Congratulations to LADOT on MyFig rollout and safety improvements!

Vision Zero LA congratulates our partners at the Los Angeles Department of Transportation (LADOT) for the opening of MyFigueroa! As new street installations open to the public, LADOT is working with CD 9 Councilmember Curren Price, CD 14 Councilmember José Huizar, businesses, and stakeholders to distribute information along the corridor on how to use the street improvements.

MyFig has been years in the making, but its construction will help us achieve our Vision Zero goals. The MyFig design uses many of the same engineering interventions to improve safety while managing congestion. This level of capital investment shows a precedent for more work to come, like projects funded through SB1 and Measure M.

See the press release LADOT sent out last week:


As the Los Angeles Department of Transportation begins rolling out the MyFigueroa Streetscape Project (MyFig) construction improvements for safety, all corridor users should note to adhere to the modified street design, particularly regarding red curbs and bike lanes.

To make sure all Angelenos are safe as the new street design installations take place, LADOT has been working with CD 9 Councilmember Curren Price, CD 14 Councilmember José Huizar, businesses, and stakeholders to distribute information along the corridor on how to use the street improvements.

Safety improvement updates for roadway, bicycle, transit and sidewalk users include:

  • Park:  Park cars in marked parking stalls to the left of buffer zones and bicycle lanes. Adhere to parking signs and colors along the curbs.
  • Load:  When adjacent to a protected bicycle lane, use buffer zones to get to parked cars. Look for passing bicycles when opening car doors.
  • Bike:  Ride in the new bicycle lanes. Watch for crossing pedestrians.
  • Transit:  Safely cross the bike lane to the bus shelter for public transportation.
  • Sidewalk:  Look for oncoming bicycles when crossing new bicycle lanes.

Figueroa Street improvements are active and open from Exposition Boulevard to 8th Street though safety measures are still being made. LADOT is planning to install additional bollards by the bicycle lanes around the Los Angeles Convention Center. The department is also working with special event planners to identify and establish areas for passenger pick-up and drop-off.

MyFigueroa was funded in 2010 by a Proposition 1C grant under the custodianship of the Community Redevelopment Agency of Los Angeles (CRA/LA). The project is fully supported by Councilmember Price, Councilmember Huizar, and Mayor Eric Garcetti as a signature project for Los Angeles. Besides advancing the City’s Mobility Plan, MyFigueroa also helps achieve the goals of Vision Zero and Huizar’s DTLA Forward.


We are continuing to monitor the bike lanes in the area to ensure they remain free of cars and clear for cyclists. We thank you for your patience as we determine the best way to keeping the bike lanes clear while ensuring speedy entrance and exit to Convention Center events.




LADOT announces update to Vision Zero High Injury Network

This month, LADOT updated the Vision Zero High Injury Network (HIN), the network of city streets where we can make the biggest difference in our efforts to save lives. The update can be found on the City’s Geo Hub, our public platform for exploring and visualizing location-based open data.

The first iteration of the HIN launched in 2016 and was based on collision data available from 2009-2013. Though only 6% of Los Angeles’ street miles are on the HIN, we found that nearly seventy percent of all deaths and severe injuries of people walking occurred on this network. The HIN helps us focus our safety efforts, maximize resources and save lives.

Vision Zero’s 2017 Action Plan called for an update of the City’s High-Injury Network using new collision data made available by the Statewide Integrated Traffic Records System (SWITRS). As a first step, we mapped fatalities and serious injury collisions (KSIs) involving people walking and bicycling using the most recent data (2012-2016). With this new data set, we found that the corridors with a high density of KSIs from 2012-2016 were nearly the same as the HIN corridors identified previously. This information will be used to identify a new round of priority corridors for safety improvements.

Many of the Vision Zero improvements on the High Injury Network began installation in May 2017 and safety data over that time has not yet been included in our High Injury Network analysis (SWITRS data from 2017 and 2018). Where we’ve made Vision Zero improvements and have available safety data, like the Hollywood and Highland intersections, we’ve seen positive results. See attn. Media’s coverage of the scramble here. As new data becomes available and incorporated, we hope to see fatalities decline and remove streets from the HIN.

