# TRANSPORTATION SAFETY APPENDIX

# TRANSPORTATION SAFETY

**Executive Summary 1** 

Recommended Policies and Actions 1


### Introduction **5** Existing Conditions 5 Consequences of Accidents in the SCAG Region 5 Existing Conditions 6 

### California Five Percent Report for the SCAG Region **3 2** Transportation Safety 

### 1



# Executive Summary
In 2008, over 1500 people died on roadways in the SCAG region and just under 125,000 were injured. While both fatalities and injuries have declined over the past 10 years, the impacts, both emotional and financial, are still far too high. The average costs for each traffic death, traffic injury, or property damage crash were (in 2005): Death – $1,150,000 Nonfatal Disabling Injury – $52,900 Property Damage, including non-disabling injuries – $7,500 In 2006, the State of California initiated the Strategic Highway Safety Plan (SHSP), as a way of setting targets and strategies to reduce transportation fatalities in the State in absolute numbers by 2010 in 16 challenge areas (impaired driving, street crossing, bicycling, older drivers, etc). While the targets in most challenge areas were met by 2010, a new goal is to reduce fatalities even further. The SHSP Steering Committee is establishing new targets, which will be finalized in 2012, including a 17th Challenge Area, Distracted Driving. While the California SHSP sets 152 various actions that State agencies can perform to reduce fatalities, there are complementary strategies that can be performed by local governments that can help further reduce transportation fatalities. The safety of people and goods as they travel is one of the key characteristics of any transportation system. The importance of providing a safe and secure transportation system is emphasized by transportation and law enforcement agencies at all levels, and is recognized as one of the chief responsibilities of transportation planners. SCAG’s safety goal is to ensure transportation safety, security, and reliability for all people and goods in the region. SCAG is recommending 69 actions for local governments that complement the State actions in the 17 SHSP Challenge Areas. A large portion of traffic collisions amongst many of the challenge areas occur at intersections. The mixing of various travel modes, combined with changes in cross traffic provides a greater potential for collisions. By plac

ing the highest emphasis on intersection safety within each challenge area, SCAG hopes to have the greatest effect in reducing traffic fatalities. This report reviews each SHSP Challenge Area within the SCAG region, noting trends in fatalities and injuries, and makes the following recommendations for local governments to help further reduce transportation fatalities throughout the region and State. 

## Recommended Policies and Actions Challenge Area 1. Reduce Impaired Driving Related Fatalities

 Local jurisdictions should increase frequency, consistency and publicity of sobriety checkpoints in areas with high DUI caused accidents

 Local jurisdictions should pursue grant funds to new Portable Evidential Breath Testing devices

 Local jurisdictions should extend and promote late night transit during holiday week

ends and after major sporting/special events

 Consider reviewing the SHSP “tool kit” which will identify programs, providers, and resources that assist communities in implementing effective community-based, comprehensive, multijurisdictional DUI task forces.

 Local jurisdictions should implement and maintain anti-DUI programs such as, Teenage Party Prevention, Enforcement and Dispersal, Minor Decoy Program, the Shoulder Tap Program, and the Target Responsibility For Alcohol Connected Emergencies (TRACE) program. Cities/Counties can continue this work by pursuing National Highway Traffic Safety Administration (NHTSA) Incentive/Transfer Program Grants under 23 U.S.C. 402 or 23 U.S.C. 410. 

## Challenge Area 2. Reduce the Occurrence and Consequence of Leaving the Roadway and Head-on Collisions

 Local jurisdictions should incorporate into highway construction/ reconstruction methods to warn drivers (such as rumble strips, “Botts’ Dots,” pavement mark

ers, curve warning signs/beacons) they are leaving the highway or wandering into other lanes.

### 2 Transportation Safety

 Continue the deployment of high visibility signage and road striping that enhance driver’s ability to notice, recognize and respond to warning signs during nighttime or periods of inclement weather. 

## Challenge Area 3. Ensure Drivers are Licensed and Competent

 Local jurisdictions can support the State in developing driver education components for teens and new drivers. 

## Challenge Area 4. Increase Use of Safety Belts and Child Safety Seats

 Local jurisdictions should support State authorities in the education and enforce

ment of safety device violations. 

## Challenge Area 5. Improve Driver Decisions about Rights of Way and Turning

 Encourage the installation of improved visibility traffic signals as part of the normal traffic signal replacement cycle

 Local jurisdictions should support the use of traffic control devices, traffic calm

ing, and speed reduction design practices to reduce the likelihood and severity of crashes related to turning movements.

 Local jurisdictions should consider redesigning the geometry at high accident loca

tions as an option to restrict unsafe turns by motor vehicles.

 Local jurisdictions should support the use of advanced technology and ITS to reduce collisions.

 Local jurisdictions should incorporate ITS at high incident intersections to reduce red-light violations causing collisions. 

## Challenge Area 6. Reduce Young Driver Fatalities

 Local jurisdictions can support the State in developing driver education components for teens and new drivers.  Local jurisdictions should support State authorities in the education and enforce

ment of safety device violations.

 Local jurisdictions should increase frequency, consistency and publicity of sobriety checkpoints in areas with high DUI caused accidents.

 Local jurisdictions should implement and maintain anti-DUI programs such as, Teenage Party Prevention, Enforcement and Dispersal, Minor Decoy Program, the Shoulder Tap Program, and TRACE. 

## Challenge Area 7. Improve Intersection and Interchange Safety for Roadway Users

 Local jurisdictions should incorporate intersection safety into the Compass Blueprint strategies.

 Local jurisdictions should incorporate ITS at high-incident intersections to reduce red-light violations causing collisions.

 Local jurisdictions should encourage clearly marked, visible crosswalks.

 Local jurisdictions should support installation of adequate lighting around cross

walks to provide better visibility of pedestrians crossing streets at night.

 Local jurisdictions should consider installation of improved visibility traffic signals as part of the normal traffic signal replacement cycle.

 Local jurisdictions should incorporate median sanctuaries for pedestrians at appro

priate intersections.

 Local jurisdictions should incorporate signalization at problem non-signalized intersections.

 Local jurisdictions should consider changing intersection geometries, where applicable. (offset intersection to aligned intersection, intersection to interchange, intersection to roundabout).

 Local jurisdictions should plan for, and develop roadway, intersection and inter

change improvements that support improving rights of way decision by older drivers.

 Local jurisdictions should review existing or potential high-crash at-grade railroad/ highway crossings for contributing factors and implement Median Island Programs or make other improvements such as visibility, advance warning, and geometrics.Transportation Safety 

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## Challenge Area 8. Make Walking and Street Crossing Safer

 Local jurisdictions should develop pedestrian safety action plans based on FHWA criteria.

 Local jurisdictions should ensure all sidewalks and intersections are ADA compliant.

 Local jurisdictions should consider pedestrian needs in all roadway and transit projects.

 Local jurisdictions should improve pedestrian striping and include standard safety upgrades in routine maintenance and striping projects.

 Local jurisdictions should incorporate median sanctuaries for pedestrians at appro

priate intersections.

 Local jurisdictions should increase pedestrian crossing times to account for older or slower pedestrians.

 Local jurisdictions should incorporate pedestrian safety into smart growth, land use planning, and other local plans.

 Local jurisdictions should continue the enforcement of violations of pedestrian law by pedestrians and motorists.

 Local jurisdictions should participate in programs to educate all roadway users regarding the rights and responsibilities of pedestrians.

 Local jurisdictions should incorporate ITS at high-incident intersections to reduce vehicle-pedestrian collisions.

 Local jurisdictions should consider installation of lighting surrounding crosswalks at intersections and mid block locations to provide better visibility of pedestrians crossing streets at night.

 Local cities should develop citywide Safe Routes to School strategies to guide mea

sures around local schools.

 Local jurisdictions should continue to improve pedestrian safety expertise among transportation professionals and others involved in roadway and land-use design. 

## Challenge Area 9. Improve Safety for Older Roadway Users

 Support roadway, intersection and interchange improvements that support improving rights of way decision by older drivers.

 Local jurisdictions should consider installation of improved visibility traffic signals as part of the normal traffic signal replacement cycle.

 Support signage and striping that enhance driver’s ability to notice, recognize and respond to warning signs during nighttime and/or inclement weather conditions.

 Local jurisdictions should incorporate median sanctuaries for pedestrians at appro

priate intersections.

 Support JARC/New Freedom, para-transit to include those over 65 years of age.

 Encourage formation and expanded use of Supplemental Transportation Systems (STPs), particularly in locations where standard public transit is sparse or unavailable. 

## Challenge Area 10. Reduce Speeding and Aggressive Driving

 Local jurisdictions should use ITS and traffic signalization as a strategy to reduce speeding on arterials during light traffic conditions.

 Traffic Management Centers should contact police or CHP when traffic cameras observe reckless speeding on arterials and freeways.

 Local jurisdictions can support the State in developing driver education components for teens and new drivers.

 Local jurisdictions should increase frequency, consistency and publicity of sobriety checkpoints in areas with high DUI caused accidents. 

## Challenge Area 11. Improve Commercial Vehicle Safety

 Local jurisdictions should support the use of dedicated truck capacity on corridors with significant truck traffic in order to separate commercial vehicles from passen

ger vehicles.

### 4 Transportation Safety

 Local jurisdictions should identify intersections and interchanges prone to high commercial vehicle collisions, identify appropriate infrastructure improvements and make adjustments as needed.

 Local jurisdictions should support the use of truck climbing lanes as a method to segregate commercial vehicles from passenger vehicles. 

## Challenge Area 12. Improve Motorcycle Safety

 Local jurisdictions should focus motorcycle-related law enforcement activities on areas with high motorcycle volumes. 

## Challenge Area 13. Improve Bicycling Safety

 Local jurisdictions should develop and regularly update bicycle master plans.

 Local jurisdictions should fund and install dedicated bicycle facilities where appro

priate and safe.

 Local jurisdictions should incorporate applicable Complete Streets policies—provid

ing safe access for all modes—as fundamental principles of transportation plans.

 Local jurisdictions should consider bicycle and pedestrian safety as part of Compass Blueprint Land Use Planning.

 Local jurisdictions should consider pedestrian and bicycle safety in all maintenance projects where new striping will be required or existing striping is to be replaced.

 Local jurisdictions should consider the use of intersection control devices that detect bicyclists, particularly left turn signals. 

## Challenge Area 14. Enhance Work Zone Safety

 Local jurisdictions should ensure that work zones accommodate all modes of transportation.

 Local jurisdictions should ensure that work zones have signs warning of pavement irregularities and other work zone issues that could be collision factors.  Local jurisdictions should consider temporary traffic signal changes to mitigate congestion around work zones. 

## Challenge Area 15. Improve Post Crash Survivability

 Local jurisdictions should utilize Intelligent Transportation System technology to improve response time for EMS to and from collision sites. 

## Challenge Area 16. Improve Safety Data Collection, Access and Analysis

 Local jurisdictions should improve data collection and analysis regarding trip charac

teristics, level of service, injuries and fatalities on roadways.

 Local jurisdictions should use Geographical Information Systems or the Web Based Transportation Injury Mapping System to better identify high-accident locations

 Local jurisdictions should work with the State and county transportation com

missions to improve the quality, timeliness, accessibility and usefulness of traffic safety data. 

## Challenge Area 17: Reduce Distracted Driving

 Local jurisdictions should increase frequency, consistency and publicity of Distracted Driving enforcement.

 Local jurisdictions should participate in the annual statewide cell phone/texting observational survey.Transportation Safety 

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# Introduction
The safety of people and goods as they travel is one of the key characteristics of any transportation system. The importance of providing a safe transportation system is emphasized by transportation and law enforcement agencies at all levels, and is recog

nized as one of the chief responsibilities of transportation planners. Safety is defined as the protection of persons and property from unintentional damage or destruction caused by accidental or natural events. In 2005, Congress passed the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), which required states to develop Strategic Highway Safety Plans (SHSPs). The California Department of Transportation (Caltrans) responded by developing its SHSP through a participatory process with over 300 stakeholders throughout California. The overarching goal was to reduce the California roadway fatality rate to less than 1.0 fatal

ity per 100 million vehicle miles traveled (VMT) by 2010. Caltrans is currently updating the SHSP to reflect new goals, actions and challenge areas to further reduce transporta

tion fatalities in the State. The following report documents how the SCAG region is meeting the SHSP goals, and details what steps should be taken to further reduce traffic fatalities in the SCAG region. 

## Existing Conditions The rate of fatal and injury collisions on California’s highways has declined dramatically since the California Highway patrol began keeping such data in the 1930s. California has led the nation in roadway safety for much of the past 20 years. Only recently have road

ways nationally become as safe as those in California. California’s 2008 Mileage Death Rate (MDR) – Fatalities per 100 million miles traveled (100 Million VMT) is 1.05, much lower than the national MDR of 1.25. Of the five larg

est states in terms of total traffic fatalities, (CA, FL, TX, GA, & NC), California has the best rate. **FIGURE 1** 

### C alifornia Mileage Death Rate (1933–2009)

0 2 4 6 8 10 12 14 16 18 2019331937194119451949195319571961196519691973197719811985198919931997200120052009per 100 Million Miles of Travel

Source: SWITRS


## Consequences of Accidents in the SCAG Region While the trend indicates a long-term decline in fatalities compared to VMT, it represents an unacceptable personal burden on those involved. There is also a regional burden in lost productivity, increased traffic congestion and pollution. The National Safety Council reports that the calculable costs of motor-vehicle crashes are wage and productivity losses, medical expenses, administrative expenses, motor vehicle damage, and employers’ uninsured costs. The average costs for each traffic death, traffic injury, or property damage crash were (in 2005):

 Death – $1,150,000

 Nonfatal Disabling Injury – $52,900

 Property Damage, including non-disabling injuries – $7,500

### 6 Transportation Safety

While the California SHSP focuses on activities at the State level, local governments can supplement these activities providing additional benefit. This document provides a brief overview of how jurisdictions can help in the implementation of each strategy laid out in the SHSP. As SCAG is a planning agency, and does not coordinate enforcement, education or emer

gency response, this document will focus on engineering improvements. Where funding information is available for education, enforcement or emergency response, that informa

tion is provided. 

