal) 6%
Motorist Right-Turn 6%
Total 100%
Systematic Planning for Pedestrian Safety
For pedestrian collisions, this TSR further analyzed pedestrian vs. motorist crashes where the motorist was found to be at fault (motorist turning movements and failing to yield). For purposes of this specific analysis, the crash locations studied were limited to intersections, as the majority of collisions within the City occurred at an intersection.

Detailed analysis indicated that pedestrians are more likely to be involved in a motor vehicle crash at signalized intersections that allow permissive left turns.

Additionally, there is a direct correlation with surrounding land uses. Most pedestrian vs. motorist collisions happen within or near the downtown core or adjacent to neighborhood commercial areas.

Figure 5 identifies intersections within the City that are signalized allowing permissive movements within a quarter mile radius of the downtown core or commercial shopping areas. In line with the City’s Vision Zero goals and to increase pedestrian safety within the City, these locations should be prioritized for systematic safety improvements. It is recommended that these intersections be considered and evaluated for additional measures to address this risk such as, but not limited to, modifying signal phasing from permissive to protected, increasing visibility and awareness of crossing pedestrians by adding signage or other striping improvements such as hi-visibility crosswalks, and adding lead pedestrian intervals.

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In addition to implementing improvements at the above-described locations, it would also be prudent to focus systematic proactive countermeasures at uncontrolled marked crossings. An uncontrolled marked crossing is a location (either mid-block or at an intersection) where a crosswalk is marked but traffic is not controlled with either a stop sign or traffic signal. Per the Federal Highway Administration, uncontrolled pedestrian crossing locations correspond to higher pedestrian crash rates. The City of San Luis Obispo has 22 uncontrolled marked crossings.

Approaching pedestrian safety systematically, improving these types of uncontrolled marked crossings will proactively increase safety at these crossings and increase the comfort of crossing pedestrians of all ages and abilities. Figure 6 identifies the locations of uncontrolled marked crossings in the City. It is recommended that these crossings be considered and evaluated for additional measures to increase crosswalk visibility such as but not limited to in-street pedestrian crossing signs, rectangular rapid flashing beacons (RRFBs) or pedestrian hybrid beacons (PHB). In addition, all strategies to reduce vehicle speeds on high-volume/speed arterials corridors should be evaluated, where permitted within applicable engineering standards and California Vehicle Code provisions.

If implemented, locations should be prioritized with consideration of collision history, vehicle speeds, number of crossing lanes and proximity to schools. Table 3 below lists the locations in recommended prioritization.

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Table 5: Uncontrolled Pedestrian Crossing Locations
Priority Location
Pedestrian
collisions
5 yr total
Speed
Limit
Number of
Crossing
Lanes
Designated
School
Crossing?
1 Tank Farm at Poinsettia Street* 1 45 4 No
2 Monterey at Buena Vista* 1 30 3 No
3 Higuera between Chorro and Morro 1 25 3 No
4 Marsh between Chorro and Morro 1 25 3 No
5 Monterey at Court Street* 1 25 2 No
6 Johnson Ave at Sydney* 0 35 4 Yes
7 Broad Street at Upham* 0 30 2 Yes
8 High Street at Hutton* 0 30 2 Yes
9 Marsh at Toro* 0 25 3 No
10 Higuera at Garden 0 25 3 No
11 Chorro at Mill* 0 25 2 Yes
12 Augusta Street at Sinsheimer Elementary* 0 25 2 Yes
13 Hutton Street at Sandercock* 0 25 2 Yes
14 Hutton Street at Branch* 0 25 2 Yes
15 Sandercock Street at Story* 0 25 2 Yes
16 Broad at Mill* 0 25 2 Yes
17 Galleon Way at Royal* 0 25 2 Yes
18 Balboa Street at Lakeview* 0 25 2 Yes
19 Bougainvillea Street 0 25 2 No
20 Osos at Pacific* 0 25 2 No
21 Monterey between Chorro and Morro* 0 25 2 No
22 Broad at Mission Plaza 0 25 2 No
*Crossing enhancements, such as in-road pedestrian yield signs or RRFB beacons recently installed or planned for installation in 2022.

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Figure 5: Citywide Uncontrolled Marked Pedestrian Crossings

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Bicycle Common Collision Types and Factors
The table below lists the bicycle collisions by type recorded in 2017, as well as the party at fault. Motorist right turn movements were the most common types of vehicle vs. bicycle collisions reported followed by motorist left turn movements.

About 66% of reported vehicle vs. bicycle collisions were the fault of the motorist.

Table 6: Bicycle Collisions by Type
Bicycle Collision Type % Party at Fault
Motorist Vs.

Bicyclist
Motorist Right-Turn 26% %
Motorist Left-Turn 15%
Cyclist Lost Control 10% Driver 66%
Motorist Failed to Yield 8% Bicyclist 34%
Wrong-Way Cyclist 8%
Cyclist no Light 5%
Motorist Failed to Drive at Safe
Distance 5%
Cyclist Failed to Stop 5%
Cyclist Under the Influence 5%
Cyclist Lane change 5%
Motorist Under the Influence 3%
Cyclist Failed to Yield 3%
Motorist Overtaking or Sideswipe 3%
Total 100%
Systematic Planning for Bicycle Safety
For bicycle collisions, this report looked at the top two most common bicycle vs. motorist crash types: Motorist Right-Turn and Motorist left-turn. For purposes of this analysis, the crash locations studied were limited to intersections and driveways, as the majority of bicycle collisions within the City occurred at an intersection or driveway.

Motorist right-turn and left-turn collisions with bicyclists are more likely to occur at intersections and driveways with traditional “Class 2” bike lanes striped on the edge of the road with no on-street parking. For right turning motorist, this type of configuration requires drivers to merge into the bicycle lane prior to making a righthand turn. What is often seen, rather, is the driver making a right-hand turn from the travel lane. For left turning motorists, through bicyclists against the curb may sometimes be “hidden” behind other vehicles.

Figure 7 identifies segments within the City that have striped Class 2 bike lanes on the edge of the roadway with no on-street parking. In line with the City’s Vision Zero goals and the systematic analysis of bicycle collision trends in the City, may these locations may warrant proactive measures to reduce collision potential at intersections and driveways. Further, many of these corridors represent high speed/volume arterial streets and have been identified for installation of future

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protected bicycle lanes in the City’s recently adopted Active Transportation Plan.

To improve systematic safety for cyclists, it is recommended that the improvements identified in the City’s Active Transportation Plan be implemented as rapidly as feasible, and other segments shown in Figure 7 be considered and evaluated for additional measures to address this risk such as, but not limited to, signage, hi-visibility green paint in conflict zones, separate right-turn phase from bicycle conflicts, bike scramble, lead phases, buffered or protected bike lanes and identify intersection locations that could benefit from bike box or protected intersection applications. In addition, all strategies to reduce vehicle speeds on high-volume/speed arterials corridors should be evaluated, where permitted within applicable engineering standards and California Vehicle Code provisions.

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High Collision Rate Locations – Pedestrians
Rank
Prev.

Year
Rank
Intersection
2018-19
Ped
Collision
s
5 yr
total
PH
Veh.

Vol
PH
Ped
Vol.

PREV
1 1 SANTA ROSA & MONTEREY 1 7 2007 198 355
2 NR MARSH & OSOS 3 4 1057 209 101
3 3 BROAD & HIGUERA 2 6 913 661 41
4 NR MARSH & CHORRO 1 3 1049 529 30
N/A NR SANTA ROSA & MONTALBAN 1 4 3200 25 2612
N/A NR SANTA ROSA & OLIVE 1 4 3487 54 1291
N/A = Location under Caltrans jurisdiction. Listed for reference, but not included in City rankings NR = Not Ranked
PH = Peak Hour
PREV = Pedestrian Relative Exposure Value

2018 & 2019 Traffic Safety Report 37
March 2022
Pedestrian Recommendations
Rank Intersection
1 Santa Rosa & Monterey1
Pattern: Motorists turning left and failing to yield to pedestrians in crosswalk, particularly in the westbound direction.