Changes to the HIN

Our HIN updates can be categorized into the following types:

  • Additions: We identified three new streets (6th St, Glenoaks Blvd, and Glendale Blvd) that witnessed a high number of KSI collisions between 2012 and 2016 yet were not part of the original HIN. Seventeen KSI collisions involving a pedestrian or a bicyclist occurred on just 2.8 miles of these streets in the last 5 years.
  • Extensions: We also saw that a high number of bicycle and pedestrian collisions occurred at the edges of the existing HIN. To capture these new hotspots of collision activity, we have extended 13 of the existing HIN corridors.
  • Connections: We identified two streets (Vanowen St and Central Ave) where we connected existing HIN corridors based on the newer collision data.

High Injury Network Changes

 

Street To/From HIN Modification Miles Bicycle and Pedestrian  KSI Collisions KSIs per Mile
6th St. Ogden Dr./Cochran Ave. New Corridor 0.7 6 8.6
Glenoaks Blvd. Peoria St./Roscoe Blvd. New Corridor 1.6 7 4.4
Glendale Blvd. Revere Ave./Glenhurst St. New Corridor 0.5 4 8.0
48th St. Crenshaw Blvd./Western Ave. Extension 1.2 6 5.0
Vanowen St. Woodman Ave./Ethel Ave. Connection 0.8 3 3.8
Vanowen St. Hatillo Ave./De Soto Ave. Extension 1.2 5 4.2
Nordhoff St. Haskell Ave./Reseda Blvd Extension 1.8 7 3.9
Riverside Dr. Laurelgrove Ave. /Van Nuys Blvd. Extension 2.7 6 2.2
Ventura Blvd. Topanga Canyon/Fallbrook Ave. Extension 0.9 4 4.4
Normandie Ave. Melrose Ave./Beverly Blvd. Extension 0.5 5 10.0
Beverly Blvd. Bonnie Brae St./Rampart Blvd. Extension 0.5 5 10.0
Olympic Blvd. Crenshaw Blvd./La Brea Ave. Extension 1.3 6 4.6
Washington Blvd. La Brea Ave./Redondo Blvd. Extension 0.3 4 13.3
Vermont Ave. 88th St./120th St. Extension 2.4 9 3.8
Central Ave. Slauson Blvd./Manchester Ave. Connection 2.1 10 4.8
Cesar E Chavez Ave Keller St./ Vignes St Extension 0.3 5 16.7
Total: 18.8 92 4.9

 

In total, these additions to the HIN cover 19 miles, but account for over 90 bicycle and pedestrian KSI collisions in the last 5 years. After making these modifications to the network, the share of bicycle and pedestrian KSIs on the HIN remains at roughly two-thirds (64 percent).

This updated HIN is available on the City’s GeoHub. We will also be publishing the updated collision data to the GeoHub as well, so stay tuned!

Vision Zero’s Community Partnership Grant Kick-Off Event

This was a huge week for Vision Zero Los Angeles! On Wednesday, City Council Transportation Committee recommended that Council endorse our Vision Zero Action Plan! You can read the Action Plan here. This recommendation brings us one step closer to citywide adoption of the Action Plan.

We’re already getting to work! On Tuesday, we held a Kick-Off meeting with the recipients of the Vision Zero community-based education campaign with over 40 community-based organizers, artists and leaders.

Eight teams of community organizations were awarded up to $32,000 to develop a traffic safety education campaign to promote road safety.  These partnerships are part of Vision Zero’s commitment to traffic safety education and equity. Traffic violence is an incredibly personal and visceral experience. As such, traffic safety education should be developed in a language and style that reflects the personal experiences of each community.  And who knows better about the history and culture of an area then the people and organizations that live and work there? By taking this localized, door-to-door approach, our community partners will help us communicate Vision Zero’s core principles across Los Angeles’ many diverse communities.

At our kick-off event, we walked through the goals of Vision Zero: zero fatalities by 2025 and a 20% reduction in fatalities by the end of this year. We also discussed our four-pronged approach to reaching this audacious goal: enforcing speed and traffic laws, engineering safer streets and intersections, evaluating fatality hot spots and our progress towards Vision Zero, and educating communities about traffic safety—all working in a coordinated, strategic effort.

We then got to hear from each of the teams about what kind of activations they are thinking about.  Here are some of their exciting working ideas!

