cc 2025 AR 05/13 safe streets comprehensive safety action plan

ACTION:
____________________________
Clerk/Secretary
Department: Engineering Item No: D2
Prepared by:

Husam Hasenin, Traffic Engineering
Division Manager
Darra Woods, Principal Transportation
Mobility Planner Meeting Date: May 13, 2025
Approved by:

Greg Mayer, Engineering Director
John Conley, City Manager Agenda Location: Discussion
SUBJECT: SAFE STREETS AND ROADS FOR ALL COMPREHENSIVE SAFETY ACTION PLAN RECOMMENDATION:

1. Review and adopt the City’s Comprehensive Safety Action Plan (Action Plan).

2. Adopt City Council Resolution No. 2025- , adopting the Vision Zero Initiative, an aspirational initiative to achieve zero traffic-related deaths or serious injuries in the City of Vista.

3. Provide direction to staff on which Action Plan project or projects, for which to submit a grant application for the Fiscal Year 2026 Safe Streets and Roads for All (SS4A) grant cycle.

CORRELATION TO CITY COUNCIL GOALS: Traffic: Continue to enhance mobility safety, improve the flow of traffic for all forms of travel, reduce congestion, and improve our roads and sidewalks.

PRIOR ACTION: On September 26, 2023, adopted City Council Resolution 2023-170 approving a Memorandum of Understanding with San Diego Association of Governments (SANDAG) for the Safe Streets and Roads for all grant reimbursement (Vote 5-0).

On March 28, 2023, adopted City Council Resolution No. 2023-43, supporting the Vision Zero Initiative, as an aspirational initiative to achieve zero traffic-related deaths of serious injuries in the City of Vista (Vote: 5- 0).

On September 13, 2022, adopted City Council Resolution No. 2022-133, authorizing submittal of a Safe Streets and Roads for all (SS4A) Grant Application (Vote 5-0).

PRIOR TRAFFIC COMMISSION ACTION: On April 2, 2025, adopted the City’s Comprehensive Safety Action Plan (Vote: 5-0, Mangold and Matheus Absent).

STATEMENT ON THE SUBJECT: The Bipartisan Infrastructure Law (BIL) established the new Safe Streets and Roads for All (SS4A) discretionary program with $5 billion in appropriated funds over five years to fund regional, local, and Tribal initiatives through grants to reduce or eliminate roadway deaths and serious injuries. A goal of the SS4A program is to identify proactive, citywide opportunities in support of the Vision Zero goal of reducing roadway fatalities and serious injuries utilizing Safe System Approach elements (safe people, safe speeds, safe roads, safe vehicles, and post-crash care) to improve safety for all road users.

AGENDA
REPORT

CITY COUNCIL

COMMUNITY DEVELOPMENT COMMISSION

SUCCESSOR AGENCY

BUENA SANITATION DISTRICT

JOINT POWERS FINANCING AUTHORITY
05/13/2025 D2 1 of 101
MEETING DATE: May 13, 2025 PAGE 2

SUBJECT: SAFE STREETS AND ROADS FOR ALL COMPREHENSIVE SAFETY ACTION PLAN The SS4A program separates its funding into two grant types, one allocated toward funding the development of action plans and the other to fund the implementation of traffic safety countermeasure projects. As part of the Fiscal Year 2022 SS4A program, the City was awarded grant funds to develop a Comprehensive Safety Action Plan (Action Plan) in partnership with the San Diego Association of Governments (SANDAG).

The City’s Action Plan is a strategic planning report that analyzed the causes and attributes of recent injury traffic collisions, examined the safety risks of the local transportation environment and recommended countermeasures to prevent future severe injury and fatal crashes in the City.

One of the components of the Action Plan was a safety review which analyzed the attributes, causes and injury severities of five years of collision history involving all modes of transportation. This assessment informed the identification of a High Injury Network (HIN), which is a subset of roadways within the City that have the highest injury collision concentrations and patterns. The HIN was used to help identify priority project areas for countermeasure recommendations.

In accordance with the requirements of the grant program, a stakeholder task force was established with representatives from the City of Vista Traffic Engineering Division, Caltrans (District 11), San Diego County Sheriff’s Department, North County Transit District, Vista Unified School District, Vista Community Clinic
and the San Diego Bicycle Coalition. Four task force meetings were held to discuss traffic safety concerns and collaborate on identifying solutions. In addition, two interactive public workshops were conducted to gather input on community needs and priority areas with roadway safety issues that may not have been identified in the crash data analysis to ensure projects and strategies are equitable and supported by the community.

Informed by the Action Plan safety analysis, task force and community feedback, a Countermeasure Toolbox was developed to help address the causes of eight different types of collisions, which resulted in severe injuries or fatalities in the City. The Countermeasure Toolbox was then strategically applied to develop priority projects.

Ultimately, the Action Plan identified 38 project areas around the City, which encompassed all of the HIN and all City-operated signalized intersections totaling approximately 41.8 miles of roadway where safety countermeasures were identified for implementation. The project areas were then prioritized using criteria that considered crash injury history, safety risk, equity need and community need among other inputs. The ten highest scoring projects from the prioritization ranking process are as follows:

1. Emerald Drive from Olive Avenue to Sky Haven Lane

2. Sycamore Avenue from Green Oak Road to State Route 78 Eastbound Ramps

3. E. Vista Way from Taylor Street to the northern City boundary

4. W. Vista Way from S. Melrose Drive to Thunder Drive

5. N. Santa Fe Avenue from Bobier Drive to Osborne Street

6. Hacienda Drive from S. Melrose Drive S. to Emerald Drive

7. Townsite Area Phase II Project, comprised of Indian Rock Road, Citrus Avenue, Anza Avenue and the interior streets bounded by the above roadways

8. Systemic Citywide Safety Improvement Project at 110 signalized intersections

9. S. Santa Fe Avenue from Civic Center Drive to the eastern City boundary

10. Vale Terrace Drive from E. Vista Way to San Clemente Avenue

The Action Plan prepared conceptual design exhibits with preliminary cost estimates for the ten highest ranking projects with the intent that this information is readily available to submit for future grant funding opportunities to help implement these projects. Please see Exhibit 1 for the Action Plan. Please see the link below for the Action Plan with all the appendices.
05/13/2025 D2 2 of 101
MEETING DATE: May 13, 2025 PAGE 3

SUBJECT: SAFE STREETS AND ROADS FOR ALL COMPREHENSIVE SAFETY ACTION PLAN https://www.vista.gov/home/showpublisheddocument/32102/638785145644700000 The completion of the Comprehensive Safety Action Plan addresses the SS4A requirement for a completed and recognized Action Plan to be eligible for receiving grant funding through the SS4A grant program to implement projects. Staff is currently developing a grant application for the Emerald Drive Complete Street project (No. 1 on the priority list) for the Fiscal Year 2025 SS4A grant cycle. Staff would like to receive direction on which project or projects out of the remaining top ten Action Plan projects, for which to submit a grant application for the FY 2026 SS4A grant cycle.

FISCAL IMPACT: There is no direct fiscal impact associated with the adoption of the City’s Comprehensive Safety Action Plan.

EXHIBITS:

1. City Council Resolution No. 2025- , adopting the Vision Zero Initiative, an aspirational initiative to achieve zero traffic-related deaths or serious injuries in the City of Vista.

2. Comprehensive Safety Action Plan (without appendices) 05/13/2025 D2 3 of 101
00029213 7
RESOLUTION NO. 2025-

A RESOLUTION OF THE CITY COUNCIL OF THE CHARTERED CITY OF

VISTA, CALIFORNIA, ADOPTING THE VISION ZERO INITIATIVE, AN ASPIRATIONAL INITATIVE TO ACHIEVE ZERO TRAFFIC – RELATED

DEATHS OR SERIOUS INJURIIES IN THE CITY OF VISTA
The City Council of the City of Vista does resolve as follows:

1. Findings. The City Council hereby finds and declares the following:

A. WHEREAS, the life and health of all persons living and traveling within the City of Vista are our utmost priority, and no one should die or be seriously injured while traveling on our city streets; and
B. WHEREAS in the five years between September 2018 and August 2023 the City of Vista has been the site of 52 injurious bicycle collisions, 111 injurious pedestrian collisions, and 12 fatal pedestrian collisions; and
C. WHEREAS, any number of people dying and suffering serious injuries on our streets is a serious public health and safety issue which necessitates public action; and D. WHEREAS, Vision Zero is a comprehensive strategy aimed at eliminating all traffic-related fatalities and severe injuries suffered by all road users while increasing safe, healthy, equitable mobility for all modes of transportation; and E. WHEREAS, speed is recognized as a major determining factor of survival in a crash; and
F. WHEREAS, the City of Vista will work toward reducing vehicle speeds because the likelihood of a pedestrian surviving a crash is 10 percent if hit by a vehicle moving 40 mph; and
G. WHEREAS, the City of Vista wishes to encourage activities such as walking and cycling as part of a healthy lifestyle; and
H. WHEREAS, the City of Vista recognizes that a well -designed built environment will allow people to choose active transportation options freely and experience a better quality of life; and
I. WHEREAS, the implementation of Vision Zero requires the dedication of the City of Vista staff, support and collaboration with regional, state, and federal agencies, and ongoing engagement from the public who use our streets and transportation infrastructure; and J. WHEREAS, the City of Vista joins an international network of other jurisdictions in preventing traffic -related deaths through innovative engineering design, enforcement and education, and safety oriented policies. 05/13/2025 D2 4 of 101 (;+,%,7
RESOLUTION NO. 2025-

CITY COUNCIL OF THE CHARTERED CITY OF VISTA
PAGE 2
00029213 7EXH 01 2025 Resolution template -COV (00029213-8xBECB1).docx

2. Action.

A. The City of Vista adopts the goal of eliminating traffic -related deaths and serious injuries by 2028 and endorses Vision Zero as a comprehensive approach to achieving this goal.

B. The Vista City Council directs City of Vista staff to implement Vision Zero utilizing all available public resources.

C. The Vista City Council affirms the role of the 2025 Vista Comprehensive Safety Action Plan and the plan’s recommendations as a cornerstone of its Vision Zero initiative.

3. Adoption. PASSED AND ADOPTED at a meeting of the City Council of the City of Vista held on May 13, 2025, by the following vote:

AYES:

NOES:

ABSTAIN:

APPROVED AS TO FORM:

WALTER CHUNG, CITY ATTORNEY
By:

APPROVED
Walter C. Chung
20250505071547
JOHN B. FRANKLIN, MAYOR
ATTEST:

KATHY VALDEZ, CITY CLERK
By:
05/13/2025 D2 5 of 101
VISION
ZERO
Draft Report
March 2025
05/13/2025 D2 6 of 101
(;+,%,7
City of Vista
Engineering Department
200 Civic Center Drive
Vista, CA 92084
CR Associates
3900 Fifth Avenue, Suite 310
San Diego, CA 92103

ASSOCIATES
Prepared For
Prepared By
05/13/2025 D2 7 of 101
3VISTA COMPREHENSIVE SAFETY ACTION PLAN
Executive Summary
The City of Vista Comprehensive Safety Action Plan (Action Plan) is a strategic planning report that analyzes the causes and attributes of recent injury trafﬁc collision history, examines the safety risks of the local transportation environment and recommends countermeasures to prevent future severe injury and fatal trafﬁc collisions in the City.

The Action Plan follows the U.S. Department of Transportation’s (U.S. DOT) Safe Streets for All (SS4A) program’s guidance for the content of such reports (presented in Chapter 1), a requirement to ensure Vista’s eligibility for SS4A grant funding for future transportation safety projects. The Action Plan is a continued demonstration of Vista’s policy commitment toward Vision Zero, which is the goal to take the measures necessary to reduce or eliminate trafﬁc-related deaths and serious injuries. The Action Plan identiﬁes this goal, and six others:
equity and accessibility, education and outreach, infrastructure improvement, data-driven decision making, collaborative partnerships and policy advocacy.

Under SS4A requirements, Action Plans must have adequately engaged with the public and local stakeholders throughout the plan process. For Vista’s Action Plan, this included three in-person workshops, where a diverse and multi-generational public provided thoughtful input, relaying their experience with trafﬁc safety issues and issue locations around the City, and providing their feedback on components of the study such as the Safety Analysis, countermeasure selection and project prioritization. A Task Force comprised of representatives from City of Vista Engineering Department, San Diego County Sheriff’s Department, Vista Uniﬁed School District, Caltrans, North County Transit District, San Diego County Bicycle Coalition and Vista Community Clinic convened with the project team on four occasions to help guide the development of the Action Plan. They contributed to shaping plan elements such as the Safety Analysis,
collaborated on the plans vision and goals, helped
identify issues and locations for recommendations,
and provided feedback on the draft Action Plan.

These activities are summarized in Chapter 2.

Social equity need received attention in Chapter
3, where the socio-economic characteristics of the
City were analyzed and the relationship of several
measures of equity need to local severe and fatal
injury collisions was examined. The Action Plan
assessed the Climate and Environmental Justice
Screening Tool, the SS4A Underserved Communities
Census Tracts (Historically Disadvantaged
Communities) Tool (both measures developed by the
federal government), and Caltrans’ Transportation
Equity Index. Each measure considers a population’s
vulnerability or exposure to unsafe transportation
environments, through indicators such as collision
history, high trafﬁc volumes, or in the identiﬁcation
of areas with heavy transportation burden. These
Vista Comprehensive Safety Action Plan High
Injury Network
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!( !(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
²
01 0.5 Miles
W Vista Wy
Emerald Dr
Olive Av
N Melrose Dr VistaVillage
Dr
CivicCenterDr
E Bobier Dr
E Vista Wy
N Santa Fe Av
S Santa Fe Av
SycamoreAv
Shadowridge Dr
S Melrose Dr
BusinessParkDr
Faraday A v
Cannon Rd
Hacienda
Dr
·}78
San Diego
County
San
Marcos
Carlsbad
Oceanside
Vale Terrace Dr
SunsetDr
Monte Vista Dr
Foothill Dr
Severe or Fatal Collisions (All Modes)
!( Within Vista
!( Outside of Vista (for HIN sliding scale)
Park
School
Composite (All Modes) High Injury Network
05/13/2025 D2 8 of 101
4VISTA COMPREHENSIVE SAFETY ACTION PLAN
measures helped inform the Action Plan’s identiﬁcation of project areas, selection of safety countermeasures and the project prioritization process.

The report contains a detailed Safety Analysis (Appendix D and brieﬂy summarized in Chapter 4), which analyzed the attributes, causes and injury severities of collisions involving all modes of transportation occurring between September 1, 2018, and August 30, 2023.

The assessment informed the identiﬁcation of a High Injury Network (HIN), which are a subset of roadways within the City that have the highest injury collision concentration and patterns. The HIN was subsequently used to identify project areas for countermeasure recommendations.

Some of the key ﬁndings of the Safety Analysis included:
ɽ More than nine in ten pedestrian-involved (96%) or bicyclist-involved (91%) trafﬁc collisions resulted in at least a minor injury. In contrast, parties sustained injuries in just 35% of all vehicular only collisions.
ɽ Pedestrians and bicyclists are extremely vulnerable to severe injury or worse compared to vehicular parties involved in collisions.
▶ About 10% of all pedestrian-involved collisions resulted in a fatality, a rate of fatality over thirty times higher than in vehicular only collisions.
▶ More than one in four pedestrian-involved collisions resulted in severe injury or fatality. ▶ Severe injuries to bicyclists occurred at a rate about four times more frequent than severe injuries or worse in vehicular only collisions.
ɽ Broadsides and rear-ends were the most common
collision types of vehicular only collisions.
ɽ Broadsides and head-ons were the most common
collision types in severe and fatal vehicular only
collisions.
ɽ About half of all severe and fatal collisions occurred between 6:00pm and midnight.
ɽ The Emerald Drive and W. Vista Way intersection
had the most vehicular only injury collisions in
the City with 18 collisions, followed by N. Santa Fe
Avenue and Vista Village Drive with 16 collisions.
ɽ Four intersections had three pedestrian-involved
collisions, the most of any location in the City. They
were:
▶ Sycamore Avenue and Thibodo Road/Plumosa
Avenue
▶ E. Vista Way and Monte Mar Road
Excerpt from Countermeasure Toolbox
05/13/2025 D2 9 of 101
5VISTA COMPREHENSIVE SAFETY ACTION PLAN
▶ S. Melrose Drive and Hacienda Avenue
▶ N. Santa Fe Avenue and California Avenue
ɽ Two intersections had two bicyclist-involved collisions, no other locations had more than one. Those locations were Vista Village Drive and Citrus Avenue, and S. Melrose Drive and Longhorn Drive/Live Oak Road.

Referencing guidance from resources including the U.S. DOT/FHWA’s 28 Proven Safety Countermeasures and Caltrans’ 2024 Local Roadway Safety Manual, safety countermeasures were identiﬁed that treat the causes of eight different types of collisions: rear-ends, broadsides, sideswipes, head-ons, Driving Under the Inﬂuence, pedestrian-vehicle and bicyclist-vehicle. The Countermeasure Toolbox (Appendix E and brieﬂy summarized in Chapter 5) describes the effectiveness of over 50 countermeasures – including potential treatments at intersections, trafﬁc signals, midblock segments and along rural roads.

In Chapter 6, thirty-eight (38) project areas
were identiﬁed around the City which
encompassed all of the HIN and all City-
operated signalized intersections. The
needs, safety issues, opportunities and
challenges, and any previously identiﬁed
mobility recommendations from other
Vista projects and studies were considered
when determining the recommended
countermeasures for each project
area. The project areas were ultimately
prioritized using criteria that considered
crash injury history, safety risk, equity
need, and community need, among
other inputs. The ten highest scoring
projects from the prioritization ranking
process were selected, with each high
priority project receiving detailed project descriptions, conceptual exhibits and preliminary cost estimates. The content from these high priority project sheets will be used to help Vista pursue grant funding for the implementation of those projects.

Vista’s current transportation policies, plans, and guidelines, including its General Plan and municipal code, were assessed to determine their relevance to the seven goals set in the Action Plan and to identify where current policies could be modiﬁed to strengthen their relationship. This review is presented in Chapter 7.

Monitoring and transparency are essential to ensuring accountability toward achieving Vision Zero goals. In Chapter 8, the Action Plan includes monitoring recommendations to follow the progress of countermeasure implementation, including qualitative and quantitative supplemental before/after assessments of implemented Action Plan projects, and guidance for the continued periodic monitoring of collision data using benchmarks established from the period of data used in the Safety Analysis.

Conceptual exhibit from South Santa Fe Avenue high
priority project
CC t ll hihibibit ff SS hth SS t FF AA hihi hh

V ISION
ZERO
See next page
for detail
Signal to control
both intersections
C
i
v
i
c
C
e
n
t
e
r
D
r
Sa
n
t
a An
i
t
a Pl
S
a
n
t
a
Fe
P
l
P
o
s
t
s
s
a
l
W
a
W
W
y
M
o
n
t
e
t
V
i
s
t
a
D
r
Servi
c
e
P
l
S. Sa
nta F
e Ave
S
.

S
an
ta
Fe
Ave
C
y
C
C
p
r
e
s
s
D
s
r
M
a
r
V
i
s
t
a
D
r
S.