## Existing Conditions The SCAG region has an extensive transportation system with over 50,000 freeway and arterial lane-miles. The region had 11.1 million licensed drivers and 13.4 million regis

tered vehicles in 2008. The same year, over two million people rode public transit daily. Unfortunately, 1,533 people died and 124,975 were injured in traffic collisions in the SCAG region. The primary source for collecting accident data in the California SHSP is the Statewide Integrated Traffic Reporting System (SWITRS). The California Highway Patrol collects col

lision data from local and State agencies. Data collected for 2008 in the SCAG region are summarized in **TABLES 1** and **2**

. **TABLE 1** 

### T raffic Fatalities in the SCAG Region (2008)

**County Driver**  **Killed Passenger**  **Killed Pedestrian**  **Killed Cyclist**  **Killed Motorcyclist**  **Killed Total**  **Killed** Imperial 25 10 3 1 1 39 Los Angeles 354 117 212 32 111 715 Orange 89 32 31 10 33 162 Riverside 153 63 28 9 33 253 San Bernardino 165 79 39 7 34 290 Ventura 46 18 8 2 11 74 **Regional Totals 832**  **319 321**  **61 223**  **1,533 Statewide**  **Totals 1,910**  **719 642**  **130 529**  **3,401 Regional**  **Percentage 43.60%**  **44.40% 50.00%**  **46.90% 42.20%**  **45.10%**

**TABLE 2** 

### T raffic Injuries in the SCAG Region (2008)

**County Driver**  **Injured Passenger**  **Injured Pedestrian**  **Injured Cyclist**  **Injured Motorcyclist**  **Injured Total**  **Injured** Imperial 422 303 25 25 22 775 Los Angeles 45,217 21,071 5,280 3,325 2,935 74,893 Orange 12,047 4,942 818 1,084 794 18,891 Riverside 7,898 3,939 359 369 621 12,565 San Bernardino 7,509 4,326 456 280 567 12,571 **Ventura 3,368**  **1,364 240**  **308 248**  **5,280 Regional Totals**  **76,461 35,945**  **7,178 5,391**  **5,187 124,975**  **Statewide Totals**  **147,981 68,727**  **13,405 11,760**  **11,764 241,873**  **Regional Percentage**  **51.70% 52.30%**  **53.50% 45.80%**  **44.10% 51.70%** Transportation Safety 

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**TABLE 3** 

### T raffic Fatality Summary 1996–2009

**1996 1997**  **1998 1999**  **2000 2001**  **2002 2003**  **2004 2005**  **2006 2007**  **2008 2009**  Imperial 35 65 62 35 55 45 49 45 56 46 42 42 39 37 Los Angeles 863 764 624 684 749 768 728 816 750 745 801 759 715 589 Orange 197 175 157 175 164 207 193 215 215 205 210 193 162 154 Riverside 278 253 269 231 266 262 312 303 321 333 349 318 253 219 San Bernardino 333 312 300 297 318 334 334 357 409 425 397 354 290 236 Ventura 71 61 58 59 87 73 66 79 70 71 82 74 74 62 **SCAG Region 1,777**  **1,630 1,470**  **1,481 1,639**  **1,689 1,682**  **1,815 1,821**  **1,825 1,881**  **1,740 1,533**  **1,297 California, Excluding**  **SCAG Region 2,195**  **2,041 1,989**  **2,078 2,091**  **2,237 2,407**  **2,410 2,273**  **2,479 2,316**  **2,227 1,868**  **1,779**

**TABLE 4** 

### T raffic Injury Summary 1996–2009

**1996 1997**  **1998 1999**  **2000 2001**  **2002 2003**  **2004 2005**  **2006 2007**  **2008 2009**  Imperial 1,191 1,212 1,313 1,264 1,172 1,324 1,219 1,231 1,159 1,040 1,133 963 775 680 Los Angeles 91,540 82,096 82,218 83,978 88,801 91,443 92,744 92,557 90,042 86,582 83,941 82,480 74,893 73,107 Orange 22,326 22,611 23,070 22,780 22,996 23,043 22,782 24,173 23,917 23,028 21,671 20,082 18,891 18,735 Riverside 11,216 10,941 11,358 11,752 12,968 12,700 14,291 15,105 15,805 15,966 15,720 14,601 12,565 11,705 San Bernardino 15,408 14,695 14,743 15,255 15,786 16,107 16,517 17,022 17,299 16,929 16,628 15,090 12,571 11,735 Ventura 6,274 6,096 6,167 5,912 6,418 6,646 6,892 7,085 6,587 6,266 5,965 5,562 5,280 4,747 **SCAG Region 147,955**  **137,651 138,869**  **140,941 148,141**  **151,263 154,445**  **157,173 154,809**  **149,811 145,058**  **138,778 124,975**  **120,709 California, Excluding**  **SCAG Region 152,151**  **147,220 151,829**  **147,786 154,882**  **154,644 156,244**  **149,993 147,548**  **142,987 82,516**  **127,909 116,898**  **112,068**

### 8 Transportation Safety

**TABLE 5** 

### Dr ivers in Fatal Collisions by Type of Collision by Movement Preceding Collision **Collision Type**
**Head-On Sideswipe**  **Rear End Broadside**  **Hit Object Overturned**  **Auto/ Pedestrian**  **Other Total**  **Movement Preceding Collision** Stopped 9 11 115 43 4 5 7 3 197 Proceeding straight 382 218 333 722 279 94 520 75 2,623 Ran off road 11 8 10 5 370 122 11 8 545 Making right turn 1 3 4 12 6 3 22 9 60 Making left turn 34 7 8 186 8 6 37 10 296 Making U turn 1 1 7 2 1 12 Backing 2 2 4 5 3 16 Slowing/stopping 6 5 33 4 2 3 2 1 56 Passing other vehicle 24 6 7 6 9 4 3 59 Changing lanes 42 26 4 9 2 6 1 90 Parking maneuver 1 1 1 3 Entering traffic 1 3 10 1 3 3 2 23 Other unsafe turning 12 5 8 7 74 32 5 5 148 Crossed into opposing lane 139 17 1 24 8 5 2 196 Parked 2 2 Merging 1 1 1 1 1 2 7 Traveling wrong way 28 3 3 4 1 39 Other 5 14 10 15 165 59 8 3 279 Not stated 2 2 1 3 3 9 3 23 **Total 655**  **344 565**  **1,057 943**  **340 642**  **128 4,674** Transportation Safety 

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**TABLE 6** 

### Dr ivers in Injury Collisions by Type of Collision by Movement Preceding Collision **Collision Type**
**Head-On Sideswipe**  **Rear End Broadside**  **Hit Object Overturned**  **Auto/ Pedestrian**  **Other Total**  **Movement Preceding Collision** Stopped 954 1,562 41,281 3,379 192 105 275 538 48,286 Proceeding straight 9,465 15,288 55,064 54,369 8,489 3,592 5,688 3,528 155,483 Ran off road 236 143 167 123 6,094 2,272 74 157 9,266 Making right turn 531 1,243 1,219 3,244 565 222 1,717 797 9,538 Making left turn 4,859 1,871 1,009 19,494 807 359 2,094 982 31,475 Making U turn 105 228 106 1,554 57 25 29 77 2,181 Backing 35 87 376 360 66 17 512 231 1,684 Slowing/stopping 151 449 15,269 433 189 241 134 212 17,078 Passing other vehicle 71 573 157 352 107 63 37 43 1,403 Changing lanes 68 4,180 1,970 507 782 321 31 173 8,032 Parking maneuver 4 58 49 20 27 1 35 15 209 Entering traffic 165 521 240 3,076 66 64 187 195 4,514 Other unsafe turning 248 619 466 301 2,206 816 71 97 4,824 Crossed into opposing lane 893 500 29 221 142 72 13 22 1,892 Parked 14 114 123 41 22 2 23 55 394 Merging 18 192 160 65 48 19 10 17 529 Traveling wrong way 225 62 11 77 62 11 13 11 472 Other 83 987 522 385 4,669 1,172 100 120 8,038 Not stated 106 154 593 328 81 45 170 220 1,697 **Total 18,231**  **28,831 118,811**  **88,329 24,671**  **9,419 11,213**  **7,490 306,995** 

### 10 Transportation Safety

**FIGURE 2** 

### Dr ivers in Fatal Collisions by Type of Collision by Movement Preceding Collision

**Head-On 14%**  **Sideswipe**

**7% Rear End** 

**12% Broadside** 

**23% Hit Object**  **20%**

**Overturned 7%** 

**Auto/Ped**

**14%**

**Other 3%** 

**FIGURE 3** 

### Dr ivers in Injury Collisions by Type of Collision by Movement Preceding Collision

**Head-On 6%**  **Sideswipe 9%**  **Rear End**

**39% Broadside**  **29%**

**Hit Object 8%** 

**Overturned 3%** 

**Auto/ Ped**

**4% Other**  **2%**

In research for the SHSP, the data indicates that intersections and turns/rights of way are significant factors in many collisions within the various challenge areas (drunk driving, elderly drivers, bicycling, etc.). By placing the highest emphasis on intersection safety within each challenge area, SCAG hopes to meet the goals of the SHSP to reduce trans

portation fatalities as well as increase transportation safety in the region.

**TABLE 7** 

### Pe rsons Killed by Primary Collision Factor

**Persons Killed by Primary Collision Factor**  **2005 2006**  **2007 2008**  **2009** Driving or Bicycling Under Influence of Alcohol or Drug 23.47% 23.42% 22.89% 23.23% 23.05% Improper Turning 20.07% 19.28% 20.09% 19.17% 19.90% Unsafe Speed 15.85% 15.20% 17.34% 16.55% 15.02% Pedestrian Violation 9.08% 9.44% 8.77% 10.47% 10.24% Wrong Side of Road 7.18% 7.60% 7.03% 6.85% 5.82% Automobile Right-of-Way 6.06% 6.43% 5.52% 6.20% 5.88% Traffic Signals and Signs 5.23% 5.38% 5.70% 4.44% 5.43% Unsafe Lane Change 2.21% 2.29% 2.47% 2.15% 2.99% Unknown 2.16% 2.31% 1.79% 1.85% 2.70% Pedestrian Right-of-Way 1.84% 2.29% 2.09% 2.71% 2.60% Other Than Driver 1.72% 1.57% 1.13% 1.68% 2.24% Not Stated* 1.70% 1.60% 1.69% 2.12% 1.63% Other Hazardous Violation 1.25% 1.19% 1.34% 0.79% 0.39% Improper Passing 1.00% 1.07% 0.73% 0.71% 0.94% Unsafe Starting or Backing 0.42% 0.19% 0.53% 0.47% 0.33% Other Improper Driving 0.37% 0.31% 0.33% 0.21% 0.29% Impeding Traffic 0.05% 0.12% 0.18% 0.00% 0.20% Following Too Closely 0.21% 0.14% 0.10% 0.12% 0.13% Other Equipment 0.07% 0.02% 0.20% 0.15% 0.10% Hazardous Parking 0.05% 0.10% 0.05% 0.12% 0.07% Lights 0.02% 0.05% 0.00% 0.03% 0.07%Transportation Safety 

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## Challenge Area 1: Reduce Impaired Driving-Related Fatalities
**California SHSP Goal:** By 2010, reduce the number of roadway user fatalities attributed to alcohol and drug use by 15 percent from their 2004 level.

**TABLE 8** 

### T raffic Deaths Related to Alcohol or Drugs

**2004 2005**  **2006 2007**  **2008 2009**  **Goal (15% Below** 

**2004 Levels**  **% Increase/ Decrease**  **from Goal** Imperial 20 11 4 13 6 7 17 -58.82% Los Angeles 259 240 276 268 258 204 220 -7.34% Orange 67 78 80 75 62 62 57 8.87% Riverside 116 112 136 129 101 87 99 -11.76% San Bernardino 138 120 133 105 94 98 117 -16.45%

Ventura 19 16 31 28 27 23 16 42.41% **SCAG Region**  **619 577**  **660 618**  **548 481**  **526 -8.58%** 

**Total 1,462**  **1,387 1,420**  **1,347 1,239**  **1,146 1,243**  **-7.78%** While the SCAG region has seen a decline in DUI/Drug collision fatalities since 2004 exceeding the goal set by the State, Orange County and Ventura County still exceed the goal. In addition, there was a sharp rise in fatalities in most SCAG counties in 2006 indi

cating that a reversal in the trend of reduced DUI fatalities could easily occur. In addition, data indicates a significant rise in alcohol related fatalities beginning when drivers turn 18. **FIGURE 4** 

### Pe rsons Killed in Alcohol Involved Collisions by Age of Victim

0 5 10 15 20 25 30 35 40

0-4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58Number of Persons

Age

Driver Killed Passengers Killed



### SCAG Response SCAG has no implementation authority, so can do little to enforce traffic laws, edu

cate travelers, or provide EMS. What SCAG can do is work with the state and county transportation commissions to develop projects that promote the goals of the stra

tegic highway safety plan, in conjunction with the enforcement, education and EMS goals. Local Governments should consider the following strategies from the SHSP Implementation Plan:

1.1 C onsider increasing frequency, consistency, and publicity of sobriety checkpoint operations by law enforcement agencies in areas with the highest fatality rates. Law enforcement increased the number of checkpoints in 2010 compared to a year ear

lier at the 50 cities with the highest rates of DUI fatalities. DUI arrests at the checkpoints increased by almost 25 percent. Cities/counties can continue this work by pursuing NHTSA Incentive/Transfer Program Grants under S23 U.S.C. 402 or 23 U.S.C. 410

### 12 Transportation Safety

1.2 E ncourage and increase statewide crime laboratory support and distribution of portable evidential breath testing devices to allow for increased use by law enforcement personnel. The California Office of Traffic Safety (OTS) solicited counties to apply for funding for new PEBT devices. Kern and Ventura Counties were awarded 2010 grants. OTS funded $1.7 million toward support and infrastructure to the Department of Justice’s (DOJ) project to replace existing PEBT devices. Cities/Counties can continue this work by pursuing NHTSA Incentive/Transfer Program Grants under Section 410: Alcohol Impaired Driving Countermeasure Incentive Grants. Cities and Counties should consider many of the following additional strategies as they relate to local measures to reduce DUI fatalities.

1.3 I mplement and maintain the Traffic Safety Resource Prosecutor program including specialized (DUI) prosecution training statewide and DUI prosecutor mentoring. 1.4 P romote implementation of vertical prosecution of DUI offenders. 1.5 I nstitute programs that provide intense monitoring of “worst of the worst” repeat DUI offenders. 1.6 D evelop uniform and consistent system for hospital staff to notify law enforce

ment upon the arrival of a person who has been involved in a traffic collision in which alcohol may have been involved. 1.7 D esign and develop a study to identify discrepancies in county DUI rates and develop recommendations for system improvements. 1.8 I ncrease, by 15 percent, the number of law enforcement officers who are trained and certified as Drug Recognition Evaluator officers. 1.9 D evelop protocol and staffing to expand use of Screening and Brief InterventionPrograms in hospitals and trauma centers, and encourage courts to obtain presentence alcohol and drug screening investigations as authorized in Vehicle Code Section 23249.50 and include resulting recommended treatments in sentencing of convicted DUI offenders. 1.10 T rack and report in the Department of Motor Vehicles (DMV) DUI Management Information System annual report the enrollment and completion rates of DUI offenders into alcohol programs. 1.11 I ncrease the use of Minor Decoy and Decoy Shoulder Tap Programs to detect and deter the furnishing of alcohol to minors. 1.12 D UI countermeasure evaluations including an increase in the use of home arrest (electronic confinement) for nonviolent DUI offenders. 1.13 D evelop and distribute a “tool kit” identifying programs, providers, andresources that will assist communities in implementing effective communitybased, comprehensive, multijurisdictional DUI task forces. 1.14 E ncourage Licensee Education on Alcohol and Drugs training to retail licensees and their employees. 1.15 E ncourage full law enforcement, forensic laboratory, and DMV compliance and application of the administrative license suspension law provisions, through ongoing administrative training and outreach to law enforcement agencies, and by continuously tracking and reporting statewide and regional administrative operation trends. 1.16 F acilitate the development and distribution of reference materials for use by judicial officers in court at entry of plea and sentencing proceedings to include mandatory sentencing requirements for license suspension, treatment pro

grams, ignition interlock requirements, enhancements for elevated Blood Alcohol Content (BAC) levels, and open container laws. 1.17 I ncrease publicity of the DUI Management Information System annual report to law enforcement, alcohol program providers, and the courts. 

## Challenge Area 2: Reduce the Occurrence and Consequence of Leaving the Roadway and Head-On Collisions

**California SHSP Goal:** By 2010, reduce the number of fatalities attributed to vehicles leaving the roadway by 15 percent from their 2004 level. “Within California, data shows that the number of fatalities from vehicles leaving the roadway and head-on collisions accounted for 34 percent of total fatalities fromTransportation Safety 

### 13

2002–2004. Although lower than the national average, further safety improvements are possible. In order to reduce the fatalities and injuries resulting from vehicles leaving the road, efforts must be made to: (1) keep vehicles from leaving the road, (2) reduce the likelihood and severity of errant vehicles crashing into fixed objects, and (3) reduce the likelihood of errant vehicles overturning.” California intends to employ the following strategies to reduce the occurrence and conse

quence of leaving the roadway:

1. Keep vehicles on the roadway. 2. Minimize the consequences of leaving the roadway. 3. Reduce head-on collisions. 4. Apply advanced technology to reduce collisions. 