Multicultural Communities for Mobility (MCM), the L.A. County Bicycle Coalition (LACBC), and L.A. Commons are working on Hoover Street from Vernon Avenue to Manchester Avenue and Crenshaw Boulevard from Martin Luther King Jr. Boulevard to Vernon Avenue.  On Hoover, they are planning an event that commemorates the 25th anniversary of the LA Uprising to focus on how road safety has changed in the area.  On Crenshaw, they will work with local artists and young people to tie Vision Zero goals into the Annual Day of the Mask activation on Juneteenth.  It will be an interactive, multi-generational event with a theme of “balance, creation, unity”.

The Cornerstone Theater Company, Power to Pedal and Dignity Health Hospital are working on Vernon Avenue from Western Avenue to Central Avenue.  Their plan includes holding story circles regarding the impact of traffic injuries in people’s lives.  They will also work with visual artists to design installations along the corridor.  Workshops will be held with the community and input from these meetings will be interpreted into the visual art which will appear in the corridor throughout the week.

Los Angeles Walks, Gabba Gallery, the Pilipino Workers Center, and Public Matters are working on Temple Street from Beverly Boulevard to Beaudry Avenue.  Working with local churches and schools in the area, their event will include installation of murals, performance art, dancing events, and other forms of engagement with the community.

Ave 50 Studio and L.A. Neighborhood Initiative are working on N. Figueroa Street from Avenue 43 to York Boulevard.  They plan on a series of temporary installations along parts of the corridor which will lead to a cumulative poetry event.

Central City Neighborhood Partners are working on 6th Street, Alvarado Street, and 7th Street.  In partnership with Art Division and an Artist in Residence and with community input, they will install a series of mural installations along the corridor on utility boxes, benches, and other temporary places that incorporate Vision Zero messages.  Other ideas for this corridor include a street mural on the scramble intersection and a telenovela at Levitt Pavilion.

C.I.C.L.E., Blacklist and artist, Alan Nakagawa are working on Pico Boulevard from Western Avenue to Union Avenue.  They want to place manikins along the corridor posed as people taking part in active transportation.  They will be wearing t-shirts with safety messaging on them.  All of these manikins will direct people to an info hub with educational materials.

Pacoima Beautiful, Leyna, Kaiser, and Cottonwood are working on Roscoe Boulevard from Van Nuys Boulevard to Woodman Avenue.  In partnership with the JC Decaux, they are going to take the bus stops along the corridor and create four permanent art installations that will remain after the activation.  They also want to roll out temporary installations to create monuments along the street during a week-long intervention program.

LA-Más and Parents, Educators/Teachers & Students in Action are working on Adams Boulevard from Hauser Boulevard to Crenshaw Boulevard.  They are planning temporary installations over a one mile stretch.  The community and local high schools will be involved in outreach, actually putting in the installations, and the big unveiling event.

We are excited to continue our partnership with these teams and see their projects take place.  Stay tuned for more updates throughout the year!

Vision Zero Action Plan Released

On Thursday, January 26 2017, Mayor Eric Garcetti and the Los Angeles Department of Transportation (LADOT) announce the release of the city’s first Vision Zero Action Plan and Safety Study.

WHAT IS IN THE 2017 ACTION PLAN?

The plan outlines the city’s blueprint to reduce fatalities by 20 percent by the end of 2017 with the ultimate goal of eliminating traffic deaths by 2025. The Action Plan identifies the highest concentrations of fatal and severe injury collisions on the City’s High-Injury Network. Additional priority was given to fatal or severe injury collisions that have involved older adults and children, as well as collisions that occur in communities with negative health outcomes. This combination of severity, vulnerability, and social equity developed a prioritization methodology that identified 40 priority corridors called out in the Action Plan. Focusing Vision Zero efforts in 2017 on these priority corridors will help achieve the goal of a 20% reduction in traffic deaths by the end of the year. View an interactive, online version of the Action Plan or download a PDF copy.

The Action Plan also highlights a series of projects that work. For example, since the installation of a scramble crosswalk at the intersection of Hollywood and Highland in November 2015, there have been zero deaths and serious injuries because of a collision. Leading pedestrian intervals installed at 22 locations, or “pedestrian head starts,” have been shown to result in a 60% reduction in vehicle collisions with people walking.