Sa
nta
F
e
Ave
Montgomery D
r
See previous page
for Cross Section
N
°
N
°
N°
Curb Extension w/ ADA Curb Ramp
Curb Radius Reduction
ADA Curb Ramp
Class IV
LEGEND
Raised Median
New Signal
High Visibility Crosswalk
with Advance Stop Bar
Existing Signalized Intersection
w/Modiﬁcations(See Project #8)
Bus Stop
SeeBelow
Leftff
See Below LeftSee Ab
ove
Right
See
Above Rig
ht
#9

CORRIDOR OVERVIEW MA P
South Santa Fe Avenue (Civic Center Dr to Montgomery Dr) 05/13/2025 D2 10 of 101
6VISTA COMPREHENSIVE SAFETY ACTION PLAN

Table of Contents
Executive Summary ....................................................................... 3

1.0 Introduction ................................................................ 8

1.1 Safe System Approach Overview ...................................................1 1

1.2 Vista’s Safety Commitment Resolution ............................................ 1 3

1.3 Vision Statement and Goals ....................................................... 1 4

2.0 Public and Stakeholder Engagement ......................................... 1 5

2.1 Task Force ......................................................................... 1 7

2.2 Public Workshops ................................................................. 1 9

3.0 Equity Analysis ............................................................. 2 2

3.1 Demographic Overview .......................................................... 2 3

3.2 Measures of Equity ............................................................... 2 5

4.0 Collision History ...........................................................3 4

4.1 Collision Injury Severity ........................................................... 3 5

4.2 Collision Frequency by Primary Violation Causes ................................3 6

4.3 Collision Frequency by Locations ................................................3 6

4.4 High Injury Network .............................................................4 2

5.0 Countermeasures ..........................................................4 4

6.0 Project Recommendations .................................................4 9

6.1 Project Prioritization .............................................................. 5 2

6.2 Countermeasure Identiﬁcation ..................................................5 4

6.3 High Priority Projects ............................................................ 5 5

7.0 Policy Analysis .............................................................8 3

8.0 Monitoring and Evaluation ..................................................9 0

8.1 Monitoring Countermeasure Implementation .................................... 9 1

8.2 Safety Benchmarking with Future Collision Data ................................9 2

8.3 Monitoring Before and After Conditions .........................................9 4

8.4 Stakeholder Communications ..................................................9 5 05/13/2025 D2 11 of 101
7VISTA COMPREHENSIVE SAFETY ACTION PLAN

List of Figures
List of Tables
Figure 3.1 - CEJST Analysis with Severe and Fatal Collisions ..............................2 7 Figure 3.2 - SS4A Historically Disadvantaged Communities Analysis with Severe and Fatal Collisions .............................................................2 9 Figure 3.3 - Transportation Equity Index with Severe and Fatal Collisions ................ 3 1 Figure 3.4 - Equity Focus Area Composite Map .......................................... 3 3 Figure 4.1 - Collisions by Injury Severity by Mode ........................................ 3 5 Figure 4.2 - Primary Causes – All Collisions ..............................................3 6 Figure 4.3 - Vehicular Only Collisions Resulting in Injury ................................ 3 7 Figure 4.4 - Pedestrian-Involved Collisions ..............................................3 9 Figure 4.5 - Bicyclist-Involved Collisions .................................................. 4 1 Figure 4.6 - High Injury Network (All Modes) ............................................4 3 Figure 6.1 - Vista CSAP Project Areas ...................................................... 5 1 Table 3.1 - Vulnerable Age Groups in Pedestrian- and Bicycle-Involved Collisions ....... 2 3 Table 3.2 - Percentage Share of Vista and Region’s Population that is BIPOC ...........2 4 Table 3.3 - Household Vehicle Ownership ................................................ 2 5 Table 6.1 - Project Prioritization Results .................................................. 5 3 Table 8.1 - Severe and Fatal Collision Characteristics Monitoring. . . . . . . . . . . . . . . . . . . . . . . . . 93 05/13/2025 D2 12 of 101

1.0 Introduction

1.0 Introduction
8VISTA COMPREHENSIVE SAFETY ACTION PLAN
05/13/2025 D2 13 of 101
9VISTA COMPREHENSIVE SAFETY ACTION PLAN

1.0 Introduction
The City of Vista Comprehensive Safety Action Plan (Action Plan) is a strategic planning report that analyzes the causes and attributes of recent injury trafﬁc collision history, examines the safety risks of the local transportation
environment and recommends countermeasures to
reduce or prevent future severe injury and fatal trafﬁc collisions in the City.

Action Plans are made within the framework and
guidance of the United States Department of
Transportation’s (U.S. DOT) Safe Streets and Roads for
All (SS4A) program. The SS4A program was established
as a component of the Infrastructure Investment and
Jobs Act (also known as the Bipartisan Infrastructure
Law), which was enacted by the 117th Congress
and signed into law by the president in 2021.

The intent of the SS4A program is to fund
transportation improvements for regional,
local, and Tribal jurisdictions which reduce
and seek to eliminate transportation user
fatalities using the Safe System Approach.

The SS4A program includes $5 billion
in appropriated funds over ﬁve years,
2022-2026. The program separates
its funding into two grant types,
one allocated toward funding the
development of Action Plans and the other
to fund the implementation of trafﬁc safety
countermeasure projects. SS4A requires a
completed and recognized Action Plan to be
eligible for receiving grant funding to implement
projects. The preparation of Vista’s Action Plan was
made possible by funding received in 2023 from a successful competitive SS4A grant pursuit made in partnership with the San Diego Association of Governments (SANDAG). Upon SS4A-recognition of this Action Plan, the City intends to select projects from the high priority projects identiﬁed herein to pursue grant funding for the ﬁscal year 2025 grant cycles of both the SS4A and Caltrans Highway Safety Improvement Program (HSIP) programs.
1 Infrastructure Investment and Jobs Act (H.R. 3684):
https://www.congress.gov/bill/117th-congress/house-bill/3684 2 Safe System Approach: https://www.transportation.gov/safe-system-approach The Safe Streets for All (SS4A) program
includes $5 billion in appropriated
funds over ﬁve years, 2022- 2026. The
program allocates funding toward
the development of Action Plans and
to fund the implementation of trafﬁc
safety countermeasure projects. SS4A
requires a completed and recognized
Action Plan to be eligible for receiving
grant funding to implement projects.
05/13/2025 D2 14 of 101
10VISTA COMPREHENSIVE SAFETY ACTION PLAN

1.0 Introduction
For an Action Plan to be SS4A-recognized, it must have accomplished the following objectives3:
ɽ Leadership Commitment and Goal Setting: establishing a policy commitment from the City’s governing body with the goal to reduce or eventually eliminate fatal and severe trafﬁc collisions with timeline or target reduction speciﬁcity.
ɽ Planning Structure: establishing a task force to assist with the plan’s development.
ɽ Safety Analysis: an analysis of recent injury collision history and their contributing factors to identify high-risk geographic locations and transportation environments, safety needs and to determine baselines for future safety monitoring
ɽ Engagement and Collaboration: the public and relevant stakeholders are involved in the development of the plan, and their input is incorporated.
ɽ Equity Considerations: effort made to include politically and economically disadvantaged populations in the public engagement process, an assessment of the jurisdiction’s conditions of structural inequality, and fair consideration of these groups in project recommendations.
ɽ Policy and Process Changes: an assessment and reﬁnement of the City’s current transportation safety policies.
ɽ Strategy and Project Selections: identiﬁcation and prioritization of infrastructural, behavioral, and/or operational safety projects informed by data analysis, stakeholder input and equity considerations.
ɽ Progress and Transparency: a method to analyze progress over time and ensure ongoing transparency with the public.

The City’s action plan covers each of these objectives. The SS4A Self- Certiﬁcation Eligibility Worksheet (Appendix A) also documents the exact pages where these requirements are fulﬁlled within the report. 3 SS4A Action Plan Components:
https://www.transportation.gov/sites/dot.gov/ﬁles/2022-06/SS4A_Action_Plan_Components.pdf 05/13/2025 D2 15 of 101
11VISTA COMPREHENSIVE SAFETY ACTION PLAN

1.0 Introduction

1.1 Safe System Approach Overview
The SS4A grant program is guided by the Safe System Approach, represented in the diagram, which is a transportation safety policy paradigm guided by anticipatory reasoning, that strives towards the elimination of trafﬁc fatalities and severe injuries through the advancement of safer transportation environments and a culture of trafﬁc safety. The recommendations of this Action Plan, presented in the later chapters of this report, observe that guidance.

At the foundation of the Safe System Approach
are these core principles:
ɽ Death and serious injuries are
unacceptable: prevention of the
types of crashes that result in death
and severe injuries should be a
higher priority than non-life-
threatening crashes.
ɽ Humans make mistakes:
transportation system design
should always anticipate
the likelihood that human
decision-making errors will lead
to crashes.
ɽ Humans are vulnerable:
human-centric design and scaling
are essential in transportation to
ensure that when crashes occur, they
are at impact levels the human body
can withstand without sustaining severe
injury.
ɽ Responsibility is shared: all participating
stakeholders in a transportation system (roadway users, equipment manufacturers, public administrators/servants, planning and design practitioners, etc.) are accountable for upholding trafﬁc safety through their roles. ɽ Safety is proactive: safety countermeasures should also be applied preemptively to locations with safety risk characteristics, rather than solely reacting in response to crashes.
ɽ Redundancy is crucial: multiple elements that provide redundancy help reduce overall risk because other parts of the system will provide backup when one part fails. y
vere
Source: U.S. DOT Federal Highway
Administration (FHWA)
Safe System Approach
05/13/2025 D2 16 of 101
12VISTA COMPREHENSIVE SAFETY ACTION PLAN

1.0 Introduction
The core principles of the Safe System Approach are in contrast from previous road safety paradigms. Those differences are shown in the comparison below. 4 U.S. DOT FHWA “The Safe System Approach Presentation” (2024):
https://highways.dot.gov/safety/zero-deaths/safe-system-approach-presentation-1 The Safe System Approach’s core principles inﬂuence ﬁve interrelated elements to transportation system design: Safe Road Users, Safe Vehicles, Safe Speeds, Safe Roads, and Post-Crash Care
4:

1. Safe Road Users: The safety needs of all roadway users, including motorists, pedestrians, cyclists, and public transportation users are met, and similarly all roadway users are obligated to operate in a safe manner (following trafﬁc laws, not being distracted or impaired while operating, etc.).

2. Safe Vehicles: Vehicles are designed and regulated to minimize the occurrence of severe and fatal collisions and incorporate state-of-the-art safety equipment and technological features that help operators avoid crashes.

3. Safe Speeds: Making safer speeds possible through design choices and the lowering of speed limits. Slower travel speeds improve the visibility of one’s surroundings, enable more reaction time for parties to avoid a crash, and reduce the likelihood of fatal and severe injuries when crashes do occur.

Source: U.S. DOT Federal Highway Administration (FHWA)
Prevent death
and serious injuries
Design for human
mistakes/limitations
Reduce system
kinetic energy
Share
responsibility
Proactively identify
and address risks
Traditional Safe System
Whereas traditional road
safety strives to modify
human behavior and prevent
all crashes, the Safe System
Approach also refocuses
transportation system design
and operation on anticipating
human mistakes and lessening
impact forces to reduce crash
severity and save lives.

Prevent
Crashes
Improve
human behavior
Control
speed
Individuals
are responsible
React based
on crash history
The Traditional Road Safety Paradigm Versus the Safe System Approach 05/13/2025 D2 17 of 101
13VISTA COMPREHENSIVE SAFETY ACTION PLAN

1.0 Introduction

4. Safe Roads: The prevention of fatal and severe injury crashes through safe roadway design for the beneﬁt of all users, ﬁrst by reducing the likelihood of user error, and second, reducing collision severity when error occurs.

Three typical strategies in safe roadway design to reduce user error are:

1. Separating different users in space (for example, separate facilities for cyclists and pedestrians, or turn pockets for motorists in a separate space from through trafﬁc),

2. Separating users in time, in locations where conﬂicts in space do occur (accomplished through measures like exclusive (protected) left turn phases, right turn on red restrictions, and pedestrian crossing phases which ban vehicular movements), and

3. Treatments which increase attentiveness and awareness of other users and objects in the roadway (enhanced signage, lighting, abrasive roadway materials, etc.).

Reducing injury severity is generally handled by managing crash kinetic energy. Ways safer roadway design may do this includes:
▶ Managing trafﬁc speeds (e.g., slower posted speed limits, trafﬁc calming devices, speed deterrence)
▶ Managing crash angles (e.g., roundabouts, which eliminate broadside and head-on collisions, and medians, which deter head-on collisions) ▶ Managing crash energy distribution (e.g., roadside barriers which absorb collision impacts)

5. Post-Crash Care: Ensuring services and institutions react appropriately when collisions do occur to save lives and apply lessons or make changes to improve conditions in the future. At the crash scene this includes providing effective trafﬁc incident management, emergency response and medical care to victims, and that crashes are investigated and reported accurately. In a societal context, this encompasses the role of media in portraying victims fairly and raising awareness about safety issues, policymakers’ ability to enact swift and effective changes to enhance safety, and the justice system’s approach to addressing unsafe or unlawful roadway behavior through appropriate enforcement and penalties.

1.2 Vista’s Safety Commitment Resolution
On March 28, 2023, Vista City Council unanimously adopted a policy commitment toward Vision Zero (Resolution No. 2023-43). The Resolution signiﬁes the City of Vista’s adoption of the goal to reduce or eliminate trafﬁc-related deaths and serious injuries by 2028 and endorses Vision Zero as a comprehensive approach to achieving this goal.

Upon City Council approval of the completed Action Plan (anticipated in Spring 2025), a motion will be made to pass an updated Vision Zero resolution that afﬁrms the role and relationship this Action Plan has to its policy commitment, and if necessary, update any 05/13/2025 D2 18 of 101
14VISTA COMPREHENSIVE SAFETY ACTION PLAN

1.0 Introduction
references made to trafﬁc collision injury statistics with the latest information available.

Appendix B includes the complete text of Resolution No. 2023-43 – the City’s Vision Zero policy commitment with proposed language updates to the Resolution.

1.3 Vision Statement and Goals
To provide a guiding framework for developing the Action Plan’s content and public engagement efforts, a Task Force was assembled comprised of informed local stakeholders with diverse perspectives to craft a Vision Statement and set of goals for the plan. The vision and goals pay recognition to SS4A objectives (such as collaboration with stakeholders, community engagement, and data-driven approaches) and encapsulates the City’s Vision Zero aspirations. These statements emphasize a commitment to creating safer streets and promoting a culture of trafﬁc safety for all residents and visitors.

Goals
ɽ Eliminate Trafﬁc Fatalities and Severe Injuries: Work towards zero deaths and serious injuries on our streets by implementing proven safety measures and adopting a
holistic approach to road safety.
ɽ Equity and Accessibility: Ensure equitable access to
safe transportation options for all community members,
regardless of age, income, ability, or mode of travel,
with a focus on addressing disparities in underserved
communities.
ɽ Education and Outreach: Increase public awareness and understanding of trafﬁc safety issues through educational campaigns, outreach events, and partnerships with schools, community organizations, and businesses.
ɽ Infrastructure Improvement: Enhance street design and infrastructure to prioritize the safety of pedestrians, cyclists, motorists, and public transit users, with a particular emphasis on implementing Vision Zero principles in urban planning and development projects.
ɽ Data-Driven Decision Making: Utilize data analysis, crash data, and community feedback to identify priority areas for safety improvements, track progress and countermeasure effectiveness, and inform decision-making processes.
ɽ Collaborative Partnerships: Foster collaboration among government agencies, community stakeholders, advocacy groups, and the private sector to coordinate efforts, share resources, and collectively work towards achieving Vision Zero goals. ɽ Policy Advocacy: Advocate for adopting trafﬁc safety policies and regulations that prioritize Vision Zero principles, including measures to reduce speeding, improve pedestrian and cyclist infrastructure, and enhance trafﬁc enforcement.

Vision Statement
“To create safe and
accessible streets for all,
where trafﬁc fatalities
and severe injuries are
eliminated, and every
road user can travel
safely, regardless of their
mode of transportation
or background.”
05/13/2025 D2 19 of 101

2.0 Public and
Stakeholder
Engagement

2.0 Public and
Stakeholder
Engagement
15VISTA COMPREHENSIVE SAFETY ACTION PLAN
05/13/2025 D2 20 of 101
16VISTA COMPREHENSIVE SAFETY ACTION PLAN

2.0 Public and Stakeholder Engagement
To help establish the Action Plan various public engagement strategies were undertaken.

These included three in-person workshops, and four Task Force meetings with grassroots and public agency stakeholders which were conducted over a period spanning from April 2024 and February 2025.

Before any public events, one of the initial
engagement strategies was creating a brand to
help elevate the perception and signiﬁcance of
the Action Plan to the public. The Action Plan logo
incorporates symbolic elements representing
multimodal transportation and prominently
includes “Vision Zero,” a term widely recognized
as synonymous with efforts to reduce or eliminate
trafﬁc fatalities. The color palette mirrors the City
of Vista’s logo, intentionally reinforcing the Action Plan’s connection to the City. The logo was prominently displayed throughout the initiative on various visual materials, including public workshop exhibits, PowerPoint presentations, and fact sheets.

Additionally, a fact sheet was developed in English and Spanish languages providing a concise description of the Action Plan’s purpose, encouraging public involvement in the process. The fact sheet was disseminated through the City of Vista’s communications lists, posted at Vista Civic Center, and distributed to stakeholder grassroots organizations and in-person workshops. The fact sheet was periodically
updated to provide timely information on upcoming
events, progress of the Action Plan and the overall
schedule. The fact sheet also included contact
information for the City’s project manager, enabling
interested parties a direct line of communication
to relay input or to obtain further information and
upcoming events.

Throughout the process of public engagement,
activities emphasized the following messages:
▶ The Action Plan is a collaboration between the
City of Vista, its residents and stakeholders,
Caltrans, and SANDAG.
▶ The City’s commitment towards Vision Zero.
▶ Input from community members is necessary
to understand the safety issues and locations
of concern facing all, particularly the most
vulnerable users, and to develop improvement
recommendations.
▶ The Action Plan will include recommendations
to improve safety for all users and will help with
pursuing grant funding to implement the recommended solutions.

The City of Vista has received a Safe Streets and
Roads for All (SS4A) planning grant to develop
a Comprehensive Safety Action Plan aimed at
reducing collisions and improving road safety.

Public workshops will be held to gather input
on identifying problem areas and prioritizing
safety improvements. Your participation in these
workshops is crucial. The ﬁrst set of workshops
will focus on identifying locations needing
safety improvements, while the second set of
workshops will prioritize safety project locations.

After these workshops, the City will develop the
Comprehensive Safety Action Plan with a list of
priority projects and use the plan to secure grant
funding to build the projects.

WE WANT TO HEAR FROM YOU!
Attend one of the Public Workshops focusing on your area to learn about the project, provide your input on safety, and sign up to stay informed about the Comprehensive Safety Action Plan

PROJECT OBJECTIVES
Reduce Vista roadway fatalities and
severe injuries to zero
Analyze and highlight Vista’s high
injury network (places where
collisions frequently happen)

COMPREHENSIVE
SAFETY

ACTION PLAN
FOR ADDITIONAL INFORMATION, CONTACT:

Husam Hasenin, P.E., T.E., Principal Engineer, City of Vista E-mail: [email protected]
6:00-8:00 PM
@Vista Civic Center, Community Room
200 Civic Center Drive, Vista, CA 92084
April 25:

Public Workshop - North Vista Focused
April 30:

Public Workshop - South Vista Focused
Prioritize projects that improve safety
for pedestrians, bicyclists, transit users
Create a community-driven list of
desired safety improvements

SCAN THE QR

CODE BELOW

TO CONTACT US

PROJECT SCHEDULE
Data Collection & Analysis
Task Force Meetings
& Workshops
Winter/Spring 2024
Develop & Prioritize Projects
Task Force Meeting
& Workshops
Summer 2024
Task Force Meeting
Create a Monitoring Framework
Develop & Finalize the Safety
Action Plan
Fall 2024
Iteration of the Action Plan Fact Sheet used in
advance of the ﬁrst set of in-person public workshops
The City of Vista logo (left) and Vista Comprehensive
Safety Action Plan logo (right)
05/13/2025 D2 21 of 101
17VISTA COMPREHENSIVE SAFETY ACTION PLAN

2.0 Public and Stakeholder Engagement

2.1 Task Force
The Task Force played a pivotal role in guiding the development of the Action Plan. They contributed to shaping plan elements such as the Safety Analysis, collaborated on the vision statement and goals, helped identify issues and locations for recommendations, and provided feedback on the draft Action Plan. They also leveraged their respective networks to expand awareness of the Action Plan to a broader audience. Four task force meetings were held at key junctures in the schedule virtually, via the Microsoft Teams platform. In addition to City of Vista Engineering Department staff, the Task Force involved representatives from the following stakeholders:

The events of each meeting are summarized in this section.

Task Force Meeting 1
The ﬁrst Task Force meeting took place on April 18, 2024. It provided an overview of the Action Plan’s purpose, its essential components, and background information on the U.S. DOT’s SS4A program. This initial meeting also clariﬁed the roles and expectations of Task Force participants. During the ﬁrst meeting the Task Force helped develop a vision statement and goals for the Action Plan (introduced in Chapter 1), and discussed trafﬁc safety issues around Vista from their perspectives. Universally agreed upon observations from this discussion included the pervasiveness of high trafﬁc speeds along the City’s major roadways, infrequent trafﬁc-controlled crossing locations across multi-lane streets such as North Santa Fe Avenue, and the lack of sidewalks around many parts of the City – including on walking routes to local schools and at some bus stops. This local stakeholder feedback helped ensure location-speciﬁc safety topics were also included in public outreach discussions.

