HomeMy WebLinkAboutCOUNCIL - AGENDA ITEM - 01/31/2012 - TRAFFIC SAFETY IN FORT COLLINS (STAFF: CUMBO, OLSODATE: January 31, 2012
STAFF: Karen Cumbo
Joe Olson
Pre-taped staff presentation: available
at fcgov.com/clerk/agendas.php
WORK SESSION ITEM
FORT COLLINS CITY COUNCIL
SUBJECT FOR DISCUSSION
Traffic Safety in Fort Collins.
EXECUTIVE SUMMARY
The recently updated Transportation Master Plan places a strong emphasis on safety for all travelers
using all modes of travel in Fort Collins. Safety performance measures are necessary in order to
determine how well the City is meeting those safety goals. In 2011, the City Traffic Operations
Department produced a “Traffic Safety Summary” (found online at: www.fcgov.com/traffic). The
Summary is intended to be used as a benchmarking tool to track progress on efforts to reduce the
number of crashes as well as crash severity. The information in the Traffic Safety Summary is also
used by City staff to guide efforts to improve safety.
Staff will present crash information and discuss how data is being used to improve traffic safety.
In addition, staff will present information regarding the City’s crosswalk policy which was
developed as part of the Pedestrian Plan, adopted in 2011.
GENERAL DIRECTION SOUGHT AND SPECIFIC QUESTIONS TO BE ANSWERED
1. Does City Council have any questions or feedback regarding the City’s overall approach to
traffic safety?
2. Does City Council have any questions or feedback regarding the City’s crosswalk policies?
BACKGROUND / DISCUSSION
In 2011 Allstate Insurance Company released its seventh annual “Allstate America’s Best Drivers
Report”. Fort Collins topped the list for the second year in a row, as America’s safest drivers.
While this suggests that the safety record in Fort Collins is good relative to other communities, in
2010 there were still more than 700 people injured and four people killed in traffic crashes in Fort
Collins. Deaths and injuries resulting from traffic crashes continue to be a serious public health
concern. Even crashes that only result in property damage are costly to society and negatively
impact quality of life. In 2010 it was estimated that the overall economic impact from traffic crashes
in Fort Collins was nearly $94 million. The City Transportation Master Plan places a high priority
on safety of our transportation system. City staff is committed to ongoing efforts to make our
system as safe as possible.
January 31, 2012 Page 2
Citywide Crash Trends
The Traffic Operations Department works cooperatively with Police Services to obtain electronic
copies of reports for all traffic crashes on public streets. Quality data is essential to the success of
a traffic safety program. In keeping with the City’s philosophy to be data driven, in 2009, Traffic
Operations staff conducted a comprehensive review of all crash data back through 2007 to ensure
accuracy and consistency prior to entry into a computerized database. This effort involved a review
of over 10,000 records for crashes that occurred between 2007 and 2009. Since that time, ongoing
training and quality control procedures have been established to help maintain good data quality as
Traffic Operations has moved forward. Using this data, a Traffic Safety Summary was produced
in 2011 which identified specific crash trends for the years 2007 – 2010. Highlights include:
• The number of crashes in Fort Collins remained steady, averaging about 3,600 crashes per
year.
• Injury crashes also remained steady, averaging about 750 per year.
• Fatal crashes varied ,with four in 2007, two in 2008, eleven in 2009 and three in 2010. The
eleven fatal crashes in 2009 were the highest number ever recorded in Fort Collins.
However, a review by both staff traffic engineers and police crash investigators did not
identify a consistent, correctable pattern in these fatal crashes. They were not location
specific. Speed, alcohol, drugs, reckless driving, driver inattentiveness, driver inexperience,
motorcycle use, medical conditions, bicycle violations and pedestrian violations were all
noted as contributing factors in the fatal crashes.
• Taking traffic volumes into account, crashes were significantly higher than expected on
weekends in the evening and early morning hours (9:00 p.m. – 4:00 a.m.).
• About 71% of crashes occurred at intersections (43% at signalized intersections, 19% at
unsignalized intersections, 8% at driveway/street intersections and 1% at alley/street
intersections).
