HomeMy WebLinkAbout2022-11-10 SC Agenda Packet
Date:Thursday, November 10, 2022
Time:6:00 p.m.
Location:Council Chambers, 276 Fourth Avenue, Chula Vista, CA
Welcome to your Safety Commission Meeting!
Public Comments: Public comments may be submitted to the Safety Commission in the following
ways:
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time and location specified on this agenda to make your comments. Please visit
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protocols.
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Safety Commission, 276 Fourth Ave, Chula Vista, CA 91910. Please send comments early;
written comments received within one hour of the meeting may not be distributed until the
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order to access and/or participate in a Safety Commission meeting by contacting the Engineering &
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meeting.
Pages
1.CALL TO ORDER
2.PLEDGE OF ALLEGIANCE
3.ROLL CALL
Commissioners Cervantes, Flores, Hidinger, Luke, Orso-Delgado
4.PUBLIC COMMENTS
Persons may address the Commission on any subject matter within the
Commission’s jurisdiction that is not listed as an item on the agenda. State law
generally prohibits the Commission from discussing or taking action on any issue
not included on the agenda, but, if appropriate, the Commission may schedule the
topic for future discussion or refer the matter to staff. If you wish to speak on any
item, please fill out a "Request to Speak" form and submit it to the Secretary prior
to the meeting.
4.1.Emails from Nacion Avenue Crusaders 3
5.ACTION ITEMS
The Item(s) listed in this section of the agenda will be considered individually by the
Commission and are expected to elicit discussion and deliberation. If you wish to
speak on any item, please fill out a "Request to Speak" form and submit it to the
Secretary prior to the meeting.
5.1.RESOLUTION ADOPTING THE 2022 LOCAL ROAD SAFETY PLAN 12
Staff Recommendation: Commission adopt the resolution.
6.PRESENTATIONS
The following item(s) will be presentations given to the Commission. Action on
these item(s) is typically limited to the Commission receiving the presentation and
providing direction or feedback to staff, as appropriate.
6.1.POLICE DEPARTMENT TRAFFIC DATE UPDATE 51
Staff Recommendation: Commission hear the presentation.
6.2.BIKEWAYS AND PEDESTRIAN FACILITIES CIP PROJECT UPDATE 54
Staff Recomendation: Commission hear the presentation.
7.STAFF COMMENTS
8.COMMISSIONERS' COMMENTS
9.ADJOURNMENT
to the regular meeting on December 8, 2022, at 6:00 p.m.
Materials provided to the Safety Commission related to any open-session item on
this agenda are available for public review by contacting the Engineering
Department at SC@chulavistaca.gov.
11/10/2022 SC Agenda Page 2 of 81
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On Sep 29, 2022, at 8:57 AM, Florence Picardal wrote:
Ms. Saponara: Email received. Thank you. - fp
From: Mary Ann Saponara
Sent: 28 September, 2022 7:52 PM
To: Florence Picardal
Subject: Fwd: Near Death Experience by Lead Crusader Ms. Jan Lawry
Hi Florence,
Here is another key email.
Marianna Saponara
Sent from my iPhone
Begin forwarded message:
From: Mary Ann Saponara
Date: September 25, 2022 at 10:17:13 PM PDT
To: Eddie Flores Jill Galvez ,
Amanda Angulo
Jan Lawry
Miriam Figueroa Patti Ward
Margaret Collins , Gabriel Salazar
Moro
Subject: Fwd: Near Death Experience by Lead Crusader Ms. Jan Lawry
Revision 9/25/2022
Please make sure City Manager, Traffic Engineering Department and Traffic Safety
Commission receive this email?
From: Mary Ann Saponara
Date: September 24, 2022 at 8:02:57 PM
To: Eddie Flores
Jill Galvez
Warning:
External
Email
11/10/2022 SC Agenda Page 3 of 81
2
Amanda Angulo
Subject: Near Death Experience by Lead Crusader Ms. Jan Lawry
Good evening Chula Vista Government’s Officials
Long-time resident/Lead Nacion Avenue Crusader, Jan Lawry was
almost T-boned by a speeding car which exited East James Court’s cul
de sac.
Incident happened September 22, 2022 at 10:17am.
Crusader Jan was exiting her driveway- 740 Nacion Avenue.
Crusader Marianna’s Saponara Subaru was parked in the widened park
lane close to East James Court. Crusader Marianna’s car obstructed
Crusader Jan’s visibility. (Look at the photo describing the scene)
Crusader Jan was traumatized and quickly ceased her entrance onto
Nacion and entered the parking lane in front of her house.
Distraught, overwhelmed with fright, at the thought of being injured or
even killed by the dark speeding car.
What will it take for the Traffic Engineering Department and City
Officials to stop their procrastination nonsense and Fix Nacion Avenue.
Speed studies already prove that 85% of vehicles clock in at 36/37 mph
in a 4 Hilltop Area School Zone.
A) Traffic Engineers please do not conduct another speed study when
schools are not in session!
B) Traffic Engineers do not “Blow Smoke in the Crusaders’ faces by
directing us to comply with your bogus, ludicrous visual car monitoring
11/10/2022 SC Agenda Page 4 of 81
3
last Summer.”
Who benefited from the hours the Crusaders sacrificed from their
families, with interviews tabulations which Crusader Jan did— For What
Purpose- For Whom, Why? Crusaders were told, “Just call the cops to
install their Radar Trailer which is Useless- Does Not Give Speeding
Tickets.”
Crusaders know Now what Mr. Flores Should Have Given Crusader Jan
the Truth what safety procedural devices were Bona Fide Options.
Instead- False Hope, Trickery and Non-Transparent Political Jargon!
Crusaders have tried to reach the Traffic Engineering Department
without success.
Add the City Manager’s Department with similar non responsiveness!
Crusaders have requested an appointment to speak before the Traffic
Safety Commission - non responsive!
Strike Three City Government!
What has happened to our Great City?
Apathetic Demeanor!
CVPD deserves a commendation for responding as best it can with a
limited cadre of motorcycle cops.
Thanks Sgt. Fred Rowbotham and Chief of Police Roxana Kennedy.
Incident numbers are shared with follow up surveys! Bravissimo!
Crusaders will be Forced To Seek Other Avenues For Support!
Crusaders have petitioned for Nacion’s Improvement For 7- Years!
Crusaders Refuse to Accept statements that Nacion is not the only
street with a speeding problem.
Okay- with more funding from the City Council, Get Your City
Departments to Respond to Constituents’ phone calls, emails, letters
etc.
Start Here! Why the Drama?
Marianna (Mary Ann) Saponara and the Nacion Avenue Crusaders
Sent from my iPhone
11/10/2022 SC Agenda Page 5 of 81
1
Florence Picardal
From:Mary Ann Saponara
Sent:18 October, 2022 5:51 PM
To:Fredrick Rowbotham; Jan Lawry; Margaret Collins; Patti
Ward; Gabriel Salazar; Moro; Florence Picardal; Amanda Angulo
Subject:Thanks Sgt. Fred
Warning: External Email
Good afternoon,
Sgt.Fred, with very limited motorcycle cops, has been sending his cops up Nacion.
I was traveling southbound on Nacion passing Milan.
I saw one of Sgt. Fred’s squad members. I am sure the officer saw the gridlock from Milan towards Telegraph Canyon Road heading
towards L Street at 3:16pm.
Advocates for Nacion’s improvements have been: Police Chief Ms. Roxana, Sgt.Fred, Amanda Angulo, Council Members John
McCann, Jill Galvez and new advocate Ms. Florence Picardal.
The Crusaders will be ready with our presentation for the Traffic Safety Commission’s November 10, 2022 meeting.
I told the Crusaders that we have been snubbed, thrown under the bus, ignored and treated disrespectfully by the Traffic
Engineering Department.
As a trained journalist, Crusader Marianna, will be writing a human interest piece to be shared with the Commissioners and the
press.
Our photo presentation will verify our comments that Nacion Is Extremely Unsafe for School Children and other pedestrians.
These School Children walk to 4 Hilltop Area Schools using Nacion!
If this isn’t heart wrenching what about that Saloon at the bottom of Nacion’s 800 block?
Sgt.Fred, please share all the Crusaders’ emails with Police Chief Ms.Roxana.
A person from that engineering department threw blame upon the cops and City Council!
The engineering department should have responded to the Crusaders, instead, tossed blame which is unacceptable
Blaming speed throughout the City with a 35 police personnel shortage is unconscionable.
Nacion/Bonnieville Salt Flats Autobahn of Chula Vista has its limitations over other “Collector’s Streets.”
Traffic engineers did nothing after the 15- year-old skate boarder’s death.
Why?
A) Did not have a bona fide solution
B) Did not care/ non-responsiveness- they did not know the young man
The Crusaders are not a gaggle of delusional old Biddies!
The 4 Lead Crusaders are highly educated and we represent the other Crusaders who are in their 60s through mid eighties.
Ms.Florence please share this email with the Commissioners?
11/10/2022 SC Agenda Page 6 of 81
2
The Crusaders will be sharing all correspondence as well.
Thank you
Marianna Saponara and the Nacion Avenue Crusaders
Sent from my iPhone
11/10/2022 SC Agenda Page 7 of 81
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Florence Picardal
From:Mary Ann Saponara
Sent:17 October, 2022 7:58 PM
To:Jan Lawry; Patti Ward; Margaret Collins; Gabriel Salazar;
Fredrick Rowbotham; Florence Picardal; Amanda Angulo
Subject:Crusaders will physically present our goal of saving lives to the Traffic Safety Commission on Nov. 10, 2022
Warning: External Email
Good evening,
Nacion Avenue Crusaders will present our goal of saving lives to the Traffic Safety Commision with visuals.
We know the Commissioners will not comment.
It has taken 7- tenuous years to reach the Commissioners who are our City’s representatives?
Troppo Tempo/ eccessivamente lunghi —Too Long
The Crusaders know Nacion is a “Collector’s Street.” Nacion has been taken over by DUI Speeders who visit the saloon in the small
shopping center at the bottom of the 800 block of Nacion.
The Crusaders have been played, tricked, treated as if we are a gaggle of “Old Complaining Biddies!”
The Crusaders have had “Smoke Blown In Our Faces” by members of the Traffic Engineering Department.
Blaming the cops and City Council for Nacion’s Bonnieville Salt Flats Autobahn status is the lack of a solution by the Traffic
Engineering Department.
The engineers did nothing to improve Nacion’s safety with the fatality of a 15- year- old’s death.
Crusaders’ totaled vehicles were compensated for.
The young man’s death remains heavily on the hearts of his family and friends.
4,000 students attending 4 Hilltop Area Schools Is The Problem! These students use Nacion to reach their schools.
Re-routing Halecrest School’s traffic flow over the J Street and Highway 805 bridge was a slap in the Crusaders’ faces. Now, more
than ever, more traffic uses Nacion
Ms. Florence Picardal please make sure the Commissioners receive this email?
The Crusaders’ written presentation and demonstrative photos will be shared with the press.
Thank you.
Marianna Saponara and the Nacion Avenue Crusaders
Sent from my iPhone
11/10/2022 SC Agenda Page 8 of 81
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11/10/2022 SC Agenda Page 11 of 81
SAFETY COMMISSION STAFF REPORT
Item _5.1 ___
Meeting Date 11/10/2022
ITEM TITLE: RESOLUTION OF THE SAFETY COMMISSION OF THE CITY OF
CHULA VISTA RECOMMENDING THAT THE CHULA VISTA CITY
COUNCIL ADOPT THE 2022 LOCAL ROAD SAFETY PLAN
SUBMITTED BY: Principal Traffic Engineer
In 2019, the California Department of Transportation (Caltrans) with the support of the Federal
Highway Administration (FHWA), began arranging training sessions for local agencies to develop
their own Local Road Safety Plans (LRSPs) to plan for road safety within their jurisdictions using
data-driven methodology such that past collision data—particularly those resulting in severe
injuries and fatalities—determined the priority of safety improvements. The LRSP is intended to
be a “living document” that is regularly revised and updated with changing data and traffic
patterns. Preparation of this LRSP has been primarily funded by this Caltrans grant with a local
match from regional transportation sales tax (TransNet) funds. This item recommends adoption of
the LRSP.