The second half of the task force meeting included a presentation of the ﬁndings of the Safety Analysis (a required Action Plan component and the subject of Chapter 4 in this report), as well as the methods used and results of the High Injury Network. The meeting concluded with a preview of the format of the ﬁrst two public workshops.

San Diego County
Sheriff’s Department
(Trafﬁc Safety Division)
Vista Uniﬁed School District California Department of
Transportation (Caltrans)
North County Transit
District
San Diego County Bicycle
Coalition
Vista Community Clinic
Stakeholders
05/13/2025 D2 22 of 101
18VISTA COMPREHENSIVE SAFETY ACTION PLAN

2.0 Public and Stakeholder Engagement
Task Force Meeting 2
The second Task Force meeting was held on May 22, 2024. In this meeting the group ﬁnalized the Action Plan’s vision statement and goals developed in the ﬁrst meeting. They were presented ﬁndings from the Equity Analysis (a required Action Plan component and the subject of Chapter 3 in this report) and provided a recap of the ﬁrst two public workshops that were held since the previous Task Force meeting.

The second half of the meeting included a collaborative exercise where all participants discussed safety issue locations in the City as experienced from the perspectives of users of different travel modes: motorists and their passengers, pedestrians, cyclists and public transportation users.

Task Force Meeting 3
The third Task Force meeting was
hosted on October 3, 2024, in advance
of the third public workshop held in
mid-October. At this meeting trafﬁc
safety countermeasures were presented
for consideration for the Action Plan’s
countermeasure toolbox (Chapter 5
of this report) and the method used
for identifying the countermeasures.

The content proposed for the
countermeasure toolbox was shared for
one sample countermeasure which was
then shared with the participants for feedback.

Task Force participants
had the opportunity
to interactively share
observations on location
speciﬁc safety for
multiple transportation
modes in Miro, a
virtual platform for
brainstorming and
collaboration.
s
This platform enabled all participants to add placemarks, draw on maps and provide comments tagged to the
location simultaneously within the Miro document.
05/13/2025 D2 23 of 101
19VISTA COMPREHENSIVE SAFETY ACTION PLAN

2.0 Public and Stakeholder Engagement
The second half of the meeting introduced the proposed criteria and method used for high priority project prioritization, the method used for identifying project areas and determining their geographic extents, and examples of the types of countermeasures that would be proposed with the project areas. One of the prioritization criteria was public and stakeholder input. At the third public workshop participants were given the opportunity to vote for their preference for the high priority project areas.

Task Force Meeting 4
The fourth Task Force meeting occurred on February 25, 2025 at which time feedback was obtained from the participants on the Draft Action Plan.

2.2 Public Workshops
Three public workshops were held for the Action Plan, all of them were in-person events.

Each workshop began with a brief presentation and followed with activities which provided opportunities for small groups of participants to engage interactively with exhibits and Action Plan facilitators. Spanish capable facilitators were present and contributed to all three workshops. The City of Vista also provided a Spanish speaking translator at the workshops to conduct simultaneous translation of workshop presentations. Input received from the community at the three workshops is summarized in Appendix C.

Public Workshops 1 and 2
Public Workshops 1 and 2 took place on the evenings of Thursday, April 25 and Tuesday, April 30, 2024, respectively. Both events were held at the Vista Civic Center in the Morris B. Vance Community Room. These ﬁrst two workshops introduced the Action Plan to the public, presented the ﬁndings of the Safety Analysis,
and gave community members a platform to provide
input on speciﬁc safety issues and locations of concern. A diverse group of participants attended these workshops, including high school students, senior citizens, a Sheriff’s deputy, and City ofﬁcials.

The programming for these two workshops was identical;
however, the ﬁrst event sought to emphasize safety
issues in the northern half of Vista, while the second
workshop, held ﬁve days later, focused on the southern
half. In practice, facilitators welcomed input regardless of geographic location at either event. These two areas of the City differ somewhat in their characteristics and demographics. Northern Vista, having urbanized earlier
than the southern part, includes areas with a walkable
urban form but generally features aging transportation
infrastructure. It is also home to a signiﬁcant Spanish- speaking population and is typically less afﬂuent. In
A group of Spanish-speaking Vista residents
relay local safety issue areas to Action
Plan project team during map exercise at
Workshop 1
05/13/2025 D2 24 of 101
20VISTA COMPREHENSIVE SAFETY ACTION PLAN

2.0 Public and Stakeholder Engagement
contrast, Southern Vista consists of more master-planned developments with suburban characteristics, a large industrial employment area, and newer transportation infrastructure.

Despite these distinctions, both areas share pockets of semi-rural characteristics, often marked by limited sidewalk coverage and challenging conditions for non-motorists.

Following a brief overview presentation, guests were encouraged to join a table with a facilitator and discuss safety issues. To help stimulate conversation, facilitators asked participants what the most important safety issues were to them. A workshop board listing some notable issues at each table served as prompts for discussion. The most common issues raised by the participants in this exercise included safety for pedestrians and bicyclists traveling to and from schools, the lack of sidewalks near schools, vehicular speeding, and inadequate lighting in many places.

In the second activity, a large map of Vista was placed in the center of each table, and participants were encouraged to suggest, place stickers or write on the map in locations where they had safety concerns (or conversely, areas with ideal or exemplary conditions).

Through this exercise, participants elaborated on their experiences interacting with trafﬁc, locations where they felt vulnerable, and other transportation safety insights.

Public Workshop 3
Public Workshop 3 was held on a Wednesday evening on October 9, 2024, at the Vista Civic Center in the Morris B. Vance Community Room. A brief presentation made at the beginning of the workshop educated the public on various trafﬁc safety countermeasures identiﬁed in the Action Plan that help address the causes of different types of crashes, such as broadsides, rear-ends, sideswipes, roadway departure, hit object, vehicle-pedestrian and vehicle-bicyclist Consultant facilitating a conversation with a group of participants spanning multiple generations at Workshop 2 05/13/2025 D2 25 of 101
21VISTA COMPREHENSIVE SAFETY ACTION PLAN

2.0 Public and Stakeholder Engagement
collisions. The presentation also revealed the
project areas identiﬁed in the Action Plan,
and the criteria to be used in the prioritization
process which would determine the selection
of the ten highest priority projects among
those project areas. Participants at the
workshop were given a role in that process, as
they were encouraged to vote for their project
area preferences at one of the stations in this
workshop.

The workshop featured two stations with
exhibits providing more detailed information
on the countermeasures, one for vehicular-
only collision countermeasures and the other
for vehicle-pedestrian and vehicle-bicyclist
collision countermeasures. The latter station
featured descriptions, images and cross-
sections of Complete Street designs and
separated bikeways, and pedestrian safety
countermeasures such as Leading Pedestrian
Intervals. Action Plan facilitators at the
workshop also answered any questions the
participants had about the different types
of countermeasures, such as how they work,
how they were identiﬁed, and their efﬁcacy in
reducing crash risk and severity. Facilitators
were able to gauge the attendees’ interest in
the different countermeasures as they cycled
past each station.

A third station enabled the public an
opportunity to deliberate and discuss high
priority project areas in the City. In this
exercise, each participant was provided
stickers to place on the map of project
areas indicating their votes for their top two
highest priority project locations. Facilitators
at this station answered questions the
public had about the types of safety issues
experienced within the project areas and
the types of countermeasures envisioned to
be implemented within these locations. The
votes provided by the public in this exercise were ultimately integrated into the public input criteria scoring of the prioritization process (described in Chapter 6).

Participants at Workshop 3 discussing the Action Plan’s priority project areas and voting for their high priority project preferences.

A reflective border added to the traffic signal back-
plate to improve daytime, nighttime, and low visibili-
ty conditions of traffic signals for motorists approach- ing the intersection.

Traffic Signal Backplate w/Retroflective Borders
* Addresses numerous collision types, including
broadside/angle and rear-end
* 15% Crash Reduction Factor
Prohibition of U-turns at signals eliminates a con-
flict with overlapping right-turn on red movements
that are occurring to the left of the left-turn/U-turn
pocket.

Restrict U-Turns at Traffic Signals
* Addresses broadside and sideswipe collisions
* 15% Crash Reduction Factor
Source: Texas Transportation Institute
Additional signal heads are installed to match number of travel lanes in approach. Signal heads are then realigned with each lane of the intersection approach to improve mo- torist visibility of the traffic signals and clarify intersection configuration.

Realigned Signal Heads
* Addresses numerous collision types, including broadside/angle and rear-end
* 15% Crash Reduction Factor
Appropriately timed yellow change intervals better enable motorists to stop safely and prevent unintentional red light running.

Advanced Dilemma Zone Detection is a system used on high-speed sig- nalized intersection approaches which modifies traffic control signal timing to reduce motorist difficulty in deciding whether to stop or proceed during the yellow phase.

Y ellow Change Intervals / Advanced Dilemma Zone Detection * Addresses broadside/angle collisions
* 36-50% reduction in red-light running, 12% reduction in injury crashes Prohibition of motorist right turn movements at a
red light to eliminate conflicts with the perpendic-
ular traffic and pedestrian crossing phases.

Right-Turn on Red Restrictions
* Addresses broadside and sideswipe collisions
* 15% Crash Reduction Factor
Source: Near Map
Raised pavement markings within the footprint of complex inter- sections, where downstream lane configurations may not be clearly visible or intuitive, indicating the path motorists must follow to be aligned with receiving lane geometry.

Striping Through Intersection w/Raised Pavement Markers * Addresses numerous collision types, including broadside/angle and sideswipe; helpful in wet conditions and night-time
* 10% Crash Reduction Factor
Source: Near MSource: Near MSource: Near Mapource: Near MapSource: Near Mare: Near MapS u e:SSSo Source: Near Map A practice where law enforcement widely publicizes that they will be enforcing against an unwanted activity or behavior in a high-crash or high-violation location. This approach raises awareness of the location’s safety concern, maximizes general deterrence of unwanted behaviors at the location, and is more likely to be perceived by the public as im- partial method of policing and done in the interest of deterring crashes.

High Visibility Enforcement
* Publicized Sobriety Checkpoints are an example of high visibility en- forcement
SS rce:e: NNNNear MMMMaMaappSSoouurrcrcee::NNNeeaaarr Mar MSSoouurrcrccee:N eeaaarrM apSSoouurrcrcceee:: NNNe r MMSource: Arlington County PD Directional median openings are access areas/ gaps in a median that create a space to allow motorists to make left-turns and U-turns with- out disrupting through traffic. The separation from through traffic also encourages drivers to be more selective when scanning gaps in op- posing traffic prior to making turns.

Directional Median Openings to Allow Left-Turns & U-Turns * Addresses numerous collision types, including broadside/angle, rear-ends and sideswipes
* 50% Crash Reduction Factor
Speed humps are sections of pavement traversable by one vehicle at a time per travel direction that crest several inches above surface level of the street in a curved slope resembling the shape of a hump, that generate vertical deflec- tion for traffic calming.

Chicanes are a sequence of raised concrete islands used for traffic calming to narrow the travel lane and channelize traffic into a brief serpentine path of travel along an otherwise straight segment of roadway. The narrowed travel lanes and horizontal deflection of the alternating curves help slow traffic.

Neighborhood Traffic Calming
Source: FHWA Speed Hump
Chicane
Source: FHWA
* Addresses head-on and roadway departure/hit object collisions * 44%-64% reduction in head-on fatal on rural two-lane roads * 13%-51% reduction in run-off-road fatal/injury on rural two-lane roads Pavement treatments applied along a centerline, outside lane, or shoul- der of roadway that creates an abrasive sound and vibration when a motorist passes over it, alerting them they are drifting off course. They are intended to address crashes caused by distracted, drowsy and inat- tentive driving in areas where roadway departure is a risk.

Longitudinal Rumble Strips on Center and Shoulder
Source: Texas Transportation Institute
Lane delineation stripe on the outer edge of the roadway that is to the maximum standard width. Wider edge lines improve the motorists’ visibility and perception of travel lane boundaries thereby reducing road departure crashes.

Wider Edge Line/Lane Delineation
* Addresses roadway departure/hit object collisions
* 37% reduction in non-intersection, fatal and injury crashes on rural two-lane-roads
Signage which displays the speed at which motor-
ists are traveling and provides an indication if they
are over the posted speed limit.

Speed Feedback Signage
* Addresses rear-end collisions
* 30% Crash Reduction Factor

YOUR SPEED
Source: Texas Transportation Institute
Raised medians are rigid barriers in the center of the road- way that provide a buffer between opposing travel lanes, which can be used to restrict certain turning movements and can also reduce the number of potential conflict
points near intersection approaches.

Raised Median
* Addresses head-on collisions
Signage which indicates the movements permitted in each travel lane in advance of an intersection approach to help motorists an- ticipate when they need to change lanes, lowering the potential for abrupt maneuvers closer to the intersection.

Advanced Lane Designation Signage
* Addresses sideswipe collisions
Vehicular Collision Countermeasures
An exhibit at Workshop 3 which provided detailed information on different types of vehicular collision countermeasures. 05/13/2025 D2 26 of 101

3.0 Equity
Analysis

3.0 Equity Analysis
22VISTA COMPREHENSIVE SAFETY ACTION PLAN
05/13/2025 D2 27 of 101
23VISTA COMPREHENSIVE SAFETY ACTION PLAN

3.0 Equity Analysis
The Action Plan included measures to ensure that outreach and collaboration efforts were tailored to be inclusive of the underserved populations and communities identiﬁed in this assessment. Equity analysis also informed the Action Plan’s identiﬁcation of project areas, selection of safety countermeasures and the project prioritization process.

3.1 Demographic Overview
This section provides a basic overview of Vista’s citywide demographics from the U.S. Census 2022 American Community Survey (5-Year Estimate) and draws comparisons to the San Diego region’s demographics. The measures of equity analyzed in Section 3.2 of the chapter will provide some indication of how low income, poverty, and other disadvantages vary geographically within the City.

POPULATION BY AGE
Within the City of Vista approximately one quarter
of the estimated 98,392 population are youths (18
years old or younger), and one in eight are seniors
(age 65 or older).

As part of the Action Plan Safety Analysis (Appendix
D) the ages of pedestrians and bicyclists involved
in trafﬁc collisions was examined. Unlike adults,
youths and seniors may be more vulnerable or
susceptible to injuries due to their physical and
physiological attributes, which are either less
developed (youths) or declining (seniors). People
within these age groups, youths in particular, are more reliant on walking and bicycling for transportation than the general adult population.

Table 3.1 summarizes the percentage of those parties who were youths or seniors.

Table 3.1 - Vulnerable Age Groups in Pedestrian- and Bicycle-Involved Collisions As shown, the percentage of youths and senior pedestrians and bicyclists involved in trafﬁc collisions was close to their share of the local population.

Source: U.S. Census 2022 American Community
Survey (5-Year Estimate)
Youth and Senior Population
25%
63%
12%
21%
64%
15%
0%
20%
40%
60%
80%
Youth Adult Senior

San Diego Region
Age
Statistics
Citywide
Population
Ages of Pedestrians
Involved in Collisions
Ages of Bicyclists
Involved in Collisions
18 and Under (share) 25.4% 25.7% 26.8%
65 and Over (share) 11.9% 10.6% 5.4%
Sources: City of Vista Crossroads Collision Database (2024), 2022 American Community Survey 5-Year Estimate 05/13/2025 D2 28 of 101
24VISTA COMPREHENSIVE SAFETY ACTION PLAN

3.0 Equity Analysis

RACE & ETHNICITY
The U.S. Census Bureau collects information about population race and ethnicity, speciﬁcally those who tend to be underserved. This data is used to ensure fairness in the distribution of aid, enforce compliance with antidiscrimination laws, develop new programs and funding to address the needs of various groups, and address race and ethnicity issues in obtaining access to healthcare and assistance.

Table 3.2 shows that Black, Indigenous or other Persons of Color (BIPOC) populations comprise well over half of Vista’s total population (63%), a share higher than the region overall, and signiﬁcantly higher than in typical afﬂuent communities. In Vista, about half of the city’s population are Hispanic or Latino (of any race). As noted in Chapter 2, the Action Plan sought to be more inclusive in the public engagement process. As a result, visual materials were translated accordingly and there were Spanish-ﬂuent presenters and facilitators at in-person workshops.

Table 3.2 - Percentage Share of Vista and Region’s Population that is BIPOC Racial/Ethnicity Category
BIPOC
Category
% of Vista’s
Population
% of San Diego
Region’s Population
Hispanic or Latino (of any race) ŏ 49.2% 34.5%
White or European-American* 37.4% 43.6%
Asian* ŏ 4.8% 11.8%
Two or More Races* ŏ 4.0% 4.5%
Black or African-American* ŏ 3.1% 4.5%
Native Hawaiian or Other Paciﬁc Islander* ŏ 0.9% 0.4%
American Indian or Alaska Native* ŏ 0.4% 0.3%
Other* ŏ 0.3% 0.4%
BIPOC Total 62.6% 56.4%
*Excludes Hispanic/Latino ethnicities of that race, who are instead categorized in Hispanic or Latino (of any race) Source: 2022 American Community Survey (5-Year Estimate)

INCOME AND POVERTY
Household income is related to workforce participation, educational achievement, and health. Income and poverty indicators are often used to determine eligibility for government programs and initiatives. The median household income in Vista (in 2022-inﬂation-adjusted dollars) is $88,715. This is below the region’s median household income, which is $96,974.

Approximately 11% of Vista residents are below the poverty the poverty line which is a slightly higher percentage of the San Diego region’s 10.6%.
05/13/2025 D2 29 of 101
25VISTA COMPREHENSIVE SAFETY ACTION PLAN

3.0 Equity Analysis

HOUSEHOLD VEHICLE OWNERSHIP
Vehicle ownership per household can be inﬂuenced by household size, wealth, the ﬁnancial burden of transportation, and one’s accessibility to destinations by other modes. Fewer vehicles available to a household can signify more reliance on other modes of transportation, such as walking and bicycling. The Safety Analysis (Appendix D) provides strong evidence that these modes are more susceptible to fatality and severe injury than other modes of transportation when collisions occur.

As shown in Table 3.3, Vista has a slightly higher average vehicle ownership rate per household (2.05) than the San Diego region (1.96). Vista is generally more reliant on vehicular transportation because of the City’s geographic characteristics, which feature predominantly separated land use patterns, topography challenges, low destination accessibility, and a barrier-ﬁlled street network. These urban characteristics make it more difﬁcult to live without owning a vehicle, despite the cost burden of vehicle ownership. This is manifested in the very low percentage of no-vehicle-households in city (2.6%).

Table 3.3 - Household Vehicle Ownership
Vehicle Ownership Vista San Diego County
Percentage of Zero-Vehicle Households 2.6% 5.4%
Average Vehicles Per Household 2.05 1.96
Source: 2022 American Community Survey (5-Year Estimate)

3.2 Measures of Equity
The outputs of three different equity need measures were analyzed for Vista’s Action Plan which included the Climate and Environmental Justice Screening Tool, the SS4A Underserved Communities Census Tracts (Historically Disadvantaged Communities) Tool, and Caltrans’ Transportation Equity Index. These measures are used to target government investment in areas which have the greatest need and that have been historically underserved.

CLIMATE AND ENVIRONMENTAL JUSTICE SCREENING TOOL
The Climate and Economic Justice Screening Tool (CEJST) is a nationwide measure that has been used by federal agencies since 2022 to identify disadvantaged communities that are experiencing signiﬁcant climate-related, environmental justice, and/or economic justice burdens. These are socio-economically disadvantaged areas where 05/13/2025 D2 30 of 101
26VISTA COMPREHENSIVE SAFETY ACTION PLAN

3.0 Equity Analysis
environmental degradation, underdevelopment and/or other structural inequalities are likely to have contributed to a disproportionately poor quality of life by one or more categories of climate and environmental justice burdens. Only meeting one of the eight factors (along with a socio-economic burden) is necessary for identiﬁcation by the CEJST. The eight possible categories of burden include:
climate change burdens,
energy cost/energy pollution,
public health,
housing quality,
legacy pollution,
transportation externalities,
water and wastewater quality,
and workforce (under)development.

Each is operationalized with more speciﬁc quantitative thresholds needed to trigger identiﬁcation by the CEJST5.

