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Art3_Ontario_FY25_BikePed_Euclid_AppTDA3 Bike Ped Application Project Title: Downtown Euclid Avenue Corridor Project Submitted Time: August 4, 2025 9:01 AM Section A: Project Description (5 points total) 1. Project Title: Downtown Euclid Avenue Corridor Project 2. Project Cost Preconstruction (including right-of-way): 1,148,828.85 Construction: 0 Total Project Cost: 1,148,828.85 3. Applicant Information Agency: City of Ontario Contact Name: Jay Bautista, P.E., T.E., Traffic/Transportation Manager Contact Email: jbautista@ontarioca.gov Contact Phone: 909-395-2120 4. Priority if Submitting Multiple Applications: 1 5. Project Category: "Large" (over $250,000) - $2,689,650 available 6. Clear Project Scope of Work The Downtown Euclid Avenue Corridor Project proposes improvements to Euclid Ave, between G St and Holt Blvd. In general, the improvements consist of the conversion of northbound and southbound travel lanes to curbside angled parking, and the installation of a raised, sidewalk level Class IV separated bikeway. It includes roadway improvements, curb extensions, traffic signals, and street lighting. 7. Which type of project is being proposed? Bicycle Improvement, Pedestrian Improvement 8. Unless you are applying to create a Plan (in which case, skip to Question 10), the proposed project MUST be included in SBCTA's Countywide Active Transportation Plan (CATP). Select the CATP project in the map that best represents the proposed project. 9. Verified project from CATP Bike Path: Euclid Ave Sidewalk Path: EUCLID AVE Point of Interest: School: 10. Optional: Enter any comments you wish to add. Euclid Avenue currently has existing Class II buffered bike lanes located south of Holt Boulevard. The intent is to upgrade to Class IV bike lanes on Euclid Avenue from Holt Boulevard to G Street. Section B: Project Need & Purpose (30 points total) 11.A. List the destinations served. (5 points) The Downtown Euclid Ave Corridor Project Class IV separated bikeway and sidewalk improvements will provide connectivity to the Civic Center, comprised of City Hall, Town Square Park, the Public Library, Senior Center, University of La Verne College of Law, San Bernardino County Public Health Clinic building. The Town Square Park hosts several events per year, including a summer concert series that draws several hundred residents per weekly event. The project will also provide connectivity to the newly constructed 145-unit Downtown Ontario Luxury Apartments which is a mixed use, high density residential development project located at the northeast corner of Euclid Ave and C St. A 28-townhome will start construction in September 2025, located at the northeast corner of D St and Laurel Ave. The City’s Museum of History & Art is located on Euclid Ave just south of Holt Blvd, at Transit Ave, adjacent to the Class II buffered bike lanes south of Holt Blvd. 11.B. Upload a map showing destinations served. 12. Provide data to support future use of the proposed project. (5 points) Downtown Ontario is in San Bernardino County Census Tract 14, Block Groups 1 and 2. According to the Federal Financial Institutions Examination Council/Census data (2025) the total downtown area population is 3,258 residents with 1,411 housing units. According to the available census data, 17.53% of the population in the downtown area are below the poverty line. The City’s General Plan build out projection for the Downtown Area show 7,068 residents and 4,092 jobs. 13. Enter "City Rank" according to SBCTA's Active Transportation Prioritization. (5 points) 0 Autofill