RECOMMENDATION: That the Safety Commission adopt the resolution.
DISCUSSION:
Background
The FHWA throughout the mid-2010s began advocating for local agencies, such as the City of
Chula Vista (“City”), to plan for road safety within their jurisdictions using data-driven
methodology such that past collision data—particularly those resulting in severe injuries and
fatalities—determined the priority of safety improvements.
In 2019, the Caltrans Division of Local Assistance (DLA) with the support of FHWA, began
training sessions for local agencies to develop their own LRSP and provided grant funding for
their preparation. At the time, they also signaled that future Highway Safety Improvement
Program (HSIP) grant cycles would begin requiring that a local agency have an LRSP to be eligible
to submit applications for grant funding. Preparation of this LRSP has been primarily funded by
this Caltrans grant with a local match from regional transportation sales tax (TransNet) funds.
Purpose and Intent
This LRSP is intended formalize the road safety practices that the City has performed in the past
as well as establish a rigorous, data-driven protocol and policies for future routine roadway safety
and collision data reviews. This will streamline future project identification and grant application
efforts and will bring the City into compliance with the HSIP Cycle 11 (2022) requirement that a
City have an LRSP.
11/10/2022 SC Agenda Page 12 of 81
Page 2, Item 5.1
Meeting Date 11/10/2022
This LRSP does not scope specific projects at specific locations, but rather identifies policies and
potentially appropriate countermeasures for locations with high concentrations of collisions and
areas of emphasis determined by the data-driven safety analysis.
In addition, this LRSP outlines the City’s strategies to support its Vision Zero initiative, which was
adopted in March 2020. Therefore, the aspirational goal of this plan is to have zero traffic-related
fatalities on City roadways in a calendar year; and at a minimum, decrease traffic-related fatalities
and serious injuries (KSIs) on a year-over-year basis.
City Road Safety Stewardship
Prior to this LRSP, City staff had routinely reviewed collision data to plan and prioritize safety
improvements and has continually discussed traffic safety matters with the Safety Commission.
In addition, the City already had past success obtaining HSIP funding for several safety
improvement projects including those with far-reaching systematic safety improvements that
Caltrans DLA and FHWA intended for LRSPs like this to address. For example, pedes trian
countdown signal indications, traffic signal retiming, and leading pedestrian interval operations
are just a few past HSIP-funded projects that have provided systematic city-wide safety
improvements to the City’s roadways.
Collision Data Analysis
All collision data in the City originates with the Chula Vista Police Department (CVPD); however,
it is processed and dispersed to various resources, the most notable of which is the State Wide
Integrated Traffic Records System (SWITRS). SWITRS incorporates all collision data in the state
and is broadly considered the primary resource for past collision data. The City accesses and
analyzes this data using a program called Crossroads. Collision data in SWITRS that is less than
two years old is generally considered provisional, meaning that many reports may not yet be logged
in the system so there is lower confidence that a representative sample of data can be obtained
from the most recent two years. The COVID-19 pandemic also greatly impacted data for 2020,
which is why collision data for this LRSP was obtained from 2015 through 2019.
The following is a brief summary of the data set:
• Timeframe: 2015-2019
• Total Collisions: 5,990
• Total Killed or Severely Injured Collisions: 227
• Total Fatalities: 51
Noteworthy findings from the review of the past collision data are summarized as follows:
• Collisions have generally trended downward since 2016 with a sharp decline in fatalities
between a peak in 2018 and low in 2019.
• Most collisions occurred in the afternoon period with most KSIs occurring in October
through December, followed by July.
• More vulnerable road users (pedestrians, bicycles, and motorcycles) were most likely to be
involved in KSI collisions at a rate disproportional to their involvement in total collisions.
11/10/2022 SC Agenda Page 13 of 81
Page 3, Item 5.1
Meeting Date 11/10/2022
Motorcycles were 17% of KSIs while 5% of total collisions, bicycles were 11% of KSIs
while 4% of total collisions, and pedestrians were 34% of KSIs while 6% of total collisions.
• The vast majority (84%) of collisions involved motor vehicles only.
• KSI collisions were primarily either a motor vehicle occupant (38%) or a pedestrian (34%)
and most frequently involved the influence of alcohol (24%) or a pedestrian violation
(19%) followed by unsafe speed (15%).
• The minority (38%) of pedestrian collisions involved pedestrians in crosswalks, regardless
of whether they were in intersections.
The current 2019 California Office of Traffic Safety (OTS) rankings echo some of these findings
and indicate that Chula Vista is in the top half (top 8 out of the 15 largest cities in California) for
collisions that involve:
• Drivers aged 21-34 that had been drinking – 6th highest*
• Drivers below age 21 that had been drinking – 8th highest*
• Pedestrians aged 65 or above – 8th highest
*Chula Vista was 6th highest for DUI arrests
Chula Vista was in the lowest rough quartile (bottom 4 of the 15 largest cities) for collisions that
involved:
• Motorcycles – 11th highest
• Bicyclists below age 15 – 12th highest
• Bicyclists – 13th highest
When compared to 2018 data, Chula Vista’s rankings have been generally similar.
Emphasis Areas
Staff determined that collisions most frequently exhibited factors that can be condensed into four
emphasis areas that can inform subsequent safety improvement projects, in no particular order:
Traffic Calming on Major Collectors/Arterials
“Unsafe Speed” was the primary collision factor for 14% of fatalities, 15% of KSIs, and 28% of
all collisions, making it the most prevalent collision factor for any type of collision followed by
“Improper Turning” at 16%. These types of collisions are dispersed throughout the City but are
concentrated on Major Collector and Major Arterial roadways (roads with four or more travel
lanes). Additionally, rear-end collisions may be addressed by recent retiming City projects that
are completed or in progress.
DUI Collisions
As noted in the “Driver Impairment” subsection, a substantial portion of all KSIs (nearly 25%)
and fatalities (nearly 30%) involve alcohol impairment. Educating the public about drinking
responsibly and continued collaboration between the Engineering and Police Departments will
attempt to counter this trend.
Bicycle Lanes and Conflict Zones
Bicycles represent a vulnerable road user group with anticipated continued growth and potential
for additional conflict with other transportation modes on roadways. Large scale efforts to provide
11/10/2022 SC Agenda Page 14 of 81
Page 4, Item 5.1
Meeting Date 11/10/2022
facilities for bicycles—the Bike Lanes on Broadway project, for example—should act as
countermeasures to past bicycle collision data; however, attention will be given to seek
opportunities for further facilitating safe bicycle traffic in addition to implementing improvements
identified in the ATP.
Pedestrian Crossings and Facilities
Nearly 30% of all fatalities involved some sort of “Pedestrian Violation,” with the majority of
these (nearly 60%) located in the northerwesterly portion of the City, with serious injuries
following a similar pattern. Although the pedestrian was identified as the at fault party in such
instances, it indicates a potential need for enhanced pedestrian facilities in this area, particularly
in “jaywalking” and walking in shoulder scenarios, some of which may be addressed by
implementing improvements and new sidewalks planned in the ATP.
FISCAL IMPACT:
This plan does not have direct fiscal impact.
Attachments:
1. 2022 Local Road Safety Plan
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2022
CITY OF CHULA VISTA
LOCAL ROAD
SAFETY PLAN
SEPTEMBER 2022 11/10/2022 SC Agenda Page 16 of 81
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CITY OF CHULA VISTA
LOCA L ROAD SAFETY PLAN
11/10/2022 SC Agenda Page 18 of 81
2022 CITY OF CHULA VISTA LOCAL ROAD SAFETY PLAN
CERTIFICATION
Prepared by:
City of Chula Vista
Paul Oberbauer, PE Date
Senior Civil Engineer – Traffic
Ben Herrera, Associate Engineer
Jerard Madrigal, EIT, Associate Engineer
Oscar Cortes, TE, Associate Engineer
Erica Wood, Senior Engineering Technician
Nancy Chen, EIT, Engineering Technician II
Approved by:
City of Chula Vista
Eddie Flores, PE Date
City Traffic Engineer
ACKNOWLEDGEMENTS
This Local Road Safety Plan (LRSP) was funded by an LRSP preparation
grant provided by the California Department of Transportation
(Caltrans) and proceeds from the TransNet regional sales tax. This LRSP
evaluates travel safety for all road users including: motorists, bicyclists,
and pedestrians within Chula Vista by systematically analyzing past
collision data. The study was managed by the Traffic Engineering
Operations Section of the Chula Vista Department of Engineering and
Capital Projects.
STATUTORY NOTICE
This LRSP qualifies under the following in addition to the information
presented in Appendix A:
23 U.S.C. § 409: U.S. Code Section 409: Discovery and admission as
evidence of certain reports and surveys
Notwithstanding any other provision of law, reports, surveys, schedules,
lists, or data compiled or collected for the purpose of identifying,
evaluating, or planning the safety enhancement of potential accident
sites, hazardous roadway conditions, or railway-highway crossings,
pursuant to sections 130, 144, 148 of this title or for the purpose of
developing any highway safety construction improvement project which
may be implemented utilizing Federal-aid highway funds shall not be
subject to discovery or admitted into evidence in a Federal or State
court proceeding or considered for the purposes in any action for
damages arising from any occurrence at a location mentioned or
addressed in such reports, surveys, schedules, lists, or data
23 U.S.C. § 148: U.S. Code Section 148(h)(4): Discovery and
admission into evidence of certain reports, surveys, and information
Notwithstanding any other provision of law, reports, surveys, schedules,
lists, or data compiled or collected for any purpose relating to this
section, shall not be subject to discovery or admitted into evidence in
a Federal or State court proceeding or considered for other purposes in
any action for damages arising from any occurrence at a location
identified or addressed in the reports, surveys, schedules, lists, or other
data.
Pierce County, Washington v. Guillen 537 U.S. 129 (2003)
The results of State studies of traffic accidents were not discoverable
in Federal or State Court. If the States thought that the traffic data
could be used against them in courts, they wouldn’t make the studies
at all (why would they gather evidence that could be used against
them?). The Washington Supreme Court ruled that this was beyond
Congress’ power. However, the US Supreme Court found that the law
was constitutional because it falls within the power of the Interstate
Commerce Clause to “regulate the use of the channels of interstate
commerce” and “to regulate and protect the instrumentalities of
interstate commerce.”