• Drivers 15-19 were more than five times as likely to be involved in a crash as expected,
given the number of licensed drivers in that age group. 20 – 24 year old drivers were over
twice as likely to be in a crash, as expected.
• Alcohol related crashes remained steady, averaging about 142 per year.
• Drivers 15-19 were more than three times as likely to be involved in an alcohol related crash
– this despite the fact that they are not of legal drinking age. 20 – 24 year old drivers were
also about three times as likely to be involved in an alcohol related crash.
Types of Crashes
Crashes are classified by type. Six types of crashes accounted for 87% of all incapacitating
injury/fatal crashes in Fort Collins from 2007 - 2010:
January 31, 2012 Page 3
Bicycle Crashes – Crashes involving bicyclists, usually bike/motor vehicle crashes -- 22% of all
serious injury/fatal crashes.
Right Angle Crashes – Two motor vehicles traveling on perpendicular streets; one fails to yield or
passes a traffic control device at an intersection and strikes the other – 16% of all serious injury/fatal
crashes.
Approach Turn Crashes - Two motor vehicles traveling in opposite directions on the same street;
one turns left at an intersection in front of the oncoming vehicle and is struck – 16% of all serious
injury/fatal crashes.
Fixed Object Crashes – Single vehicle runs off the road and strikes a fixed object on the side of the
road or on a median. – 15%
Rear End Crashes – Two motor vehicles traveling in the same direction; leading vehicle struck by
following vehicle – 9% of all serious injury/fatal crashes.
Pedestrian Crashes – Any crash that involves a pedestrian; usually a pedestrian/motor vehicle crash
– 9% of all serious injury/fatal crashes.
High Crash Locations
Through recent national research crash prediction models have been developed that allow analysts
to predict the number of crashes at intersections given the traffic volumes, the intersection geometry
and the type of traffic control, (i.e., traffic signals versus stop signs etc.) If a location has more
crashes than predicted, (more than comparable intersections) it may indicate an issue at the location.
Staff applied these national models calibrated to local conditions at intersections throughout Fort
Collins to identify high crash locations. Locations were ranked by excess crash costs (cost of
crashes above and beyond what the models predicted). Since injury crashes tend to have higher
crash costs associated with them, the ranking method gives more weight to locations with more
injury crashes compared to locations with only “fender benders”. Using 2007 – 2010 crash data, the
top ten high crash intersections are listed below:
STREET 1 STREET 2
Model
Predicted
Crashes/
Year
Model
Predicted
FI Crashes/
Year*
Adjusted
Actual
Crashes/
Year
Adjusted
Actual FI
Crashes/
Year*
Excess
PDO
Crashes/
Year**
Excess FI
Crashes/
Year*
Excess
Crash
Costs/
Year
TIMBERLINE
RD HARMONY RD 17.4 3.8 43.3 7.4 22.3 3.6 $470,696
LEMAY AV HARMONY RD 15.8 3.5 32.0 6.7 13.0 3.2 $359,109
COLLEGE AV
HORSETOOTH
RD 21.3 4.8 36.8 7.6 12.6 2.9 $328,736
January 31, 2012 Page 4
Traffic Safety Improvement Program
Fort Collins utilizes an approach to traffic safety focused on engineering, education, and
enforcement. Below is a discussion of transportation safety activities occurring within each of these
focus areas.
Engineering
Safety is implicitly a part of street maintenance programs such as snow removal, signal operations
and traffic sign/pavement marking policies. Beyond these maintenance activities, three main
engineering strategies are used to address safety concerns:
1. Capital Projects – The prioritized Capital Improvement Projects list shown in the
Transportation Master Plan uses crash history as one of the criteria for prioritization. In
addition, the Engineering Department’s recent Arterial Intersection Prioritization Study
weighted crash history heavily in the prioritization process. Conceptual design of those
projects identified in the intersection prioritization study for further evaluation used detailed
crash analysis to develop improvements targeted at specific crash types and patterns.
Specific upcoming Capital Projects that stemmed from this analysis include:
• Harmony Road widening from Timberline to Boardwalk (design components were
added to address high crash locations at Timberline/Harmony and Lemay/Harmony).
• Shields/Drake and Shields/Davidson – addition of turn lanes at Shields/Drake and
access control improvements on Shields at Davidson.