score to be verified by SBCTA staff: 0 14.A. Describe how the project will improve student, cyclists, and/or pedestrian safety. (5 points) Existing bicycle facilities consist of a Class III marked bicycle route using shared lane markings along the right-most lane. Signage is provided indicating that bicyclists are allowed full use of the lane. The Class III bicycle route continues north past the study area towards Upland, while Class II buffered bike lanes are provided south of Holt Boulevard. Existing bicycle facilities are not suited for riders of all ages and abilities. The corridor currently experiences a bicycle level of traffic stress (LTS) of 4 due to the high number of lanes, which indicates high See Attachment A stress and is suitable only for the “strong and fearless” riders, representing one percent of the population. A raised, sidewalk-level Class IV separated bikeway or cycle track will be installed by the project, adjacent to the sidewalk area in front of the new right-side angled parking. The Class IV bikeway will be separated from vehicle traffic by angled parking. 14.B. Upload 5-years' worth of the most recent collision data available from the UC Berkeley's Transportation Injury Mapping System. 15. Explain the multimodal or transit system connectivity provided by this project. (5 points) The project will provide a direct connection to an existing Class III bike route along G St and to a Class III bike route currently under construction, extending along B St and Vine Ave. The B St route will extend from the Ontario Civic Center to De Anza Park. The project will provide direct connections to bus stops on Euclid Ave at G St, F St, D St, and B St. The project will also be providing a direct connection to SBCTA’s WVC BRT Project station on Holt Blvd at Lemon Ave. 16. Attach other supporting documentation in a single .pdf. (5 points) Sectoin C: Project Schedule/Readiness (15 points total) 17. Describe project readiness. (5 points) A stakeholder meeting was held on 7/23/24 for community members and businesses input about the project. The City completed the Downtown Ontario Euclid Ave Corridor Study in March 2025 which evaluated design alternatives, truck restrictions, pedestrian/bicyclist safety and provided recommendations for the Downtown Euclid Ave Corridor Project improvements. City Council approved an agreement with Wood Rodgers, Inc. on 7/15/25 for the preparation of the project environmental document and plans. See Attachment B See Attachment C 18. Has the agency delivered past projects on schedule as originally scoped? (5 points) The City has delivered the following TDA projects: 2013 Various Transit Stop Access Improvements, 2014 Various Transit Stop Access Improvements, 2015 G St Crosstown Bicycle Route, 2016 Various Transit Stop Access Improvements, 2017 Grove Ave Trail Connection, 2021 Various Bus/ADA Pad Installations, 2023 Various Bus/ADA Pad Installations. The City will ensure a successful project delivery by clearly defining project goals and preparing a detailed and realistic project delivery plan. 19. What provisions does the agency have in place to ensure the facility will be properly maintained? (5 points) The Public Works Dept. has historically maintained portions of Euclid Ave. The City will ensure continued maintenance through the use of existing proactive strategies and management practices, such as routine scheduled maintenance, equipment servicing, system checks, and infrastructure inspections. Section D: Cost Effectiveness (15 points total) Total Units: 1 Units Used (ex. miles): Mile Cost per Unit: 1,148,828 Total