Recommendation: Install Flashing Left Yellow Arrows for EB & WB Traffic. Upgrade crosswalks to hi-vis style markings. Increase pedestrian lead interval. These improvements are planned for 2022. Consider feasibility of a future pedestrian scramble crossing at his location. Continue to monitor in the next safety report.
2 Marsh & Osos
Pattern: No discernable pattern, however Marsh & Osos is a signalized intersection within a half-mile radius of downtown that allows permissive lefts on Marsh from Osos.

Recommendation: Implement Road Diet on Marsh Street, reducing to two vehicle lanes. Upgrade crosswalks to hi-vis style crosswalk markings. Increase pedestrian lead intervals. These improvements are scheduled as part of the 2022 paving project.
3 Broad & Higuera2
Pattern: NB Broad Motorists turning left and failing to yield to pedestrians in crosswalk, particularly in the northbound direction.

Recommendation: Implement permanent road diet on Higuera Street, reducing to two vehicle lanes. This scheduled as part of the 2022 paving project. Investigate installation of overhead signal mast arms for NB & SB Broad approaches with overhead streetlight luminaires. Install additional “yield to pedestrian” signage for northbound and southbound approaches and upgrade crosswalks to hi-vis style markings.

Increase pedestrian lead intervals. Continue to monitor in the next safety report. 4 Marsh & Chorro
Pattern: No discernable pattern, however Marsh & Chorro is a signalized intersection within a half-mile radius of downtown that allows permissive lefts on Marsh from Chorro. The signal will be upgraded with the redevelopment of an adjacent property, providing an opportunity for intersection improvements.

Recommendation: Implement Road Diet on Marsh Street, reducing to two vehicle lanes. This is scheduled for the 2022 paving project. Adjust pedestrian lead intervals. Consider installing “hardened centerlines” on Chorro Street approaches. Evaluate installation of mast-arm signal poles with overhead luminaires for north and south approaches.

1. Santa Rosa and Monterey is also ranked as a High Collision Rate Location for Arterial/Arterial Locations

2. Broad and Higuera is also ranked as a High Collision Rate Location for Arterial/Arterial Location

2018 & 2019 Traffic Safety Report 38
March 2022
Rank Caltrans Intersections
NA Santa Rosa & Montalban
Pattern: No discernable pattern.

Recommendation: Hi-vis crosswalks installed after 2019. Continue to monitor and work collaboratively with Caltrans to implement additional measures, such as “left/right turn yield to pedestrians” warning signs and/or installation of bulbouts on side streets to shorted pedestrian crossing exposure.

NA Santa Rosa & Olive
Pattern: No discernable pattern.

Recommendation: Continue to monitor and work collaboratively with Caltrans to implement proven pedestrian safety countermeasures, such as addition of hi-vis crosswalk markings, “left/right turn yield to pedestrians” warning signs, and lead pedestrian crossing intervals.

2018 & 2019 Traffic Safety Report 39
March 2022
High Collision Rate Locations – Bicycles
Rank
Prev.

Year
Rank
Intersection
2018-19
Bicycle
Coll.
5 yr
Total
PH Veh.

Vol
PH Bike
Vol BREV
NR N/A SANTA ROSA & WALNUT 1 3 2,795 21 1,996
1 6 JOHNSON & LIZZIE 1 3 2,134 37 865
2 2 CALIFORNIA & MONTEREY 1 7 1,848 101 640
3 NR CALIFORNIA & PALM 4 5 900 60 375
N/A = Location under Caltrans jurisdiction. Listed for reference, but not included in City rankings NR = Not Ranked
AWSC = All-way Stop-Control
SSSC = Side-Street Stop-Control
PH = Peak Hour
REV = Relative Exposure Value

2018 & 2019 Traffic Safety Report 40
March 2022
Bicycle Recommendations
Rank Intersection Control 5 Yr.

Collisions
PH
Veh.

Vol
PH
Bike.

Vol
REV
1 JOHNSON & LIZZIE Signal 3 2,134 37 865
Pattern: No apparent pattern.

Recommendation: Evaluate feasibility of bikeway enhancements at this location as part of planned 2023 paving work on Johnson Avenue, including assessing feasibility of road diet (reducing from 2 to 1 auto lane in NB and/or SB directions) to provide width for buffered/protected bike lanes, green bike lane markings and installation of “left/right turn yield to bikes” signage. Continue to monitor location in next safety report. 2 CALIFORNIA & MONTEREY Signal 7 1,848 101 640
Pattern: Right hook northbound and southbound bicycles with right turning vehicles.

Recommendation: Green bike lane markings through intersection refreshed in 2019 for SB and NB bicycles.

Further measures currently under design to reduce conflicts between turning vehicles and bicyclists, with potential solutions including addition of bike signal phases or installation of illuminated yield to bike signs. In the long-term, (a) implement planned bikeway improvements along Pepper Street per Active Transportation Plan to provide alternate route for SB cyclists connecting from Railroad Safety Trail terminus at Pepper Street south to Marsh Street, and (b) explore potential to widen intersection for NB & SB dedicated right turn lanes and channelized bike lanes, keeping through cyclists to the left of right-turning vehicles. 3 CALIFORNIA & PALM SSSC 5 900 60 375
Pattern: Right hook southbound bicycles with right turning vehicles.

Recommendation: Extend green bike lanes through intersection and install “right turn yield to bikes” warning signage. In the long-term, implement planned bikeway improvements along Pepper Street per Active Transportation Plan to provide alternate route for SB cyclists connecting from Railroad Safety Trail terminus at Pepper Street south to Marsh Street.

Rank Caltrans Intersections

NA SANTA ROSA & WALNUT
Pattern: No apparent pattern, however Santa Rosa and Walnut has striped Class 2 bike lanes on the edge of the roadway with no on-street parking. As discussed in previous analysis, these types of locations may need special attention to improve safety conditions for bicyclists.

Recommendation: Continue to monitor and work collaboratively with Caltrans to implement proven bicycle safety countermeasures, such as addition lane width reductions to provide width for buffered/protected bike lanes, addition of green bike lane markings through intersection in NB and SB directions, and addition of “left/right turn yield to bicyclist” warning signs. Implement bicycle facility improvements along north Chorro and Broad Streets to provide alternate route for cyclists to bypass Santa Rosa Street (State Route 1).

2018 & 2019 Traffic Safety Report 41
March 2022
High Collision Rate Locations – Arterial/Arterial Intersections 2018
Rank
Prev.
year
Rank
Intersection Control Collisions Volume Rate*
1 NR Higuera & Nipomo Signal 4 12,544 0.874
2 NR California & Foothill Signal 7 24,917 0.770
3 NR Marsh & Nipomo Signal 4 14,547 0.753
4 NR California & San Luis Drive AWSC 3 11,404 0.721
5 NR Marsh & Chorro Signal 3 13,042 0.630
6 NR Monterey & Johnson Signal 4 17,587 0.623
7 13 Higuera & South Signal 6 28,506 0.577
8 NR Santa Rosa & Higuera Signal 5 23,921 0.573
9 NR Broad & South / Santa
Barbara Signal 8 38,422 0.570
10 NR Johnson & Marsh Signal 3 14,918 0.551
11 12 Los Osos Valley & Madonna Signal 7 39,550 0.485
12 10 California & Monterey Signal 3 22,161 0.371
13 NR Madonna & 101 N/B On/Off
Ramp Signal 4 34,245 0.320
14 14
Madonna & 101 S/B On/Off
Ramp Signal 3 32528 0.253
15 N/A Santa Rosa & Foothill Signal 3 53147 0.155
2019
Rank
Prev.
year
Rank
Intersection Control Collisions Volume Rate*
1 NR Higuera & Chorro Signal 6 9,783 1.680
2 NR Johnson & Laurel Signal 4 14,324 0.765
3 NR Monterey & Grand Signal 3 13,034 0.631
4 3 Marsh & Nipomo Signal 3 14,547 0.565
5 NR Higuera & Los Osos Valley Signal 5 25,795 0.531
6 NR Marsh & Osos Signal 3 16,405 0.501
7 NR Santa Rosa & Marsh Signal 3 17,367 0.473
8 6 Monterey & Johnson Signal 3 17,587 0.467
9 NR Santa Rosa & Monterey Signal 4 25,044 0.438
10 7 Higuera & South Signal 4 28,506 0.384
11 N/A Foothill & Santa Rosa Signal 7 53,147 0.361
12 NR Broad & Orcutt Signal 3 37,263 0.221
13 11 Los Osos Valley & Madonna Signal 3 39,550 0.208
14 NR Broad & Tank Farm Signal 3 46,175 0.178
NR = Not Ranked
Rate = Collision frequency per million vehicles entering the intersection

2018 & 2019 Traffic Safety Report 42
March 2022
Arterial/Arterial Intersections Recommendations
Rank Intersection Control Collisions Volume Rate*
1 HIGUERA & CHORRO Signal 6 9,783 1.680
Pattern: Rear End Collisions on Chorro.

