HomeMy WebLinkAboutItem No. 19 - Local Road Safety Plan19)Local Road Safety Plan
Approve and adopt the Local Roadway Safety Plan.
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REPORT TO CITY COUNCIL
To:Honorable Mayor and Members of the City Council
From:Jason Simpson, City Manager
Prepared by:Remon Habib, City Engineer
Date:February 27, 2024
Subject:Local Road Safety Plan
Recommendation
Approve and adopt the Local Roadway Safety Plan.
Background
A Local Road Safety Plan (LRSP) creates a framework to systematically identify and analyze
roadway safety problems and recommend safety improvements accordingly. An LRSP offers
collaborative and proactive approach towards addressing roadway safety needs and
demonstrates agency responsiveness towards safety challenges. Federally funded grants such
as Highway Safety Improvement Program (HSIP) have made it a requirement for all state, county,
and local agencies to adopt an LRSP to be eligible to receive grant funds.
On June 13, 2023, City Council has authorized Fehr & Peers to prepare the City’s LRSP.
Discussion
The LRSP is the second comprehensive safety plan developed by the City; the first completed in
2019. The LRSP proactively identifies and evaluates hot spots and system risk factors throughout
the City and identifies proven countermeasures that can be implemented through roadway design
changes and partnerships with stakeholders. LRSP applies a Safe System approach, an
international best practice framework. This LRSP builds on the City’s prior roadway safety efforts
and will serve as a resource for the City when it applies for future safety infrastructure funding.
The Local Highway Safety Improvement Program (HSIP) distributed through the California
Department of Transportation (Caltrans) and the Safe Streets and Roads for All (SS4A)
implementation grant program distributed through the Federal Highway Administration (FHWA)
both require a recently completed LRSP to be eligible for grant funding.
Local Road Safety Plan
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The collision analysis presented in the LRSP examines injury collisions acquired from the
Transportation Injury Mapping Systems (TIMS) from 2018 through 2022. Collision data was paired
with geographic roadway and other contextual data to develop collision profiles. By merging
roadway and intersection features with collision data, relationships can be uncovered between
contextual factors and the risk of frequent and severe collisions. The process for developing the
LRSP took equity into consideration through data analysis, stakeholder engagement, selection of
priority locations and projects, and recommendations for implementation of programs and
evaluation. The City received valuable input from multidisciplinary group (i.e., safety task force)
on roadway safety concerns, priority locations, collision trends, and partnership opportunities.
Fiscal Impact
No additional funding is needed at this time.
Attachments
Attachment 1 - Local Road Safety Plan
City of Lake Elsinore
Local Road Safety Plan
2024
Prepared By:
Statement of Protection of Data from Discovery and Admissions
This study applies a systemic safety approach that identifies certain features on particular roadways that are correlated with specific collision types
and frequencies. This broad approach is necessitated by the inherent nature of covering an entire agency’s facilities in one study and the limited
scope/budget available to prepare Local Road Safety Plans. Limited time is available to perform field observations throughout the study area to
contextualize the data, and therefore, it is beyond the scope of work to perform in-depth “hot spot” evaluations at all locations.
Section 148 of Title 23, United States Code
REPORTS DISCOVERY AND ADMISSION INTO EVIDENCE OF CERTAIN REPORTS, SURVEYS, AND INFORMATION —
Notwithstanding any other provisions of law, reports, surveys, schedules, lists, or data compiled or collected for any purpose
relating to this section, 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 the location identified or addressed in
the reports, surveys, schedules, lists, or other data.
Acknowledgments
The 2024 City of Lake Elsinore Local Road Safety Plan was developed through a task force consisting of staff from the City Public Works
Department, partner public agencies, and local stakeholders. Fehr & Peers assisted the City of Lake Elsinore in preparing the plan. This report is
dedicated to the more than 100 people who lost their lives on roadways within the City of Lake Elsinore over the past seven years. Their loss
reminds us that every life is precious and inspires us all to continue our efforts toward the vision of zero traffic deaths.
Task Force Members
Lonny Olson
CAL FIRE – Riverside County Fire
Department
Traci Williams
CAL FIRE – Riverside County Fire
Department
Scott Wetherholt
CAL FIRE – Riverside County Fire
Department
Captain Jim Rayls
Riverside County Sheriff’s Office
Sergeant Brad Foster
Riverside County Sheriff’s Office
Mauricio Alvarez
Riverside Transit Agency
Chris Tzeng
Western Riverside Council of Governments
City of Lake Elsinore Project Management
Remon Habib
City Engineer
Bradley Brophy
Traffic Engineer
Fransico Diaz
Public Works Superintendent
Rick de Santiago
Public Works Manager
Daniel Saavedra
Public Works Supervisor Streets Division
Nicole McCalmont
CIP Specialist
Fehr & Peers Team
Steve Brown, PE, RSP1
Diwu Zhou, PE, RSP1
Raymond Poss, EIT
Sean Reseigh
Maria Nguyen
Glossary
AB Assembly Bill
ADA American with Disabilities Act
AHSC Affordable Housing and Sustainable
Communities
ATP Active Transportation Program
AWSC All Way Stop Control
AV Autonomous Vehicles
B/C Benefit/Cost
BIL Bipartisan Infrastructure Law
BTA Bicycle Transportation Account
BUILD Better Utilizing Investments to
Leverage Development
CA California
CAL FIRE California Department of Forestry
and Fire Protection
Caltrans California Department of
Transportation
CEQA California Environmental Quality Act
CIP Capital Improvement Program
CRF Crash Reduction Factor
DUI Driving Under the Influence
EIT Engineer-In-Training
FHWA Federal Highway Administration
HSIP Highway Safety Improvement
Program
IIJA Infrastructure Investment and Jobs Act
ITE Institute of Transportation Engineers
ITS Intelligent Transportation System
KSI Killed or Severely Injured
LED Light-emitting Diode
LPI Leading Pedestrian Interval
LPP Local Partnership Program
LRSM Local Road Safety Manual
LRSP Local Road Safety Plan
LSRP Local Streets and Roads Program
LTF Local Transportation Funds
MUTCD Manual of Uniform Traffic Control
Devices
NHTSA National Highway Traffic Safety
Administration
OTS Office of Traffic Safety
PDO Property Damage Only
PE Professional Engineer
PHB Pedestrian Hybrid Beacon
RAISE Rebuilding American Infrastructure
with Sustainability and Equity
RSP Roadway Safety Professional
RRFB Rectangular Rapid Flashing Beacon
RTA Riverside Transit Agency
RTP Regional Transportation Plan
SB Senate Bill
SCAG Southern California Association of
Governments
SHSP Strategic Highway Safety Plan
SRTS Safe Routes to School
SS4A Safe Streets and Roads for All
SWITRS Statewide Integrated Traffic
Records System
TAP Transportation Alternatives Program
TCC Transformative Climate Communities
TDA Transportation Development Act
TIGER Transportation Investment
Generating Economic Recovery
TIMS Transportation Injury Mapping
System
TNC Transportation Networking Company
USDOT United States Department of
Transportation
WRCOG Western Riverside Council of
Governments
V2I Vehicle-to-Infrastructure
Table of Contents
Chapter 1 - Introduction ............................................................................................................... 1
Chapter 2 – Visions & Priorities ................................................................................................... 9
Chapter 3 – Task Force ................................................................................................................ 11
Chapter 4 – Existing Safety Efforts ............................................................................................ 15
Chapter 5 – Safety Analysis ........................................................................................................ 23
Chapter 6 – Countermeasure Toolbox ...................................................................................... 41
Chapter 7 – Systemic Trends and Countermeasures ............................................................... 71
Chapter 8 – Implementation and Evaluation ............................................................................ 85
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Lake Elsinore Local Road Safety Plan Introduction 1
Chapter 1 - Introduction
The City of Lake Elsinore is committed to prioritizing safety and eliminating traffic related deaths and serious injuries on City-
maintained roadways. This Local Road Safety Plan (LRSP) proactively identifies and evaluates hot spots and systemic risk factors
throughout the City of Lake Elsinore and identifies proven countermeasures that can be implemented through roadway design
changes and partnerships with stakeholders. This plan applies a Safe System approach, an international best practice framework that
provides the foundation for this LRSP.
Local Road Safety Plan Background
A Local Road Safety Plan is a means for providing the City of Lake Elsinore with an opportunity to address targeted roadway safety
needs while contributing to the success of the California Strategic Highway Safety Plan and statewide safety goals. The process of
preparing an LRSP creates a framework to systemically identify and analyze safety problems and recommend safety improvements.
Preparing an LRSP facilitates the development of local agency partnerships and collaboration, resulting in a prioritized list of
improvements and actions that can demonstrate a defined need and contribute to the statewide plan. The LRSP is a proactive
approach to addressing safety needs and demonstrates City of Lake Elsinore’s responsiveness to safety challenges.
This will be the second comprehensive safety plan for the City of Lake Elsinore; the first was completed in 2019. This LRSP builds on the
City's prior roadway safety efforts and will serve as a resource for the City when it applies for future safety infrastructure funding. The
Local Highway Safety Improvement Program (HSIP) distributed through the California Department of Transportation (Caltrans) and the
Safe Streets and Roads for All (SS4A) grant program requires an action plan, such as a LRSP, to be eligible for Implementation Grant
funding. This LRSP satisfies the requirements outlined in the SS4A Self-Certification Eligibility Worksheet.