PROJECT PARTNERS
Mary Casillas Salas, Mayor
John McCann, District 1 Councilmember
Jill Galvez, District 2 Councilmember
Steve Padilla, District 3 Councilmember
Andrea Cardenas, District 4 Councilmember
Department of Engineering & Capital Projects
William Valle, PE, Director, City Engineer
Frank Rivera, PE, TE, Principal Civil Engineer
Patrick Moneda, PE, TE, Senior Civil Engineer
Eddie Juarez, Signals & Lighting Supervisor
Police Department
Rusty Rea, Lieutenant
11/10/2022 SC Agenda Page 19 of 81
2022 CITY OF CHULA VISTA LOCAL ROAD SAFETY PLAN
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TABLE OF CONTENTS
1 EXECUTIVE SUMMARY ............................................... 1-1
1.1 Background ..................................................... 1-1
1.2 Collision Data Analysis ........................................ 1-2
1.3 Safety Countermeasures ..................................... 1-4
1.4 Candidate Safety Improvements ............................ 1-4
1.5 Plan Evaluation and Maintenance ........................... 1-5
2 CITY ROAD SAFETY STEWARDSHIP ................................ 2-1
2.1 Annual Collision Data Reviews ............................... 2-1
2.2 Highway Safety Improvement Program..................... 2-1
2.3 Safety Commission ............................................ 2-1
2.4 Related Plan Documents ..................................... 2-1
2.5 LRSP Purpose & Intent ........................................ 2-1
2.6 Five E’s of Traffic Safety ..................................... 2-2
3 COLLISION DATA ANALYSIS ........................................ 3-1
3.1 Data Sources ................................................... 3-1
3.2 Data Analysis Approach ....................................... 3-2
3.3 OTS Collision Rankings ........................................ 3-2
3.4 Past Collision Data Findings .................................. 3-2
3.5 Emphasis Areas ...............................................3-10
4 SAFETY COUNTERMEASURES ....................................... 4-1
4.1 FHWA Countermeasures ...................................... 4-1
4.2 Caltrans Local Roadway Safety Manual .................... 4-1
4.3 Countermeasure Types ....................................... 4-1
5 CANDIDATE SAFETY IMPROVEMENTS .............................. 5-1
5.1 Education and Enforcement ................................. 5-1
5.2 Traffic Calming on Major Collector and Arterial Roads .. 5-1
5.3 DUI Collisions .................................................. 5-2
5.4 Bicycle Lanes and Conflict Zones ........................... 5-2
5.5 Pedestrian Crossings and Facilities ......................... 5-3
6 PLAN EVALUATION & MAINTENANCE ............................. 6-1
6.1 Annual Data Reviews .......................................... 6-1
6.2 Mid-Cycle Data Analysis Update ............................. 6-1
6.3 Five-Year LRSP Update ....................................... 6-1
6.4 Emerging Predictive Analytics Technologies .............. 6-1
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2022 CITY OF CHULA VISTA LOCAL ROAD SAFETY PLAN
EXECUTIVE SUMMARY
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1 EXECUTIVE SUMMARY
1.1 BACKGROUND
Introduction
The Federal Highway Administration
(FHWA) throughout the mid-2010s began
advocating for local agencies, such as
cities and counties, to plan for road
safety within their jurisdictions using
data-driven methodology such that past
collision data—particularly those resulting
in severe injuries and fatalities—determined
the priority of safety improvements.
In 2019, the California Department of Transportation (Caltrans) Division
of Local Assistance (DLA) with the support of FHWA, began arranging
training sessions for local agencies to develop their own Local Road
Safety Plans (LRSPs) and provided grant funding for their preparation.
At the time, they also signaled that future Highway Safety Improvement
Program (HSIP) grant cycles would begin requiring that a local agency
have an approved LRSP in order to be eligible to submit project
applications for grant funding.
Preparation of this LRSP has been primarily funded by this Caltrans grant
with a local match from regional transportation sales tax (TransNet)
funds.
Purpose and Intent
This LRSP is intended formalize the road safety practices that the City
of Chula Vista (“City”) has performed in the past as well as establish a
rigorous, data-driven protocol and policies for future routine roadway
safety and collision data reviews. This will streamline future project
identification and grant application efforts and will bring the City into
compliance with the HSIP Cycle 11 (2022) requirement that a applicant
have an LRSP.
This LRSP does not scope specific projects at specific locations, but
rather identifies policies and potentially appropriate countermeasures
for locations with high concentrations of collisions and areas of
emphasis determined by the data-driven safety analysis.
In addition, this LRSP outlines the City’s strategies for implementing its
Vision Zero initiative, which was adopted in March 2020. Therefore, the
goal of this plan is to have zero traffic-related fatalities on City
roadways in a calendar year; and at a minimum, decrease traffic-
related fatalities and serious injuries (KSIs) on a year-over-year basis.
As a part of both LRSP development and Vision Zero implementation,
this plan will incorporate what is termed “Five E’s of Traffic Safety.”
City Road Safety Stewardship
Past City Road Safety Planning
Prior to this LRSP, City staff had routinely reviewed collision data to
plan and prioritize safety improvements and has continually discussed
traffic safety matters with the City’s Safety Commission. In addition,
the City already had past success obtaining HSIP funding for several
safety improvement projects including those with far-reaching
systematic safety improvements that Caltrans DLA and FHWA intended
for LRSPs like this to address. For
example, pedestrian countdown
signal indications, traffic signal
retiming, leading pedestrian
interval operations, and fully
standard traffic signal hardware
are just a few past HSIP-funded
projects that have provided
systematic city-wide safety
improvements to the City’s
roadways.
Related Planning Documents
Along with this LRSP, the City has planning documents that guide
implementation of some traffic safety improvements: the Active
Transportation Plan (ATP) and the Pedestrian Connectivity Plan. Both
documents focus on expanding and improving existing pedestrian and
bicycle facilities, which represent a substantial portion of potential
safety improvements for the most vulnerable road users.
The Five E’s of Traffic Safety
The priorities and key elements of traffic safety planning is often
expressed in the form of four to five E’s, which are summarized below.
The elements all contribute to safer roadways for all road users and
represent major stakeholders in the management and operation of the
City’s roads.
Engineering and Emerging Technologies accounts for the physical road
and the vehicles and infrastructure that operate on it.
Education is a way to addresses driver behavior through training and
communication between City representatives and the public.
Enforcement is the main force in ensuring driver compliance with
traffic control devices and the engineered roadways.
Evaluation involves reviewing the effectiveness of safety improvements
and this LRSP through review of future collision data.
Emergency Response represents the need to maintain efficient flow for
first responders to reach incident sites.
ROADWAY
SAFETY
Engineering/
Emerging
Technology
Education
Enforcement
Evaluation
Emergency
Response
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1.2 COLLISION DATA ANALYSIS
Data Sources
All collision data in the City originates with the Chula Vista Police
Department (CVPD); however, it is processed and dispersed to various
resources, the most notable of which is the State Wide Integrated
Traffic Records System (SWITRS). SWITRS incorporates all collision data
in the state and is broadly considered the primary resource for past
collision data. The City accesses and analyzes this data using a program
called Crossroads. Collision data in SWITRS that is less than two years
old is generally considered provisional, meaning that many reports may
not yet be logged in the system so there is lower confidence that a
representative sample of data can be obtained from the most recent
two years. The COVID-19 pandemic also greatly impacted data for 2020,
which is why collision data for this LRSP was obtained from 2015 through
2019.
In addition, the California Office of Traffic Safety (OTS) publishes
rankings of cities throughout the state to show the relative prevalence
of certain types of collisions by ranking against peer cities.
OTS Collision Rankings
The annual OTS Collision Rankings1 compare collision data across cities
and does not highlight actual roadway safety data. OTS uses the
Empirical Bayesian Ranking Method that combines population, daily
vehicle miles traveled, collision records with weighting factors to
determine the ranking. Chula Vista’s peer group is Group A (populations
larger than 250,000), which includes all cities from Los Angeles to Chula
Vista. Chula Vista is the smallest city in Group A, which makes
comparisons with similarly sized cities applicable while those with very
large cities are not.
The current 2019 OTS rankings indicate that Chula Vista is in the top
half (top 8 out of 15 cities) for collisions that involve:
• Drivers aged 21-34 that had been drinking – 6th highest*
• Drivers below age 21 that had been drinking – 8th highest*
• Pedestrians aged 65 or above – 8th highest
*Chula Vista was 6th highest for DUI arrests
1 https://www.ots.ca.gov/media-and-research/crash-rankings-results/
Chula Vista was in the lowest rough quartile (bottom 4 of 15) of Group
A cities for collisions that involved:
• Motorcycles – 11th highest
• Bicyclists below age 15 – 12th highest
• Bicyclists – 13th highest
When compared to 2018 data, Chula Vista’s rankings have been
generally similar.
Collision Data Review
Collision Dataset Overview
TIMEFRAME
TOTAL COLLISIONS
KILLED OR SEVERELY INJURED (KSI)
FATALITIES
Past Collision Data Findings
Noteworthy findings from the review of the past collision data are
summarized as follows:
• Collisions have generally trended downward since 2016 with a
sharp decline in fatalities between a peak in 2018 and low in
2019.
• Most collisions occurred in the afternoon period with most KSIs
occurring in October through December, followed by July.
• More vulnerable road users (pedestrians, bicycles, and
motorcycles) were most likely to be involved in KSI collisions at
a rate disproportional to their involvement in total collisions.
Motorcycles were 17% of KSIs while 5% of total collisions,
bicycles were 11% of KSIs while 4% of total collisions, and
pedestrians were 34% of KSIs while 6% of total collisions.
• The vast majority (84%) of collisions involved motor vehicles
only.
• KSI collisions were primarily either a motor vehicle occupant
(38%) or a pedestrian (34%) and most frequently involved the
influence of alcohol (24%) or a pedestrian violation (19%)
followed by unsafe speed (15%).
• The minority (38%) of pedestrian collisions involved pedestrians
in crosswalks, regardless of whether they were in intersections.
5,990
227 (4%)
51 (1%)
2015 - 2019
Total
Total KSI
Total Fatal Only
0
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20
25
30
35
40
45
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COLLISIONS BY YEAR AND SEVERITY
0%
5%
10%
15%
20%
25%
30%
35%
TIME OF WEEKDAY COLLISIONS*
0%
5%
10%
15%
20%
25%
30%
35%
VIOLATION CATEGORIES†TOTAL KSI FATAL
*Reported percentages in time of day charts reflect percentage relative to other times of day for that
mode, not relative to other modes for that time.
†Percentages reported in violation categories chart are relative to other violation categories.
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Emphasis Areas
Staff determined that collisions most frequently exhibited factors that
can be condensed into four emphasis areas that this LRSP will focus on,
in no particular order:
Traffic Calming on Major Collectors/Arterials
“Unsafe Speed” was the primary collision factor for 14% of fatalities,
15% of KSIs, and 28% of all collisions, making it the most prevalent
collision factor for any type of collision followed by “Improper Turning”
at 16%. These types of collisions are dispersed throughout the City but
are concentrated on Major Collector and Major Arterial roadways (roads
with four or more travel lanes). Additionally, rear-end collisions may
be addressed by recent retiming City projects that are completed or in
progress.
DUI Collisions
As noted in the “Driver Impairment” subsection, a substantial portion
of all KSIs (nearly 25%) and fatalities (nearly 30%) involve alcohol
impairment. Educating the public about drinking responsibly and
collaboration between the Engineering and Police Departments will
attempt to counter this trend.
Bicycle Lanes and Conflict Zones
Bicycles represent a VRU group with anticipated continued growth and
potential for additional conflict with other transportation modes on
roadways. Large scale efforts to provide facilities for bicycles—the Bike
Lanes on Broadway project, for example—should act as
countermeasures to past bicycle collision data; however, attention will
be given to seek opportunities for further facilitating safe bicycle traffic
in addition to implementing improvements identified in the ATP.
Additional care may be taken to ensure that conflict zones between
bikeways and travel lanes are appropriately marked to facilitate driver
awareness a compliance.
Pedestrian Crossings and Facilities
Nearly 30% of all fatalities involved some sort of “Pedestrian Violation,”
with the majority of these (nearly 60%) located in the northerwesterly
portion of the City, with serious injuries following a similar pattern.
Although the pedestrian was identified as the at fault party in such
instances, it indicates a potential need for enhanced pedestrian
facilities in this area, particularly in “jaywalking” and walking in
shoulder scenarios, some of which may be addressed by implementing
improvements and new sidewalks planned in the ATP.