Cost: 1,148,828 Section E: Match (25 points total) Match $ Entry Required: 402,090.09 Total Cost: 1,148,828 Match %: 35 Points: 15 Section F: Historical Program Compliance (10 points total) Total Compliance Score: 9 83 W D St E Sta te St Brooks S t N S u l t a n a A v e E Main St W N e v a d a S t N M o n t e r e y A v e W S t a te St S C y pr e s s A v e E S u n k ist St N L a u r e l A v e W P rinc eton St W Cal ifor n ia S t N L e m o n S t E D S t W C arlto n S t W Ro s ewood Ct W I S t N V i n e A v e W E St N P a l m A v e W F S t W F l o r a S t W M aitla nd S t W Sunkist St E P r i n c e t o n S t W P a r k S t E Park St N F e r n A v e W Vesta St W V e s t a S t E E St W S tone ri dge Ct S O a k s A v e E M a i t land S t M a g n o l i a A v e E N e v a d a S t E C a l i f o rnia S t W M a in S t E H S t Hollowe ll S t E G S t S M o u n t a i n A v e W 4th St W H o l t Blvd N M o u n t a i n A v e W 5 t h St W G S t S S a n A n t o n i o A v e N S a n A n t o n i o A v e E 4 th S t E Holt Blvd E 5 th S t N E u c l i d A v e W M i s s i o n B lvd S E u c l i d A v e E Mission Blvd Bellview Memorial Park Chaffey Joint Union High School District Ontario W R alst on S t 10 E D S t E C al ifor nia S t N I m p e rial Av e E H arv ard Pl E 5 t h S t E S t ate S t N A l l y n A v e N C u c a m o n g a A v e E N o c t a S t E Princeton St S T a y l o r A v e N B e r l y n A v e E E lma St V i r g i n i a A v e N H o l m e s A v e E H o l t B l vd S G r o v e Ave S C a m p u s A v e E G St N G r o v e A v e N C a m p u s A v e E M iss ion B lvd SWITRS GIS Map: San Bernardino, Ontario 01/01/2020 - 12/31/2024 Sources: Esri, TomTom, Garmin, FAO, NOAA, USGS, © OpenStreetMap contributors, and the GIS User Community SWITRS 1 - Fatal 2 - Injury (Severe) 3 - Injury (Other Visible) 3 - Injury (Other Visible) - Selected 4 - Injury (Complaint of Pain) 4 - Injury (Complaint of Pain) - Selected 7/21/2025 0 0.3 0.60.15 mi 0 0.5 10.25 km 1:24,075 TIMS (https://tims.berkeley.edu), SafeTREC, UC Berkeley Copyright © 2025 UC Regents; all rights reserved. Attachment B Transportation Development Act (TDA) Article 3- Bicycle & Pedestrian Facilities 2025 Application Supporting Documentation 1)Existing Condition Photos 2)Transit Connection Map 3)Demographic Information Summary 4)Project Cost Estimate 5)Project Eligible Area Exhibit and Conceptual Layout 6)Downtown Ontario Circulation Study-Circulation and Safety Analysis Attachment C Looking North on Euclid Ave at Holt Blvd Looking North on Euclid Ave at B St Looking North on Euclid Ave at D St Looking South on Euclid Ave at F St Looking South on Euclid Ave at C St Looking South on Euclid Ave at G St Euclid Avenue Existing Sharrow Exhibit EU C L I D A V E N U E HOLT BOULEVARD B STREET D STREET G STREET 16. TRANSIT CONNECTION MAP F STREET OMNITRANS BUS STOP FUTURE WEST VALLEY CONNECTOR BRT PROJECT STATION Source: Federal Financial Institutions Examination Council/ Census Data 12 - SERVICED POPULATION CONSULTANT: Wood Rodgers, Inc. AGENCY: City of Ontario 64 13,260.00$ 0 -$ 0 -$ 0 -$ 259 37,750.00$ 0 -$ 0 -$ 0 -$ 323 51,010.00$ 0 -$ 0 -$ 0 -$ 0 -$ 259 37,750.00$ 0 -$ 0 -$ 0 -$ 259 37,750.00$ 0 -$ 670 183,840.00$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 670 183,840.00$ 288 79,051.20$ 0 -$ 0 -$ 535 94,404.00$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 535 94,404.00$ 801 181,550.00$ 0 -$ 0 -$ 24 5,860.00$ 0 -$ 0 -$ 0 -$ 0 -$ 825 187,410.00$ 355 80,586.30$ 66 15,140.00$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 66 15,140.00$ 460 100,440.00$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 460 100,440.00$ 