What is the Safe System approach?
The Safe System approach aims to eliminate fatal and serious injuries for all road users by reducing impacts on the human body and
accommodating human mistakes. Embedded in this approach is an effort to address every aspect of crash risks through the five
elements of the Safe System and promoting a holistic approach to safety across the entire roadway system. Each day, people are killed
and seriously injured on our roads. Crashes can irreversibly change the course of human lives, touching victims, their families and
loved ones, and society as a whole. A Safe System acknowledges the vulnerability of the human body—in terms of the amount of
kinetic energy transfer a body can withstand—when designing and operating a transportation network to minimize serious
consequences of crashes. According to the World Health Organization, the goal of a Safe System is to ensure that if crashes occur,
they “do not result in serious human injury.”1
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The Safe System approach is founded on the
principle that people make mistakes, and that
the road system should be adapted to
anticipate and accommodate human mistakes
and the physiological and psychological
limitations of humans.2 Countries that have
adopted the Safe System approach have had
significant success reducing highway fatalities,
with reductions in fatalities between 50 and
70%.3
The Institute of Transportation Engineers (ITE)
and the Road to Zero Coalition’s Safe Systems
Explanation and Framework articulate that to
anticipate human mistakes, a Safe System
seeks to:
• Separate users in a physical space
(e.g., sidewalks, dedicated bicycle
facilities);
• Separate users in time (e.g., pedestrian
scramble, dedicated turn phases);
• Alert users to potential hazards; and
• Accommodate human injury tolerance
through interventions that reduce
speed or impact force.
Creating a Safe System means shifting a major
share of the responsibility from road users to
those who design the road transport system.
“Individual road users have the responsibility
to abide by laws and regulations”4 and do so
by exhibiting due care and proper behavior on
Lake Elsinore Local Road Safety Plan Introduction 3
the transportation system. While road users are responsible for their own behavior, this is a shared
responsibility with those who design, operate, and maintain the transportation network: including the
automotive industry, law enforcement, elected officials, and government bodies.5 In a Safe System,
roadway system designers and operators take on the highest level of ethical responsibility.
The Safe System approach is the foundation for the National Safety Strategy released by the United
States Department of Transportation (USDOT) in 2022. The new federal Safe Streets and Roads for All
(SS4A) grant program takes steps to formalize the Safe System approach in local safety planning
documents through its Comprehensive Safety Action Plan requirements. The Safe System approach is
also the foundation for the Caltrans Strategic Highway Safety Plan (SHSP), and the California
Department of Transportation (Caltrans) has adopted a Vision Zero goal for California.
The Safe System approach addresses the five elements of a safe transportation system – safe road users,
safe vehicles, safe speeds, safe roads, and post-crash care – in an integrated manner, through a wide
range of interventions.
Safe Roads
Prioritize roadway design changes throughout the City of Lake Elsinore that address the factors
contributing to severe injury and fatal collisions, including improvements that separate modes in time
and space, and reduce severity if collisions do occur.
Safe Road Users
Focus on human vulnerability when planning and implementing street safety strategies, with an
emphasis on people who travel by foot, bicycle or wheelchair, children, and seniors. Prioritize equitable
strategies that will best serve the community. Identify funding opportunities to support local law
enforcement efforts and establish metrics for tracking success.
Safe Speeds
Use a multidisciplinary approach - roadway design, policy, education, and enforcement strategies - that
induces drivers to travel at safe speeds that will reduce injuries even when human error inevitably leads
to collisions.
Safe Vehicles
Proactively plan for a connected and autonomous vehicle fleet, accounting for related safety
considerations, prioritizing investments in advanced signal infrastructure and other ITS projects.
ITE Safe System Framework: Focus on Safe Speeds
The ITE Safe System
framework provides
important context for the
focus on safe speeds
within a Safe System
approach. For vulnerable
users speed is a
determining factor in
survivability – a human’s
chance of surviving being
struck by a vehicle
increases from 20% at 40
miles per hour to 60% at
30 miles per hour to 90%
at 20 miles per hour.
Reducing speed in the
presence of vulnerable
users is a key Safe System
strategy. Approaches
include:
- Physical roadway designs
(width, horizontal
alignment) to limit free
flow speeds,
- Traffic calming
treatments that induce
slower speeds,
- Traffic signal timing that
minimizes high speed flow,
- Traditional or automated
enforcement that
discourages speeding.
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Post-Crash Care
Partner with law enforcement and emergency response to identify strategic investments in areas such as collision response, collision
site assessment, and collision reporting and database management practices.
What is Vision Zero?
Vision Zero strives to eliminate traffic fatalities and severe injuries, while increasing safe, healthy, equitable mobility for all. First
implemented in Sweden in the 1990s, Vision Zero has proved successful across Europe — and now it’s gaining momentum in major
American cities.
Vision Zero is a significant departure from the status quo in two major ways:
• Vision Zero recognizes that people will sometimes make mistakes, so the road system and related policies should be designed
to ensure those inevitable mistakes do not result in severe injuries or fatalities.
• Vision Zero is a multidisciplinary approach, bringing together diverse and necessary stakeholders to address this complex
problem.
Vision Zero is a key component of implementing the Safe System approach. This plan includes a Vision Zero aspiration and a timeline
for achieving that aspiration, which aligns with the recently adopted Caltrans 2050 Vision Zero goal.
About Lake Elsinore
The City of Lake Elsinore is home to approximately 72,000 people and is located within Riverside County, California. Lake Elsinore’s
population is 60 percent Hispanic, 26 percent non-Hispanic white, 3 percent Black, 7 percent Asian, and 4 percent Other6. 42 percent of
residents speak a language other than English at home.7
Approximately 13 percent of Lake Elsinore residents are living in poverty, and approximately 6 percent live with a disability. About 92
percent of workers in Lake Elsinore commute to work via car, about 1 percent walk, and less than 1 percent take public transportation.7
Two of the census tracts within Lake Elsinore fall within the State of California’s definition of Disadvantaged Communities, based on
health, economic and environmental factors.8 11 of the census tracts within Lake Elsinore fall within the Federal Government’s
definition of Disadvantaged Communities.9 Many of these areas often experience disproportionate burden in roadway safety
outcomes.
Lake Elsinore Local Road Safety Plan Introduction 5
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Endnotes:
1. World Health Organization (2011). Decade of Action for Road Safety 2011-2020. Retrieved from https://www.who.int/
roadsafety/decade_of_ action/plan/plan_en.pdf, p. 9.
2. Belin, M.-Å., Tillgren, P., & Vedung, E. (2012). Vision Zero - a road safety policy innovation. International Journal of Injury
Control and Safety Promotion, 19, 171-179.
3. World Resources Institute (2018). Sustainable and Safe: A Vision and Guidance for Zero Road Deaths. Retrieved from
https://www.wri.org/publication/ sustainable-and-safe-vision-and-guidance-zeroroad-deaths.
4. World Health Organization (2011). Decade of Action for Road Safety 2011-2020. Retrieved from https://www.who.int/
roadsafety/decade_of_ action/plan/plan_en.pdf, p. 9.
5. World Health Organization (2011). Decade of Action for Road Safety 2011-2020. Retrieved from https://www.who.int/
roadsafety/decade_of_ action/plan/plan_en.pdf.
6. United States Census Bureau. 2022: American Community Survey 1-Year Estimate Data Profile of Lake Elsinore. Retrieved from
https://data.census.gov/table?g=160XX00US0639486&tid=ACSDP1Y2022.DP05.
7. United States Census Bureau. American Community Survey 2020 Profile of Lake Elsinore. Retrieved from
https://datausa.io/profile/geo/lake-elsinore-ca.
8. California Office of Environmental Health Hazard Assessment. CalEnviroScreen 4.0 Maps. Retrieved from
https://oehha.ca.gov/calenviroscreen/maps-data.
9. United States Department of Transportation. Justice 40 November 2022 Version 1.0. Retrieved from
https://www.arcgis.com/apps/mapviewer/index.html?webmap=e9fe6175efb74613bfd5d4b33b3fa476.
Lake Elsinore Local Road Safety Plan Introduction 7
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9 Lake Elsinore Local Road Safety Plan Task Force Chapter 2 – Visions & Priorities
Guiding Principles
1. Prioritize traffic safety programs and infrastructure investments at locations with high collision rates and severity.
2. Consistent with the Safe System Approach, foster a citywide culture of safety where all road users have a shared responsibility
to exhibit due care and proper behavior on the roadway system.
3. Incorporate equity and considerations of accessibility in decision-making, with a focus on investment in underserved
communities and reducing disparities in roadway safety outcomes.
4. Partner with a multi-disciplinary group, including emergency response, law enforcement, public health officials, education
institutions, local businesses, and community members to achieve roadway safety goals.
City of Lake Elsinore’s Vision Statement
The City of Lake Elsinore will work, in collaboration with multi-disciplinary partners, to create a safe multimodal
transportation system for people of all ages, abilities, and backgrounds.
Vision Zero Aspiration
The City of Lake Elsinore is striving towards zero traffic fatalities and serious injuries on our roadways by 2050.
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11 Lake Elsinore Local Road Safety Plan Task Force Chapter 3 – Task Force
The City of Lake Elsinore received valuable input from a multidisciplinary
stakeholder group (i.e., safety task force) on roadway safety concerns, priority
locations, collision trends, and partnership opportunities. The safety task was
responsible for the plan's development and will oversee implementation and
monitoring.