Recommendation: Road diet implemented in 2020. Consider traffic signal corridor re-timing to reduce vehicle platoon speeds. Continue to monitor in next safety report. Where feasible, install near side signal heads and high-visibility signal back plates. In the long term, Install mast arm signal poles on NB & SB Chorro approaches and rebuild signal intersection.
2 HIGUERA & NIPOMO Signal 4 12,544 0.874
Pattern: Westbound Higuera traffic rear ending stopped vehicles.

Recommendation: Implement permanent road diet, reducing to two auto lanes. Consider measures to reduce auto speeds on Higuera Street, including re-timing traffic signals for slower progression speeds, and extension of existing business speed zone to reduce posted speed limit on Higuera to 25 MPH west of Broad Street. Continue to monitor in next safety report. 3 CALIFORNIA & FOOTHILL Signal 6 24,917 0.770
Pattern: EB & WB Rear End
Recommendation: Consider measures to reduce vehicles speeds on Foothill Boulevard, such as installation of speed feedback signage, and striping changes as part of future paving project to narrow vehicle lanes and install protected bike lanes, as proposed in Active Transportation Plan. Complete railroad crossing safety enhancements (currently in design).
4 JOHNSON & LAUREL Signal 4 14,324 0.765
Pattern: NB Broadside collisions.

Recommendation: Implement protected left turn signal phasing for northbound Johnson left turns. 5 MARSH & NIPOMO Signal 4 (2018) 14,547 0.753
Pattern: Eastbound Rear End.

Recommendation: Consider measures to reduce vehicle speeds along Marsh Street, such as implementation of a three-to-two lane road diet (planned with 2022 Paving Project), extension of the existing business district 25 MPH speed zone west of Broad Street, and installation of speed feedback signage on Marsh to help slow EB vehicles approaching intersection. 6 CALIFORNIA & SAN LUIS DRIVE AWSC 3 11,404 0.721
Pattern: Hit object with no pattern identified.

Recommendation: Continue to monitor in next safety report. 7 MONTEREY & GRAND Signal 3 13,034 0.631

2018 & 2019 Traffic Safety Report 43
March 2022
Pattern: EB Broadside.

Recommendation: Flashing yellow arrow signal phasing was implemented after 2015 TSR. Collision pattern resolved, but has since re-emerged. Implement protected left turn only phasing for EB left turns. 8 MARSH & CHORRO1 Signal 3 13,042 0.630
Pattern: Pedestrian collisions.

Recommendation: See recommendations in pedestrian collision section. 9 MARSH & NIPOMO Signal 3 (2019) 14,547 0.565
Pattern: Eastbound Marsh traffic rear ending stopped vehicles.

Recommendation: See above recommendation.
10 HIGUERA & LOS OSOS VALLEY Signal 5 25,795 0.531
Pattern: NB Broadside Collisions.

Recommendation: Implement flashing yellow arrow or protected-only left turn signal phasing for northbound left turn lane. Monitor with planned improvements in future safety report. *Rate = Collision frequency per million vehicles entering the intersection.

Note: Top 5 high-ranking collisions from 2018 and 2019 included in table of recommendations.

1. Marsh & Chorro is also ranked as a High Collision Rate Location for Pedestrian Locations

2018 & 2019 Traffic Safety Report 44
March 2022
High Collision Rate Locations – Arterial/Collector Intersections 2018
Rank
Prev
Year
Rank
Intersection Control Collisions Volume Rate*
1 NR

CALIFORNIA &
HATHWAY SSSC 319344 0.425
2 NR SANTA ROSA & PALM Signal 3 21097 0.390
3 5 BROAD & INDUSTRIAL Signal 3 31735 0.259
2019
Rank
Prev
Year
Rank
Intersection Control Collisions Volume Rate*
1 NR SANTA ROSA & PISMO AWSC 4 9275 1.182
NR = Not Ranked
SSSC = Side-Street Stop-Control
Rate = Collision frequency per million vehicles entering the intersection

2018 & 2019 Traffic Safety Report 45
March 2022
Arterial/Collector Intersections Recommendations
Rank Intersection Control Collisions Volume Rate*
1 SANTA ROSA & PISMO AWSC 4 9275 1.182
Pattern: No Pattern.

Recommendation: Continue to monitor in next safety report. 2 CALIFORNIA & HATHWAY Signal 3 9422 0.872
Pattern: Hit fire hydrant.

Recommendation: Relocate fire hydrant to alternate location and/or install high-visibility flex posts around hydrant to increase visibility.
3 SANTA ROSA & PALM Signal 3 10,591 0.776
Pattern: SB vehicle red-light running violations.

Recommendation: Install high-visibility signal backplates to increase visibility of signal indicators to drivers. 4 BROAD & INDUSTRIAL Signal 3 13,658 0.602
Pattern: No apparent pattern.

Recommendation: Complete installation of nearside traffic signal head for SB Broad Street approach in (to be completed winter 2022) and consider installation of high-visibility signal backplates for added driver visibility. Continue to monitor in next safety report.

1. California and Mill is also ranked as a High Collision Rate Location for Bicycle Locations

2. Osos and Pismo is also ranked as a High Collision Rate Location for Pedestrian Locations

2018 & 2019 Traffic Safety Report 46
March 2022
High Collision Rate Locations – Arterial/Local Intersections 2018
Rank
Prev.

Year
Rank
Intersection Control Collisions Volume Rate
1 NR CALIFORNIA & PALM TWSC 4 11038 0.993
2 4

LOS OSOS VALLEY & CALLE
JOAQUIN Signal 9 37102 0.665
3 NR MONTEREY & BUENA VISTA TWSC 3 12577 0.654
4 11 SANTA ROSA & BOYSEN (Caltrans) TWSC 7 34143 0.562
5 NR LOS OSOS VALLEY & DESCANSO Signal 3 21096 0.390
6 10 HIGUERA & VACHELL TWSC 3 23180 0.355
7 NR SANTA ROSA & WALNUT (Caltrans) Signal 4 34414 0.318 8 NR SANTA ROSA & MURRAY (Caltrans) Signal 3 38336 0.214 9 NR

LOS OSOS VALLEY & FROOM
RANCH Signal 3 40314 0.204
10 12

SANTA ROSA & MONTALBAN
(Caltrans) TWSC 3 40655 0.202
2019
Rank
Prev.

Year
Rank
Intersection Control Collisions Volume Rate
1 2

LOS OSOS VALLEY & CALLE
JOAQUIN Signal 13 37102 0.960
3 NR TANK FARM & LONG TWSC 5 20253 0.676
2 NR CALIFORNIA & TAFT TWSC 4 16883 0.649
4 9

LOS OSOS VALLEY & FROOM
RANCH Signal 7
40314 0.476
5 6 HIGUERA & VACHELL TWSC 4 23180 0.473
6 8 SANTA ROSA & MURRAY (Caltrans) Signal 5 38336 0.357 7 NR BROAD & AEROVISTA Signal 3 24051 0.342
8 4 SANTA ROSA & BOYSEN (Caltrans) TWSC 4 34143 0.321
9 7 SANTA ROSA & WALNUT (Caltrans) Signal 4 34414 0.318 10 NR SANTA ROSA & OLIVE (Caltrans) SSSC 3 53132 0.155
NR = Not Ranked
SSSC = Side-Street Stop-Control
Rate = Collision frequency per million vehicles entering the intersection

2018 & 2019 Traffic Safety Report 47
March 2022
Arterial/Local Intersections Recommendations
Rank Intersection Control Collisions Volume Rate*
1 CALIFORNIA & PALM1 SSSC 4 11,038 0.993
Pattern: SB Right Hook vs. Bicycle
Recommendation: See recommendations in Bicycle collision section. 2 LOS OSOS VALLEY & CALLE
JOAQUIN Signal 13 (2019) 37102 0.960
Pattern: Broadside & Rear end collisions
Recommendation: Signal phasing recently converted to protected only left turns for NB & SB approaches, and lead pedestrian interval added crossing LOVR. Also, Caltrans is to assume operation of traffic signal in winter 2022 and will coordinate signal with adjacent US 101 ramp intersections. Continue to monitor. 3 TANK FARM & LONG TWSC 5 20253 0.676
Pattern: Broadside Collisions
Recommendation: Traffic Signal installed as part of adjacent development in 2020. Continue to monitor in next report.
4 LOS OSOS VALLEY & CALLE
JOAQUIN SSSC 9 (2018) 37,102 0.665
Pattern: WB Broadside collisions.