198 43,189.20$ 8,976 2,061,060.00$ 0 -$ 0 -$ 973 214,145.00$ 0 -$ 0 -$ 0 -$ 0 -$ 9,949 2,275,205.00$ 1.7.1 Alternative Selection/GAD 462 97,800.00$ 0 -$ 0 -$ 166 34,750.00$ 0 -$ 0 -$ 0 -$ 0 -$ 628 132,550.00$ 270 56,996.50$ 1.7.2 Preliminary Engineering (35% PS&E) 1,438 321,960.00$ 0 -$ 0 -$ 240 53,300.00$ 0 -$ 0 -$ 0 -$ 0 -$ 1,678 375,260.00$ 722 161,361.80$ 2,316 537,010.00$ 0 -$ 0 -$ 282 62,660.00$ 0 -$ 0 -$ 0 -$ 0 -$ 2,598 599,670.00$ 1,117 257,858.10$ 2,586 606,980.00$ 0 -$ 0 -$ 203 45,275.00$ 0 -$ 0 -$ 0 -$ 0 -$ 2,789 652,255.00$ 1,199 280,469.65$ 1,854 422,110.00$ 0 -$ 0 -$ 82 18,160.00$ 0 -$ 0 -$ 0 -$ 0 -$ 1,936 440,270.00$ 832 189,316.10$ 200 50,600.00$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 200 50,600.00$ 120 24,600.00$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 120 24,600.00$ 32 6,640.00$ 0 -$ 0 -$ 0 -$ 0 -$ 7,216 1,750,880.00$ 0 -$ 0 -$ 7,248 1,757,520.00$ 36 9,660.00$ 0 -$ 0 -$ 64 15,850.00$ 0 -$ 0 -$ 0 -$ 0 -$ 100 25,510.00$ 1,000 244,220.00$ 0 -$ 0 -$ 47 11,750.00$ 0 -$ 0 -$ 0 -$ 0 -$ 1,047 255,970.00$ 862 202,380.00$ 0 -$ 0 -$ 80 16,940.00$ 0 -$ 0 -$ 0 -$ 1,368 246,760.00$ 2,310 466,080.00$ 338 76,420.00$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 0 -$ 1,087 196,775.00$ 1,425 273,195.00$ 925 242,490.00$ 0 -$ 0 -$ 116 26,620.00$ 0 -$ 0 -$ 355 50,600.00$ 0 -$ 1,396 319,710.00$ SUBTOTAL 13,222 3,076,840.00$ 670 183,840.00$ 535 94,404.00$ 1,304 291,165.00$ 259 37,750.00$ 7,216 1,750,880.00$ 355 50,600.00$ 1,368 246,760.00$ 24,929 5,732,239.00$ 4,981 1,148,828.85$ Appraisal Reports (Monument) $30,000.00 Mileage/Travel/Printing/Reprographics/Other ODC's (Monument)$1,450.00 Mileage/Travel/Printing/Reprographics/Other ODC's (Fehr & Peers)$1,000.00 Mileage/Travel/Printing/Reprographics/Noise Meters/Other ODC's (ECORP)$3,420.00 Mileage/Travel/Printing/Reprographics/Noise Meters/Other ODC's (ECORP)$4,788.00 Mileage/Travel/Printing/Reprographics/Other ODC's $2,000.00 Geotechnical Drilling, Traffic Control, & ODC's, up to 40 borings (Kleinfelder)$111,319.00 Geotechnical Laboratory Fees (Kleinfelder)$17,743.00 Hot Patch and Traffic Control for Geotech Borings (Kleinfelder)$58,100.00 Deep Foundation Support Borings, up to 16 of the proposed 40 borings (OPTIONAL) (Kleinfelder)$38,400.00 Preliminary Title Reports (up to 5) (CL Survey)$6,000.00 Potholing (up to 200)$266,800.00 Hot Patch and Traffic Control for Potholing $173,000.00 GPR of Basements $8,300.00 ODC Total (Optional included): $722,320.00 ODC Total (Optional not included): $679,132.00 PROJECT FEE TOTAL 6,454,559.00$ GRANT ELIGIBLE FEE TOTAL 1,148,828.85$ ODC's NOT INCLUDED ODC's NOT INCLUDED NOT INCLUDED NOT INCLUDED NOT INCLUDED NOT INCLUDED NOT INCLUDED NOT INCLUDED NOT INCLUDED NOT INCLUDED USE BREAKDOWN OF SUBTASKS BELOW NOT INCLUDED NOT INCLUDED NOT INCLUDED 43% GRANT ELIGIBLE HOURS GRANT ELIGIBLE FEE NOT INCLUDED Fehr & Peers PROJECT: Environmental & Engineering Design Services for the Downtown Euclid Avenue Corridor Project Percentage of project area eligible for grant funding: TASK 1.2 - SURVEY Task 1.1 - Right of Way Acquisition Services (OPTIONAL) TASK 1.0 - RIGHT OF WAY REQUIREMENT DETERMINATION Kleinfelder TASK 1.7 - GAD, Alternatives Analysis, PS&E, WQMP, and Project Video TASK 1.6 - HYDROLOGY AND HYDRAULICS TASK 1.5 - PERMITTING TASK 1.4 - UTILITY VERIFICATION AND COORDINATION TASK 1.3 - GEOTECHNICAL REPORT DESCRIPTION Wood Rodgers, Inc.CL Survey Task 2.10 NEPA Document and Technical Studies (OPTIONAL) TASK 3.0 - PROJECT MANAGEMENT TASK 1.10 - CONSTRUCTION SUPPORT SERVICES TASK 2.0 ENVIRONMENTAL PROCESS TASK 1.9 - MEETINGS 1.7.7 Project Video