6%4%
5%
84%
1%
OTHER
TOTAL COLLISIONS BY MODE
34%
11%
17%
38%
KSI COLLISIONS BY MODE
103 44 15
74 36 9
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
KSI COLLISIONS: FAULT BY MODE
At Fault Not At Fault
PRIMARY COLLISION FACTOR – FATAL (K) COLLISIONS
PRIMARY COLLISION FACTOR – SEVERE INJURY (SI)
COLLISIONS
48%
NOT DRINKING27%
DRINKING, IMPAIRED
2%
DRINKING,
IMPAIRMENT UNKNOWN
1%
DRINKING,
NOT IMPAIRED
22%
UNKNOWN
KSI COLLISIONS: AT FAULT PARTY IMPAIRMENT
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1.3 SAFETY COUNTERMEASURES
Safety countermeasures are modifications made to the physical
infrastructure at a location that are intended to improve traffic safety.
Such countermeasures can range in scope and complexity from adding
a sign or pavement marking to constructing an entirely new traffic
signal, for example, and they have various levels of applicability and
effectiveness. All these countermeasures and various administrative
best practices attempt to incorporate and promote the five E’s of traffic
safety
FHWA Countermeasures
The FHWA Proven Safety Countermeasures website lists 20 high-level
countermeasure categories that may assist traffic engineers in
improving roadway safety with some metrics on past effectiveness.2 It
also indicates potential collision reduction attributable to these
countermeasures based on past research.
Local Road Safety Manual
To assist local agencies with
planning for HSIP
applications and provide
them with a “toolbox” of
countermeasures for various
types of traffic challenges,
Caltrans publishes the Local
Roadway Safety Manual for
California Local Road Owners
(LRSM).3 Generally, the LRSM
takes the FHWA
countermeasures and breaks
them down to specific
improvements that may be
eligible for grant funding. It
identified countermeasures,
their range of applicability, and their collision reduction factor (CRF) to
indicate their potential for enhancing safety.
2 https://safety.fhwa.dot.gov/provencountermeasures/
1.4 CANDIDATE SAFETY IMPROVEMENTS
Various safety improvements were identified to apply the five E’s to the
four emphasis areas identified in the data analysis. These were both
operational and infrastructure in nature and various recent safety
improvements for which there is insufficient data regarding their
potential collision reduction are also described. For additional details,
refer to Section 5.
Education and Enforcement
Education and enforcement are complements to any countermeasure
that has been or may be installed. They inform that road users are
aware of the operation of existing and new traffic control devices and
ensure road user compliance with those devices. The CVPD Traffic
Division is the lead in this role, though the Traffic Engineering Division
of the Department of Engineering and Capital Projects is responsible for
being proactive and collaborative partners with CVPD and diligent
stewards of the safety of the City’s roadway system.
As part of their enforcement efforts, CVPD has ensured that traffic stops
are treated first as an opportunity to educate the public. Over recent
years, the Traffic Engineering Division and especially CVPD Traffic have
had challenges being fully staffed; however, Measure A passed by Chula
Vista voters in 2018 has funded additional opportunities for CVPD to
conduct enforcement and education efforts, which may translate to
improved driver compliance and reduced collisions as has been the most
recent trend since the Covid-19 pandemic.
3 https://dot.ca.gov/programs/local-assistance/fed-and-state-
programs/highway-safety-improvement-program/apply-now
Recent City Efforts
Through its past and ongoing routine review of collision data, the City
has made significant efforts toward implementing safety improvements
with local and HSIP funds. This isncludes calming traffic on roads with
four or more lanes, largely supported by HSIP and Active Transportation
Program grant funding and typically involves lane reduction or
narrowing as well as dynamic speed signage.
With respect to DUI collisions: per the collision data, 24% of KSI
collisions and 29% of fatalities involved the influence of alcohol and the
OTS rankings indicate DUI collisions represent a major factor in Chula
Vista’s collisions compared to peer cities. The CVPD has made efforts
to counter DUIs through a combination of education and enforcement.
According to the OTS rankings, Chula Vista had the 6th most DUI arrents
among group A cities, which is consistent with its rankings for DUI
collisions. In addition, CVPD periodically conducts checkpoints on City
roads to discourage driving after drinking.
For bicycle facilities, the City has recently made extensive progress with
constructing new bicycle lanes in various locations throughout Chula
Vista, most notably, with Bike Lanes on Broadway, which added four
miles of bi-directional bike lanes from approximately the north to south
City Limits. In addition, staff routinely seeks opportunities to add
buffers and new class 2 bike lanes where applicable and planned as part
of ongoing pavement maintenance.
The City has also implemented multiple strategies to address pedestrian
crossings and facilities. Where feasible, the City has systematically
been constructing missing sidewalks, now in accordance with the ATP.
A notable recently completed project was the addition of sidewalks
along the south side of Palomar Street between Orange Avenue and Fifth
Avenue and the north side of Orange Avenue from Palomar Street to
Fifth Avenue.
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Candidate Operational Improvements
Various operational improvements may be implemented to enhance
safety and address the emphasis areas. These are primarily divided into
two types: those based on updates to City ordinances and policies and
those related to traffic signal operations.
The City has implemented most of these countermeasures as part of its
ongoing operations; however, amendments to the CVC intended to
enhance safety have made it so updating speed limits using newer
methodology may be appropriate.
• Updating Speed Limits (FHWA
Countermeasure)
• Updating Traffic Signal
Coordination Plans (LRSM #S03)
• Minimum Green Time for
Bicycles
• Enhanced Crosswalk Warrant Criteria
Candidate Infrastructure Improvements
This LRSP also identifies candidate infrastructure improvements to
enhance safety and the associated countermeasures. Some
countermeasures may be applicable to multiple emphasis areas, and
nearly all have substantial collision reduction potential according to the
LRSM.
As mentioned earlier, recent and ongoing City efforts have implemented
many of these countermeasures and improvements in multiple locations
throughout the City using local and HSIP grant funds using prior analyses
similar to this LRSP. However, the list of potential locations for
implementing these strategies has not been exhausted. In addition,
other planning documents such as the ATP will help to guide
implementation of new infrastructure that may be associated with
these countermeasures, particularly related to those intended to
support pedestrians and bicyclists.
Some countermeasures may require great consideration with respect to
their applicability and suitability for a given location when accounting
for site constraints, traffic patterns, as well as the need for emergency
responders to reach calls quickly.
• Updating Regulatory and Warning Signage (LRSM #R22)
• Dynamic/Variable Speed Signs (LRSM #R26)
• Road Diet: Lane Narrowing/Reduction (LRSM #R14)
• Curb Extensions (FHWA Countermeasure)
• Buffered Bike Lanes (LRSM #R32PB, R33PB)
• Green Paint in Bicycle-Vehicle Conflict Zones (NACTO)
• Advance Stop Bar “Bike Box” (LRSM #S20PB)
• Separated Bikeways (LRSM R33PB)
• Filling Gaps in Sidewalks (LRSM #R34PB)
• Lead Pedestrian Interval Signal Operations (LRSM #S21PB)
• Enhanced Pedestrian Crossings (LRSM #R35PB, R37PB)
• Pedestrian Hybrid Beacon Crossings (LRSM #NS23PB)
• Curb Extensions/Road Diets (FHWA, LRSM #R14)
• Pedestrian Countdown Signal Indications (LRSM #S17PB)
1.5 PLAN EVALUATION AND MAINTENANCE
The maintenance of the LRSP will follow a routine yearly process based
on three tiers of analysis, ultimately creating a five-year LRSP renewal
cycle.
Annual Data Reviews
On years one, two, and four, staff will follow procedures similar to its
current process for reviewing collision data for the prior year to identify
high-collision locations as well as trends in the collision data. The
results may be reported to the Safety Commission at their July meeting.
Mid-Cycle Data Analysis Update
The data-driven safety analysis in Section 3 of this LRSP will be updated
on year three. In addition to the Annual Data Review tasks, staff will
incorporate recent traffic volume data to highlight locations of interest
based on collision rate and evaluate prior performance.
Five-Year LRSP Update
Every five years, staff will perform a comprehensive update of this LRSP
that incorporates any addenda adopted in the intervening years as well
as any large-scale changes to planned projects and initiatives.
Emerging Predictive Analytics Technologies
With the continual refinement of sophisticated data analysis tools such
as machine learning, predictive analytics are anticipated to continue to
improve and gain widespread acceptance. As these technologies
become more readily available and accurate, they will be incorporated
into the analysis of the data-driven safety assessment.
LRSP
UPDATE
Year 1
Data
Review
Year 2
Data
Review
Year 3
Data
Analysis
Update
Year 4
Data
Review
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2 CITY ROAD SAFETY STEWARDSH IP
2.1 ANNUAL COLLISION DATA REVIEWS
The safety of roadway users of all City roads has always been, and will
continue to be, paramount in the City’s operation of its roadways.
Currently, the City’s Traffic Engineering Division conducts routine
annual reviews of collision data and high-collision locations and
determines whether existing Capital Improvement Projects are already
being implemented at those locations. If no projects are planned for a
given location, staff determines what possible countermeasures can be
implemented as part of routine operations, or whether larger-scale
improvements are needed, in which case funding sources are sought
after including compiling data for grant applications such as the
Highway Safety Improvement Program (HSIP).
2.2 HIGHWAY SAFETY IMPROVEMENT PROGRAM
The HSIP is a grant program funded by the Federal Highway
Administration (FHWA) and administered by the California Department
of Transportation (Caltrans) Division of Local Assistance (DLA). Each
HSIP funding cycle typically occurs biannually, which provides an
opportunity for staff to do a more in-depth review of the data and
prepare applications for larger-scale safety improvements identified in
that and the prior year’s routine reviews. These reviews, in addition to
this LRSP, are based on various data sources, which are discussed in
Section 3, Collision Data Analysis.
Applications analyze a location’s collision history, and the prescribed
countermeasure’s efficacy at reducing collisions or Collision Reduction
Factor (CRF) provided in HSIP guidance materials. The benefit derived
from reduced collisions is converted to monetary terms in accordance
with HSIP guidance and is compared to the estimated cost to construct
the countermeasure. Caltrans DLA then compares an application’s
benefit-cost ratio (BCR) and other merits with other applications to
determine whether it will be funded.
4 https://www.chulavistaca.gov/departments/engineering/active -transportation-plan
5 https://www.chulavistaca.gov/departments/public-works/pedestrian-connectivity
2.3 SAFETY COMMISSION
The Chula Vista Safety Commission was established prior to the 1960s
and is comprised of seven Chula Vista residents. The Safety Commission
works in conjunction with the Department of Engineering & Capital
Projects to conceive and develop ideas and suggestions to contribute to
the improvement of personal, traffic or property safety within the City.
Meetings are scheduled on the first Monday of each month in the City
Council chambers.
City staff presents numerous traffic safety items to the Safety
Commission for their concurrence and approval, including but not
limited to speed limit adjustments, parking restrictions, road diets and
related traffic calming measures, and changes to intersection control.
Safety Commission meetings also provide a public forum to present City
initiatives related to roadway management and safety as well as an
opportunity to receive input from the public on the presented items or
hear concerns regarding roadway safety raised by the public.
2.4 RELATED PLAN DOCUMENTS
Active Transportation Plan
The Chula Vista Active Transportation
Plan (ATP) adopted in May 2020 4
identifies pedestrian and bicycle
facility needs and includes
prioritization criteria for planned active
transportation projects. The ATP also
addresses needs of other classes of road
users such as shared mobility devices
(i.e. rented scooters/bicycles) and
neighborhood electric vehicles (NEV). Much of the data and
opportunities identified in the ATP inform stewardship of local roadway
safety, particularly for non-vehicular modes.