Figure 3.1 shows census tracts in Vista meeting CEJST criteria. In central Vista, there are two contiguous census tracts (Census Tracts 195.01 and 195.02) that qualify as disadvantaged according to CEJST, because they meet the housing quality burden. Both tracts are severely housing burdened, which means a large proportion of households make less than 80% of the area median family income and spend more than 30% of their income on housing. In southwestern Vista, Census Tract 195.05 is identiﬁed as CEJST-disadvantaged because of workforce development burden.
5 Climate and Environmental Justice Screening Tool Technical Support Document (2024) https://static-data-screeningtool.geoplatform.gov/data-versions/2.0/data/score/downloadable/cejst- technical-support-document.pdf
05/13/2025 D2 31 of 101
27VISTA COMPREHENSIVE SAFETY ACTION PLAN

3.0 Equity Analysis
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
06073019501 06073019502
06073019805
²
01 0.5 Miles
W Vista Wy
Emerald Dr
Olive Av
N Melrose Dr VistaVillage
Dr
CivicCenterDr
E Bobier Dr
E Vista Wy
N Santa Fe Av
S Santa Fe Av
SycamoreAv
Shadowridge Dr
S Melrose Dr
BusinessParkDr
Faraday A v
Cannon Rd
Hacienda
Dr
·}78
San Diego
County
San
Marcos
Carlsbad
Oceanside
Severe or Fatal Collision
!( Pedestrian
!( Bicycling
!( Vehicular
CEJST Disadvantaged Tract
Yes
No
GEOIDs
Vale Terrace Dr
SunsetDr
Foothill Dr
Monte Vista Dr
#
Source: CR Associates; Climate and Economic Justice Screening Tool, City of Vista (2024) Figure 3.1 - CEJST Analysis with Severe and Fatal Collisions 05/13/2025 D2 32 of 101
28VISTA COMPREHENSIVE SAFETY ACTION PLAN

3.0 Equity Analysis
SS4A UNDERSERVED COMMUNITIES CENSUS TRACTS TOOL
The SS4A Underserved Communities Census Tracts (Historically Disadvantaged Communities) is another nationwide measure utilized by the federal government which identiﬁes disadvantaged census tracts using six indicators

6. To be deﬁned as an
underserved/disadvantaged community within this measure, census tracts must have structural disadvantages in at least four of the following six criteria:
transportation access,
health,
environmental quality,
economics,
equity,
resilience
The six criteria are based on measures already in use by federal agencies to assess those factors and burdens. The threshold for being considered disadvantaged in all criteria except for resilience, is ranking in the bottom 50th percentile nationwide. For resilience, census tracts must rank in the bottom 25th percentile nationwide.

Figure 3.2 shows census tracts in Vista identiﬁed as SS4A Disadvantaged Communities. Unlike the CEJST, much of northern Vista is covered the SS4A indicator, including Downtown and the semi-rural outskirts of the city. Southwestern Vista and Vista east of Sycamore Avenue are also identiﬁed within this measure. 5 SS4A Underserved Communities Census Tracts documentation https://www.arcgis.com/apps/dashboards/99f9268777ff4218867ceedfabe58a3a 05/13/2025 D2 33 of 101
29VISTA COMPREHENSIVE SAFETY ACTION PLAN

3.0 Equity Analysis
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
06073020017
06073019207
06073019602
06073019701
06073019205
06073019503
06073019303
06073019206
06073019501
06073019208
06073018519
06073019805
²
01 0.5 Miles
W Vista Wy
Emerald Dr
Olive Av
N Melrose Dr VistaVillage
Dr
CivicCenterDr
E Bobier Dr
E Vista Wy
N Santa Fe Av
S Santa Fe Av
SycamoreAv
Shadowridge Dr
S Melrose Dr
BusinessParkDr
Faraday A v
Cannon Rd
Hacienda
Dr
·}78
San Diego
County
San
Marcos
Carlsbad
Oceanside
Severe or Fatal Collision
!( Pedestrian
!( Bicycling
!( Vehicular
SS4A DAC
Yes
No
GEOIDs
Vale Terrace Dr
SunsetDr
Foothill Dr
Monte Vista Dr
#
Source: CR Associates; Climate and Economic Justice Screening Tool, City of Vista (2024) Figure 3.2 - SS4A Historically Disadvantaged Communities Analysis with Severe and Fatal Collisions
05/13/2025 D2 34 of 101
30VISTA COMPREHENSIVE SAFETY ACTION PLAN

3.0 Equity Analysis

CALTRANS TRANSPORTATION EQUITY INDEX
Caltrans’ Transportation Equity Index (EQI) is a speciﬁc statewide measure which identiﬁes areas where disadvantaged populations experience the highest burden from negative characteristics of transportation. Indicators measured in the EQI include proximity and exposure to heavy trafﬁc volumes, proximity to locations with high injury collision histories, and accessibility to trip destinations. The inequities captured in EQI identify places at a higher risk and exposure to being injured in a trafﬁc collision. Unlike the previous two metrics described, the EQI’s units of geography are applied to census blocks, which are smaller in area than census tracts.

The EQI’s methodology
7 identiﬁes census blocks that are encompassed by the “demographic overlay” (either California AB 1550-deﬁned low income areas8 or Tribal land areas) and which meet the criteria of three possible screening categories: Trafﬁc Exposure (based on heavy trafﬁc volumes or the high injury collision history criteria), Access to Destinations (based on low accessibility by walking, bicycling, and transit to work and non-work destinations), and Transportation-Based Priority Populations (triggered when conditions are met for the two other screening identiﬁers).
7 Caltrans Transportation Equity Index (EQI) Version 1 Documentation (2024) https://dot.ca.gov/-/media/dot- media/programs/esta/documents/race-equity/eqi/v1/030124eqidocumentationv10a11y.pdf 8 California Assembly Bill (AB) 1550 (2016): http://www.leginfo.ca.gov/pub/15-16/bill/asm/ab_1501-1550/ab_1550_ bill_20160802_amended_sen_v95.html
Demographic
Overlay
Demographic
Overlay
Transportation
Indicators
EQI
Screens
Trafﬁc Exposure
Screen
Access to
Destinations Screen
Transportation-Based
Priority Populations
Screen
Trafﬁc Proximity and
Volume OR Crash Exposure
Trafﬁc Proximity and Volume
OR Crash Exposure AND
Access to Destination
Access to
Destinations
Demographic
Overlay
Demographic
Overlay
+=
+=
+=
Possible screening criteria for Caltrans EQI. Source: Caltrans Figure 3.3 displays the EQI measure in Vista. Areas encompassed include much of Vista’s northern half (particularly west of E. Vista Way and Civic Center Drive) and a portion of southeastern Vista, particularly east of Melrose Drive and south of Shadowridge Drive.

As shown, two of the three possible screening categories, Transportation-Based Priority Populations and Access to Destinations screens are present in the city. No parts of Vista were identiﬁed in the Trafﬁc Exposure screen, which is the screen solely attributed to trafﬁc exposure criteria.
05/13/2025 D2 35 of 101
31VISTA COMPREHENSIVE SAFETY ACTION PLAN

3.0 Equity Analysis
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
²
01 0.5 Miles
W Vista Wy
Emerald Dr
Olive Av
N Melrose Dr VistaVillage
Dr
CivicCenterDr
E Bobier Dr
E Vista Wy
N Santa Fe Av
S Santa Fe Av
SycamoreAv
Shadowridge Dr
S Melrose Dr
BusinessParkDr
Faraday A v
Cannon Rd
Hacienda
Dr
·}78
San Diego
County
San
Marcos
Carlsbad
Oceanside
Severe or Fatal Collision
!( Pedestrian
!( Bicycling
!( Vehicular
EQI Screens
Access to Destinations
Transportation-Based Priority Populations
Vale Terrace Dr
SunsetDr
Foothill Dr
Monte Vista Dr
Source: CR Associates; Caltrans Transportation Equity Index, City of Vista (2024) Figure 3.3 - Transportation Equity Index with Severe and Fatal Collisions 05/13/2025 D2 36 of 101
32VISTA COMPREHENSIVE SAFETY ACTION PLAN

3.0 Equity Analysis

EQUITY FOCUS AREAS
The City of Vista includes three tracts classiﬁed as disadvantaged by the CEJST, ten tracts identiﬁed as disadvantaged by the SS4A measure, and 362 census blocks designated as disadvantaged by the EQI. All three equity need measure areas were ultimately overlayed to form a composite equity focus area map, shown in Figure 3.4, which was then applied in the Action Plan’s project prioritization process. In the project prioritization process further described in Chapter 6, the equity focus areas are awarded point values based on how many of the measures overlap in each area.

Except for one bicycle collision, all severe and fatal bicycle- and pedestrian-involved collisions are located either within or directly adjacent to the equity focus areas. Approximately 91% (60 out of 66) of the citywide vehicular only severe and fatal collisions occurred within or adjacent to the equity focus areas.
05/13/2025 D2 37 of 101
33VISTA COMPREHENSIVE SAFETY ACTION PLAN

3.0 Equity Analysis
!(T
!(T
!(T
!(T
!(T
!(T
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
²
01 0.5 Miles
W Vista Wy
Emerald Dr
Olive Av
N Melrose Dr VistaVillage
Dr
CivicCenterDr
E Bobier Dr
E Vista Wy
N Santa Fe Av
S Santa Fe Av
SycamoreAv
Shadowridge Dr
S Melrose Dr
BusinessParkDr
Faraday A v
Cannon Rd
Hacienda
Dr
·}78
San Diego
County
San
Marcos
Carlsbad
Oceanside
Severe or Fatal Collision
!( Pedestrian
!( Bicycling
!( Vehicular
Equity Priority Area
Vale Terrace Dr
SunsetDr
Foothill Dr
Monte Vista Dr
Source: CR Associates, City of Vista (2024)
Figure 3.4 - Equity Focus Area Composite Map
05/13/2025 D2 38 of 101

4.0 Collision History
34 VISTA
3433434343433

VIVVIVVVIVISTSTSTTSTSTSTAAAAAA

4.0 Collision History
34VISTA COMPREHENSIVE SAFETY ACTION PLAN
05/13/2025 D2 39 of 101
35VISTA COMPREHENSIVE SAFETY ACTION PLAN

4.0 Collision History
The Action Plan’s Safety Analysis, included as Appendix D, evaluated the characteristics of 2,834 local crashes that occurred on Vista streets within a ﬁve-year period between September 1, 2018 to August 30, 2023. This chapter provides a basic overview and summary of that collision history.

4.1 Collision Injury Severity
Figure 4.1 summarizes the frequency of collisions by injury severity for each travel mode, arranged by magnitude of severity. In total, there were 82 severe injury collisions and 21 fatal collisions in the ﬁve-year period.

As shown, pedestrians and bicyclists are much more susceptible to severe injuries or worse outcomes than parties in vehicular only collisions. About 10% of all pedestrian-involved collisions resulted in a fatality, a fatality rate over thirty times higher than in vehicular only collisions (0.3%). Severe injuries to bicyclists occurred at a rate of about 9%, which is more than three times the combined rate of severe injury and fatal vehicular only collisions (2.4%).

About two-thirds of all vehicular only collisions were non injury (property damage only).

Figure 4.1 - Collisions by Injury Severity by Mode
Source: City of Vista Crossroads Collision Database (2024) '
$&
!%
%'
)&!%
!
!
#&
"!
$

$
!!
!$
$
+
+
!+
"+
#+
$+
%+
&+

(

(

(

(

*

*

05/13/2025 D2 40 of 101
36VISTA COMPREHENSIVE SAFETY ACTION PLAN

4.0 Collision History

4.2 Collision Frequency by Primary Violation
Causes
Figure 4.2 lists the leading violation causes for all 2,834 trafﬁc collisions in the ﬁve-year period. As shown, the most frequent primary causes of collisions regardless of severity are driving under the inﬂuence (22.5%), improper turning (17.6%) and unsafe speeds (16.5%). These three cause categories combined are attributed to over half of all collisions in the City.

Appendix D provides further analysis of violation causes by examining their relationship to collisions by mode, location type, collision types (for vehicular only collisions) and by different roadway environments.

4.3 Collision Frequency by Locations

VEHICULAR ONLY COLLISIONS
Vehicular only collisions, excluding instances with property damage only, are mapped and symbolized by frequency in Figure 4.3.

The Emerald Drive and W. Vista Way intersection had 18 vehicular only injury collisions, the most in the City (this location also had the most collisions overall, including all other modes).

The locations with the next most vehicular only injury collisions were N. Santa Fe Avenue and Vista Village Drive (16), followed by E. Vista Way and E. Bobier Drive/Foothill Drive, and E. Vista Way and Anza Avenue/Vale Terrace Drive (both intersections with 13).

Figure 4.2 - Primary Causes – All Collisions
Source: City of Vista Crossroads Collision Database (2024) %%,(.
$*,). $),(.
$&,%. $%,(.
$#,#.
&,'. %,%. %,$.
#
$##
%##
&##
'##
(##
)##
*##

+

+

+

+

+
+
!

+
--
"+

+
++

+ ++

+
+

05/13/2025 D2 41 of 101
37VISTA COMPREHENSIVE SAFETY ACTION PLAN

4.0 Collision History
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!( !(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!( !(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!( !(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!( !(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!( !(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!( !(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!( !(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!( !(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!( !(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!( !(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!( !(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! !
!
!
!
!
!!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! !
!
!
!
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
( (
(
(
(
(
((
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
( (
(
(
(
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
( (
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
((
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
! !
!
!
!
!
!
!
!
!
!
!
!
!
( (
(
(
(
(
(
(
(
(
(
(
(
(
!
!
!
!
(
(
(
(
!
!
(
(
²
01 0.5 Miles
W Vista Wy
Emerald Dr
Olive Av
N Melrose Dr VistaVillage
Dr
CivicCenterDr
E Bobier Dr
E Vista Wy
N Santa Fe Av
S Santa Fe Av
SycamoreAv
Shadowridge Dr
S Melrose Dr
BusinessParkDr
Faraday A v
Cannon Rd
Hacienda
Dr
·}78
San Diego
County
San
Marcos
Carlsbad
Oceanside
Number of Collisions
!( 16 - 18
!( 11 - 15
!( 6 - 10
!( 2 - 5
!(
1 Park
School
Vale Terrace Dr
SunsetDr
Monte Vista Dr
Foothill Dr
Figure 4.3 - Vehicular Only Collisions Resulting in Injury Source: City of Vista Crossroads Collision Database (2024) 05/13/2025 D2 42 of 101
38VISTA COMPREHENSIVE SAFETY ACTION PLAN

4.0 Collision History

PEDESTRIAN-INVOLVED COLLISIONS
Pedestrian collisions are mapped and symbolized by frequency in Figure 4.4.

There were four locations where three pedestrian-involved collisions occurred over the ﬁve- year period, tied for the most citywide. These locations are:

SYCAMORE AVENUE AND THIBODO

ROAD/PLUMOSA AVENUE
S. MELROSE DRIVE AND

HACIENDA AVENUE
N. SANTA FE AVENUE AND

CALIFORNIA AVENUE
E. VISTA WAY AND

MONTE MAR ROAD
05/13/2025 D2 43 of 101
39VISTA COMPREHENSIVE SAFETY ACTION PLAN

4.0 Collision History
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!( !(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
²
01 0.5 Miles
W Vista Wy
Emerald Dr
Olive Av
N Melrose Dr VistaVillage
Dr
CivicCenterDr
E Bobier Dr
E Vista Wy
N Santa Fe Av
S Santa Fe Av
SycamoreAv
Shadowridge Dr
S Melrose Dr
BusinessParkDr
Faraday A v
Cannon Rd
Hacienda
Dr
·}78
San Diego
County
San
Marcos
Carlsbad
Oceanside
Number of Collisions
!( 3
!( 2
!( 1
Park
School
Vale Terrace Dr
SunsetDr
Foothill Dr
Monte Vista Dr
Figure 4.4 - Pedestrian-Involved Collisions
Source: City of Vista Crossroads Collision Database (2024) 05/13/2025 D2 44 of 101
40VISTA COMPREHENSIVE SAFETY ACTION PLAN

4.0 Collision History

BICYCLIST-INVOLVED COLLISIONS
Figure 4.5 shows bicyclist-involved collisions across the city. Other than two intersections in the city which had two bicycling-involved collisions during the period of data analyzed, no other locations had more than one collision. The two intersections with multiple collisions are:

VISTA VILLAGE DRIVE AND

CITRUS AVENUE
S. MELROSE DRIVE AND

LONGHORN DRIVE/LIVE OAK ROAD
05/13/2025 D2 45 of 101
41VISTA COMPREHENSIVE SAFETY ACTION PLAN

4.0 Collision History
Source: City of Vista Crossroads Collision Database (2024) !(
!(
!( !(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!( !(
!(!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
!(
²
01 0.5 Miles
W Vista Wy
Emerald Dr
Olive Av
N Melrose Dr VistaVillage
Dr
CivicCenterDr
E Bobier Dr
E Vista Wy
N Santa Fe Av
S Santa Fe Av
SycamoreAv
Shadowridge Dr
S Melrose Dr
BusinessParkDr
Faraday A v
Cannon Rd
Hacienda
Dr
·}78
San Diego
County
San
Marcos
Carlsbad
Oceanside
Number of Collisions
!( 2
!( 1
Park
School
Vale Terrace Dr
SunsetDr
Foothill Dr
Monte Vista Dr
Figure 4.5 - Bicyclist-Involved Collisions
05/13/2025 D2 46 of 101
42VISTA COMPREHENSIVE SAFETY ACTION PLAN

4.0 Collision History

4.4 High Injury Network
High Injury Networks (HIN) are an identiﬁcation of a limited subset of roadways, determined by the Action Plan’s safety analysis, that include where a study area’s fatal and severe injury collisions have occurred disproportionately. Roadways on the HIN are expected to have conditions which contribute to injury collisions like high trafﬁc speeds and large trafﬁc volumes and may also be lacking certain types of infrastructure. HINs are then given increased focus when identifying safety countermeasures.

Vista’s HIN was identiﬁed by approximating the methodology of the SANDAG Vision Zero Action Plan’s regional Safety Focus Network

9. An HIN was developed for each of the
transportation modes (using vehicular only, pedestrian-involved and bicyclist-involved collisions) and then combined into one composite network. The methodology is explained in Appendix D.

Vista’s HIN, shown in Figure 4.6, covers about 16.6% of its roadways and encompasses 86% of fatal or severe collisions of any of the three modes. Because many major thoroughfares within Vista continue into neighboring jurisdictions, injury collision history occurring just outside of the Vista boundary was also factored into the analysis. All HIN roadways were included as project areas in the Action Plan (presented in Chapter 6). 9 SANDAG Regional Vision Zero Action Plan Appendix A: Data Analysis: https://www.sandag.org/-/media/ SANDAG/Documents/PDF/projects-and-programs/regional-initiatives/vision-zero/vision-zero-action-plan- appendices-a-g-2024-11-21.pdf
05/13/2025 D2 47 of 101
43VISTA COMPREHENSIVE SAFETY ACTION PLAN

5.0 Countermeasures

5.0 Countermeasures
44VISTA COMPREHENSIVE SAFETY ACTION PLAN
05/13/2025 D2 49 of 101
45VISTA COMPREHENSIVE SAFETY ACTION PLAN

5.0 Countermeasures
The Action Plan identiﬁed various countermeasures to improve safety that are suitable for application in Vista. The countermeasures were referenced from Federal and State safety resources such as the U.S. DOT/FHWA’s 28 Proven Safety Countermeasures 10 and Pedestrian/
Bicycle Safety Guide and Countermeasure Selection System11, U.S. DOT/National Highway Trafﬁc Safety Administration’s (NHTSA) Countermeasures That Work12, and Caltrans’ 2024 Local Roadway Safety Manual13.

These countermeasures will
help address the causes
of eight different types of
collisions which resulted in a
severe injury or fatality in the
City in recent years. These
collision categories are shown
in the inset to the right.

The complete Countermeasure
Toolbox (Appendix E) includes
each countermeasure’s
description and key
information, such as the
countermeasure’s cost range,
expected lifespan, its Crash
Reduction Factor (estimates of a countermeasure’s crash reduction effectiveness based on scientiﬁc research expressed as a percentage decrease in crashes attributable to the implementation of that countermeasure), and a countermeasure’s “Systemic Opportunity” (a countermeasure’s suitability for implementation throughout an entire transportation system in areas where common environmental characteristics irrespective of crash history).