Animation/RenderingTASK 1.8 - BASEMENT ANALYSIS AND DESIGN (Subconsultants OPTIONAL) 1.7.6 Archway Structural Design 1.7.3 Engineering/Construction Documents (65% PS&E) 1.7.4 Engineering/Construction Documents (95% PS&E) 1.7.5 Engineering/Construction Documents (Final PS&E) PROJECT TOTAL HOURS PROJECT TOTAL FEEMonument HMC Architects Costin Public Outreach (CPOG)ECORP TR A N S I T S T . HO L T B L V D . B S T R E E T C S T R E E T D S T R E E T E S T R E E T F S T R E E T G S T R E E T EUCLID AVENUE EUCLID AVENUE EUCLID AVENUE EUCLID AVENUE EUCLID AVENUE EUCLID AVENUE EUCLID AVENUE EXISTING TO REMAIN PROPOSED IMPROVEMENTS EXISTING CURB LINE SIGNALIZED INTERSECTION BUILDING RELATIONSHIPS ONE PROJECT AT A TIME 2251 SAN DIEGO AVE. STE A-130Tel 619.819.9240 Fax 619.512.5599SAN DIEGO, CA 92110 EXISTING RIGHT OF WAY BICYCLE & PEDESTRIAN IMPROVEMENTS AREA INELIGIBLE PROJECT AREA 188679 SF254966 SF Downtown Ontario Circulation Study June 2025 Circulation & Safety Analysis COLLISIONS OVER TIME Between December 2019 and December 2024, there were a total of 131 injury collisions reported, including 8 Killed or Severe Injury (KSI) collisions of those collisions. On average, 26 collisions occur per year within the study area. Total collisions increased significantly between 2020 and 2021, reflecting the rise of activity along the corridor post COVID-19. Total collisions slightly fluctuated between 2022 and 2024, with generally similar collision numbers between the years. KILLED OR SEVERE INJURY (KSI) COLLISIONS KSI collisions represent collisions resulting in a number of catastrophic impacts, including permanent disability, lost productivity and wages, and ongoing healthcare costs. These injuries can include broken bones, severe lacerations, burns, skull or spinal injuries, and death. Despite an increase in overall collisions between 2019 and 2024, KSI collisions remained steady, with a peak of 3 KSI collisions in 2023. COLLISION MODE The majority of collisions involved vehicles (74% of all collisions) and pedestrians (13%). The remaining collisions involved bicycles, motorcycles, or trucks. Approximately 50% of KSI collisions involved pedestrians; collisions with pedestrians in this area are much more likely to result in a fatality or severe injury. SUMMARY This analysis uses data from the Transportation Injury Mapping System (TIMS), which provides injury collision data in California sourced from the Statewide Integrated Traffic Records System (SWITRS) managed by the California Highway Patrol. Injury collisions were analyzed between 2019 and 2024, revealing several trends and risk factors. PRIMARY COLLISION FACTORS The top primary collision factors for both Non-KSI and KSI collisions were due to violations of traffic signals and signs (37% of all collisions). Other factors like improper turning, automobile right-of-way violations, and unsafe speed were also top collision contributors. COLLISION TYPES Broadside (60% of all collisions) collisions were the most common crash type, followed by rear-End (12%) and vehicle/pedestrian (13%) collisions. The prevalence of broadside collisions reveal the risk of side-impact crashes caused at intersections or driveways in the study area. KSI collisions are disproportionately represented by vehicle/pedestrian (50% of KSI collisions) collisions, futher revealing the disproportionate vulnerability of collisions involving pedestrians. COLLISION SETTINGS The majority of collisions occured in the daylight (62% of all collisions), followed by in the dark with streetlights (31% of all collisions). The top pedestrian movement prior to pedestrian