City of Lake Elsinore Public Works
The Lake Elsinore Public Works Department provides a broad base of services
through its six divisions: Administration, Streets, Parks and Streetscape, Lake
Operations, Facilities, and Fleet. The Public Works Department is involved in the
planning, funding, and delivery of safety projects. The Public Works Department is
leading the development of this LRSP and will be the primary advocate for its
successful implementation.
Riverside County Fire Department
The Riverside County Fire Department is a leader in fire protection and emergency
services that are essential to the Post-Crash Care Element of the Safe System
approach. Emergency response is a key factor in the survivability of victims involved
in severe collisions, making the Riverside County Fire Department a key stakeholder
in the implementation of LRSP goals.
Riverside County Sheriff’s Office
Sworn officers provide valuable input on trends they observe on the roads and are
important partners in focusing enforcement resources on behaviors that are most
closely associated with injuries and fatalities. The Riverside County Sheriff’s Office is
responsible for traffic law enforcement on roadways in Lake Elsinore. The Sheriff’s
Office was a key partner in prior safety efforts in the City, which include the focused
evaluation of the Railroad Canyon Road corridor. The Riverside County Sheriff’s
Office operates the Homeless Outreach Team, which assists the community with
Equity Considerations
Equity is an important component of analyzing
and improving roadway safety through the Safe
System approach. Low-income communities and
communities of color have experienced decades
of disinvestment in transportation infrastructure,
resulting in inequitable roadway safety outcomes
and disproportionate burden from enforcement.
Vulnerability to injury on the roadway varies from
person to person, and is influenced by travel
mode, age, ability and location.
The process for developing the LRSP took equity
into consideration through data analysis,
stakeholder engagement, selection of priority
locations and projects, and recommendations for
implementation of programs and evaluation. The
following items are documented in this plan:
- Inclusive and representative engagement with
community representatives and people
experiencing homelessness.
- The identification of Disadvantaged
Communities and assessment of collision rates
based on race/ethnicity, age, and gender through
data.
- The identification of proposed engineering
projects and strategies within Disadvantaged
Communities.
- Recommendations tied with non-engineering
strategies to ensure equitable community
engagement and enforcement activities.
- Evaluation metrics include recommendations for
reporting demographics related to collisions.
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issues related to homelessness through education and outreach. The Sheriff’s Office also
conducts outreach to local schools in Lake Elsinore to provide education on traffic safety.
Riverside Transit Agency
The Riverside Transit Agency provides local and regional transit services throughout
Riverside County. The Riverside Transit Agency is committed to providing transit service
that is accessible for all and riders can report accessibility comments on their website. There
are currently three bus routes that service the City of Lake Elsinore. Most transit users walk
or bike to stations, representing vulnerable users on the Lake Elsinore roadway network.
Western Riverside Council of Governments
The Western Riverside Council of Governments (WRCOG) is a regional collective of 18 cities
including the City of Lake Elsinore, the Riverside County Board of Supervisors, and the
regional Municipal Water Districts. WRCOG strengthens intra-governmental cooperation,
collaboration, and communication between its member agencies and seeks to elevate the
quality of life throughout the subregion. WRCOG operates a regional traffic fee program
that is used to fund transportation improvements.
Public Engagement
Local residents, business and community
groups were invited to collaborate on the
LRSP through a series of outreach and
engagement events.
In November 2023, local residents were
invited to attend a public meeting at the
Lake Elsinore Cultural Center to discuss
proposed improvements at the I-15/SR-
74 interchange. This public meeting
represents one of many that will be held
for capital improvement and safety
projects that require coordination with
Caltrans.
In December 2023 and January 2024,
subsequent engagement events were
held jointly with the General Plan update.
The purpose of these engagement events
were to solicit feedback on transportation
network gap closures, transportation
safety policies and goals, and
amendments to the City of Lake
Elsinore’s Complete Streets vision.
Feedback from the outreach and
engagement events included the
identification of transportation network
deficiencies, and many of those locations
coincided with the Safety Focus Area
identified in the LRSP. The Task Force
also collaborated with community
members to identify locally preferred
engineering and non-engineering
countermeasures.
Public Engagement Meeting at Lake Elsinore Cultural Center.
13 Lake Elsinore Local Road Safety Plan Task Force Stakeholder Meetings
The stakeholder group met in October and December 2023, to discuss the City’s vision for
roadway safety, collision analysis results, and safety countermeasures. The stakeholder
meetings included representatives from multiple divisions of the Lake Elsinore Public Works
Department, the Riverside County Fire Department, the Riverside County Sheriff’s Office,
Riverside Transit Agency, and WRCOG. Meeting topics included an interactive survey of
plan priorities, discussion of data analysis results, and stakeholder feedback on proposed
safety enhancements.
Feedback from stakeholders and community members were incorporated into the
development of this plan, as well as the identification of priority projects within each
collision profile.
Street-Based Outreach
Meeting people where they are is a principle that guides street-based outreach; the people
who uses the transportation facilities on a daily basis are experts in their own right. In
December 2023, members of the task force conducted field visits to observe existing
conditions and traffic patterns at high priority locations throughout the City. These field
visits included discussion with local business owners and unhoused community members,
regarding their traffic safety concerns near the high priority locations.
Pedestrian crossing at signalized intersection on
Riverside Dr (SR-74). Street-Based Outreach near Transit Stations along SR-74.
Walk Audit in Downtown Lake Elsinore.
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15 Lake Elsinore Local Road Safety Plan Existing Safety Efforts Chapter 4 – Existing Safety Efforts
The City of Lake Elsinore has made investments in roadway safety through project and program implementation,
traffic education and enforcement, pursuing funding through grant applications, roadway maintenance, and
adoption of planning documents that identify transportation safety priorities and future projects. Planning
documents that have specific safety-related goals, policies, projects, and recommendations were reviewed to set the
foundation for this LRSP. This summary organizes the City’s existing roadway safety efforts into the five categories of
a Safe System, as defined by FHWA: safe roads, safe road users, safe speeds, safe vehicles, and post-crash care.
The planning documents reviewed include:
• Active LE (Active Transportation Plan), 2019.
• Lake Elsinore Capital Improvement Program, Fiscal Year 2023 to 2028, adopted in 2022.
• Lake Elsinore General Plan, adopted in 2011, and General Plan Update, currently in progress.
• Lake Elsinore Municipal Code, last updated in June 2023.
• Lake Elsinore Specific Plans (22 total, including the Downtown Elsinore Specific Plan), prepared in various
years.
• Railroad Canyon Road LRSP, 2022.
• Riverside Transit Agency, Short Range Transit Plan, Fiscal Year 2024 to 2026, created in 2023.
• Riverside Transit Agency, First and Last Mile Mobility Plan, 2017.
• Systemic Safety Analysis Report, 2019.
• Western Riverside County Active Transportation Plan, 2018.
Safe Roads
The Safe Roads Element of the Safe System Approach includes the physical design or improvement of roadways, the
separation of users in time and space, and enhancements that accommodate human mistakes and injury tolerance
levels. This subsection highlights a few of the City’s completed and planned projects with a focus on safety
enhancements.
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Completed or Planned Improvements (As of October 2023)
The City has a Capital Improvement Program (CIP) that is responsible for the development, design, funding, and
construction of the City’s capital or physical assets (streets, gutters, sidewalks, traffic signals, etc.) The City has
completed multiple CIP projects and has more planned, in the design stage, or currently under construction. The
improvements documented below contribute to roadway safety and are included in the City’s CIP.
Pavement Rehabilitation: The City has rehabilitated the pavement for Summerhill Drive, Auto Center Drive, Collier
Avenue, Minthorn Street, La Laguna Tract Local Streets, and Sprong Street. The City plans to provide pavement
rehabilitation for residential tracts adjacent to Mountain Street and Broadway Avenue.
Sidewalks and Curb Ramps: The City has implemented ADA compliant improvements (sidewalks, curb ramps, curbs,
and gutters) on Spring Street. The City is currently implementing ADA-compliant improvements along Sumner
Avenue, Chestnut Street, Lakeshore Drive, and other locations throughout the Downtown area. The City also plans to
provide ADA compliant improvements to Main Street.
Pedestrian Crossing Improvements: The City plans to implement pedestrian safety improvements (Decorative
pavement, stamped colored concrete, and paver or brick inlays) along Main Street. Solar-Powered Rectangular Rapid
Flashing Beacon (RRFB) systems and pedestrian countdown heads will be installed at various locations throughout
the City using funding from the Highway Safety Improvement Program (HSIP) Cycle 9.
Intersection Modifications: All-way stops were recently installed at the intersections of Nichols Road and Terra
Cotta Road, and Dexter Avenue and 3rd Street. Traffic signals will be installed at the intersections of Gunnerson Street
and Riverside Drive, Camino del Norte and Main Street, and the I-15 and Main Street interchange ramp terminal
intersections. Advanced dilemma zone detection and protected left turns will be installed at various locations
throughout the City using funding HSIP Cycle 9.
Roadway Improvements: There are numerous roadway improvements and new roadways planned throughout the
City. Although not specified in the CIP, along Railroad Canyon Road, high friction pavement and higher visibility
chevron signs were recently installed on curved roadway segments as a result of the Railroad Canyon Road LRSP.