Pedestrian Connectivity Plan
The Pedestrian Connectivity Plan adopted in May 20205 is a Citywide
evaluation of existing pedestrian infrastructure and it identifies
deficiencies with respect to current ADA standards. The Pedestrian
Connectivity Plan along with the ATP complements the LRSPs efforts
toward pedestrian safety.
2.5 LRSP PURPOSE & INTENT
This LRSP is intended formalize the road safety practices that the City
of Chula Vista has performed in the past as well as establish a rigorous,
data-driven protocol and policies for future routine roadway safety and
collision data reviews. This will streamline future project identification
and grant application efforts, and will bring the City of Chula Vista into
compliance with the HSIP Cycle 11 (2022) requirement that a City have
an adopted LRSP.
This plan does not scope specific projects with cost estimates, but
rather identifies policies and potentially appropriate countermeasures
for locations with high concentrations of collisions and areas of
emphasis determined by the data-driven safety analysis.
In addition, this LRSP outlines the City’s strategies for implementing its
Vision Zero initiative, which was adopted in March 2020. Therefore, the
goal of this plan is to have zero traffic-related fatalities on City
roadways in a calendar year; and at a minimum, decrease traffic-
related fatalities and serious injuries (KSIs) on a year-over-year basis.
As a part of both LRSP development and Vision Zero implementation,
this plan will address what is termed the “Five E’s of Traffic Safety.”
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2.6 FIVE E’S OF TRAFFIC SAFETY
There are multiple versions and numbers of “E’s” throughout the traffic
safety community, however this LRSP focuses on five that are primarily
builds on those identified in the California State Transportation
Agency’s (CalSTA) Strategic Highway Safety Plan (SHSP)6, which are:
Engineering/Emerging Technologies, Enforcement, Education,
Evaluation, and Emergency Response.
Engineering & Emerging Technologies
Engineering in this context typically refers to the design and
construction efforts involved in creating all the physical attributes of a
roadway and its appurtenant facilities from signs and striping to
intersection control and sidewalks.
Another “E” from the SHSP that is connected to Engineering to the
extent that they’re combined in this document is Emerging
Technologies. This includes all information technologies from
intelligent transportation systems (ITS) to “Smart Cities” connectivity
to existing roadway infrastructure. In addition, Emerging Technologies
incorporates connected and autonomous vehicles as well as software
applications to provide information to road users such as navigation
applications.
Enforcement
Equally as important as the installation of roadway infrastructure is
enforcement of the rules associated with travelling via that
infrastructure, which is the purview of the Chula Vista Police
Department (CVPD). Engineering and enforcement officials regularly
coordinate exchange knowledge and data to jointly operate the local
roadway system.
Education
The key participant in roadway safety is the road user including
pedestrians, cyclists, and drivers. Their compliance with established
laws and effective navigation of roadway infrastructure are critical for
safe conveyance of all road users. Education is the primary tool for
informing road users of how to navigate roads safely and legally. While
much of Education is in the purview of the California Department of
Motor Vehicles, the City plays a key role in informing its populace
regarding any issues, significant changes, and notices that are key to
operating roadways at the local level.
6 https://dot.ca.gov/programs/safety-programs/shsp
Emergency Response
Emergency response is an “E” added to those identified in the SHSP.
Aside from the general public, a key road user are “first responders”
associated with emergency response. Emergency response units play a
critical role in maintaining the public’s health and safety. Safe and
efficient navigation of local roadways is a major factor in road safety
stewardship.
Evaluation
A plan is only as good as its relevance and implementation. Central to
stewardship of road safety and implementing this LRSP (refer to Section
6, Plan Evaluation and Maintenance) will be regular evaluation of road
safety performance and updates to policies, planned projects, and
other initiatives to address the latest available data.
ROADWAY
SAFETY
Engineering/
Emerging
Technology
Education
Enforcement
Evaluation
Emergency
Response
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SWITRS
TIMS
RANKINGS
SWITRS
3 COLLISION DATA ANALYSIS
The basis for LRSPs is the Data-Driven Safety Analysis (DDSA), which
reviews past data to determine key factors that are most frequent in
collisions that result in KSIs. In theory, certain combinations of key
factors are unique to each jurisdiction as jurisdictions have unique
geographies, road networks, and road user demographics. This DDSA
relies on five years of past collision data compiles from the CVPD via
the State of California. The various data sources used in the City’s
current stewardship of road safety and in this LRSP are as follows.
3.1 DATA SOURCES
Police Department Collision Data
All collision data in the City begins with the CVPD. As CVPD officers are
typically first responders to traffic collisions, they collect the
information to be incorporated into the City’s traffic incident database.
CVPD then provides its collision data to the state to be incorporated
into the State Wide Integrated Traffic Records System (SWITRS)7 . It
should be noted that the data from the CVPD is in its raw form and is
not processed compared to the data obtained from SWITRS.
SWITRS
SWITRS is California’s state-wide collision database of all reported
collisions on all roadways in all jurisdictions maintained by the
California Highway Patrol. As such, it forms the bases for numerous
other data products available for traffic engineers to analyze and
evaluate roadway collision history, discussed further below. Collision
data is generally available on SWITRS at least approximately six months
after it occurs.
7 https://iswitrs.chp.ca.gov/Reports/jsp/index.jsp
TIMS
The Transportation Injury Mapping System (TIMS)8 is an online mapping
product provided hosted by the UC Berkeley Safe Transportation
Research and Education Center. It is a map-based viewer of SWITRS
collision data for collisions that involved a fatality or any type of injury.
TIMS data is used most extensively as part of HSIP analyses and was a
key component in the data analysis for this LRSP.
Crossroads
Crossroads is a proprietary database software that many local agencies
use to view, analyze, and dissect SWITRS data for their jurisdiction. City
staff routinely use Crossroads to review collision data for locations that
are the subject of citizen requests on a case-by-case basis or those that
are identified in annual collision data reviews.
8 https://tims.berkeley.edu/
OTS Collision Rankings
The California Office of Traffic Safety (OTS) publishes rankings of cities
and counties for various collision types. The rankings compare a city or
county against a peer group of comparatively sized cities and counties
and ranks them based on different metrics that characterize collisions
such as whether there were fatalities or injuries, the type of vehicle
involved, the age of pedestrian involved, etc. Currently, rankings are
published for data from the year 2019.
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3.2 DATA ANALYSIS APPROACH
This DDSA focuses on the City’s arterial and collector network and is
based on a combination of evaluating past collision data as well as a
systemic analysis. The DDSA is intended to identify collision factors and
road characteristics to support determining potentially appropriate
countermeasures on the studied corridors.
Collision data from January 1, 2015 through December 31, 2019, five
years, was compiled and processed from raw SWITRS data. The end
date of the end of 2019 was chosen because collision data that is more
recent than one to two years is considered preliminary as some Traffic
Collision Reports have not been completed or transferred to SWITRS.
Additionally, the global COVID-19 pandemic’s impacts on traffic
patterns and driver behavior has resulted in the year 2020 becoming an
anomaly in the data. As shifts in traffic patterns stabilize, the insights
to be gleaned from the anomaly in 2020 and 2021 consequent long-term
traffic pattern evolution may be reviewed in subsequent editions of the
LRSP.
Some representative graphs that illustrate the collision data across
numerous metrics and factors are presented on the following pages.
The inconsistent ways that collision events were coded in SWITRS were
processed and standardized into a consistent format so that the records
could be aggregated into a workable dataset.
The collision records were evaluated comprehensively though the
combination of charting collision factors, mapping collision data
relative to their locations, and conducting an analysis of the various
collision data.
Synthesizing the various findings gleaned from the charts, maps, and
regression analysis resulted in key emphasis areas on which this LRSP is
focused to reduce the number of future KSIs to zero. To perform a
systemic analysis of the collision data, collisions were mapped and
highlighted for emphasis areas that may be involved. This along with
the regression analysis attempted to project factors that may lead to
future KSIs so countermeasure could be implemented effectively to
address such factors.
The objective of the systemic analysis is to identify locations on Chula
Vista’s arterial and collector roads that have a high potential for
collisions, based the presence of factors that had correlated with
collisions that resulted in KSIs in the past.
9 https://www.ots.ca.gov/media-and-research/crash-rankings-results/
3.3 OTS COLLISION RANKINGS
The Governor’s OTS allocates federal traffic safety funds and
coordinates the state’s highway safety programs. OTS develops the
SHSP, which highlights focus areas for traffic safety and how to address
them. The SHSP guides the allocation of grant funds across the state to
address the emphasis areas and implement safety initiatives.
The annual OTS Collision Rankings9 compare jurisdictions of relatively
similar size across various collision types to identify where a jurisdiction
performs relatively well and where improvement is needed. However,
it is only a comparison and does not highlight actual roadway safety
data. OTS uses the Empirical Bayesian Ranking Method that combines
population, daily vehicle miles traveled, collision records with
weighting factors to determine the ranking.
Chula Vista’s peer group is Group A, all California cities with populations
larger than 250,000. This peer group is somewhat problematic as it
includes all cities from Los Angeles to Chula Vista, which are not
necessarily directly comparable. Chula Vista is the smallest city in
Group A.
The currently available 2019 OTS rankings indicate that Chula Vista is in
the top half (top 8 out of 15 cities) in the following collision types that
involve:
• Drivers aged 21-34 that had been drinking – 6th highest*
• Drivers below age 21 that had been drinking – 8th highest*
• Pedestrians aged 65 or above – 8th highest
*Chula Vista was 6th highest for DUI arrests
Chula Vista was in the lowest rough quartile (bottom 4 of 15) of Group
A agencies in the following collision type that involved:
• Motorcycles – 11th highest
• Bicyclists below age 15 – 12th highest
• Bicyclists – 13th highest
When compared to 2018 data, Chula Vista’s highest rankings were
generally the same (highest rank was 6th in 2018 and 2019) as were the
bottom end rankings (lowest rank was 12th in 2018 and 2019). The
average rank across reported metrics decreased from roughly 9th in 2018
to roughly 10th in 2019.
3.4 PAST COLLISION DATA FINDINGS
Noteworthy findings from the review of the past collision data are
summarized as follows:
• Collisions have generally trended downward since 2016 with a
sharp decline in fatalities between a peak in 2018 and low in
2019.
• Most collisions occurred in the afternoon period with most KSIs
occurring in October through December, followed by July.
• More vulnerable road users (pedestrians, bicycles, and
motorcycles) were most likely to be involved in KSI collisions at
a rate disproportional to their involvement in total collisions.
Motorcycles were 17% of KSIs while 5% of total collisions,
bicycles were 11% of KSIs while 4% of total collisions, and
pedestrians were 34% of KSIs while 6% of total collisions.
• The vast majority (84%) of collisions involved motor vehicles
only.
• KSI collisions were primarily either a motor vehicle occupant
(38%) or a pedestrian (34%) and most frequently involved the
influence of alcohol (24%) or a pedestrian violation (19%)
followed by unsafe speed (15%).
• The minority (38%) of pedestrian collisions involved pedestrians
in crosswalks, regardless of whether they were in intersections.
• Overall, not accounting for driver impairment, most KSI
collisions occurred at higher speeds on major roadways or they
involved pedestrians more often in mid-block scenarios.
DISCLAIMER: SWITRS data represents the most complete and widely
accepted data set, which is collected from coded Traffic Collision
Reports that are completed by a police officer that responded to the
event. It may include errors and discrepancies depending on how the
Traffic Collision Reports are completed, so some data points may not
have been able to be georeferenced for consideration on map analyses.