### SCAG Response Work with subregions and county transportation commissions to continue to incorporate into highway construction/reconstruction methods to warn drivers (such as rumble strips, “Botts’ Dots,” pavement markers, curve warning signs/beacons) they are leaving the highway or wandering into other lanes. Support the continuing deployment of high visibility signage and road striping that enhance driver’s ability to notice, recognize and respond to warning signs during night

time or periods of inclement weather. Strategies that the State is pursuing where local governments can provide assistance include:

2.1 I mplement a program to reduce run-off-road collisions on local roadways. 2.2 D evelop a collision severity reduction program for local roadways. 2.3 E nhance existing collision concentration identification programs (specifically the Tables C and C Wet in the Traffic Accident and Surveillance Analysis System (TASAS) database) on the State Highway System. 2.4 D evelop a program for local roadways that monitors 2- and 3- lane roadways for cross centerline collision concentrations. 2.5 E nhance the existing 2- and 3- Lane Monitoring Program on State Highway System. 2.6 E nhance the 210.015 Collision Severity Reduction Program on the State Highway System. 2.7 C ontinue to implement and enhance the Run Off Road Program on the State Highway System. 2.8 C ontinue to implement and enhance the Median Barrier Monitoring System on the State Highway System. 

## Challenge Area 3: Ensure Drivers are Properly Licensed
**California SHSP Goal:** By 2010, reduce the number of fatalities attributed to drivers with no license, invalid license, or not licensed for class of vehicle by 15 percent from their 2004 level. California intends to employ the following strategies to address the challenge of unli

censed and incompetent drivers:

1. Improve the initial licensing process. 2. Improve the competency of licensed California drivers. 3. Improve how California manages unlicensed drivers. 4. Improve how California manages drivers who operate vehicles with a suspended or revoked license. 

### SCAG Response While SCAG has an interest in ensuring drivers are [properly licensed, SCAG has no implementation authority with regard to the strategies and implementation plan. Implementation is at a State level. For reference, the implementation strategies from the Strategic Highway Safety Plan are listed below.

3.1 I mprove driver competency assessment tools to improve the renewal driver licensing process. 3.2 I mprove educational components to inform the public about the new laws as new initial licensing and renewal licensing laws are implemented and established.

### 14 Transportation Safety

3.3 E ncourage and increase vehicle impoundment for drivers whose licenses are suspended or revoked, or who are unlicensed. 3.4 C reate a public awareness campaign addressing the consequences of driving without a valid license. 3.5 I mprove driver competency assessment tools to improve the initial driver licens

ing process. 3.6 E xamine the reasons why some individuals choose to drive without a proper license rather than reinstate licensing privileges when eligible and based on this information propose ways to increase the reinstatement rate. 3.7 I ncrease the integrity of the written testing process for driver license 

## Challenge Area 4: Increase Use of Safety Belts and Child Safety Seats

**California SHSP Goal:** By 2010, increase statewide safety belt usage from the 2005 level of 92.5 percent to 95 percent, improve the use of child safety seats from 2005 level of 86.9 percent to 90.0 percent, and increase the percent of all vehicle occupant fatalities that are restrained to 70 percent. The combination of air bags and lap and shoulder safety belts offers the most effective safety protection available for passenger vehicle occupants. California reports a 92.5 per

cent usage of safety belts in motor vehicles for 2005, yet in 60 percent of traffic fatalities involving victims under age 9 in California, safety devices were not used. **FIGURE 5** 

### Pe rcentage of California Traffic Fatalities Where Safety Equipment Was Not Used (by Age) 2009

0% 10% 20% 30% 40% 50% 60% 70%

0-3 6 9 12 15 18 21 24 27 30 33 36 39 42 45 48 51 54 57Percentage

Age

Nearly 150 children under age 5 were killed in vehicle collisions within the SCAG region between 2004 and 2009, an average of 24.6/year.

**TABLE 9** 

### P assenger Victims Aged 5 and Under Killed in Collisions by County

**2004 2005**  **2006 2007**  **2008 2009**  Imperial 2 2 0 1 0 1 Los Angeles 7 8 5 5 5 7 Orange 3 1 0 3 3 1 Riverside 9 6 3 7 6 5 San Bernardino 8 7 10 11 6 5 Ventura 0 3 1 1 2 1 **Total 29**  **27 19**  **28 22**  **20**Transportation Safety 

### 15

**TABLE 10** 

### F atalities as a Percentage of All Traffic Fatalities

**Primary Collision Factor**  **2004 2005**  **2006 2007**  **2008 2009**  Improper Turning 18.76% 20.07% 19.28% 20.09% 19.17% 19.90% Wrong Side of Road 7.60% 7.18% 7.60% 7.03% 6.85% 5.82% Automobile Right-of-Way 7.67% 6.06% 6.43% 5.52% 6.20% 5.88% Unsafe Lane Change 2.81% 2.21% 2.29% 2.47% 2.15% 2.99% Pedestrian Right-of-Way 2.30% 1.84% 2.29% 2.09% 2.71% 2.60% Ventura 0 3 1 1 2 1 **Total 29**  **27 19**  **28 22**  **20**
While SCAG has an interest in ensuring vehicle safety equipment is used, SCAG has no implementation authority with regard to the strategies and implementation plan. Implementation is at a State level and local level. Localities can provide increased enforcement, particularly for child safety device usage and seat belt use among young (15–24) drivers and passengers. For reference, the implementation strategies from the Strategic Highway Safety Plan are listed below.

4.1 I mplement occupant protection programs targeted at ages 15–24 years. 4.2 E ncourage increased enforcement and education campaigns for occupant pro

tection programs. 4.3 I mplement education campaigns for child passenger safety usage. 4.4 D evelop and implement a social norms (media) campaign targeted to ages 15–24 years to influence or promote seat belt usage. 4.5 I nitiate a project to develop a system that links the California Emergency Medical Services Information System (CEMSIS), SWITRS, and medical data (for example, data on injuries treated in hospitals and emergency departments. 4.6 E ncourage prioritization of child passenger safety enforcement statewide. 4.7 E nhance occupant protection curriculum and oversight in all traffic related edu

cation programs. 4.8 I ncorporate child passenger safety training (from certified child passenger safety trainers) into firefighter, health care, law enforcement, community-based organizations, and child care curricula/training for both initial and continuing education. 4.9 P romote the establishment of permanent child passenger safety fitting stations with paid staff, targeting counties based on need. 4.10 D evelop a program that increases the accuracy of California child safety occu

pant protection misuse data. 4.11 I mprove the child passenger safety violator process. 4.12 I mplement substantially more child passenger violator educational programs statewide.

### 16 Transportation Safety



## Challenge Area 5: Improve Driver Decisions about Rights-of-way and Turning
**California SHSP Goal:** By 2010, reduce the number of fatalities attributed to improper rights of way and turning decisions by 10 percent from their 2004 level. In 2009, California was 17.7 percent below the goal, a remarkable achievement. However, driver errors in rights of way and turning represent nearly 40 percent of all traffic fatali

ties in California. Improper turning represented the most frequently cited collision factor representing nearly 20 percent of all traffic fatalities in 2009.

**TABLE 11** 

### F atalities by Primary Collision Factor as a Percentage of All Traffic Fatalities**Crossing in crosswalk - at** **intersection Crossing in** **crosswalk – not at intersection** **Crossing – not in crosswalk** **In roadway** **– includes shoulder** **Not in roadway Approach/leave** **school bus Not Stated** **Total**

0–4 2.30% 2.70% 6.30% 3.30% 5.30% 3.30% 3.80% 5–14 13.90% 14.70% 23.90% 9.90% 11.80% 18.20% 13.10% 15.80% 15–24 22.20% 24.90% 20.00% 24.10% 19.20% 18.20% 25.70% 21.80% 25–34 12.60% 10.50% 9.80% 17.50% 13.40% 9.10% 14.80% 12.70% 35–44 10.50% 12.30% 9.30% 15.30% 12.00% 9.10% 10.90% 11.10% 45–54 13.90% 10.50% 12.70% 14.70% 14.30% 36.40% 10.90% 13.70% 55–64 10.60% 9.90% 7.90% 7.80% 10.50% 9.10% 10.40% 9.40% 65 and over 13.30% 13.50% 9.30% 6.50% 13.20% 8.70% 11.00%

**Total 44.20%**  **2.40% 27.30%**  **16.50% 8.10%**  **0.10% 1.30%**  **100.00%**
The Challenge Area Team defined Rights of Way and Turning as the following: RIGHT OF WAY is a driving concept that is fundamental to the most important decision that a driver makes. It is more commonly associated with decisions to cross or enter an intersection, but it also applies to maneuvers performed along a uni-directional flow of traffic (e.g. weaving, passing, merging and diverging). IMPROPER TURNING is the primary collision factor (PCF) most often reported when vehicles traveling on highway segments (i.e. between access points) leave their lane, then the highway, and then crash along the roadside. UNSAFE LANE CHANGING – is also used to report collisions on highway segments, but with one difference: the offending vehicle collides with a vehicle in an adjacent or other lane before it can leave the highway. IMPROPER TURNING and UNSAFE LANE CHANGING are closely related, and can be mitigated with the same improvement strategies. The Challenge Area Team developed the following hypotheses concerning the conditions causing improper Rights of Way and Turning decisions. The two most prevalent operating conditions that occur on a regular (at least daily) basis at high collision locations include:

a. Combination of high volumes and speeds b. Combination of unstable flow and speed differential between adjacent lanes; this condition is noteworthy because it is the primary source of abrupt or last second lane changing that appears to present a higher risk or potential for collisions than ordinary lane changing. The most common physical (geometric) conditions or deficiencies at locations or seg

ments with concentrated collisions are:

a. Access points that meet, or violate the minimum spacing requirements (per Caltrans or AASHTO policy) b. Cross-sections of eight or more lanes (4 or more lanes in one direction of travel)
c. High ramp density due to closely spaced access points and multiple ramps serving single interchanges (due to high volumes seeking to enter or exit a freeway). The most complex combination of geometrics, operational maneuvers and decision-mak

ing occurs along freeway corridors containing HOV lanes, especially when limited access design and operation is employed (the standard practice in Southern California). These facilities usually have the highest volume of traffic, the widest cross sections, a high level of recurrent and non-recurrent congestion, and left-side access openings between the HOV lane and adjacent freeway lanes that are superimposed over the existing right-side access ramps in a way that violates standard interchange spacing requirements.Transportation Safety 

### 17

A large percentage of collisions for this Challenge Area are located in the Los Angeles Basin - the area comprised of LA and Orange Counties, and parts of Ventura, Riverside and San Bernardino Counties.
This area contains:

 The highest volume highways (freeways) in the state

 The most congested highways (freeways) in the state

 The most lane miles of HOV lane found anywhere in the state (or nation)

 The highest density of freeway access points in the state (especially where HOV access openings have been superimposed on the existing freeway system)

 The longest commutes in the state (in terms of both distance and duration). Finally, it is important to recognize that millions of decisions related to operational maneuvers occur throughout the entire highway network on a daily basis, yet collisions are concentrated over a very small portion of the infrastructure, and only when a certain combination of conditions exist. This clearly suggests that the frequency of maneuvers is not by itself responsible for collision concentrations. |In fact, the presence of specific geometric features (including deficiencies) and operating conditions are prerequisites for collision concentrations.


## STRATEGIES California intends to employ the following strategies to reduce the number of fatalities attributed to improper rights of way and turning decisions:

1. Educate drivers on turning rules to support proper turning decisions. 2. Increase enforcement of drivers who make unsafe turns. 3. Employ traffic control devices, traffic calming, and speed-reduction design practices to reduce the likelihood and severity of crashes related to turning movements. 4. Improve roadway geometrics to restrict unsafe turns by motor vehicles. 5. Apply advanced technology to reduce collisions. 

### SCAG Response Support the use of traffic control devices, traffic calming, and speed-reduction design practices to reduce the likelihood and severity of crashes related to turning movements. Support improved roadway geometrics to restrict unsafe turns by motor vehicles. Support the use of advanced technology and ITS to reduce collisions. Encourage local governments to use the Transportation Injury Mapping System (TIMS) [See http://tims.berkeley.edu/index.php] to identify high crash locations within their jurisdictions.

5.1 D evelop and encourage implementation of a systematic approach to the iden

tification and improvement of existing and potential “high crash concentration locations” involving improper driver decisions about rights-of-way and turning. 5.2 D evelop and encourage implementation of a systematic approach for the review of traffic control devices to identify devices in need of replacement, relocation or upgrade prior to the routine maintenance cycle. 5.3 R eview driver education materials and procedures to include turning rules to support proper turning decisions. 5.4 E xplore and implement approved technologies being used by other states and countries to reduce severe traffic collisions associated with turning and lane changing on high-speed, multilane facilities. 5.5 E xpand the use of existing technology-based tools and strategies that have been demonstrated to correct or minimize the traffic operating conditions that are a primary cause of collisions related to abrupt lane changing near freeway merge and diverge points. 5.6 I mprove and update highway design and operational policy, standards, and prac

tices to reflect safety-related lessons learned and research findings. Apply new policy, standards, and practices during the planning and design of improvement projects on high-speed, multilane highway facilities. 5.7 S upport new and ongoing research and development projects associated with in-vehicle communication and information technologies to help detect and warn drivers of potential collision with other vehicles in the adjacent lane during lane change maneuvers.

### 18 Transportation Safety



## Challenge Area 6: Reduce Young Driver Fatalities
**California SHSP Goal:** By 2010, reduce the number of fatalities attributed to drivers age 15–20 by 15 percent from their 2004 level. In 2004, 983 persons aged 15–24 were killed on roadways in California. Nearly 550 of them were drivers of motor vehicles. To reach the goal, driver deaths in this age group would have to decline to below 468 by 2010. In 2009, 372 drivers, aged 15–24 were killed, exceeding the goal set in the Strategic Highway Safety Plan. Motor Vehicle accidents are the leading cause of death for young drivers. As the Figure 8 indicates, fatalities rapidly increase by age up until age 25, where they decline to levels normally associated with older, more experienced drivers.

**FIGURE 6** 

### Pe rsons Killed in Traffic Collisions by Age (2009)

0 100 200 300 400 500 600 700 800

0-4 5-14 15-24 25-34 35-44 45-54 55-64 65-74 75-84 85 & overNumber of Persons

Age 

## STRATEGIES As part of its SHSP Implementation Plan, Caltrans developed the following strategies:

6.1 I mplement the Driver Performance Evaluation drive test, as originally developed, to include freeway driving. 6.2 E stablish a task force to resolve issues and make recommendations related to improving driver education and training. 6.3 I ncrease the use of law enforcement for graduated driver licensing outreach programs and proactive enforcement. 6.4 I nitiate a program that promotes usage of parent-teen contracts related to driv

ing privileges. 6.5 E xpand the implementation of young driver programs such as: Smart Start, Right Turn, Teen Smart, Every 15 minutes, Friday-night Live, Sober Graduation, and Target Responsibility for Alcohol Connected Emergencies (TRACE), and encour

age development of new programs. 6.6 M odify completion certificates for the required driver education and training courses to allow the DMV to include information on the driver record reflecting the modality of course offered as well as the type of organization that conducted the training. 6.7 I mplement program to have DMV send a congratulatory letter to every provisional licensee that goes six months without any violations or collisions, until the provi

sional status is terminated at age 18 years. Encourage the insurance industry to provide discounts for parents and teens who receive a letter. 6.8 I ncrease schools district awareness of the State-legislated Safe Routes to School Program (SR2S) and the federal Safe Routes to School (SRTS) Program and encourage implementation of elements of these programs whenever possible if funding is insufficient for a comprehensive implementation. 6.9 E stablish a task force to work with existing statewide media campaigns and to develop and pursue use of public service announcements to convey traffic safety messages related to young drivers and use of alcohol and drugs.Transportation Safety 

### 19

6.10 E ncourage additional local communities to implement and maintain anti-DUI programs such as, Teenage Party Prevention, Enforcement and Dispersal, Minor Decoy Program, the Shoulder Tap Program, and TRACE. 

