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Santa Ana Safe Mobility Plan I Revised Scope of Work <br />City of Santa Ana, CA <br />we have identified common crash types, we will review a sample of collision report narratives to <br />more fully understand the nature of each collision type. Of particular interest in this review will be <br />the role of transit access in the pedestrian -involved collisions. <br />4.2 Risk Analysis <br />The risk analysis will allow for the identification of risk factors that contribute to crashes <br />involving people walking and bicycling in Santa Ana. We will utilize industry standard walking <br />and bicycle crash types, such as those identified in How to Develop a Pedestrian Safety Action <br />Plan (FHWA), based on the available data, and will identify the relative prevalence of collisions <br />and types based on the roadway or intersection context. This "risk based" approach is particularly <br />important due to the somewhat random distribution of crashes. For example, a history of five <br />pedestrian involved collisions at a particular location is not necessarily predictive of future <br />collision types at that location, due to the small sample from which conclusions are being drawn. <br />Instead, it is critical to increase the sample size by <br />developing a typology of intersections and corridors <br />and comparing trends in collision types by location <br />type. While certain intersections or corridors maybe <br />unique in their configuration (e.g., a skewed <br />intersection), there is also a predictability of <br />conditions throughout the city, because land use <br />and transportation development typically follow <br />adopted city and state guidelines. An example <br />outcome maybe that larger arterial intersections <br />have a prevalence of collisions involving a left - <br />turning motorist and a pedestrian in the crosswalk <br />as a result of drivers having the difficult task of <br />looking for a gap in multiple lanes of oncoming <br />traffic. Fewer collisions of this type may be evident <br />at intersections with fewer lanes, a left turn bay, or a <br />protected left turn signal phase. We will review the <br />available data and conduct additional data assembly <br />from available GIS layers and may create new layers <br />based on aerial imagery or field reviews to allow for <br />sufficient detail in the dataset to create categories <br />reflective of the differing conditions in the <br />transportation network that impact walking and <br />CIVIfCfHi <br />P ,. <br />1� 41 <br />7 TRW� "! E . <br />,. n t t <br />(EIJiE Mo)» ! '.t@TIER SIE <br />xc ate¢„{ <br />ktr <br />r � z sirs s se 1 i <br />r e <br />�; �I asjsy 1s 4Sttt <br />j Ir7 I <br />b3�SVd a <br />6xi SE '! <br />h <br />—i <br />e�+raaR 8 <br />' 9{7SE <br />i <br />r. <br />! IF +o�slerrcontr i I <br />bicycling safety in Santa Ana. This informative and user friendly map, which we <br />Finally, this systemic analysis will look at collisions developed for the City of Rochester, MN identifies the <br />locafion and frequency of all crashes, with unique <br />citywide for all modes that have primary collision symbols for bicycle and pedestrian crashes, drawing <br />factors known to increase the probability of a severe attention to high crash corridors and intersection types, <br />or fatal collision with vulnerable roadway users -- <br />notably, speeding, distraction, or redlight running. Generally speaking, the majority of collisions <br />involving pedestrians identify failure to yield as the primary collision factor, and sometimes <br />secondary collision factors such as these are missing. An analysis of motor vehicle involved only <br />collisions will help inform the risk analysis, calling to attention locations where these high risk <br />factors are at play. <br />NelsonlNygaard Consulting Associates, Inc. 14 <br />