Recommendation: See recommendation above.
5 MONTEREY & BUENA VISTA SSSC 3 12,577 0.654
Pattern: LT vehicles hit island curb.

Recommendation: Pedestrian warning signs and flashing beacon system installed in median island in 2020, which improves visibility of island. Continue to monitor in next safety report. 6 CALIFORNIA & TAFT TWSC 4 16883 0.649
Pattern: WB Rear End and SB Broadside.

Recommendation: Reconstruct intersection as roundabout (planned for 2023). Continue to monitor after construction.
7 LOS OSOS VALLEY & FROOM
RANCH Signal 7 40,313 0.476
Pattern: No discernable pattern.

Recommendation: Intersection rebuilt as a protected intersection in 2021. Pursue other measures to reduce speeds on LOVR, such as visually narrowing roadway with installation of protected bike lanes on LOVR, as planned by Froom Ranch development project, speed limit reductions and/or additional speed feedback signs.

Continue to monitor in next safety report.

2018 & 2019 Traffic Safety Report 48
March 2022
8 HIGUERA & VACHELL TWSC 4 23,179 0.473
Pattern: Broadside collisions with LT movements to/from Vachell Recommendation: Intersection to be reconstructed by Avila Ranch development project to add center median on Higuera and allow right-in/right-out access only to/from Vachell. Continue to monitor collision pattern after modification.
9 LOS OSOS VALLEY & DESCANSO SSSC 3 21,096 0.390
Pattern: Rear End & Broadside due to high speeds on LOVR Recommendation: Install near-side signal head and/or high-visibility signal backplates to increase visibility of signal indicators. Pursue other measures to reduce speeds on LOVR, such as visually narrowing roadway with installation of protected bike lanes on LOVR, as planned by Froom Ranch development project, speed limit reductions and/or additional speed feedback signs.

1. California and Palm is also ranked as a High Collision Rate Location for Bicycle Locations Rank Caltrans Intersections

NA SANTA ROSA & BOYSEN
Pattern: Rear End & Broadside due to high speeds on Santa Rosa.

Recommendation: Coordinate with Caltrans to evaluate potential measures to reduce auto speeds on Santa Rosa Street, such as auto lane reductions/narrowing, and installation ofspeed feedback signage for NB & SB traffic.

2018 & 2019 Traffic Safety Report 49
March 2022
High Collision Rate Locations – Collector/Collector Intersections No Locations Ranked Under this Category
High Collision Rate Locations – Collector/Local Intersections No Locations Ranked Under this Category
High Collision Rate Locationa - Local/Local Intersections No Locations Ranked Under this Category

2018 & 2019 Traffic Safety Report 50
March 2022
High Collision Rate Locations – Arterial Segments
2018-19 Arterial Segments
Rank Prev.

Rank Segment Collisions
PedBike
Coll.

Severe
Inj.
&
Fatal
Coll.

Volume
Seg.

Length
(mi.)
Rate Location
1 4 Foothill 3 2 1 17,227 0.24 1.99 Santa Rosa to California 2 5 Los Osos Valley 10 2 3 30,988 0.53 1.67 Froom to Calle Joaquin 3 7 Madonna 5 1 2 26,690 0.34 1.51 Dalidio to Hwy 101
4 N/A Tank Farm 3 0 0 20,709 0.27 1.47 Broad to Santa Fe NR N/A Santa Rosa 3 0 0 37,000 0.51 0.44 Olive to Foothill 5 8 Broad 3 0 0 28,000 0.97 0.30 Orcutt to Tank Farm
2018-19 Arterial Segments
Rank Prev.

Rank Segment Collisions
PedBike
Coll.

Severe
Inj.
&
Fatal
Coll.

Volume
Seg.

Length
(mi.)
Rate Location
1 4 Foothill 3 2 1 17,227 0.24 1.99 Santa Rosa to
California
2 8 Los Osos Valley 10 2 3 30,988 0.53 1.67 Froom to Calle Joaquin
3 N/A Madonna 5 1 2 26,690 0.34 1.51 Dalidio to Hwy 101 4 N/A Tank Farm 3 0 0 20,709 0.27 1.47 Broad to Santa Fe NR N/A Santa Rosa 3 0 0 37,000 0.51 0.44 Olive to Foothill 5 N/A Broad 3 0 0 28,000 0.97 0.30 Orcutt to Tank Farm
NR = Not Ranked
N/A = Location under Caltrans jurisdiction. Listed for reference, but not included in City rankings Rate = Collision frequency per million vehicle-miles traveled along segment

2018 & 2019 Traffic Safety Report 51
March 2022
Arterial Segments Recommendations
2018-19 Arterial Segment Recommendations
Rank Segment Collisions
PedBike
Coll.

Severe
Inj.
& Fatal
Coll.

Volume
Seg.

Length
(mi.)
Rate Location
1 Foothill 3 2 1 17227 0.24 1.99 Santa Rosa to California Pattern: Eastbound rear end and other collisions due to traffic being stopped from California/Foothill signal.

Recommendation: Complete Foothill / California Rail Crossing upgrades, planned for 2022-23. Investigate turn channelization as part of the project. Continue to monitor. 2 Los Osos
Valley 10 2 3 30988 0.53 1.67 Froom to Calle Joaquin
Pattern: Rear end collisions and driveway turning movements. Collisions are associated with unsafe speeds on Los Osos Valley Road.

Recommendation: Install speed feedback signage for EB and WB LOVR, install high-visibility signal backplates at signalized intersections, evaluate feasibility of reducing posted speed limits on LOVR. 3 Madonna 5 1 2 26690 0.34 1.51 Dalidio to Hwy 101
Pattern: Rear end collisions and driveway turning movements. Collisions are associated with unsafe speeds on Madonna Road.

Recommendation: Install speed feedback signage for EB and WB Madonna, evaluate feasibility of reducing posted speed limits on Madonna.

2018 & 2019 Traffic Safety Report 52
March 2022
High Collision Rate Locations – Collector Segments
No Locations Ranked Under this Category
High Collision Rate Locations – Local Segments
No Locations Ranked Under this Category

2018 & 2019 Traffic Safety Report 53
March 2022
Figure 6: 2018-19 High Collision Intersection Locations

2018 & 2019 Traffic Safety Report 54
March 2022
Figure 7: 2018-19 High Collision Rate Roadway Segments

APPENDIX A
Collision Analysis Methodology

Study Methodology
Collision Data
Reported traffic collisions obtained by the City of San Luis Obispo Police Department are the basis used by the City Traffic Engineering group to evaluate traffic safety1.

Collisions totals are obtained for each intersection and roadway segment within the City and entered into the City’s traffic collision database. Collisions occurring on private property or outside of the City Limits are not included in the dataset. Collision locations are then grouped by intersection type (i.e. arterial-arterial, arterial-collector, collectorcollector, etc.) and street segment. For locations with at least three (3) total collisions in the past year or at least three (3) bicycle or pedestrian collisions in the previous fiveyear period, collision rates are calculated and collision diagrams are generated.

