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collisions over the three-year period (there were 40 pedestrian and 95 bicycle collisions in the previous three-year period4). Twenty-two of the 85 bicycle collisions were "solo" bicycle collisions (a bicyclist crashing without another party involved)5. The percentage of"solo" bike collisions increased compared to the previous three-year period. (26% this period compared to 19% the previous period). The City has recorded an increase in both bicycle usage and in pedestrian activity in the last Citywide Bicycle and Pedestrian Usage Increase (2019 compared to 2017) traffic counts. Citywide traffic counts were conducted at 153 intersections in both 2017 and 2019. Vehicle, 25.00% bicycle and pedestrian volumes were recorded during the morning and evening peak travel times. This data 20.00% was used to calculate changes from 2017 to 2019 in 15.00% bicycle use (18% increase in the morning and 22% increase in the evening) and changes in pedestrian 10.00% activity (12% increase in the morning and 17% increase in the evening). 5.00% Bicycle volumes compared to total vehicle volumes 0.00�� showed an increase from 0.48% to 0.58% in the Bike Ped morning and 0.30% to 0.36% in the evenings. This AM PM increase is on top of the previous increases in bicyclist usage seen when we compared 2015 to 2017. The next city-wide traffic counts are scheduled for spring 2022. Pedestrian Collision Statistics While numerous data points are collected regarding collision details, the pedestrian's location, party at fault and age were analyzed to determine if trends exist. 4 The previous three-year period is 12/1/2017 to 11/30/2020 s"Solo" bicycles collisions are the result of a bicyclist falling off the bicycle for various reasons (medical. roadway conditions, not paying attention, hitting an object, etc.) 6 Total bicyclists were divided by total of vehicles for 153 intersections to calculate bicycle usage percentages. Page 8 ing 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