The Action Plan is organized around the following key outcomes, to emphasize the importance of working together to achieve Vision Zero goals: Create Safe Streets for All, Develop a Culture of Safety, Adopt New Policies and Legislation to Strengthen Safety and Respond to Relevant Data. Each outcome has a series of strategies and actions, with benchmarks to be measured in 2017, 2020, and 2025. For example, the Department of Transportation is the lead on investing $2 million on an education campaign in 2017, including creative development, on-the-ground community-based outreach, as well as a paid media campaign. The Los Angeles Police Department has also partnered with LADOT to increase a focus on speed enforcement on the Vision Zero High-Injury Network.

These are just a snapshot of the many projects, both infrastructure and non-infrastructure, that will continue to be implemented to eliminate traffic fatalities.

WHAT IS IN THE 2017 SAFETY STUDY?

The Department of Transportation has also published a technical companion, called the Vision Zero Safety Study. The study expands on the data that was used to develop the High-Injury Network. Each traffic fatality has a story and the Safety Study helps to provide the additional information needed to come up with an effective solution. 

OTHER RESOURCES

Supporting documents can be downloaded with the following links:

High Injury Network gives most holistic portrayal of safety trends on LA’s streets

Did you see Estey & Bomberger’s study that claimed to identify what they saw as the “most dangerous” intersections throughout California?

Yeah, so did we.

Source: Estey & Bomberger "Most Dangerous Intersections in California [New Study]"

Source: Estey & Bomberger’s “Most Dangerous Intersections in California [New Study]”

Looking specifically at crashes that occurred at intersections, a personal injury law firm in San Diego published alarming (although, not surprising) research in collaboration with 1point21 Interactiv.

The study received a lot of media attention!

One of the outlets that picked up this story was LAist. They highlighted the fact that “of the 444 most dangerous intersections in California, a shocking 221 of those intersections are in the City of Los Angeles.”

ABC10 noted that “the No.1 [most] dangerous intersection of Devonshire St. and Reseda Bl. in Los Angeles had a total score of 147 with 24 crashes and 41 injuries.”

Screenshot of CurbedLA's article about the Estey & Bomberger study

And, Curbed LA described how the firm “found [Los Angeles] is home to three of the most dangerous intersections in California—two of which are in the same neighborhood (Northridge).”

We agree that streets in Los Angeles have a lot of collisions. In fact, our Vision Zero team of experts is focused specifically on making our 7,500 miles of roadway safer! But, our approach to defining safety is quite different than how Estey & Bomberger examined safety in their study.

We would like to share with you how our process paints a more accurate picture of which streets in Los Angeles need safety improvements the most.

Vision Zero’s Analysis

We have been conducting our own analysis that focuses on severe injuries and deaths of our most vulnerable road users, starting with people walking and bicycling. Why did we start there?

In our collision data, we found that there is an over-representation of people walking & biking. They account for roughly 15% of all collisions, but approximately 50% of all deaths. If you think about it, this makes a lot of sense given that people walking and biking are exposed to the elements, not shrouded by 4,000 lbs of metal and safety features like airbags and seat belts.

Vision Zero is an injury reduction strategy, not a collision reduction strategy. So, in order to achieve our goals as quickly as possible, we must focus on areas that will deliver the biggest return on investment, such as locations that have a higher concentration of deaths and serious injuries for the most vulnerable population.

Our analysis identified a network of streets, called the High Injury Network (HIN), that has a higher incidence of severe and fatal collisions. The HIN is comprised of 386 corridors that represent 6% of Los Angeles’ street miles. 65% of all deaths and severe injuries involving people walking and biking occur on these 6% of streets.

We also give more weight to counts of Killed or Serious Injuries (commonly referred to in the transportation safety field as “KSI”) among people walking or biking, so deaths or serious injuries at all intersections are multiplied by three, while vehicle-vehicle deaths or serious injuries do not receive a multiplying factor. For example, if an intersection contains one fatal pedestrian collision, two severe bicycle injuries, and one fatal vehicle-vehicle, the score would be 10 (3 for the pedestrian, 6 for the two bicycles, and 1 for the vehicle-vehicle). 

The Estey & Bomberger study data overlaps with some portions of the High Injury Network, but because of their methodology, there are segments in South LA and Northeast LA that don’t show up at all in their data. This is significantly contradictory to our findings that areas in South LA, Northeast LA, and neighborhoods with poor health outcomes have a disproportionate amount of severe and fatal injuries from collisions. In fact, nearly half of the HIN falls within our most vulnerable communities.

Why does our ranking look different?