17 Lake Elsinore Local Road Safety Plan Existing Safety Efforts Adopted Plans
Safety Plans: The City’s Systemic Safety Analysis Report and subsequent focused study on the Railroad Canyon Road
corridor are predecessors to this Citywide Local Road Safety Plan. These plans were used to identify corridors and
intersections with high collision rates, provided engineering and non-engineering countermeasures, and were used
to apply for HSIP grant funding.
Active LE: Active LE is the City’s Active Transportation Plan. The plan lays the foundation for improving mobility for
all modes of travel, specifically pedestrians and bicyclists, within the City of Lake Elsinore. The plan identifies ways to
improve connectivity and safety for all users of the transportation network and is inclusive of age and ability.
General Plan and Specific Plans: The City’s General Plan and Specific Plans in areas throughout the City establishes
design standards for streets and cross-sections along local roadways. The Mobility/Circulation Elements in each plan
often provide multimodal recommendations, safety and lighting requirements, and other development standards.
Riverside Transit Agency Plans: Infrastructure deficiencies at select bus stations and recommendations
documented in the Riverside Transit Agency’s First and Last Mile Mobility Plan. Recommendations included
pedestrian and bicycle network gap closures, crossing enhancements, and lighting.
Grant Funded Projects
HSIP Grant Funding: The City received HSIP Grant Funding in Cycle 9 and 11. The funds will be used to implement
flashing beacon systems at existing pedestrian crossings, advanced dilemma zone detection, and protected left turns
at various locations throughout the City.
Maintenance Programs
Maintenance & Operations Division: This division is part of the City’s Public Works Department and oversees the
operation and maintenance of roads, sidewalks, traffic signals, street lighting, street signs, etc. The division
implements the following programs:
• Standby Program – This program ensures that Public Works Staff are available to address after hour
emergencies. Employees are required to respond to an emergency within one hour.
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• Streetlight Inspections – Regular streetlight inspections are
conducted throughout the City to identify street lights that
are not functioning.
• Curb, Gutter, and Sidewalk Repair Program – The purpose of
this program is to repair the City’s inventory of curb, gutter,
and sidewalk. The program’s goal is to eliminate hazardous
conditions and minimize the possibility of injury to residents
due to cracks or tripping hazards.
• Pavement Striping and Marking Program – This program
consists of repainting existing crosswalks, legends,
centerline, and other striping and markings on asphalt
pavement. Currently all striping and markings are painted
once per year in fall.
• Crack Seal Program – The purpose of this program is to seal
cracks in asphalt pavement to prevent the intrusion of water,
which leads to road failure.
• Dirt Road Paving Program – The purpose of this program is
to reduce the remaining dirt roads within the city and reduce
mud debris that flows along roadways due to inclement
weather and eliminate potential hazards that can damage
vehicles driving on dirt roads.
Alert LE: The City of Lake Elsinore is accepting non-emergency
requests and reports through the Alert LE mobile application and
web tool. Requests and reports cover a wide range of topics,
such as traffic signals repairs, guardrail and curb damage, and
sidewalk issues, and are routed to the relevant department. Alert LE mobile application reporting system.
19 Lake Elsinore Local Road Safety Plan Existing Safety Efforts Safe Road Users
The Safe Road Users element of the Safe System Approach addresses safety from a behavioral perspective by
focusing on education, engagement, and enforcement.
Education & Engagement
There are several ongoing educational efforts, such as the traffic safety education programs led by the Riverside
County Sheriff's Department and coordination between City departments and school districts to identify safety
needs. Targeted traffic safety educational campaigns are present at all schools with a focus at high schools on young
drivers. Other educational campaign target driving under the influence (i.e., “Know Your Limit”), distracted driving,
motorcycle safety, and traffic violations.
Engagement with the community is also performed during the development of planning efforts such as Active LE. An
objective of the Active LE was to share information with community members regarding how active transportation
infrastructure promotes a healthy community and benefits the local economy. One way the City plans to accomplish
this objective is by pairing the installation of new facilities with educational programs for motorists, bicyclists, and
pedestrians.
Enforcement
The City’s Traffic Bureau conducts various enforcement details including school zones, traffic complaints, and special
events. The Traffic Bureau participates in several grants through the California Office of Traffic Safety including the
"Click It or Ticket" Seatbelt Enforcement Program and DUI Awareness and Enforcement. The Traffic Bureau’s primary
focus is to enhance traffic safety through partnering with the community to solve traffic problems and through the
enforcement of traffic safety laws.
Safe Speeds
The Safe Speeds element of the Safe Systems Approach focuses on infrastructure and policy changes that specifically
target speed as a major factor in collisions and collision severity.
20
Speed is a major concern for active transportation safety in Lake Elsinore and was highlighted in both the Systemic
Safety Analysis Report and Railroad Canyon Road LRSP. The City collects speed data and performs a speed limit
review regularly, most recently completed in 2022.
The City has a traffic calming program with design guidelines for bulb-outs, narrow lanes, traffic circles, speed
awareness signs, and increased speed enforcement. The City installed speed radar signs on Railroad Canyon Road
and recently installed more throughout the City paired with traffic calming measures.
Safe Vehicles
The Safe Vehicles Element calls for vehicles to be designed and regulated to minimize the occurrence and severity of
collisions using safety measures that incorporate the latest technology. At the federal level, the safety of motor
vehicles and related equipment and technology is regulated by the National Highway Traffic Safety Administration
(NHTSA). Vehicle safety features, such as seat belts and airbags, were mandated in 1968 and 1998, respectively, and
more recently in 2018, all new light-weight vehicles in the United States are required to come equipped with backup
cameras.
Some on-board vehicle technologies require investments in public infrastructure in order to function properly. For
example, lane departure warning technology that is becoming increasingly common on newer vehicles requires
regular maintenance of roadway striping and the use of highly retroreflective materials to maximize effectiveness.
Emerging Vehicle-to-Infrastructure (V2I) technologies, referring to a wireless exchange of data between vehicles and
roadway infrastructure, will likely require integration with existing infrastructure systems. Lake Elsinore has made
significant investments in roadway maintenance and in updating traffic signal detection systems, providing a strong
foundation in support of safe vehicles.
The Safe Vehicles element also includes policies to encourage or regulate vehicle size, as larger vehicles are more
likely to cause severe injuries during a collision. In Lake Elsinore, the City’s Municipal Code provides weight, parking,
and routing restrictions for commercial vehicles on local roads.
Post-Crash Care
While much of the Safe System Approach centers on collision prevention, the Post-Crash Care Element focuses on
reducing fatalities or life-changing complications when collisions do occur. Within road design, Post-Crash Care
21 Lake Elsinore Local Road Safety Plan Existing Safety Efforts involves the balance of prioritizing access for active transportation modes while considering emergency vehicle
access needs.
The City’s Traffic Bureau provides an Accident Investigation Team. These officers are subject to call 24/7 and respond
to all major injury and fatal traffic accidents in the City. The officers have been through specialized schooling and on-
the-job training to investigate and complete a highly detailed report and if needed reconstruction of the collision.
The Riverside County Fire Department recently worked with the City of Lake Elsinore to install emergency vehicle
detection at a number of traffic signals to improve emergency response times and to reduce conflicts with
emergency vehicles at intersections.
22 5
23 Lake Elsinore Local Road Safety Plan Safety Analysis Chapter 5 – Safety Analysis
This section summarizes the collision analysis for local roadways in the City of Lake Elsinore. Collisions on
Interstate 15 are not included in the analysis unless they occurred at the ramp terminal intersections that
provide access to local roads.
This analysis identified several collision trends and risk factors in the City of Lake Elsinore, including:
• The total number of collisions generally increased between 2018 and 2021, except for 2022.
• People walking and biking are involved in 9 percent of all collisions but are disproportionally
involved in 19 percent of all killed and severe injury (KSI) collisions, most of which occurred at night.
• Motorcyclists are particularly over-represented in KSI collisions, as they are involved in 8 percent of
all collisions but 24 percent of all KSI collisions.
• The most common collision type was Broadside (i.e., T-bone), representing one in three collisions and
one in four KSI collisions.
• The most common primary collision
factor was Unsafe Speed, playing a role
in 30 percent of all collisions and 22
percent of KSI collisions.
• One in three KSI collisions involved
driving or bicycling under the influence.
• Despite making up less than fifty
percent of roadways, over two thirds of
collisions occurred on roadways with
posted speeds of 40 miles per hour or
greater.
• Most collisions occur at intersections.
• Collisions occur disproportionately
within or near Disadvantaged
Communities.
Killed of Severely Injured (KSI)
Severe injuries resulting
from a traffic collision can
result in a number of
catastrophic impacts,
including permanent
disability, lost productivity
and wages, and ongoing
healthcare costs.
Throughout this plan, the
acronym KSI is used to
denote collisions where
someone was killed or
severely injured.
Comparison with Neighboring Cities
According to the California Office of Traffic Safety (OTS) 2020
statewide data, the City of Lake Elsinore ranks 45th out of
106 for total number traffic fatalities and injuries among
California cities with a population between 50,001 – 100,000
people (a rank of 1 is the worst).
Compared with neighboring cities, Lake Elsinore ranks 3rd in
total fatal and injury victims per capita on local roadways.