• College/Horsetooth – addition of dual left turn lanes on College.
Note that these three projects address the top four locations on the high crash list shown
above.
2. Federal Hazard Elimination Funds - Funding is available for specific safety projects
through the Federal Hazard Elimination program. These funds are allocated by the Colorado
Department of Transportation (CDOT) through a competitive process. The City has been
successful in the past obtaining some of this funding. For example, $385,000 in hazard
elimination funds are being used for the intersections of College/Hickory and
College/Conifer as part of the North College improvement project. These funds are being
used to increase the length of the left turn lanes between these two closely spaced
intersections and also to add separate, dedicated right turn lanes. Also, $120,000 in hazard
elimination funds were part of the overall funding for the College/Harmony project
completed last year. Staff has made an application to CDOT for Hazard Elimination funding
for the Shields/Drake project to help offset the costs of that planned project.
3. Low cost safety improvements – Minor, inexpensive solutions funded through maintenance
budgets can often be implemented that provide a very high benefit to cost ratio. Again, crash
data was used to inform this approach to traffic safety. Specific examples of recent low cost
safety improvements include:
January 31, 2012 Page 5
• College/Trilby -- Traffic signal retimed to change arrival patterns and thereby reduce
the amount of southbound through traffic arriving when the signal changes from
green to red on College. This was done in response to a high number of approach
turn crashes involving northbound left turners conflicting with southbound through
motorists during the signal change from green to red.
• Mason/Mulberry – Identified as the #1 red light running crash location. Converted
8-inch signal displays to 12-inch displays and worked with the Forestry Department
to do major trimming of overhanging trees.
• College/Monroe – Implemented flashing yellow arrow displays and protected only
(turn on green arrow only) left turn movements during peak volume times in
response to approach turn crashes during those time periods.
• Lady Moon/Harmony – Installed protected only left turn phasing.
• Shields/Plum – Made signal timing adjustments to improve progression and reduce
rear end crash potential.
4. Other safety improvements recently completed in Fort Collins include:
• Lady Moon/Kechter – New traffic signal to address right angle crash problem.
• Laurel Street Road Diet – Intended to address pedestrian safety issues as well as
provide left turn lanes at intersections thereby reducing rear end and approach turn
crash potential.
• Neighborhood Traffic Mitigation Projects
N Laporte Avenue Road Diet
N Dynamic speed displays (radar speed signs) in five locations
• School Safety – Ongoing school safety program working in conjunction with the
Poudre School District. Recent activity includes upgrades to school crossing signs
throughout the City and the installation of a new crosswalk on Swallow at Rocky
Mountain High School.
• Shields/Plum – Installation of a “bike box” pavement marking intended to reduce the
risk of “right hook” bike crashes.
Enforcement
Police Services is the lead entity for enforcement. Starting in 2006, Police Services put an increased
emphasis on traffic enforcement. The results from this increased effort are noticeable. The
percentage of 2010 Citizen Survey respondents that rated traffic enforcement good or very good was
63% compared to 49% in 2003.
January 31, 2012 Page 6
The Traffic Unit currently has six officers and three camera radar operators dedicated to a strategy
of high visibility traffic enforcement. The intent of this strategy is two-fold: provide direct
enforcement to violators while also deterring other violators through a high visibility presence.
Two types of photo enforcement are used in Fort Collins: speed enforcement and red light
enforcement. Speed enforcement units are deployed primarily in neighborhood complaint areas and
also in problem areas identified by officers. Data from the camera radar units show that compliance
with neighborhood speed limits has improved from 25% to over 50% since 2004.
Red light cameras are located at Timberline/Harmony and College/Drake. The impact of the red
light cameras is difficult to measure due to other, varying conditions such as signal changes, road
construction etc., that also contribute to crashes. At this time it is not possible to show a specific
change in crashes related to these cameras.
The other area of emphasis for enforcement is in school zones. The Police Traffic Unit makes the
forty eight school zones in the City an enforcement priority. Other patrol officers also supplement
enforcement as call load allows. School zones are selected for enforcement based on calls from
schools, parents and Traffic Operations (who also receives some of the calls from residents).