### SCAG Response SCAG has no jurisdiction regarding the licensing of drivers 

## Challenge Area 7: Improve Intersection and Interchange Safety for Roadway Users
**California SHSP Goal:** By 2010, reduce the number of intersection crash fatalities by 15 percent from their 2004 level. Over 166,000 people were injured or killed at intersections in the SCAG region between 2003 and 2005 (an annual average of 55,333), representing nearly 22 percent of traffic fatalities and 35 percent of all traffic injury and fatality victims. The Challenge Area Team noted that in California, on average, during 2003-2005, more than 97,000 people were injured or killed each year attempting to navigate the unique characteristics of roadways crossing another road or railroad tracks. There are several major aspects of the fatal intersection safety problem. Fatal collisions tended to:

 Occur on local roads (80 percent),

 Involve broadside collisions (64 percent), and/or

 Involve violations of traffic signals, stop signs, or another user’s right of way (58 percent). Collisions at intersections represent the greatest factor in a majority of the challenge areas. Pedestrians, young drivers, older drivers and impaired drivers each represent over 20 percent of fatalities and injuries at intersections.


## STRATEGIES Seven strategies were developed that, along with relevant strategies from other chal

lenge areas, have the potential to reduce fatalities at intersections and interchanges. These include: 7.1 R eview existing or potential high-crash intersections and implement appropriate safety countermeasures, including but not limited to: visibility, advance warning, signal timing, access control, geometrics, operation and safety of all transporta

tion modes, the use of roundabouts, intelligent transportation system tools, and targeted law enforcement. 7.2 R eview existing or potential high-crash interchanges and implement appropriate safety countermeasures, including but not limited to: visibility, advance warning, access control, geometrics, operation and safety of all transportation modes, intelligent transportation system tools, and targeted law enforcement. 7.3 E stablish a program, or utilize an existing program, for proactive review and safety improvements at rural high-crash concentration locations. 7.4 R eview existing or potential high-crash at-grade railroad-highway crossings for contributing factors and implement Median Island Program or make other improvements such as visibility, advance warning, and geometrics. 7.5 R eview existing or potential high-crash offset “T” intersections and convert to four-legged, signalized intersections as appropriate to improve traffic operations and safety. 7.6 A ssess both the DMV’s current California Driver Handbook and standard traffic school curriculum for information on intersection/interchange safety and make necessary additions and revisions. 7.7 E stablish a State program to encourage local agencies to participate in blueprint visioning planning with participating MPOs/RTPA to provide streetscapes that incorporate land use and traffic measures that increase the safety of the inter

sections for pedestrian, bicyclists, and motorists. 

### SCAG Response SCAG is working with communities as part of the blueprint process in order to coordinate local land use with transportation. This process incorporates transit oriented development and walkable communities. This can include:

 Incorporate intersection safety into the compass blueprint strategy.

 Incorporate ITS at high incident intersections to reduce red-light violations causing collisions.

### 20 Transportation Safety

 Encourage clearly marked, visible crosswalks

 Encourage the installation of improved visibility traffic signals as part of the normal traffic signal replacement cycle.

 Encourage development of median sanctuaries for pedestrians

 Support signalization at problem non-signalized intersections

 Encourage changing intersection geometries, where applicable. (offset intersection to aligned intersection, intersection to interchange, intersection to roundabout) 

## Challenge Area 8: Make Walking and Street Crossing Safer

**California SHSP Goal:** By 2010, reduce the number of pedestrian fatalities attributed to vehicle collisions by 25 percent from their 2000 level.

**FIGURE 7** 

### Pedestrians Injured by Age

0 100 200 300 400 500 600

0-4 7 10 13 16 19 22 25 28 31 34 37 40 43 46 49 52 55 58Number of Persons

Age

Over 7,500 pedestrians were injured or killed in the SCAG region in 2009. Los Angeles County, the most urbanized, has the highest number of killed and injured. In looking at percentages, Los Angeles County leads also (the lower absolute number of fatalities and injuries in Imperial County skews the data). One goal of the California Strategic Highway Safety Plan is “By 2010, reduce the number of pedestrian fatalities attributed to vehicle collisions by 25 percent from their 2000 level.” The SCAG region had 349 pedestrian fatalities in 2000. That would entail reducing pedestrian fatalities to less than 280 by 2010. In 2009, SCAG had 312 pedestrian fatali

ties. While progress is being made, the region is still significantly higher than the goal. SCAG reviewed the SWITRS fatality and injury data. The results of this data indicate:

 The months of October through January have disproportionately high numbers of pedestrian injuries.

 Fridays and Saturdays have disproportionately high numbers of pedestrian fatalities and severe injuries.

 The highest percentage of pedestrian injuries and fatalities (44 percent) occurred while crossing in a crosswalk at an intersection

 Although the bulk of walking trips take place during daylight hours, 60 percent of pedestrian fatalities occur during the hours of 7 PM to 7 AM.

 Two-thirds of pedestrians killed in the State and 60 percent of those injured were male.

 Older pedestrians (65 and over) account for 19 percent of pedestrian injuries, but 25 percent of pedestrian fatalities.

 Children 14 and under account for 20 percent of pedestrian injuries, yet only 5 per

cent of pedestrian fatalities.

 Somewhat lower vehicle speeds in urban areas increase survivability of vehicle occupants in a collision, increasing the proportion of pedestrian fatalities to all traf

fic fatalities.


## STRATEGIES The California SHSP intends to employ the following overall strategies to reduce pedes

trian fatalities:

1. Incorporate pedestrian safety into smart growth, land use planning, and other local plans.Transportation Safety 

### 21

2. Enhance the enforcement of violations of pedestrian law by pedestrians and motorists. 3. Educate all roadway users regarding the rights and responsibilities of pedestrians. 4. Promote and improve roadway safety infrastructure for pedestrians including the use of advanced technology. 5. Improve the visibility of pedestrians on the roadway. 6. Improve the safety of pedestrians traveling to and from schools. 7. Improve data collection and analysis regarding pedestrian trip characteristics, level of service, injuries and fatalities on California roadways. 8. Improve pedestrian safety expertise among transportation professionals and others involved in the design process. 9. Consider pedestrian needs in all roadway and transit projects. 10. Reduce vehicle speeds on urban thoroughfares and rural highways. 

### SCAG Response

 Encourage cities and counties to develop funding mechanisms to maintain and improve sidewalks and intersections to make them ADA compliant

 Encourage every city to develop Safe Routes to School policies and plans

 Encourage cities and counties to consider the needs of elderly and persons with dis

abilities crossing streets and develop appropriate countermeasures for their safety.

 Encourage cities and counties to integrate pedestrian safety into general & specific plans, non-motorized transportation plans and other land use policy documents

 Encourage the development of Pedestrian Safety Action Plans in all urban and rural communities

 Incorporate applicable Complete Streets policies—providing safe access for all modes—as fundamental principles of transportation plans

 Encourage safe, convenient, high visibility pedestrian crossings at mid-block and intersection locations on urban thoroughfares and rural highways.

 Encourage clearly marked, visible crosswalks at intersections and mid block locations  Encourage the use of advanced signalization at intersections

 Encourage pedestrian and bicycle safety in all maintenance projects where new striping will be required or existing striping is to be replaced 8.1 E xpand the SRTS to implement a comprehensive, age-appropriate approach to school traffic safety, including school facilities planning, collaboration, and coordination among those responsible for education, transportation, and land use planning to maximize safety for children walking to and from schools. 8.2 D evelop pedestrian safety improvement programs to identify and improve safety at high-crash concentration locations involving pedestrians. 8.3 F orm a task force to assist in development of pedestrian safety action plans, to facilitate training delivery, and to establish pedestrian safety improvement programs in California’s urban and rural communities. 8.4 P romote pedestrian safety audits and implementation of recommendations. 8.5 E stablish a Pedestrian Safety Data Think Tank to develop and implement a comprehensive Pedestrian Safety Data Plan which improves and institutionalizes pedestrian safety data collection and analysis, ensures that existing data collec

tion efforts include information on pedestrian fatalities, injuries, and exposure, and implements a readily available format for local research and investigation. 8.6 I mprove pedestrian striping and include standard safety upgrades in routine maintenance and striping projects. 8.7 A ssess both the DMV’s California Driver Handbook and standard traffic school curriculum for information on pedestrian-related laws, collision factors, and defensive walking and make additions/revisions as necessary. Develop and provide complementary ongoing pedestrian safety education materials reinforced with public information programs. 8.8 I mplement Complete Streets—providing safe access for all modes—and model pedestrian safety principles as fundamental in transportation and land use plans with incentives to cities, counties, and regions to integrate pedestrian safety in general and specific land use plans, transportation plans, and other policy documents.

### 22 Transportation Safety



## Challenge Area 9: Improve Safety for Older Roadway Users

**California SHSP Goal:** By 2010, reduce the number of fatalities attributed to drivers age 65 and older by 10 percent from their 2004 level. Older drivers tend to self-regulate, driving less, avoiding rush hour and nighttime driving unless necessary. However, that means that older drivers are over represented when tak

ing into account vehicle miles traveled. In addition, the frailty associated with advancing years means that older drivers are more likely to succumb to injuries in a minor collision than a younger person. Intersections pose a particular safety problem for older drivers. Navigating through intersections requires the ability to make rapid decisions, react quickly, and accurately judge speed and distance. As these abilities can diminish through aging, older drivers have more difficulties at intersections and are more likely to be involved in a fatal crash at these locations. Research shows that 37 percent of traffic-related fatalities involving drivers aged 65 and older occur at intersections compared with 18 percent for drivers aged 26 to 646. “Failure-to-yield crashes occurred most often when drivers were turning left and occurred more frequently at stop signs than at signalized intersections. One reason was because failure-to-yield crashes at traffic signals were coded only for drivers turning left or right (going straight through a red light was coded as ran traffic control), whereas failure-to-yield crashes at stop signs were coded for drivers traveling straight as well as turning left or right. However, even among failure-to-yield crashes when drivers were turning left or right, a greater percentage occurred at stop signs (45 percent) than at signalized intersections (29 percent)

. . .”
“.

. . C ompared with drivers of other ages, drivers ages 70–79 made more evaluation errors in failure-to-yield crashes, and these errors generally occurred when drivers saw the other vehicles but misjudged whether there was enough time to proceed.” 7 This may occur because of the level of cooperation needed at unsignalized intersec

tions. At signalized intersections, the light dictates who moves. At a stop sign, there is greater interaction within the intersection proper. Some drivers enter the intersection “out of order” or come close to other cars already in the intersection “Among the oldest drivers, failure to see other vehicles may be due to age-related declines in visual ability or decreased ability to process multiple sources of information simultaneously.” At “two way stop” intersections, the problems include, determining two-way or four-way stop, and assessing speed of non-stopping cars. Recognizing that intersections are particularly problematic for older drivers, the FHWA’s top priority in its Highway Design Handbook for Older Drivers and Pedestrians is intersec

tion improvements. Practices to improve older drivers’ ability to navigate intersections include using bigger signs with larger lettering to identify street names, consistent place

ment of lane use signs and arrow pavement markings, aligning lanes to improve drivers’ ability to see oncoming traffic, and using reflective markers on medians and island curbs at intersections to make them easier to see at night.


## STRATEGIES California intends to employ the following strategies to reduce older driver crashes:

1. Improve driver licensing testing and assessment procedures to more accurately reflect behind-the-wheel capabilities. 2. Create and promote wellness and behavioral strategies for older persons, making it possible for them to drive safely for added years. 3. Enhance law enforcement training to recognize older driver behaviors that may necessitate priority driver license re-examinations, and provide law enforcement with a broader understanding of older driver sensitivities. 4. Develop public education materials, programs and tactics that clearly explain how the aging process affects driving and what families, friends and the public can do to help seniors (1) drive for more years safely and (2) transition comfortably to alter

nate forms of transportation when driving ceases. 5. Explain and encourage older persons’ self-assessment of driving abilities and how to take advantage of that information to make appropriate decisions about driving. 6. Seek the cooperation and coordination of the transit (bus, light rail, etc.) community to make these transportation options more accommodating and practical for older persons who can no longer drive. 7. Implement advancements in highway lighting, striping, signing and engineering practices to make the highway environment safer for older drivers.Transportation Safety 

### 23

8. Leverage the programs and resources of the Older Californian Traffic Safety Task Force to help with accomplishment of stated objectives. 9. Promote the establishment and enhanced capacity of occupational therapy driving evaluation and rehabilitation programs that serve seniors. 10. Improve the ability of health care professionals to provide effective assessment, counseling, and remediation to improve safe mobility of seniors. 

### SCAG Response

 Support JARC/New Freedom, paratransit to include those over 65 years of age.

 Support roadway, intersection and interchange improvements that support improving rights of way decision by older drivers.

 Encourage formation and expanded use of Supplemental Transportation Systems (STPs), particularly in locations where standard public transit is sparse or unavailable.

 Support signage and striping that enhance driver’s ability to notice, recognize and respond to warning signs during nighttime and/or inclement weather conditions. 9.1 I mplement and widely disseminate older driver safety and mobility programs of partner organizations. 9.2 I mprove left-turn options and intersections to meet the needs of older drivers. 9.3 P rovide statewide training, tools, and outreach to physicians and other health care providers on driving and dementia. 9.4 C ontinue to hold the yearly Senior Safe Mobility Summit to: (1) Stimulate communities to assess the need for, and if needed, offer transpor

tation choices more responsive to the needs of older adults, and (2) Assist seniors to remain safe drivers for as long as possible. 9.5 E ncourage implementation and installation of traffic control devices included in California Manual on Uniform Traffic Control Devices (CAMUTCD) to accommo

date older drivers and pedestrians, particularly in areas with senior populations. 9.6 P rovide training to local and county design engineers and others on CAMUTCDapproved recommendations for accommodating older drivers and pedestrians. 9.7 E xpand senior orientation and travel training by all major transit systems initially and smaller systems eventually. 9.8 I mplement a multimedia education campaign to: (1) broaden senior awareness of transportation options (2) increase senior willingness to use these options; and (3) enlist the support of families, friends, and the community in helping seniors transition to alternative forms of transportation. 9.9 E ncourage all California law enforcement agencies to adopt a policy to use the revised Form DS427, Notice of Priority Re-Examination, to standardize the pro

cess throughout the state. 9.10 E ncourage formation and expanded use of supplemental transportation systems, particularly where standard public transit is sparse or unavailable. 9.11 S eek approval from the Commission on Peace Officers Standards and Training to incorporate the National Highway Traffic Safety Administration National Older Driver Law Enforcement Curriculum into the core curriculum taught at California’s law enforcement academies. 9.12 D evelop models for funding occupational therapist evaluation of older persons’ functional driving skills. 9.13 E ncourage efforts to establish a mobility action plan as described in Senate Bill 910 for California and to form a Mobility Council, which would oversee activities to ensure the action plan is carried out. Recommend that the Mobility Council include consumer representation. 

## Challenge Area 10. Reduce Speeding and Aggressive Driving

**California SHSP Goal:** By 2010, reduce the number of fatalities attributed to speeding and other forms of aggressive driving by 15 percent from their 2004 level. The SHSP Challenge Area Team performed a review of the statistics from SWTRS reports between 2003 and 2005. The results indicate a number of trends in California: The five counties having the highest number of aggressive driving fatalities in the state are Los Angeles (25.1 percent), San Diego (9.5 percent), San Bernardino (7.6 percent), Riverside (7.1 percent) and Orange (4.8 percent).

### 24 Transportation Safety



## STRATEGIES California intends to employ the following strategies to reduce speeding and aggressive driving collisions. The SHSP Implementation Plan will present specific action items to implement these strategies:

1. Change our social norms to reduce the acceptability of speeding and other forms of aggressive driving. 2. Provide targeted enforcement to locations prone to speeding and other forms of and aggressive driving. 3. Employ engineering methods to deter speeding and other forms of aggressive driving (e.g. traffic calming). 4. Ensure consistent adjudication of drivers cited for speeding and other forms of aggressive driving. 5. Apply advanced technology to reduce collisions. 6. Reduce the presence of speeding, unsafe and aggressive driving on the television and in movies. 

### SCAG Response Work with the State and county transportation commissions to determine if various proj

ect submissions have potential benefit to safety in this challenge area.

