HomeMy WebLinkAbout02/15/2022 06.F. Resolution adopting the City of Yakima Local Road Safety Plan A.. a•��(III'
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BUSINESS OF THE CITY COUNCIL
YAKIMA, WASHINGTON
AGENDA STATEMENT
Item No. 6.F.
For Meeting of: February 15, 2022
ITEM TITLE: Resolution adopting the City of Yakima Local Road Safety Plan
SUBMITTED BY: Scott Schafer, Director of Public Works
Bill Preston, City Engineer
Robert Washabaugh, Supervising Traffic Engineer- (509) 576-
6601
SUMMARY EXPLANATION:
The Washington State Strategic Highway Safety Plan has set a Target Zero goal of zero fatalities
and serious injuries on Washington's roadways by the year 2030. The City of Yakima supports
the Washington State Department of Transportation's (WSDOT) Target Zero goal and wishes to
provide a safe transportation system for the residents of the City of Yakima. WSDOT's City
Safety Program provides grants to Washington cities to develop engineering solutions to reduce
and eliminate fatal and serious injury crashes.
To receive funding through the WSDOT City Safety Program, the City of Yakima must have an
adopted City Safety Plan in place at the time of application. City Engineering has prepared a
Local Road Safety Plan that meets WSDOT's requirements as outlined in the Local Agency
Guidelines (LAG) Manual. The plan analyzed Yakima crash data from 2016 to 2020 and
developed a list of possible projects and locations where funding could be utilized.
ITEM BUDGETED: NA
STRATEGIC PRIORITY: Public Safety
APPROVED FOR SUBMITTAL BY THE CITY MANAGER
RECOMMENDATION:
Adopt Resolution
ATTACHMENTS:
Description Upload Date Type
0 Resolution 2/1/2022 Resolution
❑ Local Road Safety Plan 2/1/2022 Backup Material
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RESOLUTION NO. R-2022-
A RESOLUTION adopting the City of Yakima Local Road Safety Plan
WHEREAS, the Washington State Strategic Highway Safety Plan has set a Target
Zero goal of zero fatalities and serious injuries on Washington's roadways by the year 2030;
and
WHEREAS, WSDOT's City Safety Program provides grants to Washington cities to
develop engineering solutions to reduce and eliminate fatal and serious injury crashes; and
WHEREAS, the City of Yakima supports WSDOT's Target Zero goal and wishes to
provide a safe transportation system for the citizens of the City of Yakima; and
WHEREAS, the City of Yakima Engineering office has prepared the City of Yakima
Local Road Safety Plan to help meet Washington's Target Zero goal and be eligible for
WSDOT City Safety Program funding; and
WHEREAS, the Local Road Safety Plan analyzed crash data from 2016 - 2020
and developed a list of possible projects and locations; and
WHEREAS, the Local Road Safety Plan will be updated every two years with
current crash data; and
WHEREAS, the Yakima City Council, having considered the recommendation of City
Egineering, hereby finds and determines that approval of the Local Road Safety Plan is in the
best interest of the City of Yakima and its residents; now,therefore
BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF YAKIMA:
The Yakima City Council hereby approves and adopts the attached Yakima City Local
Road Safety Plan as the local road safety plan of the City of Yakima.
ADOPTED BY THE CITY COUNCIL this 15th day of February, 2022.
Janice Deccio, Mayor
ATTEST:
Sonya Claar Tee, City Clerk
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Cityof Yakima
local Road Safety Plan
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Engineering Division
February 2022
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Introduction
This Local Road Safety Plan is the initial plan for the City of Yakima and has been developed in
response to WSDOT's 2022 City Safety Program. WSDOT's City Safety Program was developed
as a result of the Washington State Strategic Highway Safety Plan Target Zero goal, which is to
reduce the number of traffic deaths and serious injuries on Washington's roadways to zero by
the year 2030. The WSDOT 2022 City Safety Program provides grants to cities to develop
engineering solutions to reduce and eliminate fatal and serious injury crashes. The
development of this initial local road safety plan will enable Yakima to join in helping meet the
state's goal and provide a safer transportation system for the citizens of the City of Yakima and
those of the surrounding areas that use Yakima's transportation system.
Although the primary purpose of this document is to help develop a list of projects to use for
WSDOT's 2022 City Safety Program call for projects, this plan will also serve as the basis for the
City to seek future funding for spot safety improvements, funding for further data collection
and feasibility studies, and provide locations to be referenced when other projects are
developed.