collision is crossing not in crosswalk (53% of pedestrion collisions), suggesting crossing compliance issues for pedestrians in the area. Downtown Ontario Circulation Study Power BI Desktop COLLISIONS BY MODE, 2019-2024 74% 13% 7%3%3%Vehicle Pedestrian Bicycle Motorcycle Truck 1 50% 38% 13% Collisions All Collisions KSI 131 Total Collisions 8 KSI Collisions PRIMARY COLLISION FACTOR, 2019-2024 0%20%40% Traffic Signals and Signs Automobile Right of Way Violation Unsafe Speed Other Pedestrian Right of Way Violation Improper Turning Driving/Bicycling Under the Influence Pedestrian Violation 36% 24% 15% 7% 5% 5% 5% 3% 50% 25% 13% 13% % Collisions Non-KSI KSI COLLISION TYPE, 2019-2024 0%10%20%30%40%50%60% Broadside Head-On Hit Object Other Overturned Rear End Sideswipe Vehicle/Pedestrian 62% 2% 2% 2% 1% 13% 8% 11% 25% 13% 13% 50% % Collisions Non-KSI KSI DOWNTOWN ONTARIO OVERALL COLLISION SUMMARY December 2019 to December 2024 COLLISIONS BY YEAR, 2019-2024 0 10 20 30 40 Tot a l C o l l i s i o n s 2019 2020 2021 2022 2023 2024 1 2311 5 29 33 4 29 23 KSI KSI Non-KSI Power BI Desktop VICTIM PROFILE BY AGE & GENDER, 2019-2024 6% 38% 46% 9%65 & Over 40-64 16–39 15 & Under Collisions All ...by Victim_Age_Group 67% 33% Collisions KSI ........CASE_ID by VICTIM_SEX_Ex 50%50%Collisions KSI VICTIM PROFILE BY AGE & GENDER, 2019-2024 54% 45% 1%Female Male Not Stated Collisions All 0%20%40%60%80%100% 2 8 14 2 COLLISION LIGHTING CONDITIONS, 2019-2024 0%20%40%60%80%100% 3 40 81 7 Dark - No Street Lights Dark - Street Lights Daylight Dusk - Dawn All Collisions Pedestrian and Bicyclist Collisions PARTY PROFILE BY RACE, 2019-2024 67% 10% 9% 8% 3%3% % Collisions Hispanic White Black Not Stated Asian Other PEDESTRIAN MOVEMENT, 2019-2024 0 5 … Pedestrian Collisions Crossing Not in Crosswalk Crossing in Crosswalk at Intersection Crossing in Crosswalk Not at Intersection Not in Road 7 5 1 2 1 1 Non-KSI KSI 185 Total Victims 18 Pedestrian Victims 9 Bicyclist Victims 3 Ped/Bike KSI Victims COLLISION SETTINGS AND VICTIM PROFILE December 2019 to December 2024 75% 13% 6% 6% Collisions All Collisions KSI Downtown Ontario Collision Matrix Local Road Collector Principal Arterial 25 MPH 30 MPH 35 MPH 40 MPH Midblock Signalized Stop-Controlled Fatal Injury 1 - 1 - 1 - 1 2 - - 2 Severe Injury - 2 4 - - 3 3 - 4 2 6 Minor or Visible Injury 4 10 40 1 4 25 24 1 34 19 54 Possible Injury or Complaint of Pain 11 11 47 6 8 24 31 8 33 28 69 Daylight 10 10 61 5 7 35 34 5 43 33 81 Dusk or Dawn 1 3 3 - 1 2 4 1 3 3 7 Dark with Street Lights 5 8 27 2 5 15 18 5 24 11 40 Dark with No Street Lights - 2 1 - - - 3 - 1 2 3 Not Stated - - 1 - - 1 - - 1 - 1 Unknown - 1 - - - - 1 - - 1 1 Driving/Bicycling Under the Influence 3 1 2 1 2 - 3 1 2 3 6 Unsafe Speed 2 4 13 1 3 5 10 4 10 5 19 Following Too Closely - - 1 - - 1 - - 1 - 1 Wrong Side of Road - - 1 - - 1 - - - 1 1 Improper Passing - - 1 - - 1 - - 1 - 1 Improper Turning 1 3 3 1 - 4 2 2 1 4 7 Automobile Right of Way 3 7 20 2 2 7 19 1 7 22 30 Pedestrian Right of Way - 2 6 - - 4 4 - 6 2 8 Pedestrian Violation 1 - 4 - 1 2 2 1 3 1 5 Traffic Signals and Signs 4 5 39 1 4 26 17 1 39 8 48 Other Hazardous Violation 2 - - 1 1 - - 1 - 1 2 Other than Driver or Pedestrian - - 1 - - - 1 - - 1 1 Not Stated - - 1 - - 1 - - 1 - 1 Head-On 1 1 1 - 1 2 - 1 1 1 3 Sideswipe 3 3 5 2 1 4 4 2 3 6 11 Rear End 1 4 11 - 2 7 7 4 9 3 16 Broadside 6 12 60 3 5 31 39 1 45 32 78 Hit Object - - 2 - - - 2 - 1 1 2 Overturned - - 1 - - - 1 - 1 - 1 Vehicle/Pedestrian 4 3 10 236629617 Other 1 - 1 - 1 1 - 1 1 - 2 Yes 2 3 4 - 2 5 2 1 3 5 9 No 14 20 88 7 11 47 57 10 68 44 122 Yes 4 3 10 236629617 No 12 20 