10.1 D evelop a statewide definition for aggressive driving. 10.2 C onduct public information and education media outreach campaign. 10.3 D evelop and encourage implementation of a systematic approach to identify and improve safety in high-crash concentration locations involving speeding and aggressive driving. 10.4 F orm multijurisdictional traffic enforcement teams to address speeding and aggressive driving. 10.5 E mploy vehicle impounding as a potential deterrent to speeding and aggressive driving. 10.6 E ducate traffic commissioners and judges with consistent training programs on speeding and aggressive driving. 10.7 D evelop a pilot re-education program to assess the effectiveness of behavior modification training on recidivism rates of repeat aggressive driving offenders 

## Challenge Area 11. Improve Commercial Vehicle Safety

**California SHSP Goal:** By 2010, reduce the number of commercial vehicle crash fatalities by 10 percent from their 2004 level. Commercial Vehicle Safety is critical to the SCAG region. The region hosts three seaports and six active commercial airports that represent a significant amount of imported and exported cargo passing into and through the region. In addition, agriculture, particularly in Imperial and Ventura counties represent time-critical commercial transportation. The State has exceeded its goal, reducing fatal collisions involving commercial vehicles in 2009 by 31 percent from 2004.

**TABLE 11** 

### Pe destrians Killed and Injured by Action – 2009

**Collisions 2004**  **2009 Percent Decline**  Total fatal collisions 3,701 2,805 24.20% Fatal truck collisions 342 236 31.00% Percent of total 9.20% 8.40% Total injury collisions 203,386 163,524 19.60% Injury truck collisions 7,949 4,874 38.70% **Percent of Total 3.90%**  **3%**

The SCAG region represented 52.1 percent of the State’s 5110 truck collisions that involved a fatality or injury in 2009. Of the 5110 truck involved collisions in the State, 2,124, or 42 percent had truck drivers at fault. The majority of the 5,110 truck involved collisions in the State occurred when the truck was going straight (3,058), stopped (390) followed by changing lanes (331).Transportation Safety 

### 25

SCAG Response

 Support the use of dedicated truck capacity on corridors with significant truck traffic in order to separate commercial vehicles from passenger vehicles.

 Support the continued modernization of intersections and interchanges prone to high commercial vehicle collisions to promote safety

 Support the use of truck climbing lanes as a method to segregate commercial vehicles from passenger vehicles. 11.1 E stablish minimum training standards for new commercial vehicle drivers. 11.2 I ncrease the number of strike force operations. 11.3 C onduct joint studies at high-crash collision locations involving commercial vehicles, identify appropriate infrastructure improvements, and make adjust

ments as needed. 11.4 E nhance the Commercial Industry Education Program. 11.5 I ncrease Biennial Inspection of Terminal inspections from 2006 levels. 11.6 S tudy the feasibility of improving commercial vehicle safety by adding addi

tional rest stops in identified locations, and increase the number of rest stops as needed. 11.7 A dvertise next rest stop location, use rest stop smart technology, and add rest stop information on the Caltrans website. 

## Challenge Area 12: Improve Motorcycle Safety

**California SHSP Goal:** By 2010, reduce the number of motorcycle rider fatalities by 10 percent from their 2004 level. In 2004 in the SCAG region, there were over 3,853 motor

cycle collisions, of which 149 were fatal. In 2009, there were 4,789 motorcycle collisions, of which 178 were fatal. This represents a 19.5 percent increase in motorcycle fatalities in the SCAG region. In contrast, while State motorcycle fatalities increased in the same period, it did so by only 10.5 percent. **FIGURE 8** 

### Fatal Motorcycle Collisions 2004–2009

125 150 175 200 225 250

2004 2005 2006 2007 2008 2009Number of Collisions

Year

In the State of California, motorcycles are involved in 13.9 percent of all fatal collisions, and 6.2 percent of all injury collisions. Within the SCAG region, motorcycles are involved in 14.7 percent of all fatal traffic collisions. In researching the data for this challenge area, motorcyclists in their 20s were more than twice as likely as most other age groups to be at fault in a collision. The primary collision factors for motorcycle collisions in 2009 were: unsafe speed, improper turning and driving under the influence (DUI) of alcohol and/or drugs.

 Alcohol impairment is a substantial problem for motorcyclists, more so than for drivers of other motor vehicles.

 Unsafe speed and improper turning indicate a need for an emphasis on rider education and training.

 Licensing (written/practical testing) and training standards for motorcyclists are lower than for drivers of passenger vehicles. This is despite the fact riding a motor

cycle requires higher levels of both vehicle control and cognitive skills.

### 26 Transportation Safety

The greatest primary collision factor with motorcycle collisions is unsafe speed. Also noted in the table is that the 20–24 age group is significantly higher in collisions with a primary collision factor of unsafe speed. Younger motorcycle drivers have the highest number of collisions in 12 primary collision factors.


## STRATEGIES California intends to employ the following strategies to reduce motorcyclist fatalities:

1. Educate the public on motorcycle safety. 2. Improve the training, testing, and licensing of motorcyclists. 3. Enhance the enforcement of motorcyclist violations and violations by the operators of other vehicles. 4. Increase the use of safety equipment by motorcyclists. 5. Improve motorcyclist visibility to other roadway users. 6. Improve roadway design to enhance motorcycle safety. 7. Promote the use of helmets that meet USDOT standards. 

### SCAG Response

 Work with the State and county transportation commissions to determine if various project submissions have potential benefit to safety in this challenge area.

 Work with local governments to help identify motorcycle high-collision concentration locations and help develop plans to mitigate possible causes. 12.1 D evelop a monitoring program to identify motorcycle high-collision concentration locations and implement engineering, enforcement, and education improvements. 12.2 H old a motorcycle safety summit to review the SHSP actions and create an action plan for statewide motorcycle safety initiatives. Include stakeholders rep

resenting riders, government, safety organizations, law enforcement, insurance companies, and dealers. 12.3 A ssess both the DMV’s California Driver Handbook and standard traffic school curriculum for information on sharing the road with motorcycles and make addi

tions and revisions as necessary. 12.4 C reate and implement an on-line traffic violator school curriculum specifically for motorcyclists. 12.5 I nstall signs and markings at high-crash concentration locations involving motorcycles, that are consistent with the CAMUTCD; remove, relocate, make breakaway or shield fixed objects; consider crashworthy barriers that are more “forgiving” to motorcyclists, or make curve corrections. 12.6 I dentify owners of motorcycles who are not licensed to operate a motorcycle and alert them to California’s requirement to be licensed in order to operate their motorcycle. 12.7 E ducate judges, judge pro-tems, and court commissioners through DMV court liaisons to make them aware that the Basic Rider Course can be used to educate violators and to help them recognize proper and legal safety equipment. 12.8 F ocus motorcycle-related law enforcement activities on areas with high motor

cycle volumes. 12.9 D evelop and implement motorcycle media campaigns such as “Ride like you’re invisible, not invincible!” using a social marketing approach and using new media (YouTube, My Space, etc.). 12.10 E ncourage the development and distribution of the CHP brochure, a DVD, and new media that describe the difference between the United States Department of Transportation (USDOT) approved helmet and other helmets. 12.11 E ncourage use of approved USDOT helmets. Establish opportunities for helmet exchange and discount certificates towards the purchase of a safer helmet. 12.12 C reate a Motorcycle Initiatives Review Committee to increase quality, continuity, and relevance of materials as well as to promote sharing of information related to motorcyclist-safety or motorcycle-awareness.Transportation Safety 

### 27



## Challenge Area 13. Improve Bicycling Safety

**California SHSP Goal:** By 2010, reduce the number of bicycle roadway fatalities by 25 percent from their 2000 level. In 2000, 118 bicyclists were killed on roads in the SCAG region, and 12,074 were injured. In contrast, in 2009, 107 bicyclists were killed and 12,043 were injured, a 9.3 percent and .26 percent decline, respectively. The highest bicycle collision injuries are within the 15–24 age range (27.9 percent as a percentage of all bicycle collision injuries). It slowly declines, but then has a slight uptick in the 45–54 age range. The highest percentages of bicycling fatalities are within the 35–44 range (20.6 percent) and 55–64 (19.6 percent)

**FIGURE 9** 

### Bicyclists Killed and Injured by Age

0% 5% 10% 15% 20% 25% 30%

0-4 5-14 15-24 25-34 35-44 45-54 55-64 65-74 75-84Percentage

Age

Killed Injured Bicycling fatalities as a percentage of all traffic fatalities are low when compared to the number of motor vehicle deaths. The 107 bicyclists killed in 2009 represented 3.5 percent of all traffic fatalities in the State. Bicyclist injuries represented 5.2 percent of all traffic injury collisions in the State during the same period. Collisions involving bicyclists tend to peak in late summer and fall, declining after October, before rising again in March.

**FIGURE 10** 

### Percentage of Bicyclist Collisions by Month

0% 2% 4% 6% 8% 10% 12% 14%JanuaryFebruaryMarchAprilMayJuneJulyAugustSeptemberOctoberNovemberDecemberPercentage

Month

Fatal Injury Historically, the primary goal of roadway design for urban thoroughfares and rural high

ways has been to increase vehicular traffic flow particularly at peak congestion times. This has created situations where slow speed bicycles are traveling at speeds less than 25 miles per hour are sharing lanes with cars often going at much greater speeds. This speed differential, coupled with the physics of a 30 pound bicycle colliding with, or being struck by, a 3000+ pound vehicle, is a factor in the severity of injuries. The increasing popularity of bicycling for commuting, utilitarian and recreational use has created increasing conflicts between motor vehicles and bicyclists. One obvious potential solution is to build more dedicated bicycle facilities in order to separate bicyclists from

### 28 Transportation Safety

motorists whether through bike paths or bike lanes. Anecdotal evidence from New York City, Portland and other cities indicate that increasing facilities for bicycles both increase the number of bicyclists while also increasing their safety.


## STRATEGIES California intends to employ the following strategies to reduce bicyclist fatalities on California’s roadways:

1. Improve data collection regarding bicyclist trips, injuries, and fatalities on California roadways. 2. Incorporate bicyclists into smart growth, land use planning, and other local plans. 3. Enhance the enforcement of bicyclist and motorist roadway laws. 4. Educate all roadway users regarding the rights and responsibilities of bicyclists. 5. Promote and improve roadway safety infrastructure for bicyclist use. 6. Improve the visibility of bicyclists on the roadway. 7. Improve the safety of bicyclists traveling to and from schools, utilizing education, encouragement, enforcement and engineering techniques. 8. Increase the use of helmets and enforcement of related laws. 9. Improve bicycle safety expertise among transportation professionals. 

### SCAG Response

 Encourage every city in the SCAG region to be connected via bicycle facilities, including wayfinding signage

 Develop regionally significant bicycle corridors for bicycle travel throughout the region

 Encourage every city to fully implement their bicycle master plans

 Encourage all local jurisdictions to develop Active Transportation Master Plans.

 Incorporate applicable Complete Streets policies—providing safe access for all modes—as fundamental principles of transportation plans.

 Encourage the consideration of bicycle and pedestrian safety as part of Blueprint Land Use Planning.  Encourage pedestrian and bicycle safety in all maintenance projects where new striping will be required or existing striping is to be replaced

 Encourage the use of intersection control devices that detect bicyclists, particularly left turn signals.

 Encourage bicycle education in lieu of fines for bicyclists and motorists who commit bicycle related traffic violations

 Support expanding Safe Routes to School programs for non-infrastructure projects focusing on education, bicyclist visibility, motorist awareness, and accommodation of bicyclists

 Develop a standardized database of bicycle data, including safety, counts, surveys, etc. for use throughout the SCAG region. 13.1 E stablish a bicycle safety improvement program-with project selection criteriafor State highways and local roads. Establish more bicycle and pedestrian cor

ridors and create partnerships in high-collision incident areas. 13.2 I ncrease bicycle helmet usage through education and promotion. 13.3 E nhance bicycling information in DMV materials and procedures. 13.4 E nhance bicycling information in current Peace Officer Standards and Training, California Vehicle Code, and traffic law enforcement modules. 13.5 S upport and expand the California Bicycle Coalition Complete Streets SubCommittee to develop a curriculum and design standards for complete streets, traffic calming, safe intersection design, and appropriate vehicle speeds for environments where pedestrians and bicyclists are legal users. 13.6 P rovide improved guidance and standards in the CAMUTCD for safely accommo

dating bicyclists in work zones. 13.7 P rovide information about policies concerning bicycling to transportation professionals-including State and local agencies and transportation consultants. 13.8 I mplement and encourage bicycle safety inspections, training, and education at schools as part of physical education or other programs. 13.9 S upport expanding Safe Routes to School programs for non-infrastructure proj

ects focusing on education, bicyclist visibility, motorist awareness, and accom

modation of bicyclists.Transportation Safety 

### 29

13.10 Improve data collection-from various sources-regarding bicycle trips and bicycle collisions. 13.11 Develop and implement a bicycle safety public education, information, and enforcement program for all age groups of road users. 

## Challenge Area 14. Enhance Work Zone Safety

**California SHSP Goal:** By 2010, reduce work zone fatalities by 10 percent from their 2004 level.
A work zone is an area of the road where maintenance or construction occurs and may involve lane closures, detours, shoulder work and moving equipment. In the SCAG region, the work zone can be any time of year. On many of SCAG roadways, the work often occurs at night. Many fatalities occur because of excessive speed, impaired, and distracted driving. In 2009, there were 46 work zone fatalities in California, a 58 percent reduction from the 109 work zone fatalities in 2004. Those killed included drivers, vehicle occupants, workers, bicyclists and pedestrians. Highway work zones create a major safety concern for roadway users and workers alike. In 2003, national fatalities in work zones totaled 1,068. This number included 117 pedes

trians, most of whom were construction workers, and 943 vehicle drivers and occupants.


## STRATEGIES California intends to employ the following strategies to reduce work zone fatalities:

1. Enhance safe driving through work zones with education and enforcement. 2. Improve traffic control in work zones. 3. Reduce worker exposure and improve worker visibility. 4. Apply advanced technology to enhance work zone area. 5. Improve data collection and analysis. For California Temporary Traffic Control Zones” http://dot.ca.gov/hq/traffops/signtech/ signdel/pdf/PedBrochure.pdf 14.1 E xpand present efforts to create and implement a joint training program for field personnel and law enforcement officers to better understand each others’ responsibilities and coordinate activities in the work zone. 14.2 I mprove collection, storage, and evaluation of work zone crash data. 14.3 E ncourage present efforts to increase use of dynamic merge systems to reduce rear-end collisions and aggressive driving. 14.4 E ncourage and permanently fund present efforts to influence driver behavior with Slow for the Cone Zone and Work Zone Awareness campaigns and to reduce traffic through work zones using project specific public awareness campaigns. 14.5 E ncourage present efforts to deploy more and better mobile and temporary bar

riers and attenuators (rather than just cones) to provide positive protection for workers and safe deflection of errant vehicles. 14.6 I ncrease work zone safety training and proficiency of workers and traffic control staff. 14.7 E ncourage present efforts to consider full closures early in the project design process with the goal of increasing the use of this option. 14.8 D evelop a web-based system that records or gathers in one location information about the number, duration, and location of actual major, minor, blanket, and rolling work zones. Local road work by counties and cities, including utility com

panies, will be gathered at a minimum, but other data needs should be identified as well. 14.9 E ncourage incorporation of the Safety Edge in construction paving projects. 14.10 A ssess the DMVs’ California Drivers Handbook for information on work zone safety and update or expand it as necessary. 14.11 F orm a team to develop industry standards to evaluate innovative technology on a routine basis as practitioners propose new methods and technologies to improve work zone safety. 14.12 E ncourage present efforts to improve access and detours for bicyclists and pedestrians near work zones. 14.13 E xpand improvements to traffic control and encourage use of project specific websites to provide motorists with work zone delay information.

### 30 Transportation Safety

14.14 F orm a team to evaluate best work zone safety practices in other states and to develop a request for proposal purchasing process for innovative technology to allow routine use with minimum legal challenges. 