Based on the collision patterns for the five highest ranked intersections and roadway segments, as ranked based on collision rate, mitigation measures are formulated where a collision pattern can be identified. Mitigation measures for these subcategories will be implemented in as projects are designed and funding becomes available.

Traffic Volumes
Vehicle and pedestrian volumes play an important role in calculating collision rates for selected locations within the City. Vehicle volume counts were collected in 2014 as a basis to establish actual conditions in the field environment. Where volume counts were not available, volumes were estimated based on previous experience and engineering judgment.

Collision Rate Calculations
Collision rates were calculated using the following formulas:

Intersections: Segments:

RI = N X 1,000,000 RS = N X 1,000,000
V X 365 365 X V X L

1 It is important to note that the data contained within the Public Works Traffic Collision Database may vary from other sources of collision data such as the California - Statewide Integrated Traffic Records System (SWITRS) or the City’s Emergency Dispatch Records System. While SWITRS data is similarly derived from official police collision reports, many times the reports are coded incorrectly due to jurisdictional boundary issues and/or agency reporting inaccuracies. Likewise, City emergency dispatch may receive a call regarding a traffic collision but when the dispatched officer arrives, the vehicles have been moved on or there is no evidence of occurrence. Therefore, statistics derived from this data may be inaccurate for engineering purposes because no official proof or record exists of the actual collision type.

Where:

RI = Intersection Collision Rate = Collision frequency per million vehicles entering the intersection.

RS = Segment Collision Rate = Collision frequency per million vehicle miles traveled along the segment.

N = Number of collisions (collision frequency) of the location.

V = Average daily vehicular volume using the street segment or intersection.

L = Length of street segment (in miles) being analyzed.

For high-rate bicycle and pedestrian collision locations, collision rates were calculated as follows:

Pedestrians: Bicycles:

PREV = 5 X N X PHVV BEV =5 X N X PHVV

PHPV PHBV
Where:

PREV = Pedestrian relative exposure value.

PREV = Bicycle relative exposure value.

N = Number of collisions (5-year collision frequency) of the location.

PHVV = Average peak hour vehicular volume.

PHPV = Average peak hour pedestrian volume.

PHBV = Average peak hour bicycle volume.

The pedestrian and bicycle relative exposure value formula is derived from the traditional collision rate calculation, however it factors the volume of either the bicycle or pedestrian with that of vehicles at a given location.

RESOLUTION NO 10746 (2016 SERIES)

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SAN LUIS

OBISPO, CALIFORNIA, ENDORSING THE GOAL OF VISION ZERO,

FOR THE CITY TO STRIVE TO ACHIEVE ZERO TRAFFIC DEATHS
AND SERIOUS INJURIES ON CITY STREETS BY 2030
WHEREAS, the life, safety and health of residents, employees and visitors to San Luis Obispo is one ofthe City Council' s highest priorities; and
WHEREAS, Vision Zero is a philosophy, adopted by many cities and states around the country, that no loss of life or serious injury on the transportation system is acceptable; and WHEREAS, the Circulation Element of the San Luis Obispo General Plan provides policy intent to provide a system of streets that are safe for all forms of transportation, while reducing dependence on single -occupant use of motor vehicles by supporting and promoting alternatives such as walking, bicycling and transit; and
WHEREAS, The City of San Luis Obispo has been actively implementing safety projects and programs consistent with Vision Zero, however has not yet adopted the philosophy as policy; NOW, THEREFORE, BE IT RESOLVED by the Council of the City of San Luis Obispo as follows:

SECTION 1. This City Council hereby adopts a Vision Zero goal of eliminating traffic deaths and serious injuries by 2030.

SECTION 2. The City Council directs the Public Works, Fire and Police Departments to continue implementation of the City' s Enforcement, Education, Traffic Safety, Traffic Operations, and Neighborhood Traffic Management programs as the mechanisms for achieving this goal.

SECTION 3. These programs will be guided by innovative engineering solutions to improve road safety for all users, especially the most vulnerable; will measure and evaluate performance annually, and will include enforcement and education tactics to deter the most dangerous behaviors that cause public harm, especially along the corridors and locations where collisions are concentrated.

Upon motion of Council Member Rivoire, seconded by Council Member Ashbaugh, and on the following roll call vote:

AYES: Council Members Ashbaugh, Christianson and Rivoire, Vice Mayor Carpenter and Mayor Marx
NOES: None
ABSENT: None
R 10746

Resolution No. 10746 ( 2016 Series) Page 2
The foregoing resolution was adopted this 18`h
day of October 2016.

Mayor
ATTEST:

City Clerk
APPROVED AS TO FORM:

IN WITNESS WHEREOF, I have hereunto set my hand and affixed the official seal of the City of San Luis Obispo, California, this 0-I+h- day of 0G66&r , - 2 c [( o Carrie Gallagher
City Clerk
R 10746

Item 6d
Department: Public Works
Cost Center: 5101
For Agenda of: 3/15/2022
Placement: Public Hearing
Estimated Time: 60 Minutes
FROM: Matt Horn, Public Works Director
Prepared By: Gaven Hussey, Parking Program Manager; Alexander Fuchs, Parking Services Supervisor
SUBJECT: INTRODUCE AN ORDINANCE TO AMEND TITLE 10 OF THE MUNICIPAL

CODE AND ADOPT A RESOLUTION MODIFYING THE DANA STREET

PARKING DISTRICT TO ALLOW FOR THE ISSUANCE OF LIMITED

DAYTIME USE PERMITS TO ADJACENT COMMERCIAL PROPERTIES

RECOMMENDATION

1. Introduce an Ordinance entitled, “An Ordinance of the City Council of the City of San Luis Obispo, California, amending Title 10, Chapter 36 (Stopping, Standing and Parking for Certain Purposes or in Certain Places), of the San Luis Obispo Municipal Code Allowing for the Issuance of Limited Daytime Use Permits in the Dana Street Parking District”; and

2. Adopt a Resolution entitled, “A Resolution of the City Council of the City of San Luis Obispo, California, modifying the Preferential Parking Permit District for the Dana Street area of the City, establishing the issuance of Limited Daytime Use Permits for commercial properties immediately adjacent to the district boundaries.”

DISCUSSION
Background
Dana Street is located just west of the downtown area and intersects Nipomo Street near the future location of the Cultural Arts Parking Structure. Dana Street is made up of 46 residential properties (including five multi-family properties) and three commercial properties. There are also two commercial properties located on the corners of Dana Street and Nipomo Street that are addressed to Nipomo Street but have frontage along Dana Street. The entire block of Dana Street can accommodate parking for up to 78 vehicles not including private off-street parking spaces.

Dana Street, prior to the implementation of its Residential Parking District (approved by Council on January 20, 2020), had long been used by residents, visitors, and employees for their parking needs since it was the closest free parking adjacent to the downtown area.

Item 6d
Residents of Dana Street contacted staff in 2017 and expressed interest in establishing a parking district to limit parking impacts generated by persons that do not reside in the area. The residents were surveyed in 2019 and demonstrated enough support to bring forward a recommendation to establish a parking district for Council’s consideration.

On January 14, 2020, Council approved the establishment of a parking district on Dana Street to only include residential properties with four or fewer units because the Municipal Code sections that govern parking districts limited participation in the formation process and restricted eligibility to receive permits to residential properties with four or fewer units. Since then, the District has been modified to include multi-family properties of up to eight units and to extend the District to the entire block. A summary of all previous Council action on the Dana Street Parking District is listed below.

Previous Council Action
The following is a summary of Council action taken on the Dana Street Parking District.

1. January 14, 2020 – Council approved the establishment of the Dana Street Parking District including a 2-hour timed parking overlay with direction to extend the district to the entire street, explore providing one permit per unit for multi-family properties of eight or less, and explore the formation of a special event permit process.

2. December 8, 2020 – Council directed staff to survey multi-family properties of five to eight units to ensure a majority wish to be included in the Parking District, return to Council with Municipal Code amendments and an updated resolution based on the survey results, and to eliminate the 2-hour timed parking overlay.

3. March 2, 2021 – Council introduced an ordinance and adopted a resolution allowing for multi-family properties of eight or less to receive parking permits and extending the district to the entire street.