First, we use different data.

Estey & Bomberger used 2015 collision data from the Statewide Integrated Traffic Records System (SWITRS). By using data from only one year, their intersection score is reflective of a snapshot in time.

However, we analyzed 5-years of SWITRS data from 2009-2013 (the most recently available data at the time of our analysis), which gives us an opportunity to see trends over time. Using only one-year of collision information provides incomplete information – there are often many factors that go into a collision, ranging from construction, to weather, to individual behavior. In order to get a better snapshot of locations that have systemic issues and demand engineering, enforcement, and education efforts, we undertook a 5-year longitudinal analysis to identify patterns.  We recognize that we need to update our analysis with data from 2014, 2015, and 2016, much of which is now (provisionally) available on SWITRS. This is a key strategy in our forthcoming Vision Zero Action Plan. However, our five-year analysis is still effective at identifying locations with significant safety needs.

On top of SWITRS, we also incorporate data from the LA County Department of Public Health to provide information about social equity and health outcomes.

Second, we use a different formula for project prioritization.

Estey & Bomberger assigned values to each crash, injury, and fatality to calculate a score to rate the danger, using this formula:

Crash (x1) + Injury (x3) + Fatality (x10) = Intersection Score

You can see that under their model, all injuries are weighted the same. This means that the formula does not distinguish between a fractured finger and a severe injury, like a broken skull. As a result, the Estey & Bomberger study winds up giving more weight to car crashes than we do. This is because their data includes minor car collisions in which no one was severely injured. Since vehicles are getting safer every year thanks to enhanced safety features, minor collisions tend to result in minor injuries.

Our formula is more complex. We worked with community members and technical experts to develop  the following three location-based priorities to include in an intersection score methodology:

 

Location Priority
Safety Question
Severity
How many severe or fatal injury (KSI) collisions have taken place at the intersection?
Vulnerability
Has the intersection had KSI collisions that involve older adults or children?
Social Equity
Is the intersection in a community that has been traditionally underinvested in or underserved?

These three priorities were identified as more important than all others in determining locations that deserve attention. They help us emphasize important aspects of a community that might not show up in a simple collision analysis. For instance, it is important for us to prioritize the most vulnerable road users, so we emphasize collisions that involve children, senior citizens, people walking, and people biking.

Then, we put all of this data into our HIN intersection formula:

Fatality (x1.5)* + Severe Injury** + Child or Senior*** + Target Community**** = Intersection Score

*weighted higher for severity

**raw value

***0 or 1 if a child or senior was present

****0 or 1 is the location was in a target community

 

Intersections with high scores highlight patterns, and these patterns show us which roadways and neighborhoods in Los Angeles warrant the most attention.

Similarly, we identify which thoroughfares have the highest numbers of fatalities and severe injuries to analyze corridors. One reason that it is important to analyze corridors in addition to intersections is that speed is a contributing factor to many serious crashes. Speed itself must be addressed not just at a single physical point, but along a stretch of roadway where that speed is attained. Intersections are where conflicting movements occur, so they certainly can be part of the solution. However, if speeds are reduced, people can crash into each other with much less collateral damage.

Addressing the Cause

It’s important for us to incorporate data about the cause of a collision so that we can identify tailored solutions for each corridor and intersection. For this reason, our analysis identifies site-specific countermeasures, such as highly visible crosswalks and protected bike lanes, that can be implemented to prevent future collisions.

We have found that examining the safety of a corridor allows us to look at factors that provide a holistic context for why collisions occur, including:

  • Proximity to freeways
  • Number of vehicle lanes
  • Presence of a bike lane
  • Speed limit
  • Average vehicle speed

 

Our analysis has resulted in 12 statistically significant “collision profiles” for pedestrian and bicycle collisions that result in death or serious injury, which help refine our project development process.