Safety Plan Process
For this initial safety plan, the City has tried to follow guidance from WSDOT Local Programs
with their seven-step development plan. Those steps are the following:
1. Analyze summary data to identify focus/priorities
2. Analyze individual fatal/serious crashes to identify risk factors
3. Select most common risk factors
4. Analyze roadway network for presence of risk factors
5. Create prioritized list of roadway locations
6. Identify countermeasures to address prioritized locations
7. Develop a prioritized list of projects
As a starting point of the safety plan process, WSDOT provided crash data for all city streets
from 2016 to 2020. The crash data was used to help identify risk factors associated with the
serious injury and fatality crash locations.
Existing Efforts
Even though this is the City of Yakima's first local road safety plan, this is not the city's first and
only effort to address transportation system safety needs. There were several other efforts
previously put forth that will be useful in current and future safety plan development. The
following are the results of several of those efforts.
The City adopted a Pedestrian Master Plan in November 2021 that was a major step in
identifying deficiencies in the city's pedestrian network so improvements could start to be
made.
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In June 2021 the city Public Works Department prepared a Traffic Safety Report for the city
council which identified the top 10 intersections in the city with the most crashes. This report
analyzed risk factors and provided recommendations for safety improvements going forward.
The City is preparing a first quarter 2022 update to the Top 10 intersection locations that will
review the effectiveness of recent improvements.
The City of Yakima has also developed a 2040 Transportation System Plan. The plan identifies a
comprehensive list of multimodal transportation system projects and programs. The projects
have been assigned a likely timing horizon of short range, mid-range, and long-range. The
projects listed can possibly be modified to address safety plan deficiencies or can have funding
supplemented by safety plan funding requests to meet safety needs.
The City plans to complete its ADA Transition Plan in the first quarter of 2022. This plan will
address the built environment in the public right of way for ADA compliance and needs.
Analysis of WSDOT Summary Data
From 2016 to 2020, Yakima had a total of 8758 crashes, 103 were serious injury crashes and 17
were fatal crashes. The 120 serious injury and fatality crashes are 1.4%of all crashes.
Table 1
Year 2016 2017 2018 2019 2020 Total
Total Crashes in Yakima 1999 1957 1788 1738 1276 8758
Total Serious Injury 18 21 23 17 24 103
Total Fatality Crashes 4 3 2 1 7 17
Since the goal of the safety plan is to reduce and eliminate serious and fatal crashes, review of
the details of the crash data is filtered down to cover only those 120 crashes.
When looking at locations of just fatal crashes, they appear to be random in nature and
common risk factors did not readily present themselves. After reviewing safety plans from
other cities, this randomness is present in those plans as well. Seeing this,fatal crashes alone
will not be the primary focus of this safety plan, but rather focusing on risk factors that affect
both fatalities and serious crashes.
When looking at the details the crash data provided and filtering the serious and fatal,three
types of crashes stand out;
• Hit Pedestrian 32 crashes 26.7%
• Entering at Angle 24 crashes 20.0%
• Intersection Related 69 crashes 57.5%
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Given the data results above, the City of Yakima has chosen to make its first priority those
crashes at intersections involving pedestrians. The city has chosen to do so because even
though there were only 177 crashes out of the 8758 total that involved pedestrians, 32 of those
crashes resulted in serious injuries or fatalities to pedestrians. Those 32 pedestrian hits are
26.7% of all serious injury and fatal crashes, which is a large portion as one might expect since
pedestrians are not protected by being in a vehicle.
See Table 2 below for further breakdown of the crash data.
Table 2 Fatal/Serious
Crash Data for 2016 to 2020 Injury Crashes
Only Total Crashes
Overall Crash Numbers %of Total %of Total
# of Crashes 120 8758
# of Fatal Crashes 17 14.2% 17 0.2%
# of Serious Injury Crashes 103 85.8% 103 1.2%
# of Drug/Alcohol Related Crashes 18 17.5% 497 5.7%
Total #of Fatalities 17
Total #of Injuries 173
By Collison Type
Hit Pedestrian 32 26.7% 177 2.0%
Entering At Angle 24 20.0% 2748 31.4%
Hit Fixed Object 22 18.3% 964 11.0%
Hit Cyclist 8 6.7% 62 0.7%
Rear End 7 5.8% 2044 23.3%
By Junction Relationship
Intersection Related 69 57.5% 5209 59.5%
Non-Intersection Not Related 39 32.5% 2321 26.5%
Driveway Related 12 10.0% 1098 12.5%
By Driver Contributing Circumstance
Did Not Grant RW 28 23.3% 2212 25.3%
Under Influence of Alcohol/Drugs 18 15.0% 497 5.7%
Inattention/Distraction 10 8.3% 2521 28.8%
Exceeding Safe/Stated Speed 8 6.7% 356 4.1%
Disregard Stop Sign/Stop Light 5 4.2% 641 7.3%
Improper Turn/Merge 3 2.5% 332 3.8%
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By Traffic Control
No Traffic Control 76 63.3% 4875 55.7%
Stop Sign 22 18.3% 1644 18.8%
Signal 21 17.5% 2111 24.1%
Further evaluation of crash data involving pedestrians yielded some additional information. Of
the 32 crashes involving pedestrians, looking at the data for By Junction Relationship shows
that 16 were Not at Intersection and Not Related, 14 were At Intersection and Related, 1 was At
Intersection and Not Related, and 1 was At a Driveway.