Crash Reduction Factors are informed by research accumulated in the U.S. DOT’s Crash Modiﬁcation Factor Clearinghouse. The Caltrans Local Roadway Safety Manual assesses each countermeasure’s systemic opportunity.

The following pages include some of examples of the countermeasures featured extensively in the Action Plan’s top ten high priority project recommendations presented in Chapter 6.

Further information on these countermeasures can also be found in Appendix E. 10 U.S. DOT/FHWA 28 Proven Safety Countermeasures: https://highways.dot.gov/safety/proven-safety- countermeasures
11 Pedestrian Safety Guide and Countermeasure Selection System: http://www.pedbikesafe.org/pedsafe/ countermeasures.cfm
Bicycle Safety Guide and Countermeasure Selection System: http://www.pedbikesafe.org/bikesafe/ countermeasures.cfm
12 U.S. DOT/NHTSA Countermeasures That Work: https://www.nhtsa.gov/sites/nhtsa.gov/ﬁles/2023-12/ countermeasures-that-work-11th-2023-tag_0.pdf
13 Caltrans Local Roadway Safety Manual Version 1.7: https://dot.ca.gov/-/media/dot-media/programs/local- assistance/documents/hsip/2024/lrsm2024-v2.pdf
05/13/2025 D2 50 of 101
46VISTA COMPREHENSIVE SAFETY ACTION PLAN

5.0 Countermeasures
Class IV (Separated)
Bikeways
Space for bicyclists, separated
from motorist trafﬁc with
physical barriers such as bollards,
ﬂex posts, or raised concrete, and
accompanied by signage and
pavement markings.

Curb Extensions
Expanded sidewalk space
typically located next to crossing
locations which physically
narrows the street width at the
corners without obstructing
lanes of moving trafﬁc. Curb
extensions enable crosswalks
with shorter distances and
improve the visibility motorists
have of pedestrians intending
to cross the street. Space for
installing curb extensions is
usually taken by removing on-
street parking at the intersection
corners, where parked vehicles
are susceptible to causing sight
distance obstructions.

Raised Medians
Rigid barriers in the center of the
roadway that provide a buffer
between opposing travel lanes,
which can be used to restrict
certain turning movements and
can also reduce the number of
potential conﬂict points near
intersection approaches.

Roundabouts
An intersection design that
moves trafﬁc from all approaches
counterclockwise around a
central island continuously at
slower speeds. Splitter islands
are used to create horizontal
deﬂection at roundabout
approaches to calm entering
trafﬁc. Entering trafﬁc yields
to pre-circulating trafﬁc and
merges into the roundabout
during regularly occurring gaps.

Pedestrian crossings are located
at the splitter islands of the
roundabout and are prominent
and visible to passing motorists,
though uncontrolled.

Sidewalks/Walkways/Paved
Shoulders
Deﬁned space within the
right-of-way for pedestrians
and wheelchair users that is
separated from vehicular trafﬁc
and is wide enough for two
pedestrians to pass each other
comfortably or walk side-by-side.

Directional Median Openings
to Allow Left-Turns & U-Turns
Directional median openings are
access areas / gaps in a median
that create a space to allow
motorists to make left-turns
and U-turns without disrupting
through trafﬁc. The separation
from through trafﬁc also
encourages drivers to be more
selective when scanning gaps in
opposing trafﬁc prior to making
turns.

Countermeasure Toolbox Examples
05/13/2025 D2 51 of 101
47VISTA COMPREHENSIVE SAFETY ACTION PLAN

5.0 Countermeasures
Rectangular Rapid Flashing
Beacon Crossings
Pedestrian-activated ﬂashing
lights attached to warning
signage at uncontrolled
crosswalks that enhance their
visibility and alert motorists to
pedestrians when crossing.

High Visibility Crosswalks &
Advanced Stop Bars
Transverse markings for
crosswalks such as ladder or
“continental” striping patterns,
made of high-visibility material,
which are more visible to
motorists. Advanced stop
bars or yield markings (if at an
uncontrolled location) placed
in advance of a crosswalk
discourage motorists from
stopping too close to the
crosswalk thereby providing a
buffer between vehicles and
pedestrians.

Speed Humps
Sections of pavement traversable
by one vehicle at a time per travel
direction that crest several inches
above surface level of the street
in a curved slope resembling the
shape of a hump, that generate
vertical deﬂection for trafﬁc
calming.

Bike Lane Markings to
Intersection
The continuation of bike lane
markings to an intersection
approach to indicate a proper
path for bicyclists proceeding
straight through an intersection
when right-turn pockets emerge,
helping bring awareness to
motorists turning right where
they could come into conﬂict
with bicyclists.

Raised Crosswalk/Speed
Tables
Sections of pavement traversable
by one vehicle at a time per travel
direction that crest several inches
above surface level of the street
in a ﬂat surface resembling a
tabletop that raises the entire
wheelbase of a vehicle, that
generate vertical deﬂection for
trafﬁc calming. This ﬂat surface
can be purposed as an enhanced
raised crosswalk in a high
pedestrian activity area.

Striping Through
Intersection
Pavement markings (raised or
striped) within the footprint of
complex intersections, where
downstream lane conﬁgurations
may not be clearly visible or
intuitive, indicating the path
motorists must follow to be
aligned with receiving lane
geometry.
05/13/2025 D2 52 of 101
48VISTA COMPREHENSIVE SAFETY ACTION PLAN

5.0 Countermeasures
Pedestrian Signals
Signalized trafﬁc control which
provides a pedestrian crossing
phase when activated. It consists
of an overhead signal for
motorists which turns a solid red
during the pedestrian crossing
phase and signal head for
pedestrians which counts down
the duration of the crossing
phase.

Realign Trafﬁc Signal Heads
Trafﬁc signal heads are aligned
with each lane of the intersection
approach to improve motorist
visibility of the trafﬁc signals and
clarify intersection conﬁguration.

Pedestrian
Countdown Signals
Pedestrian trafﬁc control devices
at signalized intersections which
display a countdown timer
that indicates the number of
seconds left to ﬁnish crossing the
street prior to the “Don’t Walk”
interval, providing pedestrians
information to better help them
determine if they can cross the
street in time.

Trafﬁc Signal Backplates with
Reﬂective Borders
A reﬂective border added to
the trafﬁc signal backplate to
improve daytime, nighttime, and
low visibility conditions of trafﬁc
signals for motorists approaching
the intersection.

Leading Pedestrian Intervals
A trafﬁc signal timing treatment
that gives pedestrians the
opportunity to enter an
intersection and begin crossing
the street several seconds before
motorists are given a green
indication. This treatment allows
pedestrians to better establish
their presence to motorists in the
crosswalk, ensuring motorists are
more likely to yield to them.

Protected Left-Turn Phases
A protected left-turn phase
(signiﬁed by the green left arrow
in the trafﬁc signal indication) is
an exclusive phase in the trafﬁc
signal cycle for motorists where
conﬂicting trafﬁc movements
to the left-turn are stopped,
to eliminate the possibility of
collisions with oncoming trafﬁc
and pedestrians crossing to
the left of the motorist. Left-
turns outside of this phase are
otherwise not allowed.
05/13/2025 D2 53 of 101

6.0 Project
Recommendations
49 VISTA
494949949494949494949

VIVIVIVIVIVIVVIVIVIVV STSTSTSTSTSTSTSTSTSTSTSTAAAAAAAAA

6.0 Project
Recommendations
49VISTA COMPREHENSIVE SAFETY ACTION PLAN
05/13/2025 D2 54 of 101
50VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations
The identiﬁcation of project areas for the Action
Plan considered the following objectives:
3 2
4 5
1 Inclusion of roadways which have planned, though unfunded safety infrastructure projects
Inclusion of all signalized intersections which are controlled by city- operated trafﬁc signals
Ensuring project areas were substantive in size (e.g., spanning multiple city blocks and intersections)
Full coverage of the High Injury Network
Consistency with General Plan-identiﬁed mobility network recommendations for Complete Streets and other roadway classiﬁcations, planned travel lane reductions and planned bicycle facilities Through further reﬁnement of these objectives 38 project areas were identiﬁed within the City as shown in Figure 6.1. Thirty-six (36) are corridor projects, one project (Townsite Phase II) encompassed numerous streets within a neighborhood area, and one project encompassed systemwide recommendations for all 110 city-controlled trafﬁc signals. In total, the project areas identiﬁed in the Action Plan include approximately 41.8 miles of roadway where safety countermeasures were identiﬁed for implementation.
05/13/2025 D2 55 of 101
51VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations
Figure 6.1 - Vista CSAP Project Areas
Source: City of Vista (2024)
05/13/2025 D2 56 of 101
52VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

6.1 Project Prioritization
The prioritization process included eight inputs with point values that can add up to a maximum of 22 points. Inputs were selected which address core Action Plan objectives such as safety need (the elimination of severe/fatal injuries, treatment of high-risk environments and protecting vulnerable roadway users), social equity and public participation. Other chosen inputs reﬂect local opportunities and objectives (Complete Street implementation, staff input, community need). The results of the prioritization are shown in Table 6.1. The project prioritization criteria and their points awarded are as follows:
ɽ High Injury Network (HIN) Score (0 to 5 points): an average score was calculated for every project area from the point values used to determine the HIN in the Safety Analysis. For this criterion, projects received points ranging from 5 for “Very High” HIN scores to 1 point for “Very Low” HIN scores. Projects not on the HIN received no points. ɽ Systemic Environment / Crash Injury History (0 to 3 points): points were awarded to project areas that were either identiﬁed in the Safety Analysis as a high-risk systemic environment based on infrastructure characteristics or have had a substantial injury collision history. This criterion gave equal recognition to systemic environment hotspots and injury collision history to provide both a proactive response (anticipating safety interventions in locations with high-risk characteristics where collisions haven’t yet happened) and a reactive response (improving safety in locations with a history of collisions). Points awarded for this criterion ranged from 3 for very high risk and/or high injury collision history to 0 points for very low risk and/or very low injury collision history.
ɽ Equity Need (0 to 3 points): points were awarded for this criterion if the project area overlapped with any or all the three composite measures of equity examined in the Equity Assessment (presented in Chapter 3). The measures included the Climate and Environmental Justice Screening Tool (CEJST), SS4A Historically Disadvantaged Communities and the Caltrans Transportation Equity Index. Project areas which overlapped substantially with disadvantaged areas identiﬁed by all three measures received a full 3 points, 2 points were awarded if a project overlapped with two of the three measures, and 1 point if project areas overlapped with one of the three measures.
ɽ Pedestrian and Bicyclist-Involved Collisions (0 to 2 points): Project areas received points for this criterion if either pedestrian or bicyclist-involved collisions occurred within the project area. Two (2) points were awarded for multiple collisions, 1 point for a single collision.
ɽ Complete Street Recommendation (0 or 3 points): Three (3) points were awarded to a project area if they encompassed a roadway with a Complete Street classiﬁcation from the General Plan. The General Plan Update is currently in progress and a Complete Street classiﬁcation is included in the current draft, which is expected to be approved in the ﬁnal document.
05/13/2025 D2 57 of 101
53VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations
ɽ Public Input (0 to 2 points): Public workshop attendees at the October 9th workshop were given the opportunity to vote their prioritization preference for two project areas.

All votes were tabulated and project areas which received multiple votes from the public received 2 points, project areas which received a single vote received 1 point. ɽ Staff Input (0 or 2 points): Project areas were awarded 2 points based on Vista staff’s experience with the safety issues in the City and engineering judgement. ɽ Community Need (0 or 2 points): Project areas were awarded 2 points if the recommendations within were identiﬁed by Vista staff as serving a community need based on familiarity with conditions and opportunities in the City.

Table 6.1 - Project Prioritization Results
Ranking
High Injury Network
Score
Crash/Systemic
Environment
Equity
Pedestrian & Bicycle
Collisions
Public Comment
Complete Street
Recommendation
Staff Input
Community Need
Point Total
1 Emerald Dr – Olive Ave to Sky Haven Ln 4 1212322 1 7
2 Sycamore Ave – Green Oak Rd to SR-78 EB
Ramps 52222022 1 7
3 E. Vista Wy – City Boundary to Taylor St 4 0 2 1 0 3 2 2 14 4 W. Vista Wy – Thunder Dr to S. Melrose Dr 2 0 1 2 2 3 2 2 14 5 N. Santa Fe Ave – Osborne St to Bobier Dr 1 1 2 1 1 3 2 2 13 6 Hacienda Dr – Emerald Dr to S. Melrose Dr 2 1 2 0 1 3 2 2 13 7 Townsite Phase 2 Project 0 0 2 2 2 3 2 2 13
8 Systemic Citywide Safety Improvement Project
(110 signal locations) 1 1 222022 1 2
9 S. Santa Fe Ave – Civic Center Dr to Montgomery
Drive 21122 0 22 1 2
10 Vale Terrace Dr – E. Vista Wy to San Clemente
Ave 10 012322 1 1
11 S. Melrose Dr – W. Vista Wy to Breeze Hill Rd 4 2 2 2 1 0001 1 12 E. Vista Wy – Taylor St to Civic Center Dr 4 22220001 1 13 Vista Village Dr – W. Vista Wy to Civic Center Dr 4 1 2 2 2 0 0 0 11 14 N. Melrose Dr – North Ave to W. Vista Wy 3 2 2 2 1 0 0 0 10 15 N. Santa Fe Ave – Bobier Dr to Vista Village Dr 3 2 2 2 1 0 0 0 10 16 W. Bobier Dr – City Boundary to N. Santa Fe Ave 21210 3 0 0 9 17 Civic Center Dr – E. Vista Wy to SR-78 EB Ramps 222210009 18 W. Vista Wy – Melrose Dr to Vista Village Dr 3 1 2 2 00008 19 S. Santa Fe Ave – Ocean View Dr to Pala Vista Dr 202003007 20 North Dr/W. Los Angeles Dr/Townsite Dr –
Swallow Dr to E. Vista Wy (Townsite Phase 1) 102 103007 05/13/2025 D2 58 of 101
54VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations
Ranking
High Injury Network
Score
Crash/Systemic
Environment
Equity
Pedestrian & Bicycle
Collisions
Public Comment
Complete Street
Recommendation
Staff Input
Community Need
Point Total
21 N. Melrose Dr – City Boundary to North Dr 3 3 1 000007 22 Vista Village Dr – W. Vista Wy to Hacienda Dr 3 2 1 1 00007 23 E. Bobier Dr - N. Santa Fe Ave to E. Vista Wy 2121 00006 24 Olive Ave – Emerald Dr to Vista Village Dr 1 0 2 1 1 0 0 0 5 25 Goodwin Dr – Barsby St to E. Bobier Dr 2 0 1 2 00005 26 Foothill Dr – Elm Dr to Edgehill Rd 2 0 2 1 00005
27 S. Melrose Dr – Dawson Dr to City Boundary 1 2 0 1 1 0 0 0 5 28 Poinsettia Ave – Corporate View to Activity Dr 2 0 2 1 00005 29 Hacienda Dr – Thunder Dr to Emerald Dr 2 0 3 000005
30 Foothill Dr – E. Vista Wy to Bonair Rd 3 0 1 000004
31 Hacienda Dr – S. Melrose Dr to Hideaway Terrace 2 0 0 0 2 0 0 0 4 32 Shadowridge Dr – White Birch Dr to Lupine Hills
Dr 1 101 10 0 0 4
33 Sycamore Ave – S. Melrose Dr to Green Oak Rd 0 0 2 1 00003 34 Live Oak Rd – S. Melrose Dr to Lupine Hills Dr 101010 0 03 35 Nevada Ave/Lemon Ave – N. Santa Fe Ave to
Raintree Dr 002000002
36 S. Melrose Dr – Breeze Hill Rd to City Boundary 0 1 1 000002 37 North Ave - City Boundary to N. Melrose Dr 1 0 1 000002 38 Taylor St - N. Santa Fe Ave to Cresthaven Dr 0 0 1 00000 1

6.2 Countermeasure Identiﬁcation
The needs, safety issues, opportunities and challenges, and any planned mobility recommendations identiﬁed as part of the General Plan Update were assessed to help determine the appropriate recommended countermeasures for project areas. Collision history in each project area was also examined to determine any prevailing types of collisions and their causes. These factors helped inform some of the selected countermeasures for the high priority project locations such as travel lane reductions, raised medians and bicycle facilities. Some countermeasures were also chosen to ensure streets within a project area included a minimum standard of essential infrastructure. For example, high visibility crosswalks and advanced stop bars at all trafﬁc-controlled crossing locations, new street crossing locations with some form of trafﬁc control (pedestrian signal, new trafﬁc signal, etc.) where large gaps exist between crossing locations, sidewalks along all midblock segments where conditions were lacking, and reﬂective backplates for all trafﬁc signal heads. 05/13/2025 D2 59 of 101
55VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

6.3 High Priority Projects
As part of the Action Plan the ten highest ranking projects had conceptual exhibits prepared with preliminary cost estimates. The intent of these exhibits is that this information is readily available to submit for future grant funding opportunities to help implement these projects.

The top ten projects, ordered by their ranking, include:

1. Emerald Drive from Olive Avenue to Sky Haven Lane

2. Sycamore Avenue from Green Oak Road to State Route 78 Eastbound Ramps

3. E. Vista Way from the northern City boundary to Taylor Street

4. W. Vista Way from Thunder Drive to S. Melrose Drive

5. N. Santa Fe Avenue from Osborne Street to Bobier Drive

6. Hacienda Drive from S. Emerald Drive to S. Melrose Drive

7. Townsite Area Phase II project (comprised of Indian Rock Road, Citrus Avenue, Anza Road and numerous other adjacent streets)

8. Systemic Citywide Safety Improvement project at 110 city-controlled signalized intersections

9. S. Santa Fe Avenue from Civic Center Drive to Montgomery Drive

10. Vale Terrace Drive from E. Vista Way to San Clemente Avenue These high priority project exhibits are presented on the following pages of the chapter. The conceptual exhibits include an overview of the recommendations within the project area, their estimated cost, representative roadway cross-sections depicting the conditions within the project, and a detailed plan view drawing of a location within the project area depicting the recommended countermeasures and additional project details.

Since countermeasures identiﬁed for signalized intersections were treated as a standalone project (Project #8 - Systemic Citywide Safety Improvement Project), recommendations to existing signalized intersections located within the project corridors noted above are referenced separately from the corridor project’s description, and the costs for these signalized intersection countermeasures are included in the estimate for the systemwide project.

All remaining Action Plan projects not in the top ten ranking are given a brief description in Appendix F.
05/13/2025 D2 60 of 101
56 56VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO
#1 Emerald Drive (Olive Ave to Sky Haven Ln)

PROJECT DESCRIPTION
This project will improve a 1.5-mile segment of Emerald Drive, from Olive Avenue to the southern city boundary near Sky Haven Lane. Features of the project area include a 2-Lane Complete Street between Olive Avenue and Date Street, with six roundabouts and bicycle facility.

The countermeasures within the Complete Street section will include:
• Raised medians with landscaping, which will improve the streetscape and reduce conflicts with traffic in the opposing direction, between Olive Avenue and Lewis Street. • A Bicycle Boulevard which consists of a mix of Class II bike lane and enhanced/traffic calmed Class III bike route sections, between Olive Avenue and Lewis Street and a low-stress bicycling environment. • Roundabouts with bulb outs and splitter islands at six Emerald Drive intersections, including Silver Fox Lane, Ravine Road, Chasin Street, Galbar Street, Jonathan Place/Street, and Lewis Street/Timothy Place, to provide traffic calming along this section of the corridor and improved pedestrian crossings at these intersections. Additionally RRFB’s would be installed on the north and south leg of Silver Fox Place, north and south leg of Jonathon Place/Street, and the south leg of Lewis Street/Timothy Place. • Sidewalk infill along Emerald Avenue approximately between Olive Avenue and Candia Court, and between Wildflower Court and Galbar Street.

Outside of the Complete Street, the project area includes:
• Class II bike lanes along Emerald Drive from Lewis Street to Sky Haven Lane. • An RRFB pedestrian crossing at Emerald Drive and Emerald Hollow Dr to provide a traffic controlled crossing location near NCTD BREEZE bus stops.
• Sidewalk Infill between Hacienda Drive and Sky Haven Lane. • High visibility crosswalks and advance stop bar on all side street stop control crossings. • Additional recommendations to existing signalized intersections within the extents of this project are covered in Project #8 – Systemic Citywide Safety Improvement Project.