82 5 10 46 53 9 62 43 114 No Pedestrian Involved 12 20 82 5 10 46 53 9 62 43 114 Crossing in Crosswalk at Intersection - - 6 - - 3 3 - 6 - 6 Crossing in Crosswalk Not at Intersect 1- - 1 - - - - - 1 1 Crossing Not in Crosswalk 2 3 4 1 2 3 3 1 3 5 9 Not in Road 1 - - - 1 - - 1 - - 1 16 23 92 7 13 52 59 11 71 49 131Total Total Pedestrian Action Prior to Collision Bicycle Accident? Pedestrian Accident? Roadway Classification Speed Limit Intersection Control Collision Severity Lighting Conditions Primary Collision Factor Violation Category Type of Collision COLLISION HEAT MAP N Fe r n A v e n u e La u r e l A v e n u e Le m o n S t r e e t G Street Holt Boulevard State Street D Street C Street B Street F Street Su l t a n a A v e n u e Eu c l i d A v e n u e Vi n e A v e n u e E Street TOP COLLISION LOCATIONS The study area and collision heat map is presented to the right. 88% of all collisions are concentrated along the following six roadways. The north/south streets with the most injury collisions in the study area are: •Euclid Avenue - 59 collisions •Vine Avenue - 19 collisions •Sultana Avenue - 16 collisions The east/west streets with the most injury collisions in the study area are: •Holt Boulevard - 50 collisions •D Street - 23 collisions •State Street - 10 collisions Euclid Avenue and Holt Boulevard are primary arterials and experience more volume than any other streets in the Downtown area. Downtown Ontario Circulation Study Euclid Avenue & D Street Of the 19 collisions reported at Euclid Avenue & D Street, 14 were broadside collisions. Two were vehicle/pedestrian collisions and the remaining three were head-on, sideswipe, and “Other”. Two out of three KSI collisions along Euclid Avenue occurred at this intersection, which were caused by an improper turning violation and a traffic signal violation. At this intersection, the broadside collisions are likely the result of permissive turn movements at all approaches. Due to the two-stage turning movement where vehicles stop at the median, drivers turning from D Street onto Euclid Avenue may fail to see a subsequent red light or turn at the end of the green phase. The higher speed and volume nature of Euclid Avenue in conjunction with the longer turning movement may also contribute to the risk of broadside collisions. For the same reasons, crossing pedestrians are also more vulnerable to turning vehicles. As Euclid Avenue is a Class III shared bike route, crossing cyclists are also susceptible to both right-and left-turning vehicles. Euclid Avenue & Holt Boulevard Of the 16 collisions reported at Euclid Avenue & Holt Boulevard, twelve were broadside collisions. Two were rear end collisions, one was a rollover collision, and one was a vehicle/pedestrian collision. This intersection experiences a high frequency of broadside collisions and traffic signal or sign violations likely due to a combination of the wide geometry and high-volume vehicle movements. Drivers may misjudge the signal phasing and make rushed turns at the end of the signal phase. Euclid Avenue’s wide median increases exposure time for turning vehicles as they take longer to complete their turn. High volumes along with higher speed limits on both Euclid Avenue and Holt Boulevard can cause rear- end collisions as vehicles approach with higher speeds. Northbound Euclid Avenue south of Holt Boulevard is on an upward slope, which may further limit visibility of the intersection. Signalized Intersection Signalized Intersection EU C L I D A V E D ST HOLT BLVD T O P CRASH TYPOLO GIES T O P CRASH TYPOLO GIES EU C L I D A V E Downtown Ontario Circulation