Six Traffic Unit officers work to enforce traffic laws on the 1,800 miles of streets within the City.
This is a challenging task, but officers are committed to targeting enforcement of contributing
factors in crashes such as speed, alcohol, drugs, reckless driving, inattention and right-of-way
violations in an effort to improve traffic safety.
Education
During development of the Traffic Safety Summary and the evaluation of serious injury/fatal crash
types, numerous driving behaviors were identified as contributing factors in crashes. This
realization was the impetus for declaring October 2011 “Traffic Safety Awareness Month”.
Throughout October and into November Traffic Operations staff made presentations to community
groups and employee groups. In addition, a “Studio 14” program focusing on traffic safety was
produced and aired. Also, the first in what is intended to be a series of “commercials” was
developed that demonstrates the most common bicycle crash and a way to avoid it. Lastly, traffic
safety web pages that include a variety of safety information from the Traffic Safety Summary were
added to the Traffic Operations website.
In addition to Traffic Safety Month, other traffic safety educational efforts are ongoing. Examples
include:
• The Bicycle Safety Education Plan adopted by City Council in 2011.
• The City Pedestrian Plan adopted as part of the Transportation Master Plan in 2011.
• Neighborhood traffic education programs including yard signs, radar speed displays and
public service radio messages conveying traffic safety messages.
January 31, 2012 Page 7
• The Safe Routes to School Program (SRTS) utilizes Federal grant money in conjunction
with local funds to develop safety education and encouragement programs for school
children.
Pedestrian Crosswalk Policy
As noted previously, pedestrian crashes account for 9% of the serious injury/fatal crashes in Fort
Collins and are one of six crash types that the City is focused on reducing. Pedestrian crossing
improvements are part of that focus.
According to City ordinance and State law, a crosswalk exists (whether marked or not) as the
extension of the sidewalk through every intersection. Thus, it is not necessary to have markings at
every street crossing in order to create a legal crosswalk where pedestrians have the right of way.
In 2005, the Federal Highway Administration (FHWA) published a landmark study on the “Safety
Effects of Marked versus Unmarked Crosswalks at Uncontrolled Locations.” A total of 1,000
marked crosswalk sites and 1,000 matched unmarked crosswalk sites in 30 cities across the United
States were analyzed. The study results revealed that under no condition was the presence of a
marked crosswalk alone at an uncontrolled location associated with a significantly lower pedestrian
crash rate compared to an unmarked crosswalk. On multilane roads with traffic volumes greater
than 12,000 vehicles per day, marked crosswalks were associated with a higher pedestrian crash rate
compared to unmarked crosswalks.
In 2006, the Transportation Research Board, a division of the National Research Council published
a report titled “Improving Pedestrian Safety at Unsignalized Crossings”. This report used
recommendations from the 2005 FHWA study along with other research to create the current state
of the art for the use of pedestrian crossing treatments.
In 2011, the City adopted an updated Pedestrian Plan. The Pedestrian Plan includes a detailed
discussion of the City’s current pedestrian crossing policy that is based on this prior national
research.
As per the Pedestrian Plan, marked crosswalks are installed at all signalized locations where
pedestrian signals are present. In addition, marked crosswalks may be installed at locations
controlled by stop signs if there is a documented need (school crossings etc.) Pedestrian crossing
treatments at uncontrolled locations (i.e., no stop signs or traffic signals) are broken down into four
categories that escalate the treatment depending on conditions:
• No improvement.
• Level 1 - Marked crosswalks and standard pedestrian crossing warning signs.
• Level 2 - Marked crosswalks with enhanced crossing treatments such as additional signage,
pedestrian activated warning beacons (yellow lights), pedestrian refuge islands etc.
• Level 3 - Marked crosswalks with traffic signals or pedestrian hybrid beacons (devices that
control traffic using a red signal indication).
January 31, 2012 Page 8
An assessment to determine the proper crossing treatment includes an evaluation of pedestrian
volumes, pedestrian delay, traffic volumes, traffic speed and available sight distance.