Collision Data Set Overview
TIMEFRAME
TOTAL COLLISIONS
KILLED OR SEVERELY INJURED (KSI)
FATALITIES
2015 - 2019 5,990
227 (4%)
51 (1%)
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*Reported percentages in time of day charts reflect percentage relative
to other times of day for that mode, not relative to other modes for
that time.
KSI collisions are those that result in one or more parties being killed or
suffering an incapacitating injury, which include collisions coded with
either an “K” (Fatal Injury) or “A” (Severe Injury that is not fatal but
results in broken bones, dislocated or distorted limbs, severe
lacerations, or unconsciousness when taken from collision scene) under
“KABCO” collision coding.
†Percentages reported in violation categories chart are relative to other
violation categories.
Total
Total KSI
Total Fatal Only
0
5
10
15
20
25
30
35
40
45
0
200
400
600
800
1000
1200
1400
2015 2016 2017 2018 2019
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COLLISIONS BY YEAR AND SEVERITY
Total
Total KSI
0%
2%
4%
6%
8%
10%
12%
14%
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
TOTAL COLLISIONS BY MONTH AND SEVERITY
0%
5%
10%
15%
20%
25%
30%
35%
TIME OF WEEKDAY COLLISIONS*
0%
5%
10%
15%
20%
25%
30%
35%
TIME OF WEEKEND COLLISIONS*
0%
5%
10%
15%
20%
25%
30%
35%
VIOLATION CATEGORIES†
TOTAL KSI FATAL
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6%4%
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84%
1%
OTHER
TOTAL COLLISIONS BY MODE
34%
11%
17%
38%
KSI COLLISIONS BY MODE
10%
PED IN XWALK,
CAR STRAIGHT
12%
PED IN XWALK,
CAR LEFT TURN
14%
PED IN XWALK,
CAR RIGHT TURN
2%
PED IN MID-
BLOCK XWALK,
CAR STRAIGHT24%
PED NOT IN
XWALK, CAR
STRAIGHT
4%
PED NOT IN
XWALK, CAR
LEFT TURN
14%
PED IN ROAD,
CAR STRAIGHT
20%
OTHER
TOTAL PEDESTRIAN COLLISION TYPES
30%
BIKE STRAIGHT,
CAR STRAIGHT
7%
BIKE STRAIGHT,
CAR STOP/BACKING
15%
BIKE STRAIGHT,
CAR RIGHT
9%
BIKE STRAIGHT,
CAR LEFT
14%
BIKE STRAIGHT,
CAR OTHER
3%
BIKE RIGHT,
CAR STRAIGHT
6%
BIKE LEFT,
CAR STRAIGHT
3%
BIKE LANE CHANGE
4%
BIKE ENTERING
5%
BIKE WRONG
WAY
4%
OTHER
TOTAL BICYCLE COLLISION TYPES
31%
REAR END
23%
BROADSIDE
20%
SIDESWIPE
14%
HIT OBJECT
7%
HEAD-ON
3%
OTHER
2%
OVERTURNED
TOTAL MOTOR VEHICLE COLLISION TYPES
32%
BROADSIDE
16%
SIDESWIPE16%
REAR END
13%
OTHER
11%
HIT OBJECT
6%
HEAD-ON
6%
OVERTURNED
TOTAL MOTORCYCLE COLLISION TYPES
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64%
“DRIVER”
27%
9%
KSI COLLISIONS: MODE OF AT FAULT PARTY
103 44 15
74 36 9
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
KSI COLLISIONS: FAULT BY MODE
At Fault Not At Fault
48%
NOT
DRINKING
27%
DRINKING,
IMPAIRED
2%
DRINKING,
IMPAIRMENT
UNKNOWN
1%
DRINKING,
NOT IMPAIRED
22%
UNKNOWN
KSI COLLISIONS: AT FAULT PARTY
IMPAIRMENT
78
44
4
1
35
99
4
2
2
13
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
KSI COLLISIONS: FAULT BY IMPAIRMENT
At Fault Not At Fault
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150
11
116
123
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60
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32
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13
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0%20%40%60%80%100%
Fatal
Injured
Total
KSI COLLISIONS: PEDESTRIAN ACTION
Crossing in Crosswalk at Intersection
Crossing Not in Crosswalk
In Road, Including Shoulder
Not in Road
Crossing in Mid-block Crosswalk
Other
2
2
1
7
8
2
2
3
3
2
2
1
1
1
1
2
1
1
1
1
2
2
0%20%40%60%80%100%
Killed
Injured
Total
KSI COLLISIONS: BICYCLE ACTION
Bike Straight, Car Stopped
Bike Straight, Car Straight
Bike Straight, Car Left Turn
Bike Straight, Car Unknown
Bike Right Turn, Car Straight
Bike Left Turn, Car Straight
Bike Lane Change, Car Straight
Bike Entering, Car Straight
Bike Wrong Way, Car Sraight
Other
Bike Identified as At-fault Party Pedestrian Identified as At-fault Party
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PRIMARY COLLISION FACTOR – KSI COLLISIONS PRIMARY COLLISION FACTOR – SEVERE INJURY (SI) COLLISIONS
PRIMARY COLLISION FACTOR – FATAL (K) COLLISIONS LIGHTING – NON-DAYLIGHT KSI COLLISIONS
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KSI COLLISIONS - PEDESTRIAN PRIMARY COLLISION FACTOR – SERIOUS INJURY (SI) PEDESTRIAN COLLISIONS
PRIMARY COLLISION FACTOR – FATAL (K) PEDESTRIAN COLLISIONS
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KSI COLLISIONS - BICYCLE PRIMARY COLLISION FACTOR – SERIOUS INJURY (SI) BICYCLE COLLISIONS
PRIMARY COLLISION FACTOR – FATAL (K) BICYCLE COLLISIONS
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Vulnerable Road Users
Generally, vulnerable road users (VRUs) are defined as road users that
are not travelling with an outer shield as what a motor vehicle would
provide. Namely, VRUs consist of pedestrians, bicyclists, and
motorcyclists, as well as users of scooters, wheelchairs, skateboards,
etc. VRUs are considered vulnerable because they are more at risk for
being seriously injured if involved in a collision. Chula Vista’s collision
data is consistent with this notion.
Even though 84% of all collisions involve motor automobiles, VRUs are
victims of 62% of KSI collisions with 45% of all KSI victims being bicycles
and pedestrians. However, a key distinction between serious injury
collisions and fatal collisions can be made. Collisions involving a
pedestrian victim with a serious injury identified the pedestrian as the
at-fault party 7% of the time, whereas those collisions resulting in a
pedestrian fatality identified the pedestrian as the at-fault party 67% of
the time. More evidently, collisions involving a bicyclist victim with a
serious injury identified the bicyclist as the at-fault party 59% of the
time while both collisions resulting in a bicyclist fatality identified the
bicyclist as the at-fault party. In addition, pedestrian violations
represent the greatest share of fatal collisions in the data set. Party
fault is determined by the police officer that prepared the Traffic
Collision Report in relation to information gleaned about the collision
and the laws in effect at that time.
The majority of pedestrian KSIs occurred in crosswalks at intersections
or in situations where the pedestrian was crossing the street or walking
in the street with no crosswalks. The majority of bicycle KSIs involved
a bike and vehicle proceeding together in the same direction or one of
the parties turning or changing lanes.
As VRUs represent the majority of KSI victims, countermeasures to
enhance their safety should be prioritized.
Driver Impairment
Many KSIs involved some level of impairment, and the influence of
alcohol was one of the leading violation categories for both KSIs and
fatal collisions. The minority (48%) of KSI collisions did not involve
alcohol in any way, and KSIs that did involve alcohol usually identified
the drinking party as at-fault, except for had “been drinking, not
impaired.” Moreover, when a party had not been drinking prior to a
KSI, they were identified as at-fault less than half (45%) of the time.
Lighting
While often cited as a potential factor in collisions, the majority of KSIs
did occur during non-daylight conditions (cited as “Dark” or
“Dusk/Dawn” in collision reports); however, less than 5% of KSIs
indicated that there were no street lights.
It is unclear from the data whether street lights were present during
Dusk/Dawn conditions, but these conditions were also present in less
than 5% of KSI collisions.
3.5 EMPHASIS AREAS
Assessment of recent past collision data and the OTS Collision Rankings
determined that collisions most frequently exhibited factors that can
be condensed into four emphasis areas that this LRSP will focus on, in
no particular order:
Traffic Calming on Major Collectors/Arterials
“Unsafe Speed” was the primary collision factor for 14% of fatalities,
15% of KSIs, and 28% of all collisions, making it the most prevalent
collision factor for any type of collision followed by “Improper Turning”
at 16%. These types of collisions are dispersed throughout the City but
are concentrated on Major Collector and Major Arterial roadways (roads
with four or more travel lanes). Additionally, rear-end collisions may
be addressed by recent retiming City projects that are completed or in
progress.
DUI Collisions
As noted in the “Driver Impairment” subsection, a substantial portion
of all KSIs (nearly 25%) and fatalities (nearly 30%) involve alcohol
impairment. Educating the public about drinking responsibly and
collaboration between the Engineering and Police Departments will
attempt to counter this trend.
Bicycle Lanes and Conflict Zones
Bicycles represent a VRU group with anticipated continued growth and
potential for additional conflict with other transportation modes on
roadways. Large scale efforts to provide facilities for bicycles—the Bike
Lanes on Broadway project, for example—should act as
countermeasures to past bicycle collision data; however, attention will
be given to seek opportunities for further facilitating safe bicycle traffic
in addition to implementing improvements identified in the ATP.
Additional care may be taken to ensure that conflict zones between
bikeways and travel lanes are appropriately marked to facilitate driver
and cyclist awareness.
Pedestrian Crossings and Facilities
Nearly 30% of all fatalities involved some sort of “Pedestrian Violation,”
with the majority of these (nearly 60%) located in the northerwesterly
portion of the City, with serious injuries following a similar pattern.
Although the pedestrian was identified as the at fault party in such
instances, it indicates a potential need for enhanced pedestrian
facilities in this area, particularly in “jaywalking” and walking in
shoulder scenarios, some of which may be addressed by implementing
improvements and new sidewalks planned in the ATP.
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SAFETY COUNTERMEASURES
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4 SAFETY COUNTERMEASURES
Safety countermeasures are modifications made to the physical
infrastructure at a location that are intended to improve traffic safety.
Such countermeasures can range in scope and complexity from adding
a sign or pavement marking to constructing an entirely new traffic
signal, for example. Safety countermeasures also have various levels of
applicability and effectiveness, which has been researched extensively
by the FHWA, Caltrans, and other non-governmental organizations such
as the National Association of City Transportation Officials (NACTO).
There are many countermeasures that overlap between the various
sources, but the FHWA and Caltrans countermeasures generally
encompass the most prevalent and effective countermeasures.
4.1 FHWA COUNTERMEASURES
The FHWA Proven Safety Countermeasures website lists 20 high-level
countermeasure categories that may assist traffic engineers in
improving roadway safety with some metrics on past effectiveness.10
4.2 CALTRANS LOCAL ROADWAY SAFETY
MANUAL
To assist local agencies with planning for HSIP applications and provide
them with a “toolbox” of countermeasures for various types of traffic
challenges, Caltrans publishes the Local Roadway Safety Manual for
California Local Road Owners (LRSM).11 Generally, the LRSM takes the
FHWA countermeasures and breaks them down to specific
improvements that may be eligible for grant funding. The LRSM list of
countermeasures provides the framework for the countermeasures
grouped and listed on the following pages, and it specifies to which
collision types it should be applied and a collision reduction factor (CRF)
based on the countermeasure’s proven level of effectiveness.