City Fatal & Injury Victims per Capita Rank
City of Perris .0052 1
City of Temecula .0036 2
City of Lake Elsinore .0030 3
City of Menifee .0026 4
City of Murrieta .0022 5
City of Wildomar .0012 6
24
Collision Data Overview
The collision analysis examines injury collisions acquired from the Transportation Injury Mapping System (TIMS) from 2018 through
2022. Collisions resulting in property-damage-only (PDO) are not included in the analysis. Collision databases have been found to have
certain reporting biases, including:
• Collisions involving people walking, bicycling, or on motorcycles are less likely to be reported than collisions only involving
people driving;
• Younger people are less likely to report collisions; and
• Alcohol-involved collisions may be under-reported.
Race, income, immigration status, and English proficiency may also impact reporting, but there is limited research on these factors.
Contextual Data Overview
To better understand systemic collision patterns in the City of Lake Elsinore, several contextual factors were analyzed in conjunction
with collision characteristics. By merging roadway and intersection features with collision data, relationships can be uncovered
between contextual factors and the risk of frequent and severe collisions. The proximity to each contextual factor varied based on its
area of influence (e.g., a school has a much larger area of influence than a bus stop).
Data from connected vehicles were also included as contextual factors.
Connected vehicle data such as excessive speeding, aggressive
acceleration (i.e., stepping on the gas), and aggressive
deceleration/hard-breaking (i.e., slamming on the brakes) were
geospatially linked to roadway segments and used as indicators of
atypical driving behavior.
Generally, excessive speeding events tend to be an indicator of reckless
behavior. Locations with excessive speeding events are those where the
85th percentile travel speed exceeded the posted speed by 5 miles per
hour. Aggressive acceleration or deceleration events are the
observation of abnormal changes in speed, whether they are positive or
negative. Generally, aggressive acceleration events tend to be an
indicator of reckless behavior whereas rapid deceleration or hard
braking tends to be an indicator of evasive action, though the inverse is
sometimes true as well.
Contextual Factors
Roadway Element Distance
Bicycle Facilities 100’
Bus Stops 250’
Roadway Characteristics
Posted Speed Limit 100’
Roadway Classification 100’
Average Annual Daily Traffic 100’
Intersection Control 250’
Land Use Types
Schools ¼ mile
Parks ¼ mile
Disadvantaged Communities ¼ mile
25 Lake Elsinore Local Road Safety Plan Safety Analysis COLLISIONS BY YEAR
From 2018 to 2022, there were 860 total injury collisions, 107 (or 12 percent) of which included victims who were killed or severely
injured (KSI). On average, 6 people are killed each year on local roadways in the City of Lake Elsinore by traffic collisions.
0
50
100
150
200
250
All Collisions
Total Number of Collisions
2018 2019 2020 2021 2022
0
5
10
15
20
25
30
All Collisions
Total Number of KSI Collisions
2018 2019 2020 2021 2021
0
5
10
15
20
25
30
35
Truck Motorcycle Bike Ped
Total Number of Collisions
2018 2019 2020 2021 2022
0
2
4
6
8
Truck Motorcycle Bike Pedestrian
Total Number of KSI Collisions
2018 2019 2020 2021 2021
26
COLLISIONS BY MODE
People walking and biking are involved in 9 percent of all
collisions in the City of Lake Elsinore but are disproportionally
involved in 19 percent of all KSI collisions.
Motorcyclists are particularly over-represented in KSI collisions,
as they are involved in 8 percent of all collisions but 24
percent of all KSI collisions.
COLLISIONS BY TYPE
The four most common collision types in the City of Lake
Elsinore are Broadside (33 percent), Rear End (26 percent), Hit
Object (14 percent), and Head-On (10 percent) collisions.
For KSI collisions, Broadside collisions account for the largest
share of collision types (25 percent), followed by Hit Object
(24 percent), Vehicle/Pedestrian (16 percent), and Head-On
(13 percent).
0%
5%
10%
15%
20%
25%
30%
Truck Motorcycle Bike Ped
Collisions By Mode
All Collisions KSI Collisions
0%
5%
10%
15%
20%
25%
30%
35%
Collisions By Type
All Collisions KSI Collisions
27 Lake Elsinore Local Road Safety Plan Safety Analysis PRIMARY COLLISION FACTOR
There may be multiple factors at play in any given collision. The primary collision factor is the one element or
driving action which in an officer’s opinion best describes the main cause of the collision. In the City of Lake
Elsinore, the most common primary collision factors are Unsafe Speed (30 percent), Vehicle Right-of-Way (18
percent), Improper Turning (14 percent), and Traffic Signals and Signs (10 percent).
For KSI collisions, the most common primary collision factors are Unsafe Speed (22 percent), Driving or
Bicycling Under the Influence (18 percent), Improper Turning (16 percent), followed by a tie between Vehicle
Right-of-Way and Pedestrian Violation (11 percent).
0%5%10%15%20%25%30%35%
Other
Pedestrian Violation
Wrong Side of Road
Driving/Bicycling Under the Influence
Traffic Signals and Signs
Improper Turning
Vehicle Right of Way Violation
Unsafe Speed
Primary Collision Factor
All Collisions KSI Collisions
Vehicle Right-of-
Way Violation:
When a party of
any mode does not
yield to the driver’s
right-of-way or the
driver observes
their right-of-way
improperly,
depending on
which party is listed
at fault.
Improper Turning:
When a driver
ignores traffic
signals, turns
before it is their
turn, or turns from
the wrong lane.
Traffic Signals and
Signs: Failure to
obey any sign or
signal erected or
maintained.
Pedestrian
Violation: When a
pedestrian does not
yield to other road
users at any point
other than within a
marked crosswalk
or within an
unmarked
crosswalk at an
intersection.
28
DRIVING/BIKING UNDER THE INFLUENCE
A driver or bicyclist under the influence of alcohol and/or
drugs (DUI) increases the likelihood of a collision resulting in a
severe injury or a fatality. From 2018 to 2022, 11 percent of
collisions involved a driver under the influence. The percentage
significantly increases to 31 percent for KSI collisions.
Collisions involving DUI increased from 2019 to 2021 and
maintained rates above the five-year average in 2022. KSI
collisions involving DUI peaked in 2022 over the last five years.
TIME OF DAY
Studying the timing of collisions can provide context about the
surrounding traffic and lighting conditions, which informs the
selection of countermeasures. A disproportionate share of
collisions occurred in the evening between 3 PM and 6 PM (20
percent), which is when many people are returning from work
and school. Collisions occurring between this period may also
be affected by seasonal changes, such as Daylight Savings
Time, which can influence visibility during sunset.
A disproportionate share of KSI collisions occurred in the
evening or overnight between 6 PM and 9 PM (22 percent).
This pattern indicates that there are night-related issues, such
as visibility, DUI, and speeding when fewer cars are on the
road.
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
2018 2019 2020 2021 2022 Average
Driving/Biking Under the Influence
All Collisions KSI Collisions
0%
5%
10%
15%
20%
25%
Time of Day
All Collisions KSI Collisions
29 Lake Elsinore Local Road Safety Plan Safety Analysis LIGHTING CONDITIONS
Roadway lighting conditions can influence the visibility of vulnerable roadway users, especially of pedestrian. 55 percent of pedestrian
collisions and 94 percent of pedestrian KSI collisions occurred at night. Of the pedestrian collisions that occurred at night, 26 percent
of pedestrian collisions and 44 percent of pedestrian KSI collisions occurred in locations not near a streetlight.
0%20%40%60%80%100%
All Modes
Truck
Motorcycle
Bike
Ped
Lighting Conditions of All Collisions
Daytime Dusk - Dawn Nighttime
0%20%40%60%80%100%
All Modes
Truck
Motorcycle
Bike
Ped
Lighting Conditions of KSI Collisions
Daytime Dusk - Dawn Nighttime
0%20%40%60%80%100%
All Modes
Truck
Motorcycle
Bike
Ped
All Collisions at Night
Near Streetlight Not Near Streetlight
0%20%40%60%80%100%
All Modes
Truck
Motorcycle
Bike
Ped
KSI Collisions at Night
Near Streetlight Not Near Streetlight
30
VULERNABLE USERS - PEDESTRIANS
Most pedestrian collisions occurred when pedestrians are crossing a roadway, either at a marked crosswalk (37 percent) or not (35
percent). However, pedestrians crossing not in a marked crosswalk are disproportionately involved in 53 percent of KSI collisions.
Pedestrians crossing the street outside of crosswalks and walking in the road may indicate priority locations to evaluate for new
crosswalks and sidewalks.
Most non-pedestrian parties, such as drivers and bicyclists, were proceeding straight prior to the collision; 62 percent of non-
pedestrian parties overall and 89 percent of non-pedestrian parties in KSI collisions. While proceeding straight, drivers are able to
travel at higher speeds, resulting in more severe collision outcomes.
0%
10%
20%
30%
40%
50%
60%
Crossing in
Crosswalk
Crossing Not in
Crosswalk
In Road,
Including
Shoulder
Not in Road
Pedestrian Movement
All Collisions KSI Collisions
0%
20%
40%
60%
80%
100%
Proceeding
Straight
Making Right
Turn
Making Left Turn Other
Non-Pedestrian Movement
All Collisions KSI Collisions
31 Lake Elsinore Local Road Safety Plan Safety Analysis VULERNABLE USERS - BICYCLISTS
Most bicycle collisions occurred when bicyclists were proceeding straight (57 percent), followed by bicyclists traveling the wrong way
(21 percent). For KSI collisions, bicyclists were either changing lanes or turning left (66 percent).