Consistency in application of pedestrian crossing treatments is important to ensure proper response
by both motorists and pedestrians. In the past we have not always been consistent in our approach
to pedestrian crossing treatments. Until recently, the only devices approved for use were marked
crosswalks or traffic signals. At the same time, there was a real need for crossing treatments that fall
somewhere between a standard marked crosswalk and a traffic signal (what is now called Level 2
crossings). Until recently, there was not much guidance nationally for application of pedestrian
crossing treatments. Communities were mostly left on their own to experiment with different
devices to try to meet the need. As a result, there has been a variety of different devices
implemented throughout the country.
Staff’s goal moving forward is to apply a consistent approach to crossing treatments based on the
level of protection they require. There is still flexibility, particularly with level 2 devices, but it is
staff’s intent to provide more consistent treatments in the future.
Summary
Fort Collins continues to be recognized nationally for its safe drivers. We are fortunate to have so
many conscientious drivers who help keep city streets safe. There is still room for improvement.
Through engineering, operations and maintenance, education, and enforcement, the City continues
to strive for improved safety. These efforts involve many departments in the City, including Traffic
Operations, Police, Engineering, Streets, Transportation Planning, and Forestry. Using a data driven
approach allows staff to coordinate efforts to target specific crash patterns and problem locations.
Moving forward, staff will continue to monitor crashes as a way of benchmarking the effectiveness
of the various safety improvement strategies being applied.
ATTACHMENTS
1. Powerpoint presentation
1
1
Traffic Safety Summary
Presentation for:
City Council
January 31, 2012
2
Total Crashes, 2007 – 2011
3810
804
3 4
3738 3462 3580 3561
820 728 707 743
4
2
11
1
10
100
1000
10000
2007 2008 2009 2010 2011
Total Injury Fatal
Number of Crashes
ATTACHMENT 1
2
3
Crashes by Time of Day, Saturday
62
45 43
20 12 11
14
58
92
111
142 139
131 137
130
102
113
61
50
96
63 61
52
28
0
80
160
12:00 AM
3:00 AM
6:00 AM
9:00 AM
12:00 PM
3:00 PM
6:00 PM
9:00 PM
Day
Crashes
0%
3%
6%
9%
Crashes % of Daily Traffic
4
Crashes by Age
2607
443 387
878
1199
1327
2237 2027
0
500
1000
1500
2000
2500
3000
3500
15-19 20-24 25-34 35-44 45-54 55-64 65-74 75+
0%
5%
10%
15%
3
5
47
1
142 141 148 136
53 46 56
1
4
1
10
100
1000
10000
2007 2008 2009 2010
Total Injury Fatal
DUI Crashes
6
DUI Crashes by Age
186
4 5
34
59
65
124
81
0
20
40
60
80
100
120
140
160
180
200
15-19 20-24 25-34 35-44 45-54 55-64 65-74 75+
0%
5%
10%
15%
20%
25%
30%
35%
Number of Crashes Percentage of Licensed Drivers
4
7
Types of Crashes
8
Rear End
9%
Right Angle
16%
Parking
5%
Fixed Object
15%
Approach Turn
16%
Bike
22%
Head On
2%
Pedestrian
9%
Other
6%
Severe Injury/Fatal Crashes by Type
5
9
Bicycle Crashes
• 83% of bicycle crashes occurred at intersections. Most
involved right of way violations by motorists and/or
bicyclists
• 36% of bike crashes involved bikes riding
against traffic (usually from the sidewalk)
conflicting with cross street vehicles
10
Bicycle Crashes
Bicyclists:
• Don’t ride against traffic
• Avoid riding on the sidewalk. If necessary slow to walking
speed to cross intersections, driveways, alleys etc.
Motorists:
• Check to the right even when turning right
6
11
Bicycle Crashes
Motorists: Check for bicyclists then move as far right
as possible (into the bike/parking lane is ok) when
making a right turn.
Bicyclists: Don’t pull up to the right of a motorist that may be
turning right. Take the lane behind the motorist.