When breaking down the data for crashes not intersection related, half involved pedestrians
crossing the roadway outside of crosswalks, and 5 of those 8 were caused by pedestrians failing
to grant the right of way to the vehicles.
Of the 14 crashes that are at intersections, 8 occurred at intersections with no traffic control
and 6 occurred at signalized intersections. The leading contributing circumstance in 8 of the
crashes was the vehicle drivers not granting right of way to the pedestrians. Three crashes
involved pedestrians under the influence of alcohol or drugs, 1 was due to inattention by the
pedestrian, and 1 involved a pedestrian not using the crosswalk.
Armed with this information, the locations of all 32 serious injury and fatality crashes were
looked at to determine if there were common risk factors present. The following were risk
features, and conditions,that were chosen to aid in the development of prioritizing crash
locations:
• ADT of 10,000 or more
• 4 or more lanes
• 48' roadway width
• Functional Class — Principle Arterial
• Posted at 35mph or more
• Intersection
A simple totaling of the number of these risk features present at each location was used to
create the prioritized list below in Table 3.
Also, below is a map of locations of all serious injury and fatal crashes in the city of Yakima. The
32 crash locations that involved pedestrians are numbered on this map and they correspond to
location numbers on the prioritized risk list in Table 3.
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Table 3 Pedestrian Serious and Fatal Crashes Prioritized by Risk Features
Report BLOCK INTERSECTING Over 10,000? 4 or More? 48'or More? Principal Arterial? 35 or More? Number of
Map# Number Location NUMBER TRAFFICWAY ADT Lanes Width Functional Classification Posted Speed Intersection? Risk Features
4 E582553 E NOB HILL BLVD 1800 S 18T"ST Yes Yes Yes Yes Yes Yes 6
8 E525762 N 1' ST 300 East DST Yes Yes Yes Yes Yes Yes 6
9 EA65046 N 1ST ST 500 East E ST Yes Yes Yes Yes Yes Yes 6
6 E640468 FRUITVALE BLVD 1400 Yes Yes Yes Yes Yes No 5
10 E598550 N 1ST ST 1200 Yes Yes Yes Yes Yes No 5
13 E587370 N 5T"AVE 300 West DST Yes Yes Yes Yes No Yes 5
14 E613564 N 5T"AVE 0 West DST Yes Yes Yes Yes No Yes 5
17 E903450 S 1ST ST 2400 Yes Yes Yes Yes Yes No 5
23 E863114 W LINCOLN AVE 0 N 5T"AVE Yes Yes Yes Yes No Yes 5
24 EA10706 W MEAD AVE 0 S 72'AVE Yes Yes Yes No Yes Yes 5
26 E708043 W NOB HILL BLVD 0 QUEEN AVE Yes Yes Yes Yes No Yes 5
5 E558712 E NOB HILL BLVD 900 Yes Yes No Yes Yes No 4
18 E840190 S 3RD AVE 0 W VIOLA AVE Yes Yes Yes No No Yes 4
27 E918209 W NOB HILL BLVD 1100 Yes Yes Yes Yes No No 4
28 E890737 W NOB HILL BLVD 0 Yes Yes Yes Yes No No 4
29 E744598 W NOB HILL BLVD 1000 Yes Yes Yes Yes No No 4
19 E729623 S 6'ST 0 E SPRUCE ST No Yes Yes No No No 3
21 E921107 W ARLINGTON ST 0 S 3RD AVE Yes Yes No No No Yes 3
22 E767001 W LINCOLN AVE 0 N 24T"AVE Yes Yes No No No Yes 3
25 E744683 W MEAD AVE 300 Yes No Yes No Yes No 3
31 E737843 W YAKIMA AVE 0 S 7'AVE Yes No No Yes No Yes 3
11 E749481 N 4T"AVE 100 No Yes Yes No No No 2
32 E727734 012Q120096 N/A No No No Yes Yes 2
2 EA13521 ALLEYWAY E WALNUT ST No No No No No Yes 1
3 E665443 ECHESTNUTAVE-WALMART 1600 No Yes No No No No 1
7 E727394 N 11T"AVE 0 No Yes No No No No 1
12 E762693 N 56'AVE 300 No Yes No No No No 1
15 E547550 N 6T"ST 500 No Yes No No No No 1
30 E98650222 W POWERHOUSE RD 4800 No No No No Yes No 1
1 E569103 ALLEY W OF S 6T"ST 600 No No No No No No 0
16 EA86059 N GORDON RD 2000 No No No No No No 0
20 E77790230 S 82ND AVE 711 No No No No No No 0
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2016 - 2020 Fatal and Suspected Serious Injury Crashes City of Yakima
Under 23 U.S. Code§ 148 and 23 US. Code§409, safety data, reports, surveys, schedules, lists compiled or
collected for the purpose of identifying,evaluating,or planning the safety enhancement of potential crash sites,
hazardous roadway conditions,or railway-highway crossings ore not subject to discovery or admitted into evidence
in a Federal or State court proceeding or considered for other purposes in any action for damages orisirg from any
occurrence at a location mentioned or addressed in such reports, surveys,schedules, lists, or daa. •EOESTRIAN ONLY SERIOUS 4 FATAL
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With the above prioritized list, all locations with five and six risk features present were analyzed
further to see if there were some countermeasures that could be implemented to reduce or
eliminate the pedestrian safety problems.
