4_Attachment 1 - Laserfiche WebLink

Midblock High Incidence Midblock Collisions were analyzed over a three-year period. A three-year time frame is used because a one-year analysis does not typically have enough collisions to identify patterns. A midblock collision is defined as a collision that occurred greater than 200 feet from an intersection (or 250 feet if it is a rear-end collision). There were seven segments that had four or more midblock collisions (the four-collision threshold was chosen to analyze locations that may have more than one collision per year over the three-year period). Each of the segments was reviewed in detail to identify correctable patterns and found the following: Owens Drive from Rosewood Drive to Hacienda Drive This location was reviewed previously with a pattern of collisions involving an eastbound left turn turning in to the Walmart parking lot and getting broadsided by westbound through vehicles. In 2019 there were no collisions along this segment. In 2020 there was one collision involving an eastbound left turn and a westbound through vehicle traveling at 50 — 80 MPH. The other collision in 2020 was a SB vehicle exiting the Walmart driveway and being struck by a WBT. In 2021 there were 2 additional broadside collisions. Staff conducted a 10-year collision review of this location and found 12 collisions in the 10-year period with 10 of the 12 collisions injuring 13 people. Continued trimming of the bushes has proved ineffective at limiting the crashes. Staff recommends the closure of this left turn pocket. This will require that all drivers wanting to access the Walmart parking lot will need to continue to Rosewood Drive and complete a U-turn to access the parking lot via the south driveway or make a left turn onto Rosewood Drive to enter the east driveway. The majority of drivers will complete the U-turn. Analysis of the 10-year collision history does not show any U-turn collisions on Owens at Rosewood, although there was 1 sideswipe collision in the westbound direction due to changing lanes. No correctable patterns were identified at the remaining roadway segments. Pedestrian & Bicycle Analysis Collisions involving pedestrians and bicyclists are examined separately from vehicle collisions as these are the most vulnerable users of the transportation network. Due to the low number of pedestrians and bicycle collisions, the collision analysis spans a three-year period3. Both bicycle and pedestrian collisions decreased this period. There were 32 collisions involving pedestrians and 85 bicycle 3 The current three-year period is 12/1/2018 to 11/30/2021 Page 7 e roadway. The 5th collision was an eastbound bicycle that was riding too fast around the roundabout and struck the roundabout. The previous 10 years with no collisions indicate that the visibility and warning of the roundabout is adequate. Green street guidance signs are present approaching the roundabouts to provide warning, and staff will evaluate if additional warning can be placed on the approaches. No correctable patterns were identified at the remaining intersections. Page 6 Avenue was not on the list for the first time, with only two collisions last year. Similarly Hopyard Road at Stoneridge Drive also had two crashes. Both of these intersections average 6+ crashes per year historically. The top three intersections are described below as well as any intersections where staff identified patterns/improvements. Foothill Road at Dublin Canyon Road / Canyon Way This is the first time this intersection has been on the top 10 list. The period from 2017 to 2020 the intersection had a total of 9 collisions. Ten collisions in one year is three times the normal rate for this intersection. It should also be noted that this intersection continues to experience lighter than usual traffic with 25,000 vehicles per day compared to the pre-pandemic volume of 45,000 per day. This continued low volume can be attributed to the low ridership on BART and the continued work from home by most of the office building businesses around Stoneridge Mall. The intersection was modified in June of 2020. The southbound alignment was altered slightly to allow the addition of a third southbound left turn lane. Page 5