“Right Hook”
12
Right Angle Crashes
•• 65% of Right Angle
Crashes Occurred at
Unsignalized
Intersections
••28% 28% of Right Angle
Crashes Involved Red
Light Running at Signals
7
13
Right Angle Crashes
Most Right Angle accidents occur after stopping at a
STOP sign
– Sight Distance Obstructions
– Heavy Cross Street Traffic
– Right Turn Vehicles Shadowing Through Vehicles
Red Light Running
– Inattention
– Dilemma Zone
14
8
15
Approach Turn Crashes
•• 75% of Approach Turn
Accidents Occurred at
Signalized Intersections
••Confusion Confusion During the
Yellow Light is a Major
Contributing Factor
16
Approach Turn Crashes
9
17
Pedestrian Crashes
• Motorists Failing to Yield at Intersections Account for 46%
of Pedestrian Crashes
18
Pedestrian Crashes
• Pedestrians Darting Out or Failing to Yield
Account for 69% of Severe Injury/Fatal
Crashes
•• 81% of Serious Injury/Fatal Crashes
Occur at Night
10
19
Traffic Safety Improvement Program
20
Traffic Safety Improvement Program
October 2011 – “Traffic Safety Awareness Month”
•Presentations to Community Groups
•Website Describing Crash Types and Tips
How to Avoid Them
•Studio 14
•YouTube Video
•Ongoing
11
21
Safety Improvements
Mason/Mulberry Eastbound “Before”
22
Safety Improvements
Mason/Mulberry Eastbound “After”
12
23
• Low Cost Safety Improvements
College/Trilby Platoon Flow “Before”
Southbound Vehicles Arriving on Yellow/Red
Safety Improvements
Time
Distance
Southbound Vehicles
Arriving on Yellow/Red
Red lines represent
Southbound Vehicle Trajectories
24
• Low Cost Safety Improvements
College/Trilby Platoon Flow “After” to
Reduce Southbound Arrivals on Yellow/Red and Thereby
Approach Turn Crash Potential
Safety Improvements
Time
Distance
Fewer Southbound
Vehicles Arriving on
Yellow/Red
Red lines represent
Southbound Vehicle Trajectories
13
25
Safety Improvements
Flashing Yellow Arrow
•College/Monroe
•Allows Protected Only Left
Turn Mode by Time of Day
26
Safety Improvements
Lady Moon/Kechter – Traffic Signal
14
27
Safety Improvements
Traffic Safety Data Informed
The Bike Safety Education
Plan
28
Safety Improvements
Dotted Bike Lane Line
To Encourage Motorists
To Move Right and Avoid
“Right Hook” Bike Crash
Potential
15
29
Arterial Intersection Prioritization Study
– Harmony Road – Widening to six lanes from Timberline
to Boardwalk
– Shields/Drake – Turn Lanes
– Shields/Davidson – Access Control
– College/Horsetooth – Turn Lanes
Capital Projects
30
Pedestrian Crossings
16
31
Pedestrian Crossings
Pedestrian Plan Adopted in February 2011
•Includes Pedestrian Crossing Policy
•Based on Latest Research on Pedestrian
Crossing Safety
•Where crossings are needed, three levels of
improvement are considered based on conditions
•Pedestrian Volumes
•Pedetrian Delay
•Traffic Volume and Speed
•Sight Distance
32
Pedestrian Crossings – Level 1
17
33
Pedestrian Crossings – Level 2
Mountain/Remington
Laurel/Sherwood
34
Pedestrian Crossings – Level 3
18
35
Pedestrian Crossings – Level 3
20%
25%
30%
Number of Crashes Percentage of Licensed Drivers
SHIELDS ST DRAKE RD 17.3 3.8 28.7 6.5 8.8 2.7 $278,913
COLLEGE AV TRILBY RD 13.7 2.9 21.2 5.8 4.6 2.9 $255,318
LEMAY AV MULBERRY ST 14.6 3.2 26.3 4.4 10.4 1.3 $187,781
COLLEGE AV MONROE DR 17.8 3.9 28.7 5.2 9.7 1.2 $179,793
COLLEGE AV LAUREL ST 11.2 2.6 20.9 4.0 8.3 1.4 $179,777
SHIELDS ST PROSPECT RD 14.9 3.3 22.8 4.8 6.4 1.5 $170,312
COLLEGE AV HARMONY RD 16.5 3.6 28.8 4.3 11.6 0.7 $159,605
* FI = Fatal/Injury Crashes
** PDO = Property Damage Only Crashes