COST ESTIMATE
$20,855,000

CROSS SECTIONS

EMERALD DRIVE
(OLIVE AVE TO WEST DR)

TRAVEL LANE TRAVEL LANERAISED MEDIAN
CURB TO CURB (46’)CURB TO CURB (46’)
5’5’10’10’ 10’10’10’10’ 3’3’10’10’3’3’ 5’5’ 10’ 10’
RIGHT-OF-WAY (66’)RIGHT-OF-WAY (66’)

BUFFER SIDEWALKBIKE LANESIDEWALK BUFFERBIKE LANE

SOUTH EMERALD DRIVE
(EMERALD HOLLOW DR TO SKY HAVEN LN)
6’6’5’5’ 12’ 12’ 8’8’
CURB TO CURB (73’)CURB TO CURB (73’)
RIGHT-OF-WAY (88’)RIGHT-OF-WAY (88’)

TRAVEL LANETRAVEL LANE
12’12’

TRAVEL LANETRAVEL LANE PARKING PARKINGSIDEWALKSIDEWALK BIKE LANEBIKE LANE 6’6’

BIKE LANEBIKE LANE
5’5’

SIDEWALKSIDEWALK

EMERALD DRIVE
(LEWIS ST TO WEST DR)

TRAVEL LANETRAVEL LANE TRAVEL LANETRAVEL LANE
CENTER

LEFT-TURN LANE
5’5’10’10’ 11’ 11’ 10’ 10’11’11’ 11’ 11’ 11’ 11’ 5’ 5’ 10’ 10’ CURB TO CURB (64’)CURB TO CURB (64’)
RIGHT-OF-WAY (84’)RIGHT-OF-WAY (84’)

SIDEWALKBIKE LANESIDEWALK BIKE LANE
A CB
1 05/13/2025 D2 61 of 101
57 57VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO
#1 Emerald Drive (Olive Ave to Sky Haven Ln)
See Appendix G
for details
See Appendix G
for details
Olive Av
Emerald Dr
Silver Fox Ln
Ravine Rd
Candia Ct
Emerald Dr
Borra Ct
Grant Ct
Chasin St
Wildﬂower Ct
Eldred Ln
Galbar St
Thomas St
Jonathan Pl
Jonathan St
Lewis St
Timothy Pl
Placita Suenos
Promenade Cir
Promenade Pl
Date st
West Dr
W Vista Way
Hacienda Dr
Sky Haven Ln
Emerald Dr
Em
eraldHollow
Dr

CITY OF VISTA

CITY OF OCEANSIDE

CITY OF VISTA

CITY OF

OCEANSIDE

CITY OF VISTA

CITY OF

OCEANSIDE
N
°
N
°
N
°
Class III Bike Route
LEGEND
Raised Median
Roundabout
Bus Stop
Class II Bike Lane Sidewalk Inﬁll
RRFB, High Visibility Crosswalk & Median Refuge
Curb Extension
w/ ADA Curb Ramps
Existing Signalized Intersection w/ Modiﬁcations
(See Project #8)
High Visibility Crosswalk with Advanced Stop Bar
or Yield Markings
ADA Curb Ramp
See previous page for
Cross Section B
See previous
page for Cross
Section C
See previous
page for Cross
Section A
See Below Left See Below Left
See Above Right
See Above R
ight
CORRIDOR OVERVIEW MAP See Appendix G for design details 05/13/2025 D2 62 of 101
58 58VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO
#2 Sycamore Avenue (Green Oak Rd to SR-78 EB ramps)

PROJECT DESCRIPTION
This project will modify a 0.7-mile segment of Sycamore Avenue, between the Green Oak Road and SR-78 eastbound ramps to include a sidewalk-adjacent Class IV bikeway. Improvements will include:
• A Class IV bikeway raised from the street and adjacent to the sidewalk along Sycamore Avenue. • A Pedestrian signal approximately 800’ west of Shadowridge Drive, providing a new traffic- controlled crossing location along Sycamore Avenue decreasing a quarter mile gap where there are no traffic-controlled crossings.
• Removal of utility infrastructure obstructions along both sides of Sycamore Avenue, which will ensure ADA accessibility along the sidewalk and unobstructed travel on the bikeway. • Additional recommendations to existing signalized intersections within the extents of this project are covered in Project #8 – Systemic Citywide Safety Improvement Project. • Curb ramps installed at several intersections where there are crossings to improve pedestrian accessibility.

COST ESTIMATE $10,016,000

CROSS SECTION

TRAVEL LANETRAVEL LANETRAVEL LANETRAVEL LANE TRAVEL LANETRAVEL LANETRAVEL LANETRAVEL LANERAISED MEDIANRAISED MEDIANTRAVEL LANETRAVEL LANE TRAVEL LANETRAVEL LANE 5’5’ 12.5’ 12.5’ 4.5’4.5’12’12’11’11’ 12’12’11’11’9.5’9.5’4.5’4.5’ 12’12’ 5’5’ RIGHT-OF-WAY (99’)RIGHT-OF-WAY (99’)
CURB TO CURB (80’)CURB TO CURB (80’)

SYCAMORE AVENUE
(GREEN OAK RD TO SR-78 EB RAMPS)

SIDEWALKSIDEWALK SIDEWALKSIDEWALKBIKE
LANE
BIKE
LANE
BIKE
LANE
BIKE
LANE
2 05/13/2025 D2 63 of 101
59 59VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO
#2 Sycamore Avenue (Green Oak Rd to SR-78 EB ramps)
See next page
for detail
See next page
for detail
Green Oak Rd
Sycamore Av
Sycamore Av
Sycamore Av
Oleandar Av
Hibiscus Av
Watson Way
Shadowridge Dr
Thibodo Rd
I-78 EB
On Ramp
I-78 EB
Off Ramp
N°
N°
N°
ADA Curb
Ramps
Class IV
LEGEND
New Pedestrian
Signal
Existing Signalized Intersection
w/Modiﬁcations (See Project #8)
High Visibility Crosswalk(s)
with Advance Stop Bar
Eliminate Obstructions
in Sidewalk and Bikeway
Bus Stop
See previous page for
Cross Section
See Above Right See Above Right
See Below Left See Below Left

CORRIDOR OVERVIEW MAP
05/13/2025 D2 64 of 101
60 60VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO
#2 Sycamore Avenue (Green Oak Rd to SR-78 EB ramps)

PLAN VIEW CONCEPT

SYCAMORE AVE

SYCSYCSYSYSYYYYYYYCCYYCYCCYCSSYCSYCYCYCYCYCSYYSYSYSYCCCCS CCCAMOMOAMOAMOAMOAMOMOAMOMOMMMMOMOMOAMAMOMOMOMOMOMOAMOOMMOOAA OOOAMAAA OOOA OAAMA OAAAMAAMOAAM RRREREREREERE RERERERE RRERERERRRERRRERERERREREERERERR AVAVAVVEVVEVEVEVEEVEEEVEEAVEEEAVAVE

CCCCCCCC MMMOAMOOOOOOOAAAAAAAA RREEEEERERERR AA

SYCAMORE AVE
R/W
5'

12.5'

11.5'

12.5' 10'
11'
12'
5'10'1'

4.5'

4.5'
DO RD
DGE DR

DDDDDDDDDDDDOOOOO R RR R R RRRRRRRRRRDDDDDDDDDDDDDDDDDDDDDD

OOO RRRRRRDD

DDDDDDDDDDDDDGEGEGGGEGGEGGGGGGGEGGGGGEGEGGEGGGEGEEGEGGGE EEEEEEEEEEEEEEEEE DRDDDRDDRDDDRDRDRDRDDRDRDDDDDDDRDDDDRDDDDDRDRDDDRDDDRRRRRRRRRRRRRRRRRRRRRRRRRRRRRR

GEGEGEGGGGGGGGEEEEEEE RDDDDDDDDDDRD

SHADOWRIDGE
DR

THIBODO
RD

SYCAMORE AVE
R/W
R/W

12.5'
11'
12'
12'
11'
12'
5'

9.5'

4.5'

4.5'5'
LEGEND

PEDESTRIAN SIGNAL
EX. TRANSMISSION LINE
EX. STREET LIGHT

MATCHLINE

SEE BELOW LEFT

MATCHLINE

SEE ABOVE RIGHT
High Visibility
Crosswalks
High Visibility
Crosswalks
ADA Curb
Ramps
ADA Curb
Ramps
Median
Refuge
Raised Class
IV Bike Path
Raised Class
IV Bike Path
Existing Raised Median Removal of Utility Obstructions
Removal of Utility
Obstructions
Pedestrian Signal
See first page for
Cross Section
05/13/2025 D2 65 of 101
61 61VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO
#3 East Vista Way (Northern City Boundary to Taylor St)

PROJECT DESCRIPTION
This project will improve a 0.7-mile segment of East Vista Way, north of Taylor Street to the City boundary, converting this corridor to a Complete Street with Class IV bikeway. Recommendations include:
• A Class IV bicycle facility, which will provide a space for bicyclists separated from motorist traffic with physical barriers.
• High visibility crosswalks and advance stop bars on all side street stop control crossing legs. • Sidewalk infill throughout the corridor to address sidewalk deficiencies and provide a continuous path of travel for pedestrians.
• Installation of ADA-compliant curb ramps at five existing intersections (Barsby Street, Warmlands Avenue, Corvalia Drive/Serra Drive, Old Taylor Street, and Taylor Street). • The addition of raised medians with landscaping throughout the corridor, which will improve the streetscape, manage access to commercial driveways, and reduce conflicts with traffic in the opposing direction.
• Additional recommendations to existing signalized intersections within the extents of this project are covered in Project #8 – Systemic Citywide Safety Improvement Project. • This project also includes the addition of a second northbound travel lane. • Installation of a new traffic signal at the intersection of East Vista Way and Old Taylor Street.

COST ESTIMATE $11,303,000

CROSS SECTIONS

EAST VISTA WAY
(CITY BOUNDARY TO WARMLANDS AVE, OLD TAYLOR ST TO TAYLOR ST) CURB TO CURB (59’)CURB TO CURB (59’)
6’6’5’5’ 10’10’11’11’ 2’2’11’11’2’2’ 6’6’ 5’ 5’
RIGHT-OF-WAY (69’)RIGHT-OF-WAY (69’)
11’11’

TRAVEL LANETRAVEL LANE TRAVEL LANE TRAVEL LANERAISED MEDIANRAISED MEDIAN TRAVEL LANE TRAVEL LANE SIDEWALKSIDEWALKBIKE LANEBIKE LANESIDEWALKSIDEWALK BIKE LANEBIKE LANE

BUFFERBUFFER

EAST VISTA WAY
(WARMLANDS AVE TO OLD TAYLOR ST)
BUFFER
8’8’5’5’ 10’10’11’11’ 3’3’11’11’ 5’5’ 10’ 10’11’11’ 8’ 8’ CURB TO CURB (73’)CURB TO CURB (73’)
RIGHT-OF-WAY (88’)RIGHT-OF-WAY (88’)

TRAVEL LANETRAVEL LANE TRAVEL LANE TRAVEL LANERAISED MEDIANRAISED MEDIAN TRAVEL LANE TRAVEL LANE SIDEWALKSIDEWALKBIKE LANEBIKE LANESIDEWALKSIDEWALK BIKE LANEBIKE LANE

PARKINGPARKING
6’6’

BUFFERBUFFER
A B
3 05/13/2025 D2 66 of 101
62 62VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO
See next page
for detail
See next page
for detail
Taylor St
E Vista Way
E Vista Way
Old Taylor St
Corvalla Dr
Warmlands Av
Barsby St
E Vista Way
Osborne St
N
°
N
°
N
°
See Below Left See Below Left
See Above Right See AboveRight
Class IV
LEGEND
Raised Median
Bus Stop
Additional
Northbound
Travel Lane
New Signal
Existing Signalized Intersection
w/Modiﬁcations (See Project #8)
Sidewalk Inﬁll
See previous page for
Cross Section A
See previous page for
Cross Section B
High Visibility Crosswalks with
Advance Stop Bars on applicable legs
ADA Curb Ramps

CITY OF VISTA

UNINCORPORATED

CORRIDOR OVERVIEW MAP
#3 East Vista Way (Northern City Boundary to Taylor St) 05/13/2025 D2 67 of 101
63 63VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO
#3 East Vista Way (Northern City Boundary to Taylor St)

OLD TAYLOR ST

E VISTA WAY

BUS STOP

LANDSCAPING TREATMENTTO BE DETERMINED
R/W
R/W

PARKING

RAISED MEDIAN
5'
3'
11'10'11'14'5'
5'
10'
5'
3'
8'11'11'10'11'
6'
8'
5'
11'
10'
5'
1'
LEGEND

TRAFFIC SIGNAL
N
0' 50' 100'
SCALE 1" = 50'
Raised Median
Class IV Bike Lane
High Visibility
Crosswalks with
Advance Stop Bars
ADA curb
ramps
ADA curb
ramps
Class IV Bike Lane
See first page for
Cross Section B
Class IV Bike Lane
Parking Protected
Class IV Bike Lane
Additional North-
Bound Travel Lane
New Traffic Signal
05/13/2025 D2 68 of 101
64 64VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO

PROJECT DESCRIPTION
This project will transform a 1.8-mile segment of West Vista Way, between Thunder Drive (at the city boundary) and Melrose Drive to a 2-lane Complete Street with a two-way Class IV bikeway on the south side of the street. Improvements will include:
• A two-way Class IV bicycle facility on the south side of the street (replacing Class II bike lanes), that will provide a space for bicyclists which is physically separated from motorist traffic and, in the westbound direction, has significantly reduced conflict points. • Roundabouts, which will provide traffic calming along the corridor, will be added at nine intersections.
• High visibility crosswalks and advance stop bar on all side street stop control crossings. • Sidewalk infill along the north side of West Vista Way, to address sidewalk deficiencies and provide a continuous path of travel for pedestrians, and in sections along the south side of West Vista Way to make bus stops in the eastbound direction accessible.
• Sidewalk infill along Cedar Road, Nettleton Road, Grapevine Road and Hill Drive, to complete connections to West Vista Way.
• Curb ramps installed in locations where they are needed at street crossings. • The installation of raised medians with landscaping throughout the corridor, which will improve the streetscape and reduce conflicts with traffic in the opposing direction. • Additional recommendations to existing signalized intersections within the extents of this project are covered in Project #8 – Systemic Citywide Safety Improvement Project. #4 West Vista Way (Thunder Dr to N./S. Melrose Dr)

CROSS SECTIONS
W. VISTA WAY
(THUNDER DR TO SR-78 WB RAMPS)
10’10’ 14’ 14’ 12’12’3’3’ 5’5’
CURB TO CURB (49’)CURB TO CURB (49’)
RIGHT-OF-WAY (54’)RIGHT-OF-WAY (54’)

BUFFER TRAVEL LANETRAVEL LANE TRAVEL LANETRAVEL LANE SIDEWALKSIDEWALKFREEWAY WALL

FREEWAY
WALL

TWO-WAY CLASS IVTWO-WAY CLASS IV
10’10’

RAISED MEDIANRAISED MEDIAN
W. VISTA WAY
(CEDAR RD TO COPPER AVE, WHERE BUS STOPS ARE PRESENT)
10’10’ 14’ 14’ 12’12’3’3’ 5’5’
CURB TO CURB (49’)CURB TO CURB (49’)
RIGHT-OF-WAY (59-62’)RIGHT-OF-WAY (59-62’)

BUFFER TRAVEL LANETRAVEL LANE TRAVEL LANETRAVEL LANE SIDEWALKSIDEWALK 5-8’5-8’

SIDEWALKSIDEWALKFREEWAY
WALL

FREEWAY
WALL

TWO-WAY CLASS IVTWO-WAY CLASS IV
10’10’

RAISED MEDIANRAISED MEDIAN
A B

COST ESTIMATE
$25,724,000
4 05/13/2025 D2 69 of 101
65 65VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO
See next page
for detail
Cedar Rd
Netteton Rd
W Vista Way
W Vista Way
W Vista Way
Emerald Dr
Huff St
Grapevine Rd
Hill Dr
Santa Barabara
Way
Copper Av
Brass Ln
N Melrose Dr
Durian St
Thunder Dr
SantaClaraDr

CITY OF VISTA

CITY OFOCEANSIDE
N°
N°
N°
See Below Left See Below Left
See Above RightSee Above Right
Two-Way
Class IV
LEGEND
Raised Median
Sidewalk Inﬁll Class II
Bike Lane
ADA Curb Ramps
Roundabout
High Visibility Crosswalk with
Advanced Stop Bar or Yield Markings
Bus Stop
See previous page
for Cross Section A
See previous page
for Cross Section B
Existing Signalized Intersection
w/Modiﬁcations (See Project #8)
Bike Signal

CORRIDOR OVERVIEW MAP
#4 West Vista Way (Thunder Dr to N./S. Melrose Dr)
05/13/2025 D2 70 of 101
66 66VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO
10'11.7'
14'3.5'12'13'
10'
14'12'5'

RAISED MEDIAN

BUS STOP
R/W
R/W
14'
12'

W VISTA WAY
5'

FREEWAY WALL
3'

GRAPEVINE
RD
N
#4 West Vista Way (Thunder Dr to N./S. Melrose Dr)

PLAN VIEW CONCEPT
High Visibility
Crosswalks
High Visibility
Crosswalks
Roundabout
Sidewalk
ADA curb
ramps
ADA curb
ramps
Two-Way
Class IV
Raised Buffer
Median
Refuge
Median
Refuge
Raised Median
See first page for
Cross Section A
05/13/2025 D2 71 of 101
67 67VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO

PROJECT DESCRIPTION
This project will convert a 1-mile segment of North Santa Fe Avenue, between Osborne Street and Bobier Drive to a 2-lane Complete Street with Class IV bike lanes. Improvements will include:
• Class IV bicycle facilities on both sides of the street, which will provide a space for bicyclists separated from motorist traffic with physical barriers. • High visibility crosswalks and advance stop bar on all side street stop control crossings. • Sidewalk infill in locations throughout the corridor where not present. • Installation of curb ramps in locations where they do not exist and needed at crossings. • Curb extensions to decrease crossing distances (at NE corner of Taylor Street, NW & SW corners of Knapp Drive, and NW & SW corners of Pond Place).
• Curb radius reduction on SE corner of Knapp Dr (50’ radius existing) to reduce the speeds at which vehicles turn around the corner.
• The installation of raised medians with landscaping throughout the corridor, which will improve the streetscape and reduce conflicts with traffic in the opposing direction. • Additional recommendations to existing signalized intersections within the extents of this project are covered in Project #8 – Systemic Citywide Safety Improvement Project.