### SCAG Response Encourage work zone safety training and proficiency for all transportation modes) at city and county governments. Encourage efforts to improve access and detours for bicyclists and pedestrians near work zones, such the brochure on “Pedestrian Considerations 

## Challenge Area 15. Improve Post Crash Survivability

**California SHSP Goal:** By 2010, reduce crash-related fatalities in California at least 5 percent from their 2004 level through focused improvements in Emergency Medical Services (EMS) system communications, response and safety education. In 2004, 302,176 persons in California required Emergency Medical Service (EMS) response as a result of a serious motor vehicle collision. Challenge Area 15 focuses on the person that survives a serious motor vehicle collision. Improving EMS response time to the collision, transport time, and inter-facility transfer time (when appropriate) will result in achieving the targeted “Golden Hour” (the time period from the incident until the victim receives definitive specialized trauma care; ideally no longer than 60 minutes) Adherence to the “Golden Hour” concept is critical to survival and optimum outcome. The first peak in post-crash deaths is within seconds or minutes of injury. If the number of these deaths is to be reduced, it must be through effective prevention programs. The second peak in deaths occurs within the first four hours after incident and is due to undi

agnosed and untreated injuries. These patients, whose numbers are significant, would benefit most from appropriate level of trauma care. Regionalized trauma care facilitates rapid transport to the nearest trauma center appropriate for the severity of injury. These complications can be positively affected by prompt initial resuscitation efforts in an appropriate level trauma center. 

## STRATEGIES California intends to employ the following strategies to improve post-crash survivability:

1. Improve technology for locating crash sites and for improving EMS access routes and response times. 2. Ensure interoperability of communications systems between all responders to crash sites. 3. Improve patient transportation and destination from crash location. 4. Increase availability of appropriate-level trauma centers, with emphasis on rural areas. 5. Improve access to trauma-related training courses for Emergency Medical Technicians and paramedics. 6. Encourage Emergency Medical Dispatch programs to train dispatchers to assist victims awaiting arrival of EMS. 7. Improve data access to meet the needs of EMS. 8. Increase public access to first aid, cardio pulmonary resuscitation CPR, and auto

mated external defibrillation training. 15.1 I mplement the CEMSIS with appropriate linkage to other data systems, which include but are not limited to the SWITRS, Office of Statewide Health Planning and Development, and Vital Statistics. 15.2 I ncrease hospital participation in an inclusive State Trauma System, sup

porting the California Statewide Trauma Planning: Assessment and Future Direction Document. 15.3 E ncourage the increased communication linkage between all emergency response agencies. 15.4 D evelop a multifaceted educational program with common language for iden

tifying location of crash, destination, and appropriate transportation of injured persons. The education will be aimed at the public (e911 cellular phone calls), law enforcement, Caltrans, and all pre-hospital personnel. 15.5 I mplement a full-spectrum education program developing collaborative practice for rural trauma care. To cover the continuum of care, this education will encom

pass the bystander public, pre-hospital responders, and hospital personnel.Transportation Safety 

### 31

SCAG Response

 Utilize Intelligent Transportation System technology to improve response time for EMS to and from collision sites. 

## Challenge Area 16. Improve Safety Data Collection, Access and Analysis

**California SHSP Goal:** Improve the quality, timeliness, accessibility, and usefulness of traffic safety data.


## STRATEGIES California intends to employ the following strategies to improve safety data collection, access, and analysis:

1. Improve the quality, completeness, and uniformity of data collection practices. 2. Improve data sharing among State, federal, and local agencies and stakeholders. 3. Improve accessibility to real-time information by California roadway users. 4. Enhance accessibility of traffic safety data. 5. Improve data collection and analysis regarding trip characteristics of all roadway users, level of service, injuries, and fatalities on California roadways. 6. Coordinate traffic safety information system improvements through the State Traffic Records Coordinating Committee. 

### SCAG Response

 Work with the State and county transportation commissions to improve the quality, timeliness, accessibility and usefulness of traffic safety data.

 Publish SHSP safety data and statistics in the annual State of the Region or State of the Commute report. 

## Challenge Area 17. Reduce Distracted Driving
**Interim California SHSP Goal:** By 2014, based on the California Traffic Safety Survey,reduce the percentage of drivers who “regularly” talk on a hand-held cell phone, handsfree cell phone, or text while driving by 10% from the 2010 level. 

## STRATEGIES California added this Challenge Area in response to collisions where cell phone usage was listed as a factor and developed the following three strategies to reduce fatalities caused by distracted driving.

17.1 D evelop and implement a statewide campaign to change social norms related to distracted driving 17.2 C onduct increased enforcement and public awareness annually during National Distracted Driving Awareness Month 17.3 D ocument driver behavior through an annual statewide cell phone/texting obser

vational survey. 

### SCAG Response The focus of this challenge area is primarily enforcement and education. SCAG encour

ages local jurisdictions to develop enforcement and education programs designed to discourage distracted driving.

### 32 Transportation Safety



# California Five Percent Report for the SCAG Region
The following tables represent the SCAG portion of the California Five Percent Report. The Five Percent Report is in response to the Federal requirement that each state describe at least 5 percent of its locations currently exhibiting the most severe highway safety needs, in accordance with 23 U.S.C. Sections 148(c)(1)(D) and 148(g)(3)(A). The Tables include:

 Five Percent of State Highway Locations

 Five Percent of State Highway Intersections/Interchanges

 Five Percent of State Highway Ramp Locations

 Five Percent of Local Streets and Roads The Five Percent Report is intended to educate the State of California and local govern

ments where problem locations are, and allow them to take steps to provide solutions. The report is for educational purposes and cannot be used in legal proceedings. In identifying State highway locations, Caltrans used the SHS location information from its Traffic Accident Surveillance and Analysis System (TASAS) Table C Report, which generates a list of high

- c ollision

- c oncentration locations requiring traffic safety inves

tigation. The TASAS Table C Report provides information for the 36

- mo nth period from January 1, 2006, through December 31, 2008. It considers collisions for 3

- , 6

- , 1 2

- , 24

- , a nd 36

- mo nth periods; traffic volumes; collision rates; average collision rates; and roadway types. The locations on the TASAS Table C Report were sorted into three lists: roadway segments (0.2

- m ile segments), intersections (each intersection location includes 250 feet on all approaches), and ramps (each ramp location includes entry, exit, and body of ramp). For each of these lists, the top 2.5 percent locations by fatal and injury collision rates and the top 2.5 percent locations by the number of fatal and injury collisions were identified. Combined, these figures comprise the 5 percent SHS locations for this Report. The California Highway Patrol’s Statewide Integrated Traffic Records System was used to obtain collision information for identifying locations on local streets and roads for this Report. The local streets and roads were divided into 0.5

- m ile segments within each county, resulting in a total of 280,166 segments. Collision concentrations were deter

mined for segments on which at least one fatal or severe injury collision occurred from 2006 through 2008, with the assumption that these areas could have potential safety needs. There were 17,535 segments identified and sorted to generate lists by county. Each county list was sorted from high to low by the number of fatal or severe injury col

lisions for each segment. Following that, the top 5 percent segments for each of these county lists were identified. Segments with at least three or more fatal or severe injury collisions were included in this Report as locations. 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 directly relating to paragraph(1) or subsection(c)(1) (D), or published by the Secretary in accordance with paragraph(3), 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 such reports, surveys, schedules, lists, or other data. The information in this Report is also protected by title 23 United States Code section 409, “Discovery and admission as evidence of certain reports and surveys.”

**TABLE 12** 

### C alifornia State Highway System Roadway Segment Locations

**County Route**  **Location (0.2**

**- Mile**  **Segment with Beginning Post**  **Mile) County**  **Route Location (0.2** 

**- Mile**  **Segment with Beginning Post**  **Mile)** Los Angeles 2 029.658 to 029.858 Los Angeles 110 023.250 to 023.450 North Los Angeles 2 030.298 to 030.498 Los Angeles 110 028.984 to 029.184 South Los Angeles 2 033.216 to 033.416 Los Angeles 405 025.910 to 026.110 North Los Angeles 5 004.360 to 004.560 North Los Angeles 405 030.169 to 030.369 South Los Angeles 5 017.072 to 017.272 South Los Angeles 405 030.726 to 030.926 South Los Angeles 5 017.512 to 017.712 South Los Angeles 405 031.525 to 031.725 SouthTransportation Safety 

### 33

**County Route**  **Location (0.2**

**- Mile**  **Segment with Beginning Post**  **Mile) County**  **Route Location (0.2** 

**- Mile**  **Segment with Beginning Post**  **Mile)** Los Angeles 10 R011.329 to R011.529 West Los Angeles 605 R008.389 to R008.589 North Los Angeles 60 R024.257 to R024.457 West Los Angeles 605 R010.369 to R010.569 South Los Angeles 91 R006.850 to R007.050 West Orange 5 030.823 to 031.023 South Los Angeles 91 R017.420 to R017.620 West Orange 5 031.023 to 031.223 South Los Angeles 91 R018.068 to R018.268 West Orange 22 R008.726 to R008.926 East Los Angeles 101 009.206 to 009.406 South Orange 22 R009.271 to R009.471 East Los Angeles 101 014.920 to 015.120 North Riverside 15 004.135 to 004.335 South Los Angeles 110 020.540 to 020.740 North San Bernardino 10 012.910 to 013.110 East Los Angeles 110 022.006 to 022.206 South San Bernardino 38 029.509 to 029.709

Los Angeles 110 022.486 to 022.686 South Ventura 33 016.568 to 016.768
Ventura 33 032.098 to 032.298 **TABLE 13** 

### C alifornia State Highway System Intersection/Interchange Locations **County Route**  **Location (Post Mile)** Los Angeles 2 49.701 Entrance Lower Chilao Los Angeles 19 7.403 Somerset Blvd Los Angeles 138 47.761 40th St East Los Angeles 210U 3.431 Fruit St Orange 39 1.63 Adams Ave Orange 39 4.131 Slater Ave Orange 39 5.471 Stark Ave Orange 39 5.641 Edinger Ave Riverside 74 38.48 Sanderson Ave Ventura 1 20.14 Vineyard Ave

### 34 Transportation Safety

**TABLE 14** 

### C alifornia State Highway System Ramp Locations

**County Route**  **Location (Post Mile)** Los Angeles 14 R 54.38 NB Off

- r amp Los Angeles 91 R 17.004 WB On

- r amp Los Angeles 110 25.488 NB Off

- r amp Los Angeles 710 12.871 SB On

- r amp Orange 5 35.023 NB Off

- r amp Riverside 215 R 35.6 NB Off

- r amp San Bernardino 15 7.977 NB Off

- r amp Ventura 101 14.663 SB On

- r amp **TABLE 15** 

### 5 p ercent Locations, Local Streets and Roads **County Primary**  **Secondary From**  **To** Los Angeles S Figueroa St W Manchester Ave −1225 1415 Los Angeles W Rosecrans Ave Larch Ave −125 2515 Los Angeles S Normandie Ave W 103rd St −240 2400 Los Angeles Hollywood Blvd N Western Ave −1340 1300 Los Angeles S Western Ave W 29th St −579 2061 Los Angeles N Highland Ave W Sunset Blvd −11 2629 Los Angeles N Vermont Ave Rosewood Ave −2058 582 Los Angeles Crenshaw Blvd W 120th St −885 1755 Los Angeles W Jefferson Blvd McClintock Ave −1405 1235 Los Angeles W Imperial Hwy Hawthorne Blvd −46 2594 Los Angeles S La Cienega Blvd Hill St −2112 528 Los Angeles W Florence Ave 8th Ave −1268 1372 Los Angeles S Normandie Ave W 95th St 95 2735 Los Angeles S Central Ave E Florence Ave −2224 416 Los Angeles S Central Ave E 46th St −1536 1104 Los Angeles Avalon Blvd E 88th Pl −855 1785 Los Angeles Broadway Pl W 38th St −2178 462 Los Angeles Wilshire Blvd Bonsall Ave −1325 1315 Los Angeles Victory Blvd Dempsey Ave −1060 1580 Los Angeles Ventura Blvd Radford Ave −714 1926 Los Angeles Sierra Hwy W Ave G −1108 1533 Los Angeles S La Brea Ave Dockweiler St −2006 634 Los Angeles S Western Ave W 57th St −2379 261 Los Angeles S Western Ave W 37th Dr −2311 329 Los Angeles S Vermont Ave W 115th St −421 2219 Los Angeles S Vermont Ave W 83rd St −2139 501 Los Angeles S Vermont Ave W 74th St −214 2426Transportation Safety 

### 35

**County Primary**  **Secondary From**  **To** Los Angeles W El Segundo Blvd S Budlong Ave −830 1810 Los Angeles S Prairie Ave W Century Blvd −1174 1466 Los Angeles Crenshaw Blvd W Florence Ave −1527 1113 Los Angeles E Anaheim St Loma Ave −1398 1242 Los Angeles Venice Blvd Menlo Ave −1063 1577 Los Angeles Culver Blvd Berryman Ave −1274 1366 Los Angeles Jefferson Blvd S La Brea Ave −1908 732 Los Angeles W Imperial Hwy S Vermont Ave −2708 −68 Los Angeles E Imperial Hwy Wadsworth Ave −2277 363 Los Angeles S La Cienega Blvd W 18th St −1038 1602 Los Angeles W 3rd St S Kenmore Ave −2016 624 Los Angeles E Vernon Ave Avalon Blvd −2200 440 Los Angeles S Hoover St W 41st St −2108 532 Los Angeles S Central Ave E 87th Pl −1517 1123 Los Angeles E Olympic Blvd Amalia Ave −2636 4 Los Angeles Beverly Blvd Ben Alder Ave −136 2504 Los Angeles Paramount Blvd Cade St −230 2410 Los Angeles W Willow St Easy Ave −861 1779 Los Angeles W Sunset Blvd N Gower St −493 2147 Los Angeles W Olympic Blvd S Kingsley Dr −2325 315 Los Angeles Victory Blvd Winnetka Ave −1095 1545 Los Angeles Pearblossom Hwy 25th St E −2102 538 Los Angeles 50th St E E Ave P8 −4040 −1400 Los Angeles Balboa Blvd Westbury Dr −890 1750 Los Angeles De Soto Ave Strathern St −2389 251 Los Angeles Sherman Way Balboa Blvd −2571 69 Los Angeles Roscoe Blvd Noble Ave −689 1951 Los Angeles Van Nuys Blvd Arleta Ave −1126 1514 **County Primary**  **Secondary From**  **To** Los Angeles S Western Ave W 110th St −683 1957 Los Angeles S Western Ave W 104th St −435 2205 Los Angeles N Western Ave Elmwood Ave −2680 −40 Los Angeles N San Fernando Rd Fletcher Dr −399 2241 Los Angeles Vermont Ave Sepulveda Blvd −1529 1111 Los Angeles S Vermont Ave W 11th St −2313 327 Los Angeles Vista Del Mar Ave W Imperial Hwy 370 3010 Los Angeles Marine Ave Hawthorne Blvd −2209 431 Los Angeles Prairie Ave W 141st St −1943 697 Los Angeles Prairie Ave W 135th St −1148 1492 Los Angeles Crenshaw Blvd W 135th St −851 1789 Los Angeles Crenshaw Blvd W 28th St −1423 1217 Los Angeles E Anaheim St Dawson Ave −2043 597 Los Angeles S Centinela Ave W Washington Blvd −319 2321 Los Angeles Culver Blvd W Jefferson Blvd 313 2953 Los Angeles Admiralty Way Mindanao Way −2099 541 Los Angeles W Slauson Ave S Budlong Ave −2275 365 Los Angeles Imperial Hwy Carmenita Rd −160 2480 Los Angeles Century Blvd S Vermont Ave −500 2140 Los Angeles Century Blvd S La Cienega Blvd −494 2146 Los Angeles W Washington Blvd Arlington Ave −1273 1367 Los Angeles W Martin Luther King Jr S Hobart Blvd −1603 1037 Los Angeles N La Cienega Blvd Clifton Way −2534 106 Los Angeles W 6th St S Grand View St −756 1884 Los Angeles Fountain Ave N Flores St −1528 1112 Los Angeles Fountain Ave N Spaulding Ave −647 1993 Los Angeles W 3rd St S Larchmont Blvd −1755 885 Los Angeles W 3rd St S Alvarado St −1994 646