Collision Profile Name
Description
% of Total KSI Collisions on HIN
Lack of crossing infrastructure
-Pedestrian crossing not at crosswalk or walking on shoulder
-Pedestrian collisions with motor vehicles
46.7% (of ped KSI collisions)
Lack of bicycle facility
-No bike path or bike lane present
-Bicycle collisions with motor vehicles
72.6% (of bike KSI collisions)
Intersecting arterials
-Intersection made up on major or secondary highways or reclassified highways
-Pedestrian/bicycle collisions with motor vehicles
39.60%
Hit-and-runs
-Driver did not stay after KSI collision
-Pedestrian/bicycle collisions with motor vehicles
22.90%
Insobriety
-Driver or pedestrian/bicyclist had been under the influence of alcohol or drugs
-Pedestrian/bicycle collisions with motor vehicles
19%
Complex intersections
-Intersection has 5 or more legs, including divided highways
-Pedestrian/bicycle collisions with motor vehicles
14.90%
Left turns at signals
-Vehicles making left turns Most KSIs occur at locations with no protected-only left turn signals
-Pedestrian/bicycle collisions with motor vehicles
12%
Speeding
-Speed is primary factor in collisions
-Pedestrian/bicycle collisions with motor vehicles
10.80%
Children near schools
-School with ¼ mile Most KSIs occur between 6am-9am and 12pm-6pm
-Pedestrian/bicyclist age 5-17 collisions with motor vehicles
7.20%
Right turns at signals
-Vehicles making right turns
-Pedestrian/bicycle collisions with motor vehicles
6.20%
Red light running
-Vehicles proceeding straight or making left turns
-Pedestrian/bicycle collisions with motor vehicles
5.20%
Freeway ramps
-KSI at ramp intersection
-Pedestrian/bicycle collisions with motor vehicles
0.90%

 


Vision Zero Action Plan

As you can see, many deaths or serious injuries occur in places that lack pedestrian and bicycle infrastructure. Behaviors such as drinking and driving, speeding, and running red lights are also frequent causes of collisions. Now that we have a greater understanding of why these collisions occur, we are ramping up efforts to tackle this issue head on by creating awareness and developing needed infrastructure as part of our Vision Zero Action Plan!

All of this analysis will be covered in detail in our forthcoming Vision Zero Action Plan, which will also have key strategies for engineering, enforcement, education, and evaluation, all with a commitment to equity and engagement. Here’s a sneak-peak of the Vision Zero Action Plan, which will be centered around 4 outcomes:

1. Create Safe Streets for All

  • Install life-saving improvements on the priority corridors and intersections along the High-Injury Network, such as optimizing 400 traffic signals and redesigning at least 12 miles of city streets every year to accommodate safe transportation for all
  • Update 100 percent of the expired speed surveys on the priority corridors by the end of 2017

 

2. Develop a Culture of Safety

  • Invest at least $2 million in a comprehensive education campaign that addresses top collision factors, such as speeding and insobriety

 

3. Adopt New Policy and Legislation to Strengthen Safety

  • Develop a state legislative strategy that strengthens laws related to moving violations that contribute to fatal and severe injury collisions, such as speed deterrents or increased penalties for distracted driving

 

4. Respond to Relevant Data

  • Include Vision Zero principles in the 2017 LAPD Traffic Plan
  • Update the High-Injury Network with 2014–2016 data when it becomes available

 

To measure our success, we will use the following benchmarks in comparison to 2016:

  • 20% reduction in traffic deaths by 2017
  • 50% reduction in traffic deaths by 2020
  • 100% reduction in traffic deaths by 2025

 

And finally, starting in 2017, we will roll out a citywide education campaign that will focus on building awareness and changing the behaviors that lead to the city’s most severe and deadly collisions.

Once our Action Plan is released, we will share it with you on our blog and social media! Follow us at @VisionZeroLA and share your stories using #VisionZeroLA.

Thanks for reading!

Vision Zero Los Angeles RFQ for Community-Based Outreach and Education

UPDATED: Monday November 14, 2016

 

Applications are in! Thank you to everyone who submitted. We are looking forward to reviewing everything, and will be following up in mid-to-late December with any additional information for applicants. If you have any immediate questions, don’t hesitate to e-mail rfq@carsla.net or visionzero@lacity.org. Links to materials are included below for reference only. Thank you!

 

DOWNLOAD THE NEW RFQ HERE! (FOR REFERENCE ONLY)

DOWNLOAD THE Q&A HERE! (FOR REFERENCE ONLY)

 

### Information below from Friday October 28, 2016 ###

Today, the Los Angeles Department of Transportation (LADOT) and the Department of Cultural Affairs (DCA) released an updated Request for Qualifications for community-based outreach and education to support the City’s commitment to Vision Zero.