CROSS SECTION

NORTH SANTA FE AVENUE
(OSBORNE ST TO BOBIER DR)

BUFFER BUFFER

TRAVEL LANETRAVEL LANE
12’12’

BIKE LANEBIKE LANE
6’6’

RAISED MEDIANRAISED MEDIAN
10’10’

SIDEWALKSIDEWALK
6’6’

SIDEWALKSIDEWALK
6’6’
CURB TO CURB (52’)CURB TO CURB (52’)
RIGHT-OF-WAY (72’)RIGHT-OF-WAY (72’)
3’3’ 3’3’
#5 North Santa Fe Avenue (Osborne St to W./E. Bobier Dr)

COST ESTIMATE
$7,918,000
5 05/13/2025 D2 72 of 101
68 68VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO
See next page
for detail
See next page
for detail
N Santa Fe Av
N Santa Fe Av
N Santa Fe Av
Osborne St
Paseo Marguerita
Museum
Way
Taylor St
Adobe
Estates Dr
Knapp Dr
Pond Pl
Bobier Dr
Angeles Vista Dr
N
°
N
°
N
°
ADA Curb Ramp
Class IV
LEGEND
Raised Median Bus Stop
Existing Signalized Intersection
w/Modiﬁcations (See Project #8)
High Visibility Crosswalks with Advance
Stop Bars on applicable legs
Sidewalk Inﬁll
Curb Extension
w/ ADA Curb Ramp
Curb Radius Reduction
See previous page
for Cross Section
See Below Left See Below Left
See Above Right See Above Right

CORRIDOR OVERVIEW MAP
#5 North Santa Fe Avenue (Osborne St to W./E. Bobier Dr) 05/13/2025 D2 73 of 101
69 69VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO

PLAN VIEW CONCEPT
#5

N SANTA FE AVE
11'

11.5'

11.5'
7' 4'
11'
13'
4'
4'
15' 10'
12'
12' 12'
3'
7'
8'

ADOBE ESTATES DR

RAISED MEDIAN

TAYLOR ST

PARKING
R/W
R/W

RAISED MEDIAN
7'7'
LEGEND

TRAFFIC SIGNAL
N
North Santa Fe Avenue (Osborne St to W./E. Bobier Dr)
Raised Median
Curb Extension With
ADA Curb Ramps
Class IV Bike Lane
Class IV Bike Lane
High Visibility Crosswalk
with Advance Stop Bar
ADA Curb
Ramp
05/13/2025 D2 74 of 101
70 70VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO

HACIENDA DRIVE
(0.1 MILES EAST OF LA TORTUGA DR TO S. MELROSE DR , EMERALD DR TO COSTCO DWY (W))

TRAVEL LANETRAVEL LANE TRAVEL LANETRAVEL LANERAISED MEDIAN CURB TO CURB (64’)CURB TO CURB (64’)
5’5’5’5’ 10.5’ 10.5’ 11’ 11’11’11’ 11’ 11’ 10.5’ 10.5’ 5’ 5’ 5’ 5’ RIGHT-OF-WAY (74’)RIGHT-OF-WAY (74’)

SIDEWALKBIKE LANESIDEWALK BIKE LANE

PROJECT DESCRIPTION

CROSS SECTIONS
BUFFER
BIKE

LANE BUFFER

TRAVEL LANETRAVEL LANE BIKE

LANERAISED MEDIAN

HACIENDA DRIVE
(EMERALD DR TO S. MELROSE DR)
11’11’ 3’3’11’11’ 5’ 5’3’3’5’5’ 10’10’
CURB TO CURB (63’)CURB TO CURB (63’)
5’5’ 5’5’
RIGHT-OF-WAY (73’)RIGHT-OF-WAY (73’)

7.5’

PARKING SIDEWALKSIDEWALKSIDEWALKSIDEWALK

7.5’

PARKING
#6 Hacienda Drive (S. Emerald Dr to S. Melrose Dr)
A B

COST ESTIMATE
$6,841,000
6 This project will transform a 1.6-mile segment of Hacienda Drive, between S. Emerald Drive and S.

Melrose Drive, converting much of the corridor to a 2-lane Complete Street with Class IV bikeway.

Improvements include:
• A Class IV bicycle facility along the sections of the roadway that are two-lane, which will provide a space for bicyclists separated from motorist traffic with physical barriers. • Addition of Class II where Class IV cannot fit due to constraints, to provide a designated area exclusive for bicyclists separated from motorist traffic. • High visibility crosswalks and advance stop bars on all side street stop control crossings. • Sidewalk infill on the north side between 700 feet west of Pomelo Drive and 911 Hacienda Drive to address sidewalk deficiency and provide a continuous path of travel for pedestrians. • Installation of ADA-compliant curb ramps in crossing locations at Evelyn Lane, Pomelo Drive, and Breeze Hill Road.
• Curb extensions with ADA compliant ramps to decrease crossing distances (at SW & SE corners of Hacienda Drive/Pomelo Drive, SW corner of Hacienda Drive/Breeze Hill Road, and SW & SE corners of Hacienda Drive/La Tortuga Drive).
• The installation of raised medians with landscaping along much of the corridor, which will improve the streetscape and reduce conflicts with traffic in the opposing direction. • An RRFB pedestrian crossing with median refuge will be installed 250’ west of the Evelyn Lane east driveway, to provide a place where pedestrians can cross the street with high visibility to yielding motorists.
• Additional recommendations to existing signalized intersections within the extents of this project are covered in Project #8 – Systemic Citywide Safety Improvement Project. 05/13/2025 D2 75 of 101
71 71VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO
See next page
for detail
See next page
for detail
Emerald Dr
Hacienda Dr
Hacienda Dr
Hacienda Dr
CarriageCir
ProvidenceDr
Pomelo Dr
LaTortugaDr
Melrose Dr
BreezeHill Rd
Class III Bike Route
N°
N°
N°
RRFB, High Visibility Crosswalk, and Median Refuge
Curb Extension
w/ ADA Curb Ramps
LEGEND
Raised Median
Existing Signalized Intersection w/ Modiﬁcations
(See Project #8)
High Visibility Crosswalks with Advance Stop Bars
on applicable legs
Class II Bike Lane Sidewalk Inﬁll
ADA Curb Ramps
Class IV
Travel Lane RemovalExisting Bike Facility
See previous page for
Cross Section B
See previous page for
Cross Section A
See Below Left
See Below Left
See Above Right See Above Right

CORRIDOR OVERVIEW MAP
#6 Hacienda Drive (S. Emerald Dr to S. Melrose Dr)
05/13/2025 D2 76 of 101
72 72VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO

PLAN VIEW CONCEPTS
#6 Hacienda Drive (S. Emerald Dr to S. Melrose Dr)
R/W

HACIENDA DR

POMELO DR

RAISED MEDIAN
6'11'11'6'
5'
6'
3'

12.5'20.5'

12.5'
3'
6'
11'11'
3' 6'
6'
5'
R/W

HACIENDA DR

EASTERLY

APARTMENT
DWAY

PARKING

RAISED MEDIAN

PARKING PARKING

PARKING

RAISED MEDIAN
5'3'

7.5'
11'
10'
11'7.5'3'
5'
8'
11'
9'
11'8'
3'
5'3' 5'
LEGEND

RRFB CROSSING
N
0' 50' 100'
SCALE 1" 0'
ADA curb ramps
Median Refuge
High Visibility Crosswalk
Raised Median
Parking Protected
Class IV Bike Lane
Curb Extensions
Parking Protected
Class IV Bike Lane
Raised Median
Curb extensions with
ADA curb ramps
ADA curb ramps
High Visibility Crosswalks
with Advance Stop Bars
Class IV Bike Lane
Class IV Bike Lane
See first page for
Cross Section B
05/13/2025 D2 77 of 101
73 73VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO
This project will provide intersection traffic control, pedestrian facilities, bicycle facilities and traffic calming on various collector and local streets in the Townsite neighborhood of Vista. The project area is bound between North Santa Fe Avenue to the west, Vista Village Drive/East Vista Way to the east, and Bobier Drive to the north. The recommendations include:
• One roundabout with bulb outs and splitter islands at Citrus Avenue & East Drive. • The addition of all-way stop control at Lemon Avenue & Nevada Avenue and Indian Rock Road & Citrus Avenue.
• Side street stop control at Indiana Avenue & The Circle, and Orange Street & The Circle. • Sidewalk infill on various blocks, including most of Anza Avenue. • Class III bike route with traffic calming along Indian Rock Road, Citrus Avenue and Anza Avenue. • A raised crosswalk with Rapid Rectangular Flashing Beacons at a midblock location on Citrus Avenue (between East Drive and Townsite Drive).
• Raised crosswalks at Palm Drive & Alvarado Terrace, and Citrus Avenue and Cananea Street. • Improved alignment of intersection approach along The Circle at Indiana Avenue and at Orange Street. • Curb extensions at multiple locations in the project area. • High visibility crosswalks at numerous locations in the project area. • ADA compliant curb ramps where not present at street crossings.

CROSS SECTIONS

PROJECT DESCRIPTION
#7 Townsite Phase II

E INDIAN ROCK ROAD
(CANANEA ST TO N CITRUS AVE)
11’11’11’11’8’8’
CURB TO CURB (30’)CURB TO CURB (30’)
RIGHT-OF-WAY (50-60’)RIGHT-OF-WAY (50-60’)

SIDEWALKSIDEWALK TRAVEL LANETRAVEL LANETRAVEL LANETRAVEL LANEPARKINGPARKING 5’

ANZA AVENUE
(BOBIER DR TO TOWNSITE DR)
11’11’11’11’
CURB TO CURB (22’)CURB TO CURB (22’)
5’
RIGHT-OF-WAY (40’)RIGHT-OF-WAY (40’)

SIDEWALKSIDEWALK TRAVEL LANETRAVEL LANETRAVEL LANETRAVEL LANE A B

COST ESTIMATE
$7,118,000
7 05/13/2025 D2 78 of 101
74 74VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO

PROJECT OVERVIEW MAP
#7 Townsite Phase II

E INDIAN ROCK RD

E EAST DRCANANEA ST

N CITRUS AV

N CITRUS AV N CITRUS AV

APOLLO DR LEMON AV

NEVADA AV

N INDIANA AV

EATON WY

E CALIFORNIA AV

W ORANGE ST

MASSACHUSETTS AV

E ORANGE ST

PALM DR

WASHINGTON ST

PORTOLA ST

CORTEZ AV

RHEA PL
THE
CIRCLE

ANZA AV

CABRILLO
CR
NEW
PORTDR

HILLSID
E
TR

E VISTA WY

E BOBIER DR

TOWNSITE DR

N SANTA FE AVE

VISTA VILLAGE DR

FOOTHILL DR
W
LO
S
AN

GELESDR

VALE TERRACE
DR
0 1/4 1/8 Miles
Class III Bike Route
RRFB*
Curb Extensions
w/ ADA Curb Ramps
LEGEND
High Visibility Crosswalk(s) with Advanced
Stop Bar or Yield Markings
Sidewalk Inﬁll
Corridor Improvements
Crossing Improvements
ADA Curb Ramps
Speed HumpRaised Crossing*
RoundaboutNew Stop Sign
* Includes High Visibility Crosswalk(s)
See previous page for
Cross Section B
See previous page for
Cross Section A
See Appendix G for design details
05/13/2025 D2 79 of 101
75 75VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO

PROJECT DESCRIPTION
#8
Systemic Citywide Safety Improvement Project
(all City-controlled signals, 110 signals)

COST ESTIMATE
$18,783,000
This project will improve all City-controlled signals for pedestrians, drivers, and cyclists. Improvements at all 110 signals, shown on the overview map on the following page, include:

Base Countermeasures – applied at all 110 signalized intersections. • Reflective Backplate on Traffic Signal Heads
• High Visibility Crosswalks & Advanced Stop Bars, if conditions are not present (except near freeways or undeveloped areas) • Curb Ramps, if conditions are not present
• Curb Extensions, if conditions are not present and space is available
• Audible/Accessible Pedestrian Signals
• Countdown Pedestrian Signal Heads
Vehicular Injury Countermeasures – applied at 16 signalized intersections which experienced a high number of severe or fatal injury vehicular-only collisions in the past five years. • Protected Left-Turn Phases, if conditions are not present • Add/Realign Signal Heads so there is one per through travel lane, if conditions are not present
Pedestrian Injury Countermeasures - applied at 12 signalized intersections which experienced a severe or fatal injury pedestrian-involved collisions in the past five years.
• Lead Pedestrian Intervals
Note: There are four signalized intersections that will receive both the vehicular injury and pedestrian injury countermeasures. 8 Citywide
Vehicle & Pedestrian Injury
Locations
• S. Melrose Dr & Hacienda Dr
• S. Santa Fe Ave & Civic Center Dr
• Vista Village Dr & N. Santa Fe Ave
• W. Vista Way & Melrose Dr
Vehicular Injury Locations
• E. Vista Way & Civic Center Dr
• E. Vista Way & Bobier Dr/Foothill Dr
• Emerald Dr & W. Vista Way
• Emerald Dr & Hacienda Dr
• N. Santa Fe Ave & N. Coast Church
Dwy
• N. Santa Fe Ave & Bobier Dr
• S. Melrose Dr & Park Center Dr
• S. Melrose Dr & Shadowridge Dr
• Sycamore Ave & Business Park Dr
• Sycamore Ave & Shadowridge Dr
• W. Vista Way & Vista Village Dr
• Sycamore Ave & S. Melrose Dr
Pedestrian Injury Locations
• E. Vista Way & Monte Mar Rd
• E. Vista Way & Townsite Dr
• N. Melrose Dr & Olive Ave
• N. Santa Fe Ave & East Dr
• N. Santa Fe Ave & California Ave
• Sycamore Ave & Thibodo Ave/
Plumosa Ave
• Sycamore Ave & University Dr
• Vista Village Dr & Wave Dr
05/13/2025 D2 80 of 101
76 76VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO

OVERVIEW MAP
#8
Systemic Citywide Safety Improvement Project
(all City-controlled signals, 110 signals)
01 0.5 Miles
W Vista Way
Emerald Dr
Olive Ave
E Bobier Dr
E Vista Way
N Santa Fe Ave
S Santa Fe Ave
S Melrose Dr
Cannon Rd
Hacienda Dr
78 San Diego
County
San
Marcos
Oceanside
Vale Terrace Dr
Monte Vista Dr
Foothill Dr
Sunset Dr
Faraday Ave
Sycamore Ave
Civic Center Dr
Shadow
ridge
Dr
NMelroseDr
Business Park Dr
Base Countermeasures at All City-Controlled
Signalized Intersections
• Reflective Backplate on Traffic Signal Head
• High Visibility Crosswalks & Advanced Stop Bars*
• Curb Ramps*
• Curb Extensions*, if space is available
• Audible/Accessible Pedestrian Signals*
• Countdown Pedestrian Signal Heads*
Vehicular & Pedestrian Injury Countermeasures
• Lead Pedestrian Interval
• Protected Left-Turn Phases*
• Add/Realign Signal Heads*
• Plus all Base Countermeasures
Vehicular Injury Countermeasures
• Protected Left-Turn Phases*
• Add/Realign Signal Heads*
• Plus all Base Countermeasures
Pedestrian Injury Countermeasures
• Lead Pedestrian Interval
• Plus all Base Countermeasures
* If conditions are not currently present
05/13/2025 D2 81 of 101
77 77VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO

PROJECT DESCRIPTION

COST ESTIMATE
This project will seek to transform a 1.2-mile segment of South Santa Fe Avenue, east of Civic Center Drive to a four-lane major arterial with Class IV bikeway. Improvements will include:
• The installation of raised medians with landscaping throughout the corridor, which will improve the streetscape, manage access to commercial driveways, and reduce conflicts with traffic in the opposing direction.
• A separated Class IV bicycle facility, which will provide a space for bicyclists separated from motorist traffic with physical barriers. On-street parking will be removed to accommodate the bikeway. • High visibility sidewalks with an advance stop bar on four side-street stop-controlled intersections (three of those intersections, as well as the signalized intersection of Postal Way will be improved with curb extensions to decrease crossing distances).
• The northeastern corner of South Santa Fe Avenue and Monte Vista Drive will be modified to reduce the wide corner radius, enabling a shorter pedestrian crossing distance and encouraging slower westbound right-turning traffic speeds.
• A new traffic signal with high visibility crosswalks at Santa Anita Place. • ADA-compliant curb ramps on six locations along the project area. • Additional recommendations to existing signalized intersections within the extents of this project are covered in Project #8 – Systemic Citywide Safety Improvement Project. $9,710,000
#9 South Santa Fe Avenue (Civic Center Dr to Montgomery Dr)

CROSS SECTION
9 05/13/2025 D2 82 of 101
78 78VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO
See next page
for detail
Signal to control
both intersections
Civic Center Dr
SantaAnita Pl
Santa FePl
PostalWay
MonteVistaDr
Service Pl
S.

Sa
nta F
e Ave
S.

San
ta
Fe
Ave
Cypress
Dr
Mar Vista Dr
S.

Sa
nta
Fe Av
e
Montgomery Dr
See previous page
for Cross Section
N°
N°
N
°
Curb Extension w/ ADA Curb Ramp
Curb Radius Reduction
ADA Curb Ramp
Class IV
LEGEND
Raised Median
New Signal
High Visibility Crosswalk
with Advance Stop Bar
Existing Signalized Intersection
w/Modiﬁcations (See Project #8)
Bus Stop
SeeBelow Left
See Below Left
See Above Right
See Ab
ove Right
#9

CORRIDOR OVERVIEW MAP
South Santa Fe Avenue (Civic Center Dr to Montgomery Dr) 05/13/2025 D2 83 of 101
79 79VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO

PLAN VIEW CONCEPT

S SANTA FE AVE

SANTA ANITA PL

SANTA FE PL
10'11'10.5' 11' 10.5'8'
8'
3'
4'
R/W
R/W
4'
TSTS
N
#9 South Santa Fe Avenue (Civic Center Dr to Montgomery Dr) Curb extensions with
ADA curb ramp
Raised Median
Raised Median
Class IV Bike Lane
Class IV Bike Lane
New Traffic Signal
Curb extensions with
ADA curb ramp
High Visibility
Crosswalk with
Advance Stop Bar
High Visibility Crosswalks
with Advance Stop Bar
See first page for
Cross Section
05/13/2025 D2 84 of 101
80 80VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO

PROJECT DESCRIPTION

CROSS SECTION

VALE TERRACE DRIVE
(PONDEROSA DR TO FOOTHILL DR)
CURB TO CURB (40’)CURB TO CURB (40’)
6’6’5’5’ 11’ 11’ 3’ 3’11’11’3’3’ 6’6’ 5’ 5’
RIGHT-OF-WAY (50’)RIGHT-OF-WAY (50’)

TRAVEL LANETRAVEL LANE TRAVEL LANETRAVEL LANE SIDEWALKSIDEWALKBIKE LANEBIKE LANESIDEWALKSIDEWALK BIKE LANEBIKE LANE

BUFFERBUFFER
#10 Vale Terrace Drive (E. Vista Wy to San Clemente Ave)

COST ESTIMATE
$14,354,000
10 This project was initially conceived as a part of the Rancho Minerva Middle School Safe Routes to School Plan to improve conditions for student walking and bicycling to school. It will transform a 1.8-mile segment of Vale Terrace Drive, between East Vista Way and San Clemente Avenue to add sidewalks, roundabouts and a Class IV bikeway. Improvements will include:
• A series of roundabouts with bulb outs and splitter islands will provide improved traffic calming along the corridor. Roundabouts will be added at four locations, including Williamston Street, Vale Terrace Place, Alta Mesa Drive and Warmlands Avenue. There is one existing roundabout along the corridor at Ponderosa Drive.
• A separated Class IV bicycle facility, which will provide a space for bicyclists separated from motorist traffic. This will require some widening of Vale Terrace Drive east of Vale Terrace Place.
• High visibility crosswalks and advance stop bar on all side street stop control crossings. • Sidewalk infill along the north side of the Vale Terrace Drive, and in some sections along the south side.
• The addition of curb ramps at several intersections where they are needed at street crossings for new roundabouts and new sidewalk areas to improve pedestrian accessibility.
• An all-way stop will be added at the Brengle Terrace Park primary entrance on Vale Terrace Drive (presently, this intersection is only stop controlled from the park entrance). A crosswalk on the north leg will also be added to this intersection. • Additional recommendations to East Vista Way and Vale Terrace Drive signalized intersection are covered in Project #8 – Systemic Citywide Safety Improvement Project.
• Curb extension and high-visibility crosswalk on Vale Terrace Drive at Brengle Terrace Park second entrance and Vale Terrace Place.
05/13/2025 D2 85 of 101
81 81VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO
See next page
for detail
Vale Terrace Dr
Vale Terrace Dr
Vale Terrace Dr
Foothill Dr
Foothill Dr
SanClementeAv
Warmlands Av
Upland Dr
Pointer LnAlta
M
esaDr
ValeTerrace Pl
Jim Porter Pkwy
PonderosaDr
Williamst
onSt
E Vista Way
Stephanie
Ln
N°
N°
N°
All-Way Stop
ADA Curb Ramps
Curb Extension w/ ADA Curb Ramps
Class IV
LEGEND
Roundabout
Existing Signalized Intersection
w/Modiﬁcations (See Project #8)
High Visibility Crosswalk with
Advanced Stop Bar or Yield MarkingsSidewalk Inﬁll
Bus Stop
See Below Left
See Above Right
See Above Right
See Below Left

CORRIDOR OVERVIEW MAP
#10 Vale Terrace Drive (E. Vista Wy to San Clemente Ave) 05/13/2025 D2 86 of 101
82 82VISTA COMPREHENSIVE SAFETY ACTION PLAN

6.0 Project Recommendations

V ISION
ZERO

PLAN VIEW CONCEPT

VALE TERRACE DR
11'
6'
8'
11'
4'6'
11'
4' 6'
8'
11'
4' 6'
15'
15'
11'
11'
8'
8'

UPLAND DR

ALTA MESA DR
4'
R/W

RETAINING CURB/WALLRETAINING CURB/WALL
N
#10 Vale Terrace Drive (E. Vista Wy to San Clemente Ave) Class IV Bike Lane
High Visibility
Crosswalk
Median
Refuge
Roundabout
ADA curb
ramps
Class IV Bike Lane
See first page for
Cross Section
05/13/2025 D2 87 of 101

7.0 Policy
Analysis
83 VISTA
83838

VIV STTAAA

7.0 Policy Analysis
83VISTA COMPREHENSIVE SAFETY ACTION PLAN
05/13/2025 D2 88 of 101
84VISTA COMPREHENSIVE SAFETY ACTION PLAN

7.0 Policy Analysis
The City’s current transportation policies, plans, and guidelines were reviewed to identify sections and components relevant to trafﬁc safety and their language was subsequently evaluated in relationship to the CSAP goals as is required by SS4A guidelines for Action Plans.