### 36 Transportation Safety

**County Primary**  **Secondary From**  **To** Los Angeles Fountain Ave N Ardmore Ave −1773 867 Los Angeles Santa Monica Blvd N New Hampshire Ave −1356 1284 Los Angeles W Florence Ave Denver Ave −1034 1606 Los Angeles E Florence Ave Compton Ave −1439 1201 Los Angeles Florence Ave Emil Ave −782 1858 Los Angeles W Florence Ave Haas Ave −1551 1089 Los Angeles W Vernon Ave S Broadway −861 1779 Los Angeles E Vernon Ave McKinley Ave −890 1750 Los Angeles W 54th St S Saint Andrews Pl −2114 526 Los Angeles S Figueroa St W 52nd St −1035 1605 Los Angeles S Hoover St W 59th Pl −1719 921 Los Angeles Normandie Ave 253rd St −1294 1346 Los Angeles S Normandie Ave W 50th St −1657 983 Los Angeles Normandie Ave W Jefferson Blvd −1213 1427 Los Angeles S Central Ave E 105th St −234 2406 Los Angeles S Central Ave E 95th St −1024 1616 Los Angeles Avalon Blvd E 111th Pl −548 2092 Los Angeles S Broadway W 97th St −2097 543 Los Angeles S Broadway W 48th St −2194 446 Los Angeles S Broadway W 133rd St −1888 752 Los Angeles S Main St Winston St −1850 790 Los Angeles S San Pedro St E 7th St 5 2645 Los Angeles Long Beach Blvd E 47th St −1661 979 Los Angeles Long Beach Blvd E 69th St −2059 581 Los Angeles S Grand Ave W Adams Blvd −2549 91 Los Angeles E 1st St N Eastman Ave −1261 1379 Los Angeles Whittier Blvd S Ditman Ave −2277 363 Los Angeles S Lorena St Whittier Blvd −2183 457 **County Primary**  **Secondary From**  **To** Los Angeles Pacific Ave 19th Ave −819 1821 Los Angeles W Pico Blvd S Tremaine Ave −1204 1436 Los Angeles S Atlantic Ave Alondra Blvd −587 2053 Los Angeles Martin Luther King Jr Blvd Hulme Ave −2734 −94 Los Angeles Downey Ave 2nd St −185 2455 Los Angeles E 7th St Mira Mar Ave −855 1785 Los Angeles Sepulveda Blvd Haynes St −2054 586 Los Angeles Sepulveda Blvd Lanark St −2293 347 Los Angeles W Sunset Blvd Napoli Dr −22 2618 Los Angeles W Sunset Blvd N Sherbourne Dr −168 2472 Los Angeles W Sunset Blvd Havenhurst Dr −2639 1 Los Angeles W Sunset Blvd N Vista St −2125 515 Los Angeles W Sunset Blvd N Alta Vista Blvd −905 1735 Los Angeles W Sunset Blvd Morningside Ct −1492 1148 Los Angeles W Sunset Blvd N Hobart Blvd −273 2367 Los Angeles Wilshire Blvd S Park View St −1295 1345 Los Angeles Wilshire Blvd S Bonnie Brae St −764 1876 Los Angeles Wilshire Blvd S Barrington Ave −1243 1397 Los Angeles Vanowen St Woodley Ave −453 2187 Los Angeles Victory Blvd White Oak Ave −1250 1390 Los Angeles Victory Blvd Calhoun Ave −613 2027 Los Angeles Victory Blvd Beck Ave −2575 65 Los Angeles S Reservoir St Philadelphia St −2157 483 Los Angeles Pearblossom Hwy 40th St E −1907 733 Los Angeles Reseda Blvd Devonshire St −1567 1073 Los Angeles Foothill Blvd Sayre St −747 1893 Los Angeles Balboa Blvd Jolette Ave −1400 1240 Los Angeles Ventura Blvd Kester Ave −1748 892Transportation Safety 

### 37

**County Primary**  **Secondary From**  **To** Los Angeles Ventura Blvd Mary Ellen Ave −172 2468 Los Angeles Sherman Way Wilbur Ave −2549 91 Los Angeles Sherman Way Milwood Ave −759 1881 Los Angeles Devonshire St Amestoy Ave −1208 1432 Los Angeles Roscoe Blvd Mason Ave −1766 874 Los Angeles Nordhoff St Langdon Ave −1713 927 Los Angeles Plummer St Noble Ave −377 2263 Los Angeles Woodman Ave Wyandotte St −148 2492 Los Angeles Saticoy St Tujunga Ave −287 2353 Los Angeles Vineland Ave Burbank Blvd −505 2135 Los Angeles Vineland Ave Sherman Way −541 2099 Los Angeles N La Brea Ave Fountain Ave −1952 688 Los Angeles N La Brea Ave W Sunset Blvd −636 2004 Los Angeles S La Brea Ave W Slauson Ave −1591 1049 Los Angeles S La Brea Ave Don Lorenzo Dr 1741 4381 Los Angeles Franklin Ave Argyle Ave −1093 1547 Los Angeles Franklin Ave N Mariposa Ave −994 1646 Los Angeles S Western Ave W 89th St −446 2194 Los Angeles S Western Ave W 78th St −2448 192 Los Angeles S Western Ave W 46th St −1220 1420 Los Angeles S Western Ave 144th St −1382 1258 Los Angeles S Western Ave W 127th St −2100 540 Los Angeles N Gower St Fountain Ave −1328 1312 Los Angeles S Central Ave W Acacia Ave −1099 1541 Los Angeles N San Fernando Rd W Ave 26 −1539 1101 Los Angeles San Fernando Rd Irving Ave −2516 124 Los Angeles Hyperion Ave Ettrick St −767 1873 Los Angeles S Vermont Ave W 120th St −737 1903 **County Primary**  **Secondary From**  **To** Los Angeles S Vermont Ave W 104th Pl −1968 672 Los Angeles S Vermont Ave W 99th St −1082 1558 Los Angeles S Vermont Ave W 6th St −1715 925 Los Angeles N Vermont Ave W Sunset Blvd −1110 1530 Los Angeles S Glendale Ave E Chevy Chase Dr −1334 1306 Los Angeles Colorado Blvd El Verano Ave −959 1681 Los Angeles Colorado Blvd Loleta Ave −1866 774 Los Angeles Tujunga Canyon Blvd Elmhurst Dr 87 2727 Los Angeles E Ave M 3rd St E −760 1880 Los Angeles N Figueroa St N Ave 60 −597 2043 Los Angeles Atlantic Blvd W Garvey Ave −1723 917 Los Angeles 10th St W W Ave N −26 2614 Los Angeles 10th St W W Ave H12 −1497 1143 Los Angeles Main St E El Segundo Blvd 0 2640 Los Angeles Vista Del Mar Ave Sandpiper St −1091 1549 Los Angeles W Rosecrans Ave Vermont Ave −2114 526 Los Angeles Rosecrans Ave N Willowbrook Ave −1246 1394 Los Angeles Manhattan Beach Blvd Freeman Ave −1214 1426 Los Angeles 190th St S Normandie Ave −488 2152 Los Angeles S Prairie Ave W 107th St −1367 1273 Los Angeles Prairie Ave W 147th St −2454 186 Los Angeles Inglewood Ave W 119th Pl −339 2301 Los Angeles S Inglewood Ave W 93rd St −2297 343 Los Angeles Crenshaw Blvd Skypark Dr −3636 −996 Los Angeles Crenshaw Blvd W 78th St −2179 461 Los Angeles Crenshaw Blvd W 54th St −389 2251 Los Angeles Crenshaw Blvd W 48th St −258 2382 Los Angeles Crenshaw Blvd W Jefferson Blvd −2036 604

### 38 Transportation Safety

**County Primary**  **Secondary From**  **To** Los Angeles Carson St Figueroa St −490 2150 Los Angeles E Anaheim St Stanley Ave −390 2250 Los Angeles W Anaheim St N Neptune Ave −2157 483 Los Angeles E Anaheim St N Avalon Blvd −1503 1137 Los Angeles E Anaheim St Watson Ave −801 1839 Los Angeles Washington Blvd Via Dolce −1322 1318 Los Angeles Washington Blvd Palawan Way −518 2122 Los Angeles Venice Blvd Hauser Blvd −766 1874 Los Angeles Venice Blvd Marcasel Ave −1975 665 Los Angeles Lincoln Ct Palms Blvd −670 1970 Los Angeles W Jefferson Blvd 2nd Ave −2283 357 Los Angeles W Jefferson Blvd S Harvard Blvd −720 1920 Los Angeles W Jefferson Blvd Walton Ave −1656 984 Los Angeles W Jefferson Blvd Hauser Blvd −375 2265 Los Angeles W Slauson Ave Denver Ave −646 1994 Los Angeles E Slauson Ave McKinley Ave −2353 287 Los Angeles E Slauson Ave Santa Fe Ave −1059 1581 Los Angeles Slauson Ave Norwalk Blvd −1126 1514 Los Angeles W Slauson Ave S Victoria Ave −1790 850 Los Angeles W Slauson Ave 6th Ave −1753 887 Los Angeles E Imperial Hwy S Grandee Ave −1807 833 Los Angeles Imperial Hwy Downey Ave −965 1675 Los Angeles W Imperial Hwy Prairie Ave −79 2561 Los Angeles W Century Blvd Doty Ave −1797 843 Los Angeles Century Blvd Crenshaw Blvd −544 2096 Los Angeles S Robertson Blvd Monte Mar Dr −145 2495 Los Angeles S Robertson Blvd W Pico Blvd −532 2108 Los Angeles S Robertson Blvd W 3rd St −2119 521 **County Primary**  **Secondary From**  **To** Los Angeles S Bundy Dr Ocean Park Blvd −1726 914 Los Angeles Beverly Blvd N Carondelet St −819 1821 Los Angeles Melrose Ave N Hobart Blvd −1973 667 Los Angeles W Washington Blvd Park Grove Ave −1024 1616 Los Angeles E Washington Blvd Telegraph Rd −2410 230 Los Angeles Washington Blvd Paramount Blvd −2774 −134 Los Angeles Washington Blvd Lambert Rd −789 1851 Los Angeles W Adams Blvd S Bronson Ave −2019 621 Los Angeles Exposition Blvd 7th Ave −1433 1207 Los Angeles N San Vicente Blvd Rosewood Ave −2097 543 Los Angeles San Vicente Blvd S Cochran Ave −2622 18 Los Angeles S La Cienega Blvd Cadillac Ave −723 1917 Los Angeles S La Cienega Blvd Clemson St −1411 1229 Los Angeles S La Cienega Blvd Rodeo Rd 320 2960 Los Angeles S La Cienega Blvd Industrial Ave −1119 1521 Los Angeles W 6th St S Hill St −1723 917 Los Angeles E 6th St S San Pedro St −2103 537 Los Angeles E 6th St Stanford Ave −383 2257 Los Angeles W 8th St S Westmoreland Ave −937 1703 Los Angeles Fountain Ave N New Hampshire Ave −1572 1068 Los Angeles Santa Monica Blvd N Mariposa Ave −1990 650 Los Angeles W Florence Ave S Vermont Ave −1247 1393 Los Angeles W Florence Ave S Broadway −56 2584 Los Angeles E Florence Ave Malabar St −2216 424 Los Angeles E Florence Ave Arbutus Ave −1027 1613 Los Angeles E Florence Ave N Locust St −1133 1507 Los Angeles Florence Ave Downey Ave −743 1897 Los Angeles Lennox Blvd Dalerose Ave −351 2289Transportation Safety 

### 39

**County Primary**  **Secondary From**  **To** Los Angeles W Rancho Vista Blvd Dunbar St −2553 87 Los Angeles S Prairie Ave E Nutwood St −1491 1149 Los Angeles W Vernon Ave S Figueroa St −2174 466 Los Angeles E Gage Ave Marconi St −2407 233 Los Angeles E Gage Ave Compton Ave −525 2115 Los Angeles S Figueroa St W 79th St −1425 1215 Los Angeles S Normandie Ave W 76th St −2419 221 Los Angeles S Normandie Ave W 71st St −1409 1231 Los Angeles S Normandie Ave W 56th St −1992 648 Los Angeles S Normandie Ave W 42nd St −2496 144 Los Angeles S Normandie Ave W Adams Blvd −1198 1442 Los Angeles S Central Ave E 120th St −1859 781 Los Angeles S Central Ave E 27th St −2122 518 Los Angeles Nadeau St Bell Ave −34 2606 Los Angeles Avalon Blvd E 104th St −818 1822 Los Angeles Avalon Blvd E 78th St −2569 71 Los Angeles Avalon Blvd E 59th Pl −1105 1535 Los Angeles Avalon Blvd E Carson St −2585 55 Los Angeles S Broadway W El Segundo Blvd −1028 1612 Los Angeles S San Pedro St E 23rd St −637 2003 Los Angeles S San Pedro St E 7th St −2635 5 Los Angeles Compton Ave E 83rd St −1025 1615 Los Angeles S Alameda St E 14th St −508 2132 Los Angeles S Alameda St E 4th St −1724 916 Los Angeles Compton Ave E 118th St −578 2062 Los Angeles Compton Ave E Century Blvd −2477 163 Los Angeles Wilmington Ave E 105th St −574 2066 Los Angeles E 112th St Croesus Ave −2034 606 **County Primary**  **Secondary From**  **To** Los Angeles Long Beach Blvd Euclid Ave −1175 1465 Los Angeles Missouri Ave San Antonio Ave −1645 995 Los Angeles State St Hope St −111 2529 Los Angeles Wilmington Ave W El Segundo Blvd −2240 400 Los Angeles Tweedy Blvd Orange Ave −2584 56 Los Angeles E 4th St S Fickett St −1397 1243 Los Angeles W Sunset Blvd Mohawk St −1123 1517 Los Angeles W Sunset Blvd Marion Ave −2596 44 Los Angeles W Cesar E Chavez Ave N Broadway −2391 249 Los Angeles E Cesar E Chavez Ave N Hazard Ave −1186 1454 Los Angeles E 8th St S Concord St −2410 230 Los Angeles Whittier Blvd S Downey Rd −2433 207 Los Angeles Whittier Blvd S Eastern Ave −1640 1000 Los Angeles E Whittier Blvd S Woods Ave −1174 1466 Los Angeles Garvey Ave Central Ave −2294 346 Los Angeles Garvey Ave Nevada Ave −14 2626 Los Angeles E Mission Rd S Chapel Ave −112 2528 Los Angeles Pacific Ave Brooks Ave −598 2042 Los Angeles Beverly Blvd Citrus Ave −1787 853 Los Angeles W Pico Blvd S Robertson Blvd −1055 1585 Los Angeles W Pico Blvd S Plymouth Blvd −1659 981 Los Angeles W Pico Blvd S Ardmore Ave −2347 293 Los Angeles W Pico Blvd S Bonnie Brae St −1261 1379 Los Angeles W Pico Blvd S Bundy Dr −1973 667 Los Angeles 11th St California Ave −257 2383 Los Angeles Telegraph Rd Victoria Ave −1302 1338 Los Angeles Paramount Blvd Holbrook St −1888 752 Los Angeles John S Gibson Blvd Figueroa St −1014 1626

