4_Attachment 1 - Laserfiche WebLink

The chart to the right illustrates the percentage of collisions that occurred in marked and unmarked crosswalks, in the roadway (outside of a marked or unmarked crosswalk), on the Location of Pedestrian Collisions sidewalk or at a driveway. While the number of s0% 70% collisions at marked crosswalks is greater than 60% the other location types, this does not 50% necessarily equate to relative safety as there 40% 30% are more pedestrians crossing at marked 20% crosswalks than the other location types. The 10% volume of pedestrians crossing at marked vs. 00/ I — mu UM marked unmarked roadway sidewalk driveway unmarked crossings is difficult to quantify given crosswalk crosswalk the number of intersections within the City. One •current 3-year ■previous 3-year collision occurred on the sidewalk in the previous period (bicyclist struck pedestrian at a bus stop). Party at Fault in Pedestrian Collisions The Party at Fault chart shows an increase in 80% driver at fault collisions compared to the 60% previous period with about 3/4 of the collisions having the driver at fault. There is a 40% corresponding decrease in the collisions with 20% 111 I the pedestrian found at fault. 0% The Pedestrian Age chart shows the age Pedestrian Driver Bicyclist Unknown distribution. The highest category this period is ■current 3-year ■previous 3-year the under 18, with 31% of the collisions (ten of the 32). All of the age categories remained within two percent of the previous three-year Pedestrian Age period. 35% 30% 25% 20% 15% 10% 5% 0% Under 18 18-35 36-54 55+ •current 3-year ■previous 3-year Page 9 ehicles 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