This assessment helped determine the following policy recommendations which could use augmentation. These recommendations are listed relative to each goal:

Goals
ɽ Eliminate Trafﬁc Fatalities and Severe Injuries: Work towards zero deaths and serious injuries on our streets by implementing proven safety measures and adopting a holistic approach to road safety.
▶ Vision Zero Initiative
▶ Bicycle Master Plan
▶ Circulation Element
▶ Neighborhood Trafﬁc Calming Program
▶ Speed Hump Policy
▶ Vista Municipal Code sections (§):
▶ §10.08.040 Regulations Apply to Bicycles or Animals
▶ §10.12.040 A. Installation of Trafﬁc Signals
▶ §10.12.050 Lane Marking
▶ §10.12.060 Distinctive Roadway Markings
▶ §10.12.130 Obstruction of Visibility at Intersections ▶ §10.16.010 Placement of Signs
▶ §10.24.040 Riding or Driving on Sidewalk
▶ §10.28.010 Pedestrian Crosswalks
▶ §10.28.020 A. Pedestrians on Streets and Highways
▶ §10.68.030 Riding on Sidewalks Bicycle Restriction.
▶ §10.68.040 A. Riding on Bicycles
▶ §10.68.050 Bikeways
▶ §10.68.060 Dismount in Crosswalk and on Sidewalk
▶ §10.68.080 Trafﬁc and Safety Laws Apply to Persons Riding Bicycles ▶ §10.68.090 Motorized Scooters & Motorized Bicycles
05/13/2025 D2 89 of 101
85VISTA COMPREHENSIVE SAFETY ACTION PLAN

7.0 Policy Analysis
▶ Circulation Element (CE) Policy 6.23: “Establish performance standards with measurable outcomes to assess safety, functionality, and use of the circulation system by multiple roadway users. Standards should be developed to address the following:
▶ Mode shift from single-occupant vehicles to walking or biking ▶ Reduction in the number of injuries and fatalities to bicyclists and pedestrians ▶ Reduction in the number of vehicle miles traveled per capita Increase in the number of streets with sidewalks, low design speeds, tree canopy, and street furnishings ▶ Increase in miles of bicycle lanes or other bikeway facilities ▶ Increase in miles of sidewalks or other pedestrian facilities” ɽ Equity and Accessibility: Ensure equitable access to safe transportation options for all members of the community, regardless of age, income, ability, or mode of travel, with a focus on addressing disparities in underserved communities. ▶ Vista Municipal Code §10.68.080 Trafﬁc and Safety Laws Apply to Persons Riding Bicycles
▶ CE Goal 2: “Improve the safety and efﬁciency of existing transportation facilities by providing complete and safe connections on roadways, sidewalks, and bikeways.

Facilities should be accessible to all users, with appropriate and necessary amenities.” ▶ CE Policy 6.4: “Require proposed developments to install sidewalks and wheelchair ramps that comply with Americans with Disabilities Act (ADA) standards adjacent to all roadways within each development.”
▶ Land Use and Community Identity Element (LUCI) Goal 5: “Support Complete Street design and construction projects that complement desired land uses, provide equitable transportation options for all residents, and ensure the safety and convenience of all roadway users.”
▶ LUCI Policy 5.2: “Ensure that the entire right -of -way is designed to accommodate appropriate modes of transportation.”
ɽ Education and Outreach: Increase public awareness and understanding of trafﬁc safety issues through educational campaigns, outreach events, and partnerships with schools, community organizations, and businesses.
▶ CE Policy 6.13: “Enhance the City’s Safe Routes to School Program and support local school district efforts that improve walking and bicycling routes. Seek State and regional funding to construct improvements identiﬁed in the program and conduct educational programs for Vista’s schools.”
▶ LUCI Policy 11.1: “Encourage community participation in planning and development of land use policies, plans, and programs through outreach efforts, workshops, community meetings, public hearings, newsletters, and electronic media.” 05/13/2025 D2 90 of 101
86VISTA COMPREHENSIVE SAFETY ACTION PLAN

7.0 Policy Analysis
ɽ Infrastructure Improvement: Enhance street design and infrastructure to prioritize the safety of pedestrians, cyclists, motorists, and public transit users, with a particular emphasis on implementing Vision Zero principles in urban planning and development projects.
▶ CE Goal 1: “Provide a system of roadways that meets the needs of the community through careful design of and attention to linkages between neighborhoods, schools, parks, employment centers, and activity nodes.”
▶ CE Policy 1.2: “Strive to maintain a vehicular Level of Service (LOS) D or better throughout the City except for within areas designated for mixed-use development, or areas designated to be more bicycle /pedestrian friendly.” ▶ CE Policy 1.15: “Provide ﬂexibility in design of local streets in semi-rural areas to meet the topographic limitations of the area. Pedestrian facilities, which may be different from conventional sidewalks, should be provided where feasible. Shared parking areas should be considered where topography permits, rather than requiring extra street width for parking lanes.”
▶ CE Goal 2: “Improve the safety and efﬁciency of existing transportation facilities by providing complete and safe connections on roadways, sidewalks, and bikeways.

Facilities should be accessible to all users, with appropriate and necessary amenities.” ▶ CE Policy 2.3: “Incorporate multi-modal improvements into pavement resurfacing, restriping, and signalization operations where the safety and convenience of users can be improved within the scope of work.”
▶ CE Goal 6: “Develop an efﬁcient bicycle and pedestrian circulation system that improves access and linkages in a manner that is human-scaled, bicycle- and pedestrian-oriented, and transit-accessible, encourages use of these facilities for recreation, and provides alternatives to the personal automobile.” ▶ CE Policy 6.14: “Maintain and expand, where possible and appropriate, the system of non-motorized connections link neighborhoods to larger roadways, activity centers and nodes, businesses, community services, parks and recreational facilities, and transit stops and stations.”
ɽ Data-Driven Decision Making: Utilize data analysis, crash data, and community feedback to identify priority areas for safety improvements, track progress and countermeasure effectiveness, and inform decision-making processes.
▶ Speed Hump Policy (City of Vista)
▶ Neighborhood Trafﬁc Calming Program
▶ CE Policy 1.4: “Require a multi -modal trafﬁc impact analysis for any project within the Mixed Use land use designation that generates 2, 500 or more average daily vehicle trips.”
05/13/2025 D2 91 of 101
87VISTA COMPREHENSIVE SAFETY ACTION PLAN

7.0 Policy Analysis
▶ CE Policy 1.5: “When a trafﬁc analysis indicates that the LOS reaches “ D” or below, the City will determine what improvements or operational changes are needed to maintain or improve the LOS. Such improvements will either be the responsibility of the project applicant, or the City will identify potential funding and prioritization for the necessary improvements through the CIP process.”
▶ CE Policy 2.2: “Develop a trafﬁc signal management system and maintenance program for all trafﬁc signals throughout the City.”
▶ CE Policy 3.8: “Periodically update the City’s trafﬁc model with land use data, trafﬁc data, and information regarding improvements to the circulation network from neighboring communities.”
▶ CE Policy 6.23: “Establish performance standards with measurable outcomes to assess safety, functionality, and use of the circulation system by multiple roadway users.

Standards should be developed to address the following:
▶ Mode shift from single-occupant vehicles to walking or biking ▶ Reduction in the number of injuries and fatalities to bicyclists and pedestrians ▶ Reduction in the number of vehicle miles traveled per capita ▶ Increase in the number of streets with sidewalks, low design speeds, tree canopy, and street furnishings
▶ Increase in miles of bicycle lanes or other bikeway facilities ▶ Increase in miles of sidewalks or other pedestrian facilities” ▶ CE Policy 8.2: “Periodically update City code requirements based on the latest parking demand data sources.”
ɽ Collaborative Partnerships: Foster collaboration among government agencies, community stakeholders, advocacy groups, and the private sector to coordinate efforts, share resources, and collectively work towards achieving Vision Zero goals. ▶ Speed Hump Policy (City of Vista)
▶ Neighborhood Trafﬁc Calming Program
▶ CE Policy 3.5: “Work with adjacent cities to ensure that the trafﬁc impacts of development projects in these cities do not adversely impact the City and trafﬁc impacts from Vista projects do not adversely impact neighboring cities.” ▶ CE Policy 3.7: “Coordinate with Caltrans on all plans, activities, and projects that may affect State facilities.”
▶ CE Policy 5.1: “Coordinate with NCTD to continue to expand local rail and bus service to and within Vista. Particular emphasis should be placed on improving access to transit within the downtown core and high-density residential areas to achieve the regionally accepted Smart Growth principles.”
05/13/2025 D2 92 of 101
88VISTA COMPREHENSIVE SAFETY ACTION PLAN

7.0 Policy Analysis
▶ CE Policy 5.2: “Support the efforts of SANDAG and NCTD to double-track the SPRINTER line and allow for grade separation projects at major intersections in the City.” ▶ CE Policy 5.3: “Encourage NCTD to properly mitigate the noise and trafﬁc circulation impacts associated with future expansion of transit service.” ▶ CE Policy 5.6: “Coordinate with NCTD to maintain and upgrade transit stops to provide safe, attractive, and clearly identiﬁable stops throughout the community.” ▶ CE Policy 5.7: “Ensure all roadway improvements are consistent with existing and planned Caltrans and NCTD facilities.”
ɽ Policy Advocacy: Advocate for the adoption of trafﬁc safety policies and regulations that prioritize Vision Zero principles, including measures to reduce speeding, improve pedestrian and cyclist infrastructure, and enhance trafﬁc enforcement. ▶ Vision Zero Initiative
▶ Bicycle Master Plan
▶ Circulation Element
▶ Neighborhood Trafﬁc Calming Program
▶ Speed Hump Policy
▶ Vista Municipal Code sections (§):
▶ §10.08.040 Regulations Apply to Bicycles or Animals
▶ §10.12.040 A. Installation of Trafﬁc Signals
▶ §10.12.050 Lane Marking
▶ §10.12.060 Distinctive Roadway Markings
▶ §10.12.130 Obstruction of Visibility at Intersections ▶ §10.16.010 Placement of Signs
▶ §10.24.040 Riding or Driving on Sidewalk
▶ §10.28.010 Pedestrian Crosswalks
▶ §10.28.020 A. Pedestrians on Streets and Highways
▶ §10.68.030 Riding on Sidewalks Bicycle Restriction.
▶ §10.68.040 A. Riding on Bicycles
▶ §10.68.050 Bikeways
▶ §10.68.060 Dismount in Crosswalk and on Sidewalk
▶ §10.68.080 Trafﬁc and Safety Laws Apply to Persons Riding Bicycles ▶ §10.68.090 Motorized Scooters & Motorized Bicycles
05/13/2025 D2 93 of 101
89VISTA COMPREHENSIVE SAFETY ACTION PLAN

7.0 Policy Analysis
▶ CE Policy 6.23: “Establish performance standards with measurable outcomes to assess safety, functionality, and use of the circulation system by multiple roadway users.

8.0 Monitoring
and Evaluation
90 VISTA

8.0 Monitoring and
Evaluation
90VISTA COMPREHENSIVE SAFETY ACTION PLAN
05/13/2025 D2 95 of 101
91VISTA COMPREHENSIVE SAFETY ACTION PLAN

8.0 Monitoring and Evaluation
The components for Action Plan monitoring and evaluation include tracking of countermeasures implemented within the City, including those implemented separately from Action Plan-identiﬁed projects. Additional activities include updates of key metrics from the Action Plan’s Safety Analysis, maintenance of future collision data in ﬁve-year increments, updates of the Systemic Characteristics Matrices, supplemental before/after assessments of implemented Action Plan projects, and communications with stakeholders.

8.1 Monitoring Countermeasure
Implementation
To understand the safety beneﬁts of the Action Plan to the City over time, monitoring efforts should include a comprehensive inventory of safety countermeasures implemented, including those outside of this study.

Periodic monitoring efforts should examine and update the Plan’s high-priority project ranking. As Action Plan projects are implemented, new project areas beyond the initial top ten should subsequently be advanced for priority implementation.

Regular review of the progress toward priority project implementation is one way to ensure accountability of the intent of the Action Plan and Vision Zero safety goals.

Additionally, it is essential to monitor countermeasures implemented throughout the City, including those through other plans and mechanisms such as:
▶ Long-range planning projects,
▶ Previously identiﬁed Capital Improvement Programs (CIPs), or ▶ Developer-contributed transportation improvements as part of entitlement processes.

Tracking these implementations helps keep project descriptions, cost estimates, and feasibility assessments for remaining Action Plan projects up to date. Reliable asset inventory management, along with strong coordination and communication between relevant City of Vista departments, is critical to effective monitoring.

Another factor to consider is the implementation of countermeasures around the City which were not identiﬁed within or as part of the 38 identiﬁed Action Plan projects. For example:
▶ The City’s AB 43 speed limit reduction evaluation will recommend reducing posted speed limits on many roadways throughout Vista – not just in Action Plan project areas. The Action Plan recognizes the importance of lowering trafﬁc speeds (it is a countermeasure identiﬁed in the Action Plan’s Countermeasure Toolbox) but deferred these types of recommendations to the AB 43 study, which is a separate but concurrent effort being made by the City.
05/13/2025 D2 96 of 101
92VISTA COMPREHENSIVE SAFETY ACTION PLAN

8.0 Monitoring and Evaluation
▶ Pedestrian and bicycle facility projects will also be recommended and implemented Citywide through infrastructure planning not entirely related to the Action Plan (for example, Vista’s planned bicycle network or its citywide sidewalk inﬁll prioritization). This will result in countermeasures installed in locations not limited to the High Injury Network/Action Plan project areas.

Keeping track of these types of changes in the City assist with before and after analysis described in a later section of this chapter.

These monitoring efforts also help prepare the City to integrate Action Plan recommendations into forthcoming studies/projects, such as future Sustainable Mobility Plans, General Plans and Regional Plan updates, development projects, and infrastructure plans.

8.2 Safety Benchmarking with Future
Collision Data
Achieving the reduction or elimination of roadway deaths and severe injuries in Vista includes monitoring of collision occurrences to measure progress toward these goals.

As batches of more recent collision data become available, progress on key metrics from the Safety Analysis (Appendix D) should be evaluated by the City Engineering Department. To maintain consistent comparisons and to ensure a more robust quantity of data (diminishing the likelihood of statistical outliers), the parameters of evaluation should be maintained in ﬁve-year periods, as was the approach in the initial Safety Analysis. Most statistics from the Safety Analysis were initially reported and analyzed as either frequencies or percentages. To facilitate future monitoring, any metrics of interest which originated in the Safety Analysis should be treated as frequencies instead of percentages and the frequencies should be divided by 5 (converted to average collisions per year over ﬁve years) to establish a legible baseline. As each update occurs, the new average per year should be calculated and compared to the baseline.

Potential metrics to monitor regularly and their converted baseline values are shown in Table 8.1. These include severe and fatal collisions by travel mode, and by collisions by type of impact for vehicular only and bicyclist-involved collisions. All pedestrian involved collisions are not assigned a type of impact, so collisions of that travel mode do not need monitoring by that attribute.
05/13/2025 D2 97 of 101
93VISTA COMPREHENSIVE SAFETY ACTION PLAN

8.0 Monitoring and Evaluation
Table 8.1 - Severe and Fatal Collision Characteristics Monitoring Metric
(Appendix D Table)
Category Severity Sept. 2018 – Aug.
2023 Frequency
Collisions per
Year Baseline
Severe & Fatal
Collisions (Table

2.3)
Vehicular Only
Pedestrian-
Involved
Bicyclist-
Involved
Severe & Fatal
Fatal Only
Severe & Fatal
Fatal Only
Severe & Fatal
Fatal Only
66 9
32 12
5 0

13.2 1.8

6.4 2.4

1.0 0
Vehicular Only
Collisions by
Type (Table 2.4)
Broadside
Rear-End
Hit Object
Sideswipe
Head-On
Overturned
Severe & Fatal
24 5
11 8
13 2

4.8 1.0

2.2 1.6

2.6 0.4
Bicyclist-
Involved
Collisions by
Type (Table 2.5)
Broadside
Rear-End
Hit Object
Sideswipe
Head-On
Overturned
Severe & Fatal
3 1
0 0
0 1

0.6 0.2
0 0
0 0.2
Severe & Fatal
Collisions in
Evening/Late
Hours (Table

2.10)
Vehicular Only
Pedestrian-
Involved
Bicyclist-
Involved
Severe & Fatal
32 15
3 6.4

3.0 0.6
Source: City of Vista Crossroads Collision Database (2024) The ﬁrst update of the safety data should ideally occur about one year from approval of the Action Plan. When subsequent periodic updates occur, they should be calculated and assessed against the baseline and the most previous update. If progress is backward or unsatisfactory in any metric, those areas should be examined in closer detail and may result in reassessing project priorities.
05/13/2025 D2 98 of 101
94VISTA COMPREHENSIVE SAFETY ACTION PLAN

8.0 Monitoring and Evaluation

8.3 Monitoring Before and After Conditions
Various approaches should be used to assess before and after conditions of implemented Action Plan projects. The ﬁrst assessment method involves periodically refreshing the Systemic Characteristics Matrices (Appendix D Figures 4.1 and 4.2) using collisions per year over ﬁve years. This approach will:
▶ Determine if collision rates have decreased in high-risk roadway environments where countermeasures have been implemented.
▶ Enable continued monitoring of the effectiveness of safer environments, such as roundabouts, roadways with fewer lanes, or those with reduced speeds.

To facilitate regular comparisons after roadway environments have changed, collision per intersection by type and midblock collisions per mile will need to be converted to collisions per year per environment type, to adjust for the quantity of environments that will change in the City during this ongoing monitoring process.

Prior to implementation of Action Plan projects, relevant data should be obtained to determine baseline measures of characteristics such as vehicular trafﬁc speeds, trafﬁc volumes, and if germane to the project, pedestrian and bicycling activity. After the project has been implemented, activity should be re-observed in the same locations to assess changes resulting from the project to determine if trafﬁc speeds are slower, and if there have been any notable changes in usage. These observations should occur after enough time has passed for transportation habits and behaviors to get accustomed to the changes in the roadway environment). Changes in facility usage and collisions post-project can help ascertain if trafﬁc collision risk by exposure has decreased. For example, if a similar number of bicyclist- involved collisions are occurring, but with larger magnitude of bicyclists using the facility, this would be a noteworthy observation. Qualitative observations of safety issues and conditions before the project should be noted prior to Action Plan project implementation, and those observations should be checked after the project has been implemented to determine if any identiﬁed safety issues are still pervasive. Information obtained from these supplemental assessments should be used to consider if the types of countermeasures recommended originally in the plan are adequate or need adjustment. 05/13/2025 D2 99 of 101
95VISTA COMPREHENSIVE SAFETY ACTION PLAN

8.0 Monitoring and Evaluation

8.4 Stakeholder Communications
After periodic safety benchmarking evaluations, the City should inform a group of stakeholders similar in composition to the Action Plan Task Force of key ﬁndings from Action Plan progress and monitoring. Potential stakeholder groups can include law enforcement, Vista Uniﬁed School District, NCTD, transportation advocates, and various community organizations.

The stakeholders should be apprised of safety benchmarking performance, updated on Action Plan projects and/or other countermeasures that have been implemented, and any other ﬁndings or information learned by the City from their monitoring assessments.

The City should maintain communication with stakeholders to provide an outlet for their continued input, share new observations of safety issues, discuss/evaluate the use of other possible countermeasures going forward, and discuss if project priorities should be revisited. 05/13/2025 D2 100 of 101
Vista
Comprehensive
Saftey Action Plan
VISION
ZERO
05/13/2025 D2 101 of 101

Vista City CouncilMay 13, 2025

Vista City Council
May 13, 2025