4. April 6, 2021 – Council approved the seconding reading of the Ordinance codifying the changes to the parking district formation process.

Request for Limited Daytime Use Permits
Throughout the districting process and beyond, Staff has received correspondence from business and property owners located on Dana Street or immediately adjacent to the district requesting permission to participate in the District. Prior to February 15, 2022, the City only had the necessary Municipal Code language for the formation of preferential parking districts for residential uses so alternate solutions were implemented. These alternate solutions included the installation of a passenger loading zone on Dana Street near the corner Nipomo Street as well the establishment of a courtesy customer pick-up and drop-off zone on Nipomo Street just south of Dana Street. These efforts have addressed some, but not all, of the businesses’ operational needs.

Item 6d
Staff conducted an occupancy study of the Dana Street area on days and times shown in Table 1 below. The peak observed on-street parking occupancy occurred at 3pm and again at 6pm on Sunday, February 20, 2022, in which sixteen vehicles were parked. At peak times, there were still 80% of on-street parking spaces available for use. This may be due to residential parking impacts mainly occurring in the evening and nighttime hours when residents return home from work for the night. Nonetheless, staff is confident given the results of the occupancy study that the issuance of daytime use permits to adjacent businesses would not significantly impact on-street parking availability for Dana Street residents.

Tue. 2/15 Sun. 2/20 Mon. 2/21 Tue. 2/22 Average
9a - 10a N/A (8) 10% N/A (8) 10% (8) 10%
12p - 1p (3) 4% (10) 13% (10) 13% N/A (8) 10%
3p - 4p (3) 4% (16) 20% (11) 14% (8) 10% (10) 13%
5p – 6p (4) 5% (16) 20% (10) 13% (9) 12% (10) 13%
Table 1: Observed On-Street Parking Occupancy in the Dana Street Area In recognition of the open daytime parking availability, staff is recommending the introduction of an Ordinance (Attachment A) amending the applicable Municipal Code sections to allow the issuance of limited daytime use permits to adjacent commercial properties (520 Dana Street, 550 Dana Street, 583 Dana Street, 991 Nipomo Street, 1015 Nipomo Street and 1023 Nipomo Street). The permits would be useable between 8am and 6pm, daily, when the on-street occupancy is low. Each addressed unit of the adjacent commercial properties would be eligible to receive up to two permits which is the same number of permits available to eligible qualifying Dana Street residential properties of fewer than five units.

Staff is also recommending the adoption of a Resolution (Attachment B) modifying the Dana Street Parking District to include specific adjacent commercial properties that would be allowed to receive the limited daytime use permits.

Policy Context
The California Vehicle Code section 22507 allows local authorities to restrict or prohibit parking on certain streets except for permitted residents, merchants, and their guests.

The language of this Vehicle Code section has been interpreted to allow cities to establish parking districts exclusively for residents, businesses, or both. In January 2022, City Council approved the expansion of the City’s parking permit program to allow commercial properties to establish parking districts. City Council has the authority to determine the number of parking permits issued per addressed unit, the days and hours that the permits are valid, and which type of properties are eligible to receive permits.

Item 6d
Public Engagement
Staff have met with business owners to verify their needs and conducted occupancy surveys to better understand the parking impacts during daytime hours. A postcard was mailed to all residents and property owners within 300 feet of the Dana Street Parking District notifying them of the public hearing to present the proposed modifications for Council consideration.

CONCURRENCE
The City’s Attorney’s office has reviewed the ordinance and determined that the amendments to the applicable Municipal code sections are legally permissible.

ENVIRONMENTAL REVIEW
The California Environmental Quality Act does not apply to the recommended action in this report, because the action does not constitute a “Project” under CEQA Guidelines Sec. 15378.

FISCAL IMPACT
Budgeted: Yes Budget Year: On-going
Funding Identified: Yes
Fiscal Analysis:

Funding
Sources
Total Budget
Available*
Current
Funding
Request
Remaining
Balance
Annual
Ongoing
Cost
Parking Fund
(611-5101-61013) $119,910 $1,500 $118,410 $200
Total $119,910 $1,500 $118,410 $200
*As of February 14, 2022
The Parking Fund’s current budget can accommodate one-time and on-going costs associated with the establishment and expansion of parking permit districts. The Fund receives multiple requests each year and staff has included an annual budget for establishing districts in the non-staffing operating expenditure line items.

The initial costs to implement a limited daytime use permit program is approximately $3,000 for the hangtag permits. The ongoing costs for the annual hangtag permits after the initial year will cost approximately $2.50 per permit when ordered for all districts. The cost of permits and staff time to administer the parking district program is largely offset by the annual permit cost of $20 per permit which generated $35,125 in revenue in FY 2020-

21.

Item 6d
Staff is pursuing digital permit technology which will reduce ongoing costs and staff time to administer the program. Digital permit technology is anticipated to be implemented by Fall 2022.

ALTERNATIVES

1. Modify Ordinance and adopt the resolution to include a termination of permit issuance that coincides with the completion of the Cultural Arts Parking Structure. Council could modify the language of the Ordinance to include a termination of permit issuance that aligns with the completion of the Cultural Arts Parking Structure as there is precedent which aligns for permit issuance to multi-family properties of five to eight units. Additional planned parking programs offered at the parking structures should meet the needs of the businesses that were impacted by the formation and expansion of the Dana Street Parking District.

2. Do not amend the Municipal Code. Staff does not recommend this alternative since the issuance of limited daytime use permits does not adversely affect parking of residents living within the Dana Street Parking District and the issuance of the permits supports the businesses that occupy the adjacent commercial properties.

ATTACHMENTS
A - Draft Ordinance modifying the Title 10 of the Municipal Code to Allow for the Issuance of Limited Daytime Use Permits in the Dana Street Parking District B - Draft Resolution Modifying the Dana Street Parking District for the Issuance of Limited Daytime Use Permits

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ORDINANCE NO. ____ (2022 SERIES)

AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF SAN LUIS OBISPO, CALIFORNIA, AMENDING TITLE 10, CHAPTER 36
(STOPPING, STANDING AND PARKING FOR CERTAIN PURPOSES OR

IN CERTAIN PLACES), OF THE SAN LUIS OBISPO MUNICIPAL CODE

ALLOWING FOR THE ISSUANCE OF LIMITED DAYTIME USE PERMITS

IN THE DANA STREET PARKING DISTRICT
WHEREAS, California Vehicle Code section 22507 provides cities the authority to restrict stopping, standing, or parking of vehicles on certain streets upon which preferential parking privileges are given to residents and merchants adjacent to the street for their use and the use of their guests; and
WHEREAS, the City of San Luis Obispo’s Municipal Code contains sections detailing the formation process for preferential parking permit districts within city limits; and
WHEREAS, on January 14, 2020, the Council of the City of San Luis Obispo conducted a public hearing with a 4-0-1 vote to approve the establishment of a preferential parking permit district in the Dana Street area; and
WHEREAS, on March 2, 2021, the Council of the City of San Luis Obispo conducted a public hearing with a 3-1-1 vote to approve the expansion of the existing preferential parking permit district in the Dana Street area to the entire block and to allow multi-family properties of up to eight units to receive parking permits; and WHEREAS, the City has received correspondence from commercial properties adjacent to the preferential parking permit district in the Dana Street area requesting approval to be issued daytime use permits in support of their business operations; and WHEREAS, the Council of the City of San Luis Obispo received a staff report which indicated that limited daytime use through the issuance of daytime parking permits for businesses immediately adjacent to Dana Street would not generate damand that exceeds parking supply on Dana Street; and
NOW, THEREFORE, BE IT ORDAINED by the Council of the City of San Luis Obispo as follows:

SECTION 1. Section 10.36.170 (designation of residential parking permit areas – Adoption of resolution) of the San Luis Obispo Municipal Code is hereby amended to read as follows:

Ordinance No. _____ (2022 Series) Page 2
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10.36.170 Designation of preferential parking permit areas—Adoption of resolution.