Most non-bicyclist parties, such as drivers, were proceeding straight prior to the collision; 56 percent of non-bicyclist parties overall
and 100 percent of non-bicyclist parties in KSI collisions. While proceeding straight, drivers are able to travel at higher speeds,
resulting in more severe collision outcomes.
0%
10%
20%
30%
40%
50%
60%
Proceeding
Straight
Making
Right Turn
Making
Left Turn
Changing
Lanes
Traveling
Wrong
Way
Other
Bicyclist Movement
All Collisions KSI Collisions
0%
20%
40%
60%
80%
100%
Proceeding
Straight
Making Right
Turn
Making Left
Turn
Other
Non-Bicyclist Movement
All Collisions KSI Collisions
32
POSTED SPEED
Speed is the primary factor in determining the severity of a
collision. Over two-thirds of all collisions and KSI collisions
occurred on roadways with posted speeds of 40 miles per hour
(mph) or greater, while these roads make up less than fifty
percent of Lake Elsinore’s roadways.
Despite making up 23 percent of Lake Elsinore’s roadways
(measured in centerline miles), 30 percent of all collisions and
35 percent of KSI collisions occurred on roadways with a
posted speed of 50 mph or above.
LOCATION TYPE
Most collisions occur within 250 feet of an intersection (83
percent of collisions and 73 percent of KSI collisions).
Collisions are more likely to occur at intersections because
people walking, biking, and driving are interacting with each
other, changing directions, and making decisions.
Most of the intersection collisions occur at unsignalized
locations; 45 percent of all collisions (53 percent of all
collisions that occurred at an intersection) and 47 percent of
KSI collisions (64 percent of KSI collisions that occurred at an
intersection.
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions Roadways
Posted Speed
30 MPH 40 MPH 50+ MPH
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
Location Type
Unsignalized Intersection Signalized Intersection Midblock
33 Lake Elsinore Local Road Safety Plan Safety Analysis PROXIMITY TO BUS STOPS
Areas near bus stops generally have higher pedestrian and
bicycle activity as people are traveling to and from transit. In
Lake Elsinore, 8 percent of all collisions and 19 percent of all
KSI collisions near bus stops involved people walking and
biking.
23 percent of all collisions and 20 percent of all KSI collisions
occurred within 250 feet of a bus stop. In comparison, 23
percent of walk/bike collisions and 25 percent of walk/bike
KSI collisions occurred within 250 feet of a bus stop. KSI
collisions involving people walking and biking are somewhat
overrepresented near bus stops.
Some bus stops in Lake Elsinore lack surrounding pedestrian
infrastructure; 44 percent of pedestrians hit near bus stops
were not in a marked crosswalk of dedicated pedestrian facility.
PROXIMITY TO BICYCLE FACILITIES
People biking are more likely to use roadways with bicycle
facilities. Despite only making up 3 percent of all collisions and
3 percent of all KSI collisions, 10 percent of all collisions and
22 percent of all KSI collisions near bicycle facilities involved
people biking.
39 percent of all collisions and 38 percent of all KSI collisions
occurred near a bicycle facility. In comparison, 52 percent of
bike collisions and 33 percent of bike KSI collisions occurred
near a bicycle facility. Bicycle collisions on roadways with
bicycle facilities tend to be less severe.
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
All Collisions
Near Bus Stops
Yes No
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
Walk/Bike Collisions
Near Bus Stops
Yes No
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
Collisions Near
Bike Lanes
Yes No
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
Bike Collisions
Near Bike Lanes
Yes No
34
PROXIMITY TO SCHOOLS
Schools have higher pedestrian and bicycle activity, especially
during arrival and dismissal periods. Despite making up 9
percent of all collisions and 19 percent of all KSI collisions, 14
percent of all collisions and 41 percent of all KSI collisions
near schools involved people walking and biking.
17 percent of collisions and 16 percent of KSI collisions
occurred within a quarter-mile of a school. In comparison, 28
percent of walk/bike collisions and 35 percent of walk/bike
KSI collisions occurred within a quarter-mile of a school.
Collisions involving people walking and biking are
disproportionately overrepresented near schools.
PROXIMITY TO PARKS
Parks are another destination with high pedestrian and
bicyclist activity. 10 percent of all collisions and 21 percent of
all KSI collisions near parks involved people walking and biking.
33 percent of collisions and 26 percent of KSI collisions
occurred within a quarter-mile of a park. In comparison, 36
percent of pedestrian and bicycle collisions and 30 percent of
pedestrian and bicycle KSI collisions occurred within a quarter-
mile of a park. Collisions involving people walking and biking
are somewhat overrepresented near parks.
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
All Collisions
Near Schools
Yes No
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
Walk/Bike Collisions
Near Schools
Yes No
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
All Collisions
Near Parks
Yes No
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions
Walk/Bike Collisions
Near Parks
Yes No
35 Lake Elsinore Local Road Safety Plan Safety Analysis VICTIM PROFILE BY AGE & GENDER
Victims include anyone involved in a collision that experience some level of injury. Victim demographic information are reported at the
party level; this means that if multiple people are present in a vehicle, only the driver’s demographic information will be reported.
People between the ages of 15 and 65 experience a disproportionate share of collisions within the City of Lake Elsinore:
• People under the age of 15 comprise 24 percent of Lake Elsinore’s population but represent only 9 percent of all injury
victims and 5 percent of all KSI victims.
• People between the ages of 15 and 65 comprise 69 percent of Lake Elsinore’s population but represent only 84 percent of all
injury victims and 89 percent of all KSI victims.
• People 65 years and older comprise 6 percent of the City’s population but represent 7 percent of all injury victims and 6
percent of all KSI victims.
Gender breakdown is roughly evenly distributed for all injury victims with 50 percent male and 50 percent female victims. Male
victims are overrepresented in KSI collisions, and account for 69 percent of KSI victims.
0%20%40%60%80%100%
Total Population
All Victims
KSI Victims
Victim Profile by Age
Under 15 15-64 65+
0%20%40%60%80%100%
Total Population
All Victims
KSI Victims
Victim Profile by Gender
Female Male
36
VICTIM PROFILE BY RACE
The victim’s race is determined at the discretion of the reporting officer and is also only reported at the party level. This means that if
people of multiple races are present in a vehicle, only the driver’s race will be reported. Additionally, not all roadway users live within
the City of Lake Elsinore, and racial breakdown of collision victims may be further influenced by regional demographics.
• People who were identified as Asian represent 3 percent of all victims, less than 1 percent of KSI victims, and 7 percent of
the population in the City of Lake Elsinore.
• People who were identified as Black are overrepresented in collisions, representing 10 percent of all victims, 7 percent of KSI
victims, and 3 percent of the population in the City of Lake Elsinore.
• People who were identified as Hispanic represent 47 percent of all victims, 43 percent of KSI victims, and 60 percent of the
population in the City of Lake Elsinore.
• People who were identified as White are overrepresented in collisions, representing 38 percent of all victims, 39 percent of
KSI victims, and 26 percent of the population in the City of Lake Elsinore.
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Asian Black Hispanic White Other Not Stated
Victim Profile by Race
Total Population All Victims KSI Victims
37 Lake Elsinore Local Road Safety Plan Safety Analysis DISADVANTAGED COMMUNITIES
In the State of California, disadvantaged communities refers to census tracts which most suffer from a combination of economic,
health, and environmental burdens. These burdens include poverty, high unemployment, air and water pollution, presence of
hazardous wastes as well as high incidence of asthma and heart disease. Environmental and social justice seeks to come to terms with,
and remedy, a history of unfair treatment of communities, predominantly communities of people of color and/ or low-income
residents. 19 percent of Lake Elsinore’s roadways (measured in centerline miles) are located within a quarter-mile of a state
designated disadvantaged community, however state designated disadvantaged communities disproportionately represent 31
percent of all collisions and 21 percent of KSI collisions.
At the federal level, disadvantaged communities refers to census tracts that is at or above the threshold for one or more
environmental, climate, or other burdens, and at or above the threshold for an associated socioeconomic burden. In addition, a census
tract that is completely surrounded by disadvantaged communities and is at or above the 50% percentile for low income is also
considered disadvantaged. Indicators include: 1) Climate Change, 2) Energy, 3) Health, 4) Housing, 5) Legacy Pollution, 6)
Transportation, 7) Water and Wastewater, and 8) Workforce Development. 55 percent of Lake Elsinore’s roadways (measured in
centerline miles) located within a quarter-mile of a federally designated disadvantaged community, however federally designated
disadvantaged community disproportionately represent 93 percent of all collisions and 93 percent of KSI collisions.
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions Roadways
Near or Within
State Designated Disadvantaged Communities
Yes No
0%
20%
40%
60%
80%
100%
All Collisions KSI Collisions Roadways
Near or Within
Federal Designated Disadvantaged Communities
Yes No
38
Safety Focus Areas
Collisions were mapped to identify intersections and roadways with the highest concentration of collisions. The “Safety Focus Area”, used to describe
these intersections and roadways, represents roughly 24 centerline miles, or approximately 8 percent of Lake Elsinore’s roadways. The Safety Focus
Area represents 65 percent of all collisions and 79 percent of KSI collisions that have occurred within the City of Lake Elsinore between 2018 and 2022.