### 40 Transportation Safety

**County Primary**  **Secondary From**  **To** Los Angeles S Pacific Ave W 19th St −2104 536 Los Angeles N Pacific Ave W Channel St −1872 768 Los Angeles E Artesia Blvd Orange Ave −577 2063 Los Angeles Alondra Blvd S Atlantic Ave −1217 1423 Los Angeles Alondra Blvd Mcnab Ave −1856 784 Los Angeles Alondra Blvd Leibacher Ave −2415 225 Los Angeles E Alondra Blvd S Bullis Rd −2491 149 Los Angeles W Compton Blvd S Matthisen Ave −1668 972 Los Angeles E Compton Blvd N Willowbrook Ave −2057 583 Los Angeles Santa Fe Ave Rosecrans Ave −136 2504 Los Angeles E 7th St Cerritos Ave −1979 661 Los Angeles E 7th St Obispo Ave −1180 1460 Los Angeles E 10th St Walnut Ave −796 1844 Los Angeles Alamitos Ave E 10th St −2130 510 Los Angeles E Ocean Blvd Alamitos Ave −1615 1025 Los Angeles Carson St Orange Ave −1719 921 Los Angeles Sepulveda Blvd Covello St −1087 1553 Los Angeles W Sunset Blvd N Gunston Dr −1043 1597 Los Angeles W Sunset Blvd N Doheny Dr −376 2264 Los Angeles W Sunset Blvd Brooktree Rd −836 1804 Los Angeles Norwalk Blvd Cheshire St −906 1734 Los Angeles Leffingwell Rd Colima Rd −173 2467 Los Angeles Santa Monica Blvd 6th St −2031 609 Los Angeles Wilshire Blvd S Citrus Ave −1320 1320 Los Angeles Wilshire Blvd S Wilton Pl −1124 1516 Los Angeles Wilshire Blvd Manning Ave −2414 226 Los Angeles Valley View Ave Adoree St −1774 866 Los Angeles Workman Mill Rd Mission Mill Rd −170 2470 **County Primary**  **Secondary From**  **To** Los Angeles Workman Mill Rd Alanwood Rd −2152 488 Los Angeles W Olympic Blvd S Le Doux Rd −605 2035 Los Angeles W Olympic Blvd S Tremaine Ave −2233 407 Los Angeles W Olympic Blvd West Blvd −1622 1018 Los Angeles W Olympic Blvd Gramercy Dr −2218 422 Los Angeles W Olympic Blvd S Catalina St −2222 418 Los Angeles W Olympic Blvd Menlo Ave −834 1806 Los Angeles W Olympic Blvd Beacon Ave −416 2224 Los Angeles Painter Ave Walnut St −1625 1015 Los Angeles Lambert Rd Mills Ave −1036 1604 Los Angeles Lower Azusa Rd El Monte Ave −1177 1463 Los Angeles Temple City Blvd E Naomi Ave −88 2552 Los Angeles Ramona Blvd Lexington Ave −1521 1119 Los Angeles Santa Anita Ave Bryant Rd −2867 −227 Los Angeles Peck Rd Garvey Ave −1584 1056 Los Angeles Peck Rd Ramona Blvd −1198 1442 Los Angeles Peck Rd Lower Azusa Rd −2582 58 Los Angeles Gale Ave Coiner Ct −1530 1110 Los Angeles Maplegrove St Aileron Ave −558 2082 Los Angeles Fullerton Rd Colima Rd −2033 607 Los Angeles E Arrow Hwy Sunflower Ave −891 1749 Los Angeles Vanowen St Geyser Ave −1078 1562 Los Angeles Vanowen St Etiwanda Ave −1743 897 Los Angeles Vanowen St Tyrone Ave −1799 841 Los Angeles Vanowen St Coldwater Canyon Ave −490 2150 Los Angeles Vanowen St Independence Ave −2371 269 Los Angeles Vanowen St De Soto Ave −385 2255 Los Angeles Victory Blvd Forbes Ave −1833 807Transportation Safety 

### 41

**County Primary**  **Secondary From**  **To** Los Angeles Victory Blvd Sylmar Ave −1932 708 Los Angeles Victory Blvd Vineland Ave −1255 1385 Los Angeles S Towne Ave E Grand Ave −27 2613 Los Angeles Rye Canyon Loop Ave Scott −2008 632 Los Angeles Palos Verdes Dr S Narcissa Dr −3508 −868 Los Angeles Reseda Blvd Plummer St −1557 1083 Los Angeles Reseda Blvd Victory Blvd −2211 429 Los Angeles Reseda Blvd Dearborn St −2214 426 Los Angeles Rinaldi St Indian Hills Rd −1184 1456 Los Angeles Tampa Ave Superior St −1149 1491 Los Angeles Foothill Blvd Whitegate Ave −1091 1549 Los Angeles San Fernando Rd Fox St 540 3180 Los Angeles San Fernando Rd Kagel Canyon St −2237 403 Los Angeles Woodley Ave Nordhoff St −585 2055 Los Angeles Ventura Blvd Lindley Ave −1092 1548 Los Angeles Ventura Blvd Beverly Glen Blvd −27 2613 Los Angeles De Soto Ave Valerio St −1059 1581 Los Angeles De Soto Ave Gresham St −2596 44 Los Angeles Canoga Ave Chase St −886 1754 Los Angeles Saticoy St Louise Ave −2258 382 Los Angeles Sherman Way Ranchito Ave −1325 1315 Los Angeles Devonshire St Balboa Blvd 109 2749 Los Angeles Roscoe Blvd Hayvenhurst Ave −2069 571 Los Angeles Roscoe Blvd Sepulveda Blvd −1545 1095 Los Angeles Roscoe Blvd Tobias Ave −1135 1505 Los Angeles Roscoe Blvd Hazeltine Ave −1891 749 Los Angeles Roscoe Blvd Oakdale Ave −459 2181 Los Angeles The Old Rd Constitution Ave −2563 77 **County Primary**  **Secondary From**  **To** Los Angeles Nordhoff St De Soto Ave −698 1942 Los Angeles Chatsworth St Encino Ave −1684 956 Los Angeles Saticoy St Kester Ave −701 1939 Los Angeles Oxnard St Donna Ave −1616 1024 Los Angeles Big Tujunga Canyon Rd Vogel Flat Rd 4717 7357 Los Angeles Van Nuys Blvd Plummer St −726 1914 Los Angeles Woodman Ave Willard St −231 2409 Los Angeles Woodman Ave Filmore St −653 1987 Los Angeles Woodman Ave Albers St −1426 1214 Los Angeles Woodman Ave Vanowen St −2110 530 Los Angeles Kester Ave Friar St −1581 1059 Los Angeles Sierra Hwy Soledad Canyon Rd −1397 1243 Los Angeles Sierra Hwy Vasquez Way 961 3601 Los Angeles Sierra Hwy Angeles Forest Hwy −205 2435 Los Angeles Laurel Canyon Blvd Dona Pegita Dr −2278 362 Los Angeles Laurel Canyon Blvd Brand Blvd −87 2553 Los Angeles Paxton St Haddon Ave −1329 1311 Los Angeles Haskell Ave Napa St −1882 758 Los Angeles Glenoaks Blvd Randall St −985 1655 Los Angeles N Glenoaks Blvd E Orange Grove Ave −2264 376 Los Angeles Glenoaks Blvd Vaughn St −2293 347 Los Angeles Sheldon St Cayuga Ave −2299 341 Los Angeles Sunland Blvd Wheatland Ave −2462 178 Los Angeles N Hollywood Way Tulare Ave −745 1895 Los Angeles Lankershim Blvd Sherman Way −634 2006 Los Angeles Lankershim Blvd Victory Blvd −619 2021 Los Angeles Tujunga Ave Woodbridge St −518 2122 Los Angeles Hollywood Blvd Whitley Ave −1956 684

### 42 Transportation Safety

**County Primary**  **Secondary From**  **To** Los Angeles N Fairfax Ave Santa Monica Blvd −1903 737 Los Angeles S La Brea Ave W Adams Blvd −2466 174 Los Angeles N La Brea Ave Rosewood Ave −2105 535 Los Angeles S La Brea Ave Don Lorenzo Dr −899 1741 Los Angeles Cahuenga Blvd W Mulholland Dr 506 3146 Los Angeles Colfax Ave Weddington St −1357 1283 Orange El Toro Rd Rockfield Blvd −1999 641 Orange E Chapman Ave S Seranado St −1970 670 Orange Santiago Canyon Rd Jamboree Rd −148 2492 Orange W 1st St S Gunther St −2299 341 Orange 1st St N Ross St −164 2476 Orange E 1st St Maple St −301 2339 Orange Westminster Ave Bowen St −2230 410 Orange Superior Ave Ticonderoga St −1642 998 Orange N Euclid St Westminster Ave −2559 81 Orange N Bristol St W Washington Ave −713 1927 Orange W McFadden Ave S Sail St −981 1659 Orange W McFadden Ave S Douglas St −916 1724 Orange W Warner Ave S Van Ness Ave −2206 434 Orange W Ball Rd Euclid St −1484 1156 Orange Harbor Blvd Princeton Dr −1456 1184 Orange Jamboree Rd State Rte 1 −877 1763 Orange Jamboree Rd Bayview Way −1924 716 Orange University Dr Ridgeline Dr −1080 1560 Orange W 1st St Euclid St −1460 1180 Orange 1st St Fairview St −692 1948 Orange E Lincoln Ave N Olive St −2042 598 Orange Culver Dr Barranca Pkwy 56 2696 **County Primary**  **Secondary From**  **To** Orange Michelson Dr Parkside Dr −588 2052 Orange Newport Ave Walnut Ave −2533 107 Orange Brookhurst St Heil Ave −1552 1088 Orange Gilbert St Harle Ave −2506 134 Orange Irvine Blvd Tustin Ranch Rd −7 2633 Orange Chapman Ave Santa Rosalia St −47 2593 Orange Crown Valley Pkwy Via Valle −851 1789 Orange Alicia Pkwy Po Ave −2293 347 Orange Antonio Pkwy Ave Empresa −1109 1531 Orange El Toro Rd Jeronimo Rd −100 2540 Orange Muirlands Blvd Entrados Dr −2583 57 Orange Los Alisos Blvd Via Noveno −507 2133 Orange Live Oak Canyon Rd Hunky Dory Ln −161 2479 Orange Katella Ave Dale Ave −1485 1155 Orange Katella Ave Jean St −2578 62 Orange Katella Ave S Nutwood St −1446 1194 Orange Westminster Ave Newhope St −2612 28 Orange Euclid St Acacia Pkwy −638 2002 Orange Brea Blvd Marion Blvd −1911 729 Orange S Harbor Blvd W Orangewood Ave −1803 837 Orange S Main St E Edinger Ave −2388 252 Orange Fairview St W Mcfadden Ave −1115 1525 Orange N Fairview St Edna Dr −1628 1012 Orange Garden Grove Blvd Harbor Blvd −1945 695 Orange Garden Grove Blvd Court St −1670 970 Orange Garden Grove Blvd Yockey St −563 2077 Orange W Orangethorpe Ave S Brookhurst Rd −2684 −44 Orange Red Hill Ave Warner Ave −903 1737Transportation Safety 

### 43

**County Primary**  **Secondary From**  **To** Orange Santiago Canyon Rd Silverado Canyon Rd 2988 5628 Orange Oso Pkwy Nellie Gail Rd −3802 −1162 Orange E Edinger Ave Orange Ave −347 2293 Orange Yorktown Ave Brookhurst St −263 2377 Orange Talbert Ave Ward St −1424 1216 Orange Slater Ave Magnolia St −23 2617 Orange Bolsa Ave Magnolia St −2588 52 Orange Westminster Ave Seal Beach Blvd −1672 968 Orange W Wilson St Colgate Dr −1826 814 Orange W Oceanfront 22nd St −621 2019 Orange W Balboa Blvd 26th St −988 1652 Orange Magnolia Ave Lincoln Ave −41 2599 Orange N Magnolia Ave W La Palma Ave −115 2525 Riverside Ramona Expy Webster Ave −1950 690 Riverside Ramona Expy Bridge St −2271 369 Riverside Van Buren Blvd Chicago Ave −971 1669 Riverside Van Buren Blvd 56th St −2355 285 Riverside Palm Dr Dillon Rd −1188 1452 Riverside Clay St General Rd −1291 1349 Riverside Jefferson Ave Larchmont Ln −1917 723 Riverside Ramona Expy Rider St 5286 7926 Riverside Cary Rd Ushy 371 3711 6351 Riverside Warren Rd Borel Rd −1375 1265 Riverside Fred Waring Dr Portola Ave −586 2054 Riverside River Rd Bluff St −1394 1246 Riverside W 6th St S Sheridan St −304 2336 Riverside La Sierra Ave Norwood Ave −2795 −155 Riverside Cajalco Expy Seaton Ave −1360 1280 **County Primary**  **Secondary From**  **To** Riverside 3rd St Lime St −1902 738 Riverside Rubidoux Blvd 26th St −623 2017 Riverside Rubidoux Blvd Market St −883 1757 Riverside Van Buren Blvd Suttles Dr −3191 −551 Riverside Van Buren Blvd Washington St −579 2061 Riverside E La Cadena Dr Palmyrita Ave −1832 808 Riverside Chicago Ave 3rd St −397 2243 Riverside Limonite Ave Wineville Ave −2743 −103 Riverside Reche Canyon Rd Woodson Rd −2898 −258 Riverside Goetz Rd Mapes Rd −205 2435 Riverside Arlington Ave Barcelona Way −1035 1605 Riverside Warren Rd Devonshire Ave 2049 4689 Riverside Mission Blvd Opal St −718 1922 Riverside S State St W 7th St −214 2426 Riverside Temescal Canyon Rd Hostettler Rd 381 3021 Riverside E Palm Canyon Dr Smoke Tree Ln −900 1740 Riverside E Palm Canyon Dr S Linden Way −1449 1191 Riverside Mountain View Rd Varner Rd 0 2640 Riverside Bob Hope Dr State Rte 111 0 2640 Riverside Magnolia Ave Merrill Ave 98 2738 Riverside Jefferson St Evans St −813 1827 Riverside Jurupa Ave Chester St −740 1900 San Bernardino N Riverside Ave E Holly St −1369 1271 San Bernardino Valley Blvd Hemlock Ave −1857 783 San Bernardino N Grove Ave E 5th St −1818 822 San Bernardino W Base Line Rd N Maple Ave −1323 1317 San Bernardino W 5th St N E St −2025 615 San Bernardino 5th St Cooley St −2458 182

### 44 Transportation Safety

**County Primary**  **Secondary From**  **To** San Bernardino Main St Maple Ave −3161 −521 San Bernardino Hermosa Ave Placer St −956 1684 San Bernardino Phelan Rd Sheep Creek Rd −898 1742 San Bernardino Ramona Ave Riverside Dr −3011 −371 San Bernardino Riverside Dr 13th St −151 2489 San Bernardino W Valley Blvd S Willow Ave −842 1798 San Bernardino W Merrill Ave S Linden Ave −340 2300 San Bernardino Bear Valley Rd Cypress Ave −6 2634 San Bernardino Bear Valley Rd Shooting Star Dr −165 2475 San Bernardino Amargosa Rd Maricopa Rd −1567 1073 San Bernardino Amargosa Rd Placida Rd −2210 430 San Bernardino Hesperia Rd Terra Linda St −1383 1257 San Bernardino Main St La Verne Ave −2712

− San Bernardino Cedar Ave 13th St −2214 426 San Bernardino Cedar Ave Santa Ana Ave −2976 −336 San Bernardino Bloomington Ave Vine St −740 1900 Ventura W Channel Islands Blvd S N St −1806 834 Ventura N Rose Ave Cesar Chavez Dr −2722 −82 Ventura Saviers Rd E Elm St −2308 332 Ventura W Potrero Rd White Stallion Rd −2566 74 Ventura Moorpark Rd E Wilbur Rd −1135 1505 Ventura Telegraph Rd College Dr −1600 1040 Ventura E Gonzales Rd Entrada Dr −969 1671 Ventura S Ventura Rd E Bay Blvd −2071 569 Ventura S Ventura Rd W Hemlock St −491 2149818 West 7th Street, 12th Floor Los Angeles, CA 90017 Phone: (213) 236-1800 Fax: (213) 236-1825 www.scag.ca.gov

please recycle 2347 2012.04.09