Since the release of the initial RFQ on Monday, October 17, new information has been received from the funding and programming partners, resulting in an increase in total funds available by $50,000, to $300,000. Ten high-fatality corridors on the City’s High-Injury Network will be identified as Vision Zero Priority Corridors, primarily based on where engineering and enforcement solutions are planned for implementation. Each Vision Zero Priority Corridor will receive up to approximately $30,000 to fund organizational activities for this education and outreach effort.

New guidelines have been released in an updated RFQ, the application worksheets are available via this Google form, an updated Q&A document is available, and the application deadline has been extended to Friday November 11by 4pm. The application is very simple in nature, and should take only 20 – 30 minutes to complete, after the completion of a cover letter and securing references. To make it easy Any organization is invited to apply!

The community-based education and outreach efforts that are funded through this program may be accomplished by performing one, or several, of the following strategies:

 

Developing community-specific traffic safety education materials using local and cultural vocabulary;

 

Leading interactive activities that involve participation by residents in the area;

 

Creative interventions along the identified corridor(s), that may include (but are not limited to) graphics, visuals, or temporal projects that raise awareness on the issue of traffic safety

 

Iterative processes that develop a project using on-going, continual engagement to inform and refine a finished product and/or program

 

Applicants may be community-based organizations of any type (e.g. educational, health, social services, arts-based, cultural, etc.), who may work independently or in collaboration with like minded organizations or individuals within the targeted community.

Selected applicants will conduct initial baseline activities, develop and implement educational projects or interventions, and conduct final evaluation activities that will accomplish the goals and deliverables outlined in the grant agreement between the Office of Traffic Safety and the Los Angeles Department of Transportation.

The City’s Vision Zero Education Subcommittee has already invested in the development of a citywide media campaign, which will include campaign collateral and other messaging material that may be used in this effort. While the final message has not yet been developed, activities will be in line with the Vision Zero Education and Outreach Strategy, accessible at the following link: Vision Zero  Education and Outreach Strategy.

 

Criteria for Selection

Qualifications will be reviewed based upon the following criteria.

  • Past experience(s) with community-based projects
  • Past success(es) with partnerships
  • Past experience(s) with innovation and creative community engagement
  • Background of sound and responsible fiscal practices
  • Understanding of the Vision Zero program, goals, and principles

 

Vision Zero Community-Based Outreach and Education Project Schedule

Specific engagement activities will develop from a planning phase that will occur after the contract has been awarded.

  • RFQ Released (October 17)
  • Questions regarding the RFQ (submitted by 11:00am on October 24 to rfq@carsla.net)
  • Posting of Answers (October 28 by 5pm)
  • RFQ Due (updated submission deadline: by 4:00 PM on November 11 to rfq@carsla.net)
  • Panel Review (late November)
  • Contracts Awarded (December 2016 – January 2017)
  • Planning Phase (January, February, March 2017)
  • Roll Out of Installations and Activities (April, May, June 2017)
  • Wrap-up and evaluation of efforts (July, August, September 2017)

 

Funding for this program was provided by a grant from the California Office of Traffic Safety, through the National Highway Traffic Safety Administration.

Vision Zero High Injury Network Prioritization

At the May 17 convening of the Vision Zero Task Force, the Los Angeles Department of Transportation (LADOT) presented a new version of the High Injury Network (HIN) map. This new map includes a new score for each intersection to begin to prioritize Vision Zero efforts in Los Angeles.

LADOT has been undertaking a technical collisions analysis as part of the initial steps towards a Vision Zero work plan. This analysis seeks to find patterns among the various collisions along the HIN to better inform approaches to engineering, education, and enforcement. However, while the HIN represents only 6% of the city’s street network, at roughly 450 miles there is still need for additional location prioritization.

Thus, the Vision Zero team developed a series of six potential location-based priorities for developing a “intersection score” to begin to prioritize locations along the HIN, listed below:

  • Severity: Locations with the highest amount of severe or fatal injury (KSI) collisions
  • Vulnerability: Locations with KSI collisions that involve older adults or children
  • Social Equity: Locations within traditionally underinvested in or underserved communities
  • Geography: Locations that have the most collisions in an Area Planning Commission, Council District, or other zones
  • Dangerous Behavior: Focus on locations that involve KSI collisions resulting from dangerous behavior
  • Low-Cost, Low-Complexity: Focus on locations that can be easily fixed through low-cost and low-complexity countermeasures.