39 Lake Elsinore Local Road Safety Plan Safety Analysis This page intentionally left blank.
40 6
41 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox Chapter 6 – Countermeasure Toolbox
This toolbox presents safety countermeasures covering safe road users, safe vehicles, safe speeds, safe roads, and post-crash care that
address the collision trends identified through the comprehensive collision analysis. This toolbox furthers the work that the City of Lake
Elsinore has done over the past several years to prioritize safer roadway design through the Systemic Safety Analysis Report adopted
in 2019 and the recent Railroad Canyon Road LRSP completed in 2022.
This plan's focus on the elements of the Safe System approach and an emphasis on equity not only helps to provide alignment with
current LRSP guidelines, but also positions the City of Lake Elsinore for federal/state funding opportunities and aligns their actions with
emerging safety best practices.
Source: Fehr & Peers for FHWA
42
Engineering Countermeasures
Most of the engineering countermeasures are included in the 2022 Caltrans Local Roadway Safety Manual (LRSM) and can be
advantageous for use in Caltrans Highway Safety Improvement Program (HSIP) grant funding applications. The toolbox identifies a
Caltrans-approved Crash Reduction Factor (CRF), the expected duration of the project, the federal funding eligibility, the systemic
opportunity for countermeasure implementation, and applicable collision type (e.g., all modes, bicycle and pedestrian collisions only,
etc.) as outlined in the LRSM. The higher the CRF, the greater the expected reduction in collisions. There are many effective safety
countermeasures beyond those listed in the LRSM, and several are included in this toolbox.
Local Roadway Safety Manual (LRSM) Countermeasures
_______________________________________________________________________________________________________________________________________________
LIGHTING
• Intersection Lighting
• Roadway Lighting
CONTROL
• Install Stop Sign
• Install All-Way Stop Control
• Install (Mini-) Roundabout
• Install Signal
SIGNAL MODIFICATION
• Retroreflective Signal Backplates
• Extend Yellow and All Red Time
• Advanced Dilemma Zone
Detection
• Emergency Vehicle Preemption
• Protected Left Turns
• Red Light Camera
SHIELD OBSTACLES
• Install Median Barrier
• Guardrails
• Impact Attenuators
GEOMETRIC
• Minor Road Splitter Islands
• Raised Median
• Create Directional Median
Openings
• Right-Turn Lane
• Left-Turn Lane
• Install Acceleration/Deceleration
Lane
• Two-Way Left-Turn Lane
• Widen Shoulder
• Widen Median
• Improve Pavement Friction
OPERATION/WARNING
• Larger or Additional Warning Signs
• Install Flashing Beacons
• Chevron Signs on Horizontal
Curves
• Curve Advance Warning Signs
• Speed Monitoring and Feedback
• Improve Intersection Sight
Distance
• Upgrade Intersection Pavement
Markings
• Delineators, Reflectors, and/or
Object Markers
• Transverse Rumble Strips
• Edgelines and Centerlines
• Edgeline and Centerline Rumble
Strips
PEDESTRIAN & BICYCLE
• Install Bike Lanes
• Install Sidewalks/Pathway
• High Visibility Crosswalk
• Raised Crosswalk/Intersection
• Curb Extensions
• Leading Pedestrian Interval
• Pedestrian Countdown Signal
Heads
• Pedestrian Scramble
• Rectangular Rapid Flashing Beacon
• Pedestrian Hybrid Beacon
• Raised Median/Refuge Island
• Advanced Stop Bar
• Advanced Yield Markings
• Transit Amenities
43 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox STOP
LIGHTING CONTROL
Intersection Lighting
LSRM ID: NS01, S01
Adding lighting at an intersection, and on
its approaches, improves safety during
nighttime conditions by (1) making drivers
more aware of their surroundings at an
intersection (2) enhancing drivers’ available
sight distances, and (3) improving the
visibility of non-motorists. Intersection
lighting is also beneficial to non-motorized
users by helping them navigate the
intersection. Upgrading to LED lighting also
has a documented safety benefit.
CRF: 40%
Crash Type: Night
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium
Roadway Lighting
LSRM ID: R01
Providing roadway lighting improves
safety during nighttime conditions by
making drivers more aware of their
surroundings, enhancing drivers’ available
sight distances to perceive roadway
characteristics in advance of the change,
and improving non-motorist’s visibility and
navigation. Upgrading to LED lighting also
has a documented safety benefit.
CRF: 35%
Crash Type: Night
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium
Install Stop Sign
LSRM ID: NS06
Installing a stop sign at an uncontrolled
intersection helps determine the right-of-
way of roadway users. When there are no
traffic signs to indicate who should proceed
first, users must rely on their general
knowledge of state laws. Install stop signs
is a low-cost countermeasure that reduces
the risk for collisions at an intersection.
CRF: 15%
Crash Type: All
Expected Life (Years) 10:
HSIP Funding Eligibility 90%:
Systemic Opportunity: Very High
44
STOP
ALL WAY
CONTROL
Install All-Way Stop Control
LSRM ID: NS02
An all-way stop-controlled (AWSC)
intersection requires all vehicles to stop
before crossing the intersection. An AWSC
intersection improves safety by removing
the need for road users on a side-street
stop-controlled intersection to cross free-
flowing lanes of traffic, which reduces the
risk of collision. An “ALL WAY” sign should
be placed under the octagonal stop sign at
AWSC intersections as required by the
California Manual on Uniform Traffic
Control Devices. Establishing All Way Stop
Controls require that the intersection meet
certain conditions specified by the manual.
CRF: 50%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: High
Install (Mini-) Roundabout
LSRM ID: NS04, NS05, S16
A roundabout is a type of circular
intersection in which road traffic is
permitted to flow in one direction around a
central island, and priority is typically given
to traffic already in the junction. The types
of conflicts that occur at roundabouts are
different from those occurring at
conventional intersections; namely, conflicts
from crossing and left-turn movements are
not present in a roundabout. The geometry
of a roundabout keeps the range of vehicle
speed narrow, which helps reduce the
severity of crashes when they do occur.
Mini-roundabouts may be optimal traffic
calming measure at an intersection where
there is insufficient right-of-way for a
standard roundabout installation.
CRF: Varies
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Low - Medium
Install Signal
LSRM ID: NS03
Traffic signals at intersections control the
flow of traffic. Traffic signals have the
potential to reduce the most severe type
crashes but will likely cause an increase in
rear-end collisions. A reduction in overall
injury severity is likely the largest benefit of
traffic signal installation.
CRF: 30%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Low
45 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox +
SIGNAL MODIFICATION
Retroreflective Signal Backplates
LSRM ID: S02
Retroreflective borders and backplates
enhance the visibility of traffic signals for
aging and color-vision-impaired drivers,
enabling them to understand which signal
indication is illuminated. Retroreflective
borders may also alert drivers to signalized
intersections during periods of power
outages when the signals would otherwise
be dark, and non– reflective signal heads
and backplates would not be visible. Signal
heads that have backplates equipped with
retroreflective borders are also more visible
and conspicuous during nighttime
conditions.
CRF: 15%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: Very High
Extend Yellow and All Red Time
LSRM ID: S03
Extending yellow and all red time
increases the time allotted for the yellow
and red lights during a signal phase. This
improves safety by allowing drivers and
bicyclists to safely cross through an
intersection before conflicting traffic
movements are permitted to enter the
intersection. See CA MUTCD Section 4D.26
for more details.
CRF: 15%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 50%
Systemic Opportunity: Very High
Advanced Dilemma Zone Detection
An advanced dilemma zone detection
system minimizes the number of vehicles
the intersection traffic control signal system
exposes to an intersection-approach
dilemma zone. This is accomplished by
adjusting the start time of the yellow-signal
phase either earlier or later, based on
observed vehicle locations and speeds. The
advanced dilemma zone detection system
was not eligible for HSIP Cycle 11 funding,
but in previous cycles, this countermeasure
had a crash reduction factor of 40%.
CRF: N/A
Crash Type: All
Expected Life (Years): N/A
Federal Funding Eligibility: N/A
Systemic Opportunity: High
+
46
SIGNAL MODIFICATION
Emergency Vehicle Preemption
LSRM ID: S05
Providing emergency vehicle preemption
capability at a signal or along a corridor
provides two major safety benefits. First,
preemption may decrease the potential for
a collision to occur as emergency vehicles
try to navigate through intersections.
Second, a signal preemption system can
decrease emergency vehicle response
times, therefore decreasing the time for
victims to receive medical attention, which
is a critical concept of the Post Crash Care
element of the Safe Systems Approach. An
agency may consider combining
emergency vehicle preemption into a
comprehensive signal improvement project.
CRF: 70%
Crash Type: Emergency Vehicles
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: High
Protected Left Turn
LSRM ID: S06, S07
A protected left turn can be implemented
at signalized intersections (with existing left
turn pockets) that currently have a
permissive left-turn or no left-turn
protection and a high frequency of angle
crashes involving left turning movements.
Left turns are widely recognized as the
highest-risk movements at signalized
intersections. Providing protected left-turn
phases significantly improves the safety for
left-turn maneuvers by removing the need
for the drivers to navigate through gaps in
oncoming through vehicles.
