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Santa Ana Safe Mobility Plan I Revised Scope of Work <br />City of Santa Ana, CA <br />injury, and fatalities. The analysis will also identify high crash locations and corridors, as well as <br />provide a comprehensive risk analysis to identify contributing factors as described below. Once <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 may be <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 may be 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 />bicycling safety in Santa Ana. <br />Finally, this systemic analysis will look at collisions <br />citywide for all modes that have primary collision <br />This informative and user friendly map, which we <br />developed for the City of Rochester, MN identifies the <br />location and frequency of all crashes, with unique <br />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 />NelsonlNygaard Consulting Associates, Inc. 15 <br />