These six potential priorities were put to a survey with the Vision Zero Alliance, the Vision Zero Executive Steering Committee, the Vision Zero Task Force, the city’s Pedestrian and Bicycle Advisory Committees, and each of the City Council offices. Additionally, the Vision Zero Alliance distributed the survey in an online setting to their network.

After 522 online surveys, 62 in person surveys, and a variety of in-person feedback, LADOT received the following results:

Safety Priority Combined Weighted Score
Severity 0.478
Vulnerability 0.361
Social Equity 0.333
Dangerous Behavior 0.303
Geography 0.273
Inexpensive & Simple 0.252

 

Based on this feedback, the following methodology was developed for scoring each intersection on the HIN

Intersection Score = count_fatal_ksi*1.5 (weighted higher for severity) + count_severe_ksi (raw value) + child_senior (0 or 1 if child/senior was present in KSI) + target_community (0 or 1 if location in target community)

This new map has afforded each of the Vision Zero Subcommittees the ability to zero in on locations that are higher priority. Stay tuned for the launch of the Vision Zero Action Plan, which will include a prioritized list of corridors and intersections on this map.

Other interesting facts:

The highest scoring intersection, at 7.5, was Bonnie Brae / Olympic.

No one intersection had a severe/fatal count higher than 7 (from 2009 – 2013)

Only 46 intersections involved more than 1 child/senior in a KSI collision

CORO Fellows draft Vision Zero Education Strategy

The Coro Fellowship in Public Affairs is a rigorous and demanding program designed to give fellows real-world experience working within local government to design and research innovative policies. This year, Vision Zero was very fortunate to be partnered with two Coro Fellows who were tasked with drafting our Education Strategy. Over the course of five weeks, Rachel Keyser and Julia Gould worked tirelessly to develop this report which includes interviews with 46 Los Angeles stakeholders, a literature review, and numerous key insights into how we can best message Vision Zero in Los Angeles in order to create culture shift. This report will serve as an indispensable resource for our education sub-committee, our communications consultant, and ultimately our Vision Zero Action Plan.

Three “guiding principals” were used in developing the report’s purposes:

  1. Increase overall awareness of Vision Zero, the issue of traffic safety, and impacts of dangerous road behavior;
  2. Facilitate a Los Angeles culture shift toward shared responsibility in road safety, the preventability of traffic deaths, and the idea that even one traffic death is unacceptable;
  3. Motivate safer traffic behavior among all those who travel in Los Angeles, with emphasis on demographics most likely to exhibit dangerous behavior.

 

In addressing these principals, the report developed an extensive methodology aimed at finding the most efficient and effective ways of educating people about Vision Zero. By combining qualitative data from interviews, quantitative data from an in-depth analysis of crash statistics, and supplemental information from Vision Zero campaigns in other cities, the report provided the following recommendations:

  1. Use multi-faceted mediums, message-tested content, grounded in behavior change theory to target high-risk populations and behaviors at both the individual and institutional levels.
  2. Mass-media and on-the-ground education efforts will need to be tailored to specific population segments based on campaign priorities and additional market research.
  3. Messaging content should stem from the underlying factors that drive dangerous behavior, as well as barriers to the successful adoption of Vision Zero core principles.
  4. Overall, the campaign should seek to not only raise awareness of Vision Zero, but change behaviors through shifting social norms around transportation and traffic safety.

 

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Vision Zero Los Angeles at Big Data Big Cities Conference in Toronto, ON

From June 12 – 15 2015, Vision Zero Los Angeles took part in the first ever “Big (Transportation) Data Big Cities” Conference in Toronto, ON, hosted by the City of Toronto and the University of Toronto. The Toronto Transportation Services Department has recently developed a data analytics group, under General Manager Stephen Buckley and led by Jesse Coleman, who put the conference together.

The days’ events focused on the growing use of “big data” in transportation departments, academia, and industry. The first day of moderated sessions primarily focused on industry’s approach to transportation data, and included presentations from companies like IBM, TomTom, Thales and Here. There was a robust back-and-forth discussion on the challenges for industry to meet the needs of the public sector.

The second day of moderated sessions included mainly public sector and academic presentations, with no one from industry in the room. This allowed for candid conversations about how transportation departments are incorporating big data analyses into their workplans, and the challenges of recruiting technical staff to the public sector.

The Los Angeles