CRF: 30-55%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Low-High
Red Light Camera
A red light camera enforces traffic signal
compliance by capturing the image of a
vehicle that has entered an intersection in
spite of the traffic signal indicating red. The
automatic photographic evidence is used
by authorities to enforce traffic laws and
issue traffic violation tickets.
CRF: N/A
Crash Type: All
Expected Life (Years): N/A
HSIP Funding Eligibility: N/A
Systemic Opportunity: High
47 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox SHIELD OBSTACLES
Install Median Barrier
LSRM ID: R03
Median barriers are installed where crash
history indicates drivers are unintentionally
crossing the median and the cross-overs
are resulting in high severity crashes. This
strategy is designed to prevent head-on
collisions by providing a barrier between
opposing lanes of traffic. The variety of
median barriers available makes it easier to
choose a site-specific solution. The main
advantage is the reduction of the severity
of the crashes.
CRF: 25%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium
Guardrails
LSRM ID: R04
Guardrails are installed to reduce the
severity of lane departure crashes.
However, guardrail can reduce crash
severity only for those conditions where
striking the guardrail is less severe than
going down an embankment or striking a
fixed object. Guardrail should only be
installed where it is clear that crash severity
will be reduced, or there is a history of run-
off-the-road crashes at a given location
that have resulted in severe crashes.
CRF: 25%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: High
Impact Attenuators
LSRM ID: R05
Impact attenuators are typically used to
shield rigid roadside objects such as
concrete barrier ends, steel guardrail ends
and bridge pillars from oncoming
automobiles. Attenuators should only be
installed where it is impractical for the
objects to be removed.
CRF: 25%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: High
48
GEOMETRIC MODIFICATION
Minor Road Splitter Island
LSRM ID: NS13
The installation of minor road splitter
islands allows for the addition of a stop
sign in the median to make the intersection
more conspicuous. Additionally, the splitter
island on the minor road reduces turning
speeds and provides for a positive
separation between turning vehicles on the
through road and vehicles stopped on the
minor road approach.
CRF: 40%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium
Raised Median
LSRM ID: NS14, S12, R09
Raised medians with left-turn lanes at
intersections offer a cost-effective means
for reducing crashes and improving
operations at higher volume intersections.
The raised medians also prohibit left turns
into and out of driveways that may be
located too close to the functional area of
the intersection.
CRF: 25%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium
Create Directional Median Openings
to Allow (and Prohibit) Left-Turns
LSRM ID: NS15, S14
As a form of access management, creating
directional median openings channelizes
left turn and U-turn movements from major
roadways and prohibits left turn and U-turn
movements from cross streets. Raised
medians limit property access to right turns
only and should be used in conjunction
with efforts to provide alternative access
and promote driveway spacing objectives.
Turn prohibitions can be implemented
quickly but impacts to businesses and other
land uses must be considered and
controversy can delay the implementation.
CRF: 50%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium
49 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox GEOMETRIC MODIFICATION
Right-Turn Lane
LSRM ID: NS17
Adding right-turn lanes can reduce the
frequency of rear-end collisions resulting
from conflicts between vehicles turning
right and following vehicles, and vehicles
turning right and through vehicles coming
from the left on the cross street. Right-turn
lanes also remove slow vehicles that are
decelerating to turn right from the
through-traffic stream, thus reducing the
potential for rear-end collisions.
CRF: 20%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Low
Left-Turn Lane
LSRM ID: NS18
Adding left-turn lanes removes vehicles
waiting to turn left from the through-traffic
stream, thus reducing the potential for
rear-end collisions. Because they provide a
sheltered location for drivers to wait for a
gap in opposing traffic, left-turn lanes may
encourage drivers to be more selective in
choosing a gap to complete the left-turn
maneuver. This strategy may reduce the
potential for collisions between left-turn
and opposing through vehicles.
CRF: 35%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Low
Install Acceleration/Deceleration
Lane
LRSM ID: R11
A lane that does not provide enough
deceleration length and storage space for
turning traffic may cause the turn queue to
back up into the adjacent through lane.
This can contribute to rear-end and
sideswipe crashes. An acceleration lane is
an auxiliary or speed-change lane that
allows vehicles to accelerate to highway
speeds (high speed roadways) before
entering the through-traffic lanes of a
highway. Additionally, if acceleration by
entering traffic takes place directly on the
traveled way, it may disrupt the flow of
through-traffic and cause rear-end and
sideswipe collisions.
CRF: 25%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Low
50
GEOMETRIC MODIFICATION
Two-Way Left-Turn Lane
LSRM ID: R13
Two-way left-turn lanes provide a buffer
between opposing directions of travel and
separate left turning traffic from through
traffic. They can also help to allow vehicles
to begin to accelerate before entering the
through-traffic lanes. They reduce the
disruption of flow of through-traffic and
reducing rear-end and sideswipe collisions.
CRF: 30%
Crash Type: All
Expected Life (Years): 20
Federal Funding Eligibility: 90%
Systemic Opportunity: Medium
Widen Shoulder
LSRM ID: R15, R16
Adding a shoulder or widening an
existing shoulder provides a greater area
to regain control of a vehicle, as well as
lateral clearance to roadside objects such
as guardrails, signs, and poles. They may
also provide space for disabled vehicles to
stop or drive slowly, provide increased sight
distance for through vehicles and for
vehicles entering the roadway, and in some
cases reduce passing conflicts between
motor vehicles and bicyclists and
pedestrians. Widening the shoulder on a
curve also creates a recovery area for
drivers to regain control of a vehicle, as well
as lateral clearance to roadside objects.
CRF: 30-45%
Crash Type: All
Expected Life (Years): 20
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium
Widen Median
Widening the center median on high-
speed roadways creates a horizontal buffer
for cars in opposing directions to
mistakenly drift, run over the centerline and
then space to recover without crossing into
opposing lane of traffic. This
countermeasure can be paired with
auditory centerline rumble strips to reduce
head-on collisions.
CRF: N/A
Crash Type: All
Expected Life (Years): N/A
HSIP Funding Eligibility: N/A
Systemic Opportunity: Medium
51 Lake Elsinore Local Road Safety Plan Countermeasure Toolbox STOP
GEOMETRIC MODIFICATION OPERATION/WARNING
Improved Pavement Friction
LSRM ID: NS12, S11, R21
A roadway must have an appropriate level
of pavement friction to ensure that
drivers are able to keep their vehicles safely
in the lane. Poor pavement conditions,
especially wet pavement which reduces
friction and may lead to hydroplaning, have
been identified as one of the major
contributing factors in roadway departure
crashes. Traditional friction courses or high
friction surface treatments should be
considered for curves with numerous wet
weather crashes or severe curves with
higher operating speeds.
CRF: 55%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: Medium - High
Larger or Additional Warning Sign
LSRM ID: NS06
The visibility of intersections and, thus, the
ability of approaching drivers to perceive
them can be enhanced by installing larger
regulatory and warning signs at or prior
to intersections. A key to success in
applying this strategy is to select a
combination of regulatory and warning
sign techniques appropriate for the
conditions on a particular unsignalized
intersection approach.
CRF: 15%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: Very High
Install Flashing Beacons
LSRM ID: NS08, NS09, S10
A flashing beacon as advanced warning
is a blinking light with signage to notify
motorists of an upcoming intersection or
crosswalk. A flashing beacon improves
safety by providing motorists more time to
become aware of and slow down for an
intersection or yield to pedestrians crossing
at a crosswalk. Flashing beacons can also
be installed on top stop signs. Alternatively,
signs can also be enhanced with LED lights
embedded in the sign to outline the sign
itself or the words and symbols on the sign.
The LEDs may be set to flash or operate in
a steady mode. An LED-enhanced sign
improves safety by improving the visibility
of signs at locations with visibility
limitations or with a documented history of
drivers failing to see or obey the sign.
CRF: 15-30%
Crash Type: All
Expected Life (Years): 10
Federal Funding Eligibility: 90%
Systemic Opportunity: Medium - High
STOP STOPSTOP
52
OPERATION/WARNING
Install Chevron Signs on Horizontal
Curves
LSRM ID: R23
Post-mounted chevrons are intended to
warn drivers of an approaching curve and
provide tracking information and guidance
to the drivers. While they are intended to
act as a warning, it should also be
remembered that the posts, placed along
the roadside, represent a possible object
with which an errant vehicle can crash.
CRF: 40%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: Very High
Install Curve Advance Warning Signs
LSRM ID: R24, R25
This strategy primarily addresses problem
curves and serves as an advance warning
of an unexpected or sharp curve. It
provides advance information and gives
drivers a visual warning that their added
attention is needed.
CRF: 25-30%
Crash Type: All
Expected Life (Years): 10
HSIP Funding Eligibility: 90%
Systemic Opportunity: High - Very High
Speed Monitoring and Feedback
Video or radar roadside sensors are used to
monitor individual vehicle speeds. With
speed monitoring and feedback, signs
can notify motorists of excessive speed
through a combination of dynamic
roadside signage and vehicle-to-
infrastructure (V2I) messaging. By notifying
motorists of their speed, feedback signs
may promote slower speeds and safer
driver behavior.
CRF: N/A
Crash Type: All
Expected Life (Years): N/A
HSIP Funding Eligibility: N/A
Systemic Opportunity: Very High