When looking at locations of pedestrian crashes, there were two locations with multiple severe
and fatal crashes. They were the 5th Avenue and D Street intersection, and on Nob Hill
Boulevard from S 11th Avenue to S 12th Avenue. Both of these locations had five or six of the
chosen risk features present, so they will be analyzed further for improvements.
Links to possible countermeasures for reducing vehicle/pedestrian crashes were obtained from
the Federal Highway Administration Local Road Safety Plan website. Some of those
countermeasures include Crosswalk Visibility Enhancements, Installing RRFBs, providing
Leading Pedestrian Interval at signalized crossings, installing medians and pedestrian refuge
islands, installing Pedestrian Hybrid Beacons, and installation of lighting. Education and
enforcement are other countermeasures that may also be appropriate in some locations.
The following is a list of potential spot safety countermeasures or additional efforts needed for
all crash locations with five or six risk features:
CRASH LOCATION POTENTIAL COUNTERMEASURES/ADDITIONAL EFFORTS
E Nob Hill BLVD and S 18th Street Upgrade signal system to APS,Install More Visible Crosswalk Striping
N 1st Street and East D Street Install High Visibility Crosswalk,Impaired driver-Education,Enforcement
N 1st Street and East E Street Collect additional vehicle and pedestrian data to determine a solution.
1400 Block of Fruitvale BLVD Impaired driver-Education/Enforcement
1200 Block of N 1st Street Jaywalking-Education/Enforcement
N 5th Ave and West D Street Extend No Parking in NW corner to be 20-30'from crosswalk for sight distance-sign No Parking
Here to corner and remove solid white line back to sign,Install painted crosswalks,add Crosswalk
sign for SB and NB traffic. Upgrade sidewalks to meet ADA,redo curbing and maybe build bulb
outs on 5th at NE,NW,and SW corners.
N 5th AVE and West D Street Same as above.
2400 Block of S 1st ST Inattention-Education
W Lincoln Ave and N 5th Ave More visible crosswalk striping,Good candidate for LPI for peds crossing 5th Ave so upgrade signal
controller to allow for it.
W Mead Ave and S 72"d Ave Possible signal modification.
W Nob Hill BLVD and Queen Ave Collect additional vehicle and pedestrian data to determine a solution.
Another thing to note when looking at the plotted locations of serious and fatal crashes, 16th
Avenue as a route looks to have the most serious injury and fatal crashes in the city of Yakima.
There were no pedestrians involved in those crashes, but 16th Avenue has almost all the risk
features present that were used to prioritize pedestrian crash locations in Table 3 above. This
route is something that would benefit from the collection of additional vehicle traffic data as
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well as pedestrian and bicycle data so a systemic approach can be used for prioritizing safety
improvements in the next update to this local road safety plan.
Conclusion
This initial plan identified that the majority of fatal or serious injury crashes were intersection
related and/or involved pedestrians. A set of risk factors was chosen as shown in Table 3 on
page 5 and used for evaluation of crash locations. This evaluation created a prioritized list of
locations and countermeasures were proposed or additional efforts needed at those locations
to identify safety improvements. This list will be the basis for the city to seek future funding for
spot safety improvements, funding for further data collection and feasibility studies, and
provide locations to be referenced when other city projects are developed so these needs can
be addressed as part of those projects.
This plan is to be a living document that will be revised every two years. Development of this
plan has identified that the city does not have adequate data to effectively implement a
systemic approach to preventing serious and fatal crashes at this time. Within the next two
years, such data will be collected with the goal of moving toward a systemic approach with the
next plan revision.
The next plan revision will also include input and feedback of other improvements made from
local stakeholders. Stakeholders may include city police, fire, school district, planning office,
and the bike and pedestrian safety group.
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