A. The council should, by resolution, designate an area of the city as a preferential parking permit area if the council finds that:

1. The streets in the area do not provide for paid parking controlled and regulated by the city as set forth in Chapter 10.52;

2. The streets in the area are congested with vehicles parked by persons not residing or working in the area and the designation is supported by a sixty percent majority of the affected addressed units as indicated by a city survey of the affected addressed units; or

3. Limiting the parking of vehicles along the streets in the area to vehicles registered or controlled and exclusively used by persons residing in an area or working in the area is necessary in order to preserve the character and to manage parking demand of the existing area approved by a sixty percent majority of addressed units in the area. Addressed units will be determined using the city’s address database (there may be more than one addressed unit per parcel) and will be limited to either commercial units or residential units, including non-multifamily units of less than five dwelling units with the exception of the preferential parking permit district on Dana Street which will allows for the following modifications:
i. Mmultifamily units of five to eight dwelling units to be eligible to receive permits. This exception will be in effect until the completion of construction of the Palm-Nipomo parking structure or until nullified by city council action. ii. Commercial properties located on or immediately adjacent to Dana Street to be eligible to receive limited daytime use permits.

B. In determining whether limiting the parking of vehicles along the streets in the area to vehicles registered to or controlled and used exclusively by persons residing or working in the area is necessary in order to preserve the character of the existing area for the persons residing or working in the area, the council shall consider the negative effect of vehicles parked by persons not residing or working in the area on:

1. Environmental characteristics such as ambient noise levels and air pollution levels;

2. Pedestrian and vehicular traffic safety in the area; and

3. The burden on persons residing or working in the area gaining access to their residences or places of employment.

Ordinance No. _____ (2022 Series) Page 3
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C. The council may, by resolution, designate an area of the city as a preferential parking permit area after holding a public hearing and making a finding that the establishment of the district represents the desire of a majority of the addressed units of the area. (Ord. 1694 § 1, 2021; Ord. 1454 § 1, 2004: Ord. 1412 § 2 (part), 2002; Ord. 1264 § 1, 1994: prior code § 3209.17) SECTION 2. Section 10.36.200 (Limitations on parking in a residential permit parking area) of the San Luis Obispo Municipal Code is hereby amended to read as follows:

10.36.200 Limitations on parking in a preferential permit parking area.

It is unlawful for any person to stop, stand, or park a vehicle on any street identified in a resolution adopted by the council designating a preferential permit parking area during the hours and on the days set forth in such resolution except:

A. Those vehicles described in Section 10.36.180 displaying a valid permit issued as provided for by Section 10.36.220 and parked within the street block in front of the addressed unit to which the permit is issued or within one adjoining district block; or
B. Any emergency vehicle, including, but not limited to, an ambulance, fire engine, or police vehicle; or
C. A vehicle with commercial plates which is under the control of a person, who does not reside within the district, providing service for hire to property located in the designated preferential permit parking area, including but not limited to a delivery vehicle. Such vehicles cannot be parked within the area for more than twenty-four consecutive hours; or
D. Vehicles displaying a limited daytime use permit parked in the Dana Street preferential parking district during the hours and on the days set forth in the resolution that established the district; or
E. D. Preferential permit parking area occupants wishing to sponsor guests which will exceed the number of parking permits available may contact the city parking manager and request temporary permits. If the temporary exemption is granted by the parking manager, all vehicles which have as their destination a qualified preferential permit address, shall display in clear view on the dashboard, written confirmation of the street address and date and time that the permit is valid. Issuance of sponsored guest permits shall be deemed infrequent occurrences and any regular requests for sponsored guest permits will not be authorized. This section shall not be interpreted to allow the daily parking of vehicles. Any vehicle not displaying the proper or authorized identification shall be subject to citation. (Ord. 1454 § 3, 2004: Ord. 1264 § 3, 1994: prior code § 3209.20)

Ordinance No. _____ (2022 Series) Page 4
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SECTION 3. Section 10.36.220 (Residential parking permit - Issuance) of the San Luis Obispo Municipal Code is hereby amended to read as follows:

10.36.220 Preferential parking permit—Issuance.

A. For preferential parking permits issued to residential properties, the director of public works, or their designee, will annually issue two preferential parking permits to the registered property owner, or the registered property owner’s representative, as authorized in writing, of each residential property shown with a unique number on the latest county of San Luis Obispo assessment roll within each residential preferential parking permit area established by resolution as set forth in Section 10.36.180. Qualified residential parcels that have multiple, separate addressed units shall be eligible to receive permits for each addressed unit, providing the total number of permits issued to one parcel does not exceed twice the number of residential dwelling units on the parcel.

B. For preferential parking permits issued to commercial properties, the director of public works, or their designee, will annually, issue any number of preferential parking permits, to the occupant of each property shown with a unique number on the latest county of San Luis Obispo assessment roll within each preferential parking permit area established by resolution as set forth in Section 10.36.180, with the exception of commercial properties immediately adjacent to the preferential parking district on Dana Street which qualify to receive up to two limited daytime use permits per addressed unit as set forth in the resolution that established that district. Qualified commercial parcels that have multiple, separate addressed units shall be eligible to receive any number of permits for each addressed unit.

C. All preferential parking permits, whether issued under subsection A or B, may be picked up in person at the office of the city parking manager or will be mailed to the address of the property on written request of the property owner.

D. All preferential parking permits, whether issued under subsection A or B, may be transferred by the occupant to any vehicle that is to be parked on the street and will be recognized by the city, providing they are displayed clearly. The parking permits shall be issued annually. Fees for parking permits shall be established by city council resolution. The permits shall be considered part of the occupancy of the property and shall be transferred to the new occupant upon sale of the property or upon lease of the property. New applicants must present proof of occupancy within the preferential parking district prior to permit issuance. (Ord. 1694 § 2, 2021; Ord. 1565 § 1, 2011: Ord. 1454 § 4, 2004: Ord. 1264 § 4, 1994: prior code § 3209.21)

Ordinance No. _____ (2022 Series) Page 5
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SECTION 4. Severability. If any subdivision, paragraph, sentence, clause, or phrase of this ordinance is, for any reason, held to be invalid or unenforceable by a court of competent jurisdiction, such invalidity or unenforceability shall not affect the validity or enforcement of the remaining portions of this ordinance, or any other provisions of the city' s rules and regulations. It is the city' s express intent that each remaining portion would have been adopted irrespective of the fact that any one or more subdivisions, paragraphs, sentences, clauses, or phrases be declared invalid or unenforceable.

SECTION 5. Environmental determination. These amendments to Title 10 Chapter 36 of the City of San Luis Obispo Municipal Code do not constitute a “Project” under CEQA Guidelines Sec. 15378.

SECTION 6. A summary of this ordinance, together with the names of Council members voting for and against, shall be published at least five (5) days prior to its final passage, in The Tribune, a newspaper published and circulated in this City. This ordinance shall go into effect at the expiration of thirty (30) days after its final passage.

INTRODUCED on the ____ day of ______, 2022, AND FINALLY ADOPTED by the Council of the City of San Luis Obispo on the ____ day of ______, 2022, on the following vote:

AYES:

NOES:

ABSENT:
___________________________
Mayor Erica A. Stewart
ATTEST:
__________________________
Teresa Purrington, City Clerk
APPROVED AS TO FORM:
___________________________
J. Christine Dietrick, City Attorney
IN WITNESS WHEREOF, I have hereunto set my hand and affixed the official seal of the City of San Luis Obispo, California, on ______________________. ___________________________
Teresa Purrington, City Clerk

RESOLUTION NO. _____ (2022 SERIES)

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SAN LUIS

OBISPO, CALIFORNIA, MODIFYING THE PREFERENTIAL PARKING

PERMIT DISTRICT FOR THE DANA STREET AREA OF THE CITY,

ESTABLISHING THE ISSUANCE OF LIMITED DAYTIME USE PERMITS

FOR COMMERCIAL PROPERTIES IMMEDIATELY ADJACENT TO THE

DISTRICT BOUNDARIES
WHEREAS, the City of San Luis Obispo received a request from commercial properties adjacent to the preferential parking permit district in the Dana Street area for permits to park within the district boundaries; and
WHEREAS, the request is within the authority of the City Council of San Luis Obispo pursuant to Municipal Code Sections 10.36.170 et al. which govern the preferential parking permit formation process; and
WHEREAS, the Council of the City of San Luis Obispo has determined that the commercial properties located at 520 Dana Street, 550 Dana Street, 583 Dana Street, 991 Nipomo Street, 1015 Nipomo Street, and 1023 Nipomo Street are adjacent to the preferential parking permit district in the Dana Street area shown in Exhibit A; and WHEREAS, the Council of the City of San Luis Obispo conducted a public hearing in the Council Chambers of City Hall, 990 Palm Street, San Luis Obispo, California, on March 15, 2022, to consider the request to allow the issuance of limited daytime use permits to commercial properties adjacent to the preferential parking permit district on Dana Street; and
WHEREAS, notice of said public hearing was made at the time and in the manner required by law; and
NOW, THEREFORE, BE IT RESOLVED by the Council of the City of San Luis Obispo as follows:

SECTION 1. Pursuant to Section 10.36.170 et al. of the San Luis Obispo Municipal Code, the preferential parking permit district boundaries and hours are here by established as shown in Exhibit A.