10 https://safety.fhwa.dot.gov/provencountermeasures/
11 https://dot.ca.gov/programs/local-assistance/fed-and-state-programs/highway-safety-improvement-program/apply-now
4.3 COUNTERMEASURE TYPES
Broadly, countermeasures can be grouped by the infrastructure they
modify, their applicable scenarios, or their purpose. These broad types
are summarized as follows. Please refer to the FHWA or LRSM for
specific countermeasures that can be implemented.
Intersection Control/Operation
Most countermeasures focus on improvements for either signalized or
non-signalized intersections. For signalized intersections,
countermeasures often relate to improvements to signal hardware for
better visibility or vehicle detection. Other countermeasures offer
enhancements to signal timing to improve pedestrian safety or to
reduce the approaching vehicle dilemma zone. Non-signalized
intersections have countermeasures that also focus on improving
visibility, but there are also alternatives to managing right-of-way
control such as converting the intersection to a roundabout or traffic
signal depending on warrant criteria being met.
Pedestrian/Bicycle Facilities
Many countermeasures focus on providing enhancements to road
infrastructure or intersection right-of-way control to better serve the
needs of pedestrians and bicycles. Countermeasures may range from
additional means of alerting drivers to the presence of a pedestrian or
bicycle facility to fully controlling vehicular traffic to provide
pedestrian right-of-way as is the case with Pedestrian Hybrid Beacons.
Roadway/Lane Departure
There are multiple countermeasures that target roadway or lane
departure, especially near curves, that are focused on preventing KSIs
on rural roadways. Their intend is to warn or alert drivers to potential
departure to help them maintain their position in a lane. However, as
Chula Vista has a more urban to suburban context, most of these
countermeasures are applicable, only less so compared to rural
undivided roadways.
Geometric Enhancements
Several countermeasures aim to revise roadway or intersection
geometry to improve sight visibility, manage traffic to lower speeds, or
reduce the potential hazard on a segment of roadway or intersection
such that other countermeasures would be unnecessary. These are
typically the most substantial countermeasures that generally require
grant funding, extensive stakeholder involvement, and often right-of-
way acquisition as they typically involve adjusting roadway alignment.
Administrative Best Practices
The FHWA defines three of its countermeasures as “crosscutting,”
meaning they are opportunities to bring the other countermeasures
together as best practices in administering roadway safety. This LRSP is
one of them. The other is Road Safety Assessments (RSA), the practice
of doing a thorough safety review of a road segment of interest. Since
the concept was created, one RSA has been performed in Chula Vista on
Olympic Parkway between Town Center Drive and Eastlake Parkway.
The last countermeasure is using USLIMITS2 in determining speed limits.
Being in the state of California, Chula Vista speed limits are set in
accordance with the California Vehicle Code (CVC) and California
Manual on Uniform Traffic Control Devices (CAMUTCD).
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5 CANDIDATE SAFETY IMPROVEMENTS
5.1 EDUCATION AND ENFORCEMENT
Education and enforcement are complements to any countermeasure
that has been or may be installed. They inform that road users are
aware of the operation of existing and new traffic control devices and
ensure road user compliance with those devices. The CVPD Traffic
Division is the lead in this role, though the Traffic Engineering Division
of the Department of Engineering and Capital Projects is responsible for
being proactive and collaborative partners with CVPD and diligent
stewards of the safety of the City’s roadway system.
As part of their enforcement efforts, CVPD has ensured that traffic stops
are treated first as an opportunity to educate the public. Over recent
years, the Traffic Engineering Division and especially CVPD Traffic have
had challenges being fully staffed; however, Measure A passed by Chula
Vista voters in 2018 has funded additional opportunities for CVPD to
conduct enforcement and education efforts, which may translate to
improved driver compliance and reduced collisions as has been the most
recent trend since the Covid-19 pandemic.
5.2 TRAFFIC CALMING ON MAJOR COLLECTOR
AND ARTERIAL ROADS
Recent City Efforts
Through its past and ongoing routine review of collision data, the City
has made significant efforts toward calming traffic on roads with four
or more lanes, largely supported by HSIP and Active Transportation
Program grant funding.
Most recently, as part of an HSIP project, the City has updated traffic
signal timing on nearly all traffic signals west of I-805, which intended
to update timing to the latest standards that support pedestrian
clearance timing as well as to facilitate smooth and controlled flow of
vehicle platoons with updated traffic signal coordination plans.
In a similar manner, another HSIP project was completed in 2019 that
greatly expanded the City’s adaptive traffic signal system along East H
Street from I-805 to Otay Lakes Road, Otay Lakes Road generally along
the frontage of Southwestern College, and Telegraph Canyon Road from
I-805 to Otay Lakes Road. A major intent was to counter the trend of
rear-end collisions on the corridor by facilitating smooth flow along
these arterials while encouraging adherence to the speed limit in order
to continue to arrive at green lights at the next traffic signals. The City
currently has a locally-funded project to expand this system east along
Otay Lakes Road to Eastlake Parkway.
City staff also continue to seek opportunities to implement lane
reductions (Road Diets) as part of its routine pavement maintenance
activities, and it has implemented several throughout the review
period. Most notably, a lane reduction was implemented along
Broadway from C Street to G Street to accommodate inclusion of
buffered Class II bikeways.
Candidate Operational Improvements
Updating Speed Limits (FHWA Countermeasure)
As the City works to update all posted speed limits
and their associated Engineering and Traffic
Surveys, staff may seek opportunities to use the
recently-adopted new provisions of the CVC that
allow for speeds to be further adjusted from the
observed 85th percentile speed in the interest of
road user safety. This is particularly relevant for
roads with four lanes or more where speeds tend to be elevated and
“Unsafe Speed” is a prevalent primary collision factor.
Updating Traffic Signal Coordination Plans (LRSM #S03)
In a similar manner to
what the City has done
in the recent past,
improvements to
traffic signal timing
may result in a CRF of
15% according to the
LRSM. Currently, the
City is working on
retiming traffic signals east of I-805 and has a planned capital
improvement project to expand the existing adaptive traffic signal
system along Otay Lakes Road from La Media Road to Eastlake Parkway.
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Candidate Infrastructure Improvements
Updating Regulatory and Warning Signage (LRSM #R22)
Whenever a safety improvement project is scoped, staff may review
existing signage for: compliance with the CA MUTCD, visibility or
reflectivity based on the condition of existing retroreflective sheeting
and determining the need for fluorescent sheeting, and whether sizes
are appropriate for the given application (larger, higher-speed
roadways may necessitate larger signs). As needed, such projects
should upgrade existing signage to meet these needs.
Dynamic/Variable Speed Signs (LRSM #R26)
These along with variable speed feedback signs are applicable in cases
where drivers’ attention should be brought to the speed at which they
are traveling, usually associated with a change in road alignment or
adjacent land uses. Care should be taken to install these in targeted
locations so as not to desensitize drivers to their presence.
Road Diet: Lane Narrowing/Reduction (LRSM #R14)
While this strategy when reducing lane count is highly sensitive to
impacts to traffic congestion, where appropriate, it may be an effective
countermeasure (35% CRF per the LRSM) that the City has implemented
recently. Where traffic volumes are too high to feasibly implement a
lane reduction, lane width reductions may be considered to encourage
driver caution and potentially accommodate bike lanes and/or bike lane
buffers.
Curb Extensions (FHWA Countermeasure)
Also known as curb “bump outs,” these modifications to the curb line
can make the road appear narrower similar to a lane width reduction.
Care should be taken to implement these where there is low risk for
errant vehicles to strike the curb protrusion such as on the opposite end
of an intersection from a dedicated turn lane. This strategy has an
added benefit of reducing the lengths of crosswalks where they are
present, which enhances pedestrian safety as well.
5.3 DUI COLLISIONS
Recent City Efforts
From the collision data, 24% of KSI collisions and 29% of fatalities
involved the influence of alcohol. According to the 2019 OTS rankings,
Chula Vista has an outsized number of collisions involving driving under
the influence for both drivers under age 21 (8th highest) and drivers age
21 through 34 (6th highest) for its population (15th highest). For
reference, the 6th and 8th largest cities by population in California are
Sacramento and Oakland, respectively.
The CVPD has made efforts to counter DUIs through a combination of
education and enforcement. According to the OTS rankings, Chula Vista
had the 6th most DUI arrents among group A cities, which is consistent
with its rankings for DUI collisions. In addition, CVPD periodically
conducts checkpoints on City roads to discourage driving after drinking.
Potential Opportunities for Education
Unfortunately, there are few opportunities to construct infrastructure
to counter DUI collisions; however, the opportunities for education and
enforcement are several, and CVPD has been implementing them as
described above.
5.4 BICYCLE LANES AND CONFLICT ZONES
Recent City Efforts
The City has recently made
extensive progress with
constructing new bicycle
lanes in various locations
throughout Chula Vista, most
notably, with Bike Lanes on
Broadway, which added four
miles of bi-directional bike
lanes from approximately the
north to south City Limits.
In addition, staff routinely
seeks opportunities to add
buffers and new class 2 bike lanes where applicable and planned as part
of ongoing pavement maintenance. For example, there have been
several recent road diets that have resulted in new and wider bike lanes
throughout the city as a result of these efforts.
Candidate Operational Improvement
Minimum Green Time for Bicycles
Detection for bicycles is required per CA MUTCD, and such detection
will be implemented as traffic signals are upgraded or constructed.
However, the CA MUTCD has a guidance statement that minimum
bicycle timing should be implemented, which is not required. Based on
conditions at a traffic signal, bicycle timing may be implemented where
appropriate. Bicycle timing has been determined for traffic signals west
of I-805, but it is only implemented in targeted situations.
Candidate Infrastructure Improvements
Buffered Bike Lanes (LRSM #R32PB, R33PB)
The LRSM indicates that new bike lanes have a CRF of 35% with buffers
providing additional protection. Staff may continue to seek
opportunities during repaving projects to add new bike lanes or buffers
to existing bike lanes. In addition, the ATP will guide and inform where
bike facilities of various types are to be applied.
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Road Diet: Lane Narrowing/Reduction (LRSM #R14)
This strategy is related to the above regarding buffered bike lanes
whereby staff will review opportunities for reducing lane widths or
counts to accommodate new or expanded bicycle facilities in the
interest of enhancing bicycle safety. Care should be taken to ensure
that stakeholder interests are taken into account such that level of
service is not severely impacted by such implementations.
Green Paint in Bicycle-Vehicle Conflict Zones (NACTO)
While not required by CA MUTCD, the FHWA allows and NACTO
encourages the use of green paint in bikeways, particularly where they
cross travel lanes where it creates conflict zones. The City has
implemented a policy of installing green paint solely in these conflict
zones, and it may continue to do so. As it implements this strategy,
priority may be given to major collector and arterial roadways where
volumes for all modes are generally higher.
Advance Stop Bar “Bike Box” (LRSM #S20PB)
This strategy has a CRF of 15% according to the LRSM and is applicable
on less heavily travelled collectors or major roads where one bicycle
movement dominates the others. This countermeasure should have an
educational component due to its relatively recent creation.
Separated Bikeways (LRSM R33PB)
Bikeways that are considered either Class 1
Bike Paths or Class 4 Cycle Tracks are a level
above buffered bike lanes that are generally
considered Class 2. While these facilities are
the most substantial for bicycles, they require
substantial investment and right-of-way or lane
width to be implemented. Therefore, care
should be taken in selecting areas to construct
them while taking into account anticipated
demand and collision reduction potential. The
ATP will likely inform the majority of the locations where such facilities
are planned, which are typically in locations that link the City’s multiple
existing multi-use paths and dedicated bikeways.
5.5 PEDESTRIAN CROSSINGS AND FACILITIES
Recent City Efforts
The City has implemented multiple strategies to address pedestrian
crossings and facilities. Where feasible, the City has systematically
been constructing missing sidewalks, now in accordance with the ATP.