Study Sultana Avenue & Holt Boulevard Of the six collisions reported at Sultana Avenue & Holt Boulevard, four were broadside collisions. The remaining two were rear-end and vehicle/ pedestrian collisions. The pedestrian collision was while a pedestrian was crossing the crosswalk. Like at the other intersections with Holt Boulevard, the prevalence of broadside collisions due to automobile right of way violations and violations of traffic signals and signs suggest that drivers on the street are more likely to make permissive turning errors or fail to properly yield to through traffic or pedestrians. Crossing pedestrians are particularly vulnerable to these types of collisions as they are exposed to both left and right turning vehicles. Lemon Avenue & Holt Boulevard Of the seven collisions reported at Lemon Avenue & Holt Boulevard, all were broadside collisions due to vehicle right of way violations. This outcome is consistent with the intersection’s design and control pattern: Holt Boulevard is a multi-lane, high-speed arterial with no stop control, while Lemon Avenue is stop-controlled on both approaches. Drivers on Lemon Avenue must cross or turn without a signal, leading to potential conflict with vehicles amongst multiple travel lanes. Queueing on Holt Boulevard may also block visibility for vehicles, increasing the likelihood of partial gap acceptance errors and failures to yield to through traffic. Another hot spot intersection with similar geometry, intersection control, and collision patterns is at Laurel Avenue & Holt Boulevard. Signalized Intersection STOP STOP STOP Stop-Controlled Intersection SU L T A N A A V E HOLT BLVD HOLT BLVD T O P CRASH TYPOLO GIES T O P CRASH TYPOLO GIES LE M O N A V E Downtown Ontario Circulation Study Vine Avenue & Holt Boulevard Of the seven collisions reported at Vine Avenue & Holt Boulevard, two were broadside collisions and two were sideswipe collisions. The remaining three collisions consisted of one rear-end, one hit-object, and one vehicle/ pedestrian collision. Broadside and vehicle/pedestrian collisions likely happen at this intersection due to Holt Boulevard’s higher volumes and the protected- permissive left turn configuration for all approaches. During the permissive left turn phase, drivers that fail to yield properly or misjudge the gaps can potentially collide with either through vehicles or crossing pedestrians. The pedestrian collision here occurred while a pedestrian was in the crosswalk. The wider turns and high speed limit on Holt Boulevard (40 MPH) may also lead to sideswipe collisions during the left turn movement or while turning right to/from Vine Avenue. Vine Avenue & State Street Of the three collisions reported at Vine Avenue & State Street, two were broadside collisions and one was a sideswipe collision. Broadside collisions likely occur at this location due to drivers failing to yield to the north/south movements or misjudging distance to other cars. The railroad tracks north of the intersection accompanied with poor striping can also lead to driver error when entering the intersection as vehicles on State Street may not be able to see that the southbound traffic does not have a stop. Sideswipe collisions at this location can occur due to the narrow lanes and lack of clear striping. Vehicles may drift or encroach into adjacent lanes or cause collisions by attempting illegal passing maneuvers. Signalized Intersection T O P CRASH TYPOLO GIES HOLT BLVD VI N E A V E ST O P ST O P STOP Stop-Controlled Intersection T O P CRASH TYPOLO GIES VI N E A V E STATE ST. Downtown Ontario Circulation Study