SECTION 2. The issuance of parking permits to commercial properties adjacent the preferential parking permit district in the Dana Street area will not adversely affect the availability of parking for qualified residents living within the district boundaries and directly supports the operations of businesses occupying these commercial properties.

Resolution No. _____ (2022 Series) Page 2
R ______
SECTION 3. Commercial properties adjacent to the preferential parking permit district in the Dana Street area shall qualify to receive up to two limited daytime use permits that are valid between the hours of 8:00 a.m. and 6:00 p.m., daily.

SECTION 4. The Public Works Director shall issue limited daytime use parking permits on demand as permitted in Section 10.36.220 of the Municipal Code. Permits shall be issued for a year effective September 15th of each year.

SECTION 5. Environmental Review. The modification of the district does not constitute a “Project” under CEQA Guidelines Sec. 15378.

Upon motion of _______________________, seconded by
_______________________, and on the following roll call vote:

AYES:

NOES:

ABSENT:

The foregoing resolution was adopted this _____ day of _____________________ 2022. __________________________
Mayor Erica A. Stewart
ATTEST:
_________________________
Teresa Purrington, City Clerk
APPROVED AS TO FORM:
__________________________
J. Christine Dietrick, City Attorney
IN WITNESS WHEREOF, I have hereunto set my hand and affixed the official seal of the City of San Luis Obispo, California, on ______________________. __________________________
Teresa Purrington, City Clerk

Resolution No. _____ (2022 Series) Page 3
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EXHIBIT A

City of San Luis Obispo, Council Memorandum
City of San Luis Obispo
Council Agenda Correspondence
DATE: March 15, 2022
TO: Mayor and Council
FROM: Hans Poschman, Assistant to the City Manager
VIA: Derek Johnson, City Manager
SUBJECT: ITEM 6E – RESOLUTION IN SUPPORT OF UKRAINE AS THEY DEFEND

AGAINST RUSSIA
Staff received a suggestion to add a recital to the proposed Resolution in support of Ukraine on the March 15, 2022 Agenda, as reflected below.

WHEREAS, the U.S. Conference of Mayors adopted a “Resolution In Support of the Leaders and People of Ukraine as They Defend Against Russia’s Massive Military Attack on Their Sovereign Nation” On March 4, 2022 WHEREAS, millions of refugees have already fled the worn torn Unitary Republic of Ukraine and millions of additional refugees may flee causing a significant humanitarian crisis and the need for world, state and local action to support displaced Ukrainian people;

Item 6e
Department: Administration
Cost Center: 1001
For Agenda of: 3/15/2022
Placement: Business
Estimated Time: 15 Minutes
FROM: Derek Johnson, City Manager
Prepared By: Hans Poschman, Assistant to the City Manager SUBJECT: RESOLUTION IN SUPPORT OF UKRAINE AS THEY DEFEND AGAINST RUSSIA

RECOMMENDATION
Adopt a Resolution entitled, “A Resolution of the City Council of the City of San Luis Obispo, California, in support of the leaders and people of Ukraine as they defend against Russia’s massive military attack on their sovereign nation.”

DISCUSSION
On February 24, 2022, Russia launched an unprovoked attack on Ukraine. The conflict has resulted in numerous unnecessary civilian casualties in Ukraine. The attack has been condemned by the United States, European Union, North Atlantic Treaty Organization, and many other governmental organizations around the world.

Previous Council or Advisory Body Action
Similar resolutions have been adopted by the Council in the past, including a resolution in opposition to preemptive military action in Iraq in 2003.

Public Engagement
This item is scheduled for the March 15, 2022 City Council meeting and will follow all required postings and notifications. The public may provide comment on this item at or before the meeting.

ENVIRONMENTAL REVIEW
The California Environmental Quality Act does not apply to the recommended action in this report, because the action does not constitute a “Project” under CEQA Guidelines Sec. 15378.

Item 6e

FISCAL IMPACT
Budgeted: No Budget Year: 2021-22
Funding Identified: No
Fiscal Analysis:

Funding
Sources
Total Budget
Available
Current
Funding
Request
Remaining
Balance
Annual
Ongoing
Cost
General Fund N/A $ $ $
State
Federal
Fees
Other:

Total $ $ $ $
Because no additional staff work is anticipated as a result of this resolution, no new fiscal impact will be incurred.

ALTERNATIVES

1. Deny the resolution on the grounds that this discussion does not fall under the City’s purview. This action is not recommended as it is important to show the community and the world that the City is opposed to unilateral acts of aggression.

2. Amend the “Draft Resolution” to more accurately reflect the Council’s position on the issue.

ATTACHMENTS
A - Draft Resolution in support of the leaders and people of Ukraine as they defend against Russia’s massive military attack on their sovereign nation.

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RESOLUTION NO. _____ (2022 SERIES)

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SAN LUIS

OBISPO, CALIFORNIA, IN SUPPORT OF THE LEADERS AND PEOPLE OF UKRAINE AS THEY DEFEND AGAINST RUSSIA’S MASSIVE

MILITARY ATTACK ON THEIR SOVEREIGN NATION
WHEREAS, on February 24, 2022, a massive military assault was launched by the Russian government on the sovereign democratic nation of Ukraine; and WHEREAS, the continuing assault has been met by the strong resistance of the Ukrainian military joined by armed civilians; and
WHEREAS, Russian attacks on nonmilitary, residential areas of Ukraine’s cities have forced the evacuation of millions of civilians to neighboring countries and the loss of civilian lives including children and families; and
WHEREAS, the United States and other nations around the globe have issued strong condemnations of the Russian government’s hostile action and have responded to Ukraine’s appeal for both military and humanitarian aid; and WHEREAS, the United States and its allies have implemented strong and wide ranging economic sanctions against Russia and Belarus in support of the Ukrainian government and the Ukrainian people; and
WHEREAS, the City of San Luis Obispo will take every action necessary to ensure that people of Russian origin in our cities will not be ostracized or discriminated against in any way as a result of the violent assault on Ukraine by the Russian government; and WHEREAS, the City of San Luis Obispo continue to be inspired by the resolve demonstrated by Ukrainian citizens and their leaders and recognize that they also have a stake in the outcome of the crisis that the Russian government has created.

Resolution No. _______ (2022 Series) Page 2
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NOW, THEREFORE, BE IT RESOLVED that the City of San Luis Obispo stands with the Ukrainian people in the defense of their sovereign nation, its democratic values, and their very lives; and BE IT FURTHER RESOLVED that the City of San Luis Obispo will support the nation’s leadership in bringing a peaceful resolution to the Russian government’s violent assault on the people and the leadership of Ukraine.

Upon motion of _______________________, seconded by
_______________________, and on the following roll call vote:

AYES:

NOES:

ABSENT:

The foregoing resolution was adopted this _____ day of _____________________ 2022. ___________________________
Mayor Erica A. Stewart
ATTEST:
___________________________
Teresa Purrington
City Clerk
APPROVED AS TO FORM:
____________________________
J. Christine Dietrick
City Attorney
IN WITNESS WHEREOF, I have hereunto set my hand and affixed the official seal of the City of San Luis Obispo, California, on ______________________. ___________________________
Teresa Purrington
City Clerk