A notable recently completed project was the addition of sidewalks
along the south side of Palomar Street between Orange Avenue and Fifth
Avenue and the north side of Orange Avenue from Palomar Street to
Fifth Avenue.
For crossings: the City has constructed enhanced flashing beacon
crossings at uncontrolled midblock crosswalks at numerous locations as
well as upgraded an existing flashing beacon crosswalk to a pedestrian
hybrid beacon, which is the equivalent of full traffic signal control
(Fourth Avenue and Westby Street) with a combination of local and HSIP
funds, depending on the project. The flashing beacon crossings have
generally been in the vicinity of schools where pedestrian and vehicular
traffic are often particularly heavy at the same times.
The City continues to evaluate these midblock crossings for
opportunities to upgrade the crossing with additional enhancements or
apply a road diet to shorten the crossing length, depending on what is
warranted.
The City has also been systematically upgrading crosswalk markings at
signalized intersections from the minimal two lines to the ladder
crosswalk standard, one of the accepted enhanced standards in the CA
MUTCD. There also is currently an HSIP project to implement leading
pedestrian interval traffic signal operations at applicable intersections,
which gives pedestrians the “WALK” signal a few to several seconds
before the green light is given to vehicles travelling in the same
direction. This is intended to increase visibility of pedestrians to right
turning vehicles while allowing them more time to cross with fewer
opportunities for potential conflicts with vehicles. Finally, the City has
implemented pedestrian countdown indications at numerous signalized
intersections throughout the City as part of a past HSIP project.
Candidate Operational Improvement
Enhanced Crosswalk Warrant Criteria
The City has an existing mid-block crosswalk warrant policy in City
Council Policy No. 576-16, which generally determines where an
uncontrolled midblock crosswalk is warranted. While the City evaluates
opportunities for enhancements to existing midblock crossings against
specific criteria, these criteria may be formalized as a new policy to
clarify and standardize the process. This also applies to criteria for the
pedestrian hybrid beacon, which is primarily determined from the single
warrant criterion in the CA MUTCD.
Candidate Infrastructure Improvements
Filling Gaps in Sidewalks (LRSM #R34PB)
Portions of the City that were
annexed in the past lack curb,
gutter and sidewalk. The ATP
identifies and prioritizes these
locations for constructing new
sidewalk to remove any pedestrians
from potentially sharing the vehicular travel way.
Lead Pedestrian Interval Signal Operations (LRSM #S21PB)
According to the LRSM, this strategy has a substantial CRF of 60%, and
is applicable to intersections with substantial pedestrian crossings and
those with a collision history involving pedestrians. The majority of
such intersections in the City are being addressed by a current capital
improvement project; however, staff may continue to monitor other
intersections for potential implementation.
Enhanced Pedestrian Crossings (LRSM #R35PB, R37PB)
Based on warrant criteria,
enhancements to pedestrian
crossings such as rectangular rapid
flashing beacons (RRFBs) may be
applicable to existing crosswalks as
an initial enhancement to
pedestrian safety. As they only
alert drivers to the presence of a pedestrian to whom they should yield,
they do not control right-of-way. The City has implemented several of
these near schools, but they may be applicable to midblock crossings at
other locations with consideration that the road is not overly wide.
RRFBs have been and may also be implemented at crosswalks around
higher-volume roundabouts.
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Pedestrian Hybrid Beacon Crossings (LRSM #NS23PB)
Pedestrian Hybrid Beacons (PHBs, formerly known as HAWKs) are
applicable at midblock crossings and minor intersections as the highest-
level pedestrian crossing enhancement short of installing a full traffic
signal. Care should be taken to ensure that the application meets
warrant criteria in the CA MUTCD and any additional City criteria and
that other countermeasures would not be more appropriate for the
application.
Curb Extensions/Road Diets (FHWA, LRSM #R14)
While curb extensions and road diets intend to calm traffic, they also
benefit pedestrians by shortening road crossings and reducing conflict
zones between pedestrians and vehicles. Much consideration should be
made regarding placement as curb extensions are protrusions that may
be vulnerable to errant vehicles and can create operational challenges
to street maintenance.
Pedestrian Countdown Signal Indications (LRSM #S17PB)
The LRSM indicates that pedestrian countdown signals can have a CRF
of 25% and are a strategy that is relatively simple to implement. While
recent HSIP and locally funded capital improvement projects have
implemented pedestrian countdown signals at the majority of
intersections throughout the City, this strategy may be considered
wherever applicable.
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PLAN EVALUATION & MAINTENANCE
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6 PLAN EVALUATION & MAINTENANCE
The maintenance of the LRSP will follow a routine yearly process based
on three tiers of analysis, ultimately creating a five-year LRSP renewal
cycle. Each analysis stage will analyze available data, update prior
assumptions, and evaluate performance of planned projects and
initiatives. Significant changes or noteworthy additions to this LRSP will
be noted in addenda to be incorporated during the five-year LRSP
update. Given that collision data is compiled on an annual basis for the
prior year, annual reviews lag real time by one year.
LRSP Addenda
The mentioned LRSP addenda that may arise during any year in which
an LRSP update does not occur may be approved by the City Traffic
Engineer with concurrence by the City Engineer. Safety Commission
approval is only required for comprehensive updates to the LRSP.
If KSI data for the year in review exceeds that of the prior year, staff is
required to prepare an addendum to this LRSP per the above process to
address the data trend and provide action items for reversing it and
realigning data trends to the LRSP goal of annual declines of KSIs toward
zero.
6.1 ANNUAL DATA REVIEWS
On years of the LRSP cycle that do not involve updates (years one, two,
and four), City staff will follow procedures similar to its current process
for reviewing collision data for the prior year to identify high-collision
locations as well as trends in the collision data. Locations with
countermeasures installed the year prior to the year being reviewed will
include countermeasure performance evaluations to review their
effectiveness. The results of this review may be reported to the Safety
Commission at their July meeting.
6.2 MID-CYCLE DATA ANALYSIS UPDATE
The data-driven safety analysis included in Section 3 of this LRSP will
be updated on year 3. In addition to performing tasks related to the
Annual Data Reviews, staff will incorporate post-COVID-19 traffic
volume data to highlight locations of interest based on collision rate,
evaluate prior performance, as well as potentially revise currently
planned initiatives and projects.
6.3 FIVE-YEAR LRSP UPDATE
Every five years, staff will perform a comprehensive update of this LRSP
that incorporates any addenda adopted in the intervening years as well
as any large-scale changes to planned projects and initiatives and the
data-driven safety analysis. The prior data analysis update will receive
a minor update to incorporate latest available data, though the majority
of the analysis and revision will involve incorporating prior addenda and
making changes to sections related to potential countermeasures and
the five E’s.
6.4 EMERGING PREDICTIVE ANALYTICS
TECHNOLOGIES
In accordance with the first “E” of the five E’s: with the advent and
continual refinement of sophisticated data analysis tools such as
machine learning, predictive analytics are anticipated to continue to
improve and gain widespread acceptance. As these technologies
become more readily available and accurate, they may be incorporated
into the systemic projection analysis of the data-driven safety
assessment, which would eventually replace the methods currently
employed in this LRSP.
LRSP
UPDATE
Year 1
Data
Review
Year 2
Data
Review
Year 3
Data
Analysis
Update
Year 4
Data
Review
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2022
CITY OF CHULA VISTA
LOCAL ROAD SAFETY PLAN
11/10/2022 SC Agenda Page 49 of 81
RESOLUTION NO. SC-2022-_____
RESOLUTION OF THE SAFETY COMMISSION OF THE
CITY OF CHULA VISTA RECOMMENDING THAT THE
CHULA VISTA CITY COUNCIL ADOPT THE 2022 LOCAL
ROAD SAFETY PLAN
WHEREAS, the Federal Highway Administration advocated for a data-driven plan for
safety improvements informed by analysis of the most recent five years of collision data to
prioritize improvements that reduce collisions that lead to fatalities or serious injuries called a
Local Road Safety Plan (LRSP); and
WHEREAS, the California Department of Transportation (“Caltrans”) required that a
local agency such as the City of Chula Vista (“City”) finalize or adopt an LRSP in order to be
eligible for future Highway Safety Improvement Program (HSIP) grant funding; and
WHEREAS, Caltrans facilitated the ability of local agencies such as the City to prepare
such plans through a specialized grant program; and
WHEREAS, staff compiled and analyzed collision data from 2015 through 2019 against
numerous factors such as location, roadway, ambient, and operational conditions to determine
focused guidelines that inform future investment in and grant applications for roadway safety
improvements; and
WHEREAS, based on said collision data analysis and guidelines, staff prepared an LRSP
for consideration and approval by the Safety Commission.
NOW, THEREFORE, BE IT RESOLVED that the Safety Commission of the City of
Chula Vista does hereby recommend that the City Council adopt the 2022 Local Road Safety
Plan.
PASSED, APPROVED, and ADOPTED by the Safety Commission of the City of Chula Vista,
California, this 10th day of November 2022, by the following vote:
AYES: Commissioners:
NAYS: Commissioners:
ABSENT: Commissioners:
____________________________________
Chair
ATTEST:
______________________________________
Florence Picardal, Secretary
11/10/2022 SC Agenda Page 50 of 81
November 2022
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Safety Commission
Traffic Collisions
156
125
136 137
89
146
135
125
140
148
118
169
108
118
123
100
114
130
135
155 156
153
150
140
150
123
97 96 95
131
110
138
125
93
110112
104
79
140
88
124
88
60
68
107
92
116
93
98
109
74
78 77
67
141
81
60
80
100
120
140
160
180
1 2 3 4 5 6 7 8 9 10 11 12
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2018 2019 2020 2021 2022
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Safety Commission
Traffic Citations*
* Combined
hazardous &
non-hazardous
violations (not
counting parking
citations)
1036 1032
950
909
479
909 882
1112
1168
757
565
605
1115
1241
24
1575
1275
1452
1053
1404
1256
541
580
529
714
655
514
138
1073
241
1144
933
1073
329 364 332
414
576
676
828
586
516
360
297
343
188
327
216199
7 14
248
99
47 61
265
537
165
0
200
400
600
800
1000
1200
1400
1600
1800
1 2 3 4 5 6 7 8 9 10 11 12
Nu
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Month
2018 2019 2020 2021 2022
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Complete
Starting
Ongoing
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Safety Commission
TRF0417
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Safety Commission
STL0432/ST0447
11/10/2022 SC Agenda Page 57 of 81
Safety Commission
STL0448
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Safety Commission
TRF0408
11/2022
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Safety Commission
GGV0255
1/2023
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Safety Commission
TRF0418
11/2022
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Safety Commission
STL0436
11/2022
11/10/2022 SC Agenda Page 62 of 81
Safety Commission
TRF0413
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Advertise for Bid
Review Quotes
11/10/2022 SC Agenda Page 64 of 81
Safety Commission
TRF0422
12/2022
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Safety Commission
STM0386/STM0388/STM0389
1/2023
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Safety Commission
STL0426
1/2023
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Safety Commission
STL0454
1/2023
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Safety Commission
STL0442
3/2023
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Safety Commission
TRF0416
5/2023
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Safety Commission
TRF0431
7/2023
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Safety Commission
STL0456
8/2023
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Safety Commission
TRF0432
9/2023
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Safety Commission
STL0462
10/2023
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Safety Commission
TRF0429
10/2023
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Safety Commission
TRF0427
12/2023
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Safety Commission
TRF0411
1/2024
11/10/2022 SC Agenda Page 77 of 81
Safety Commission
TRF0415
1/2024
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Safety Commission
TRF0426
1/2024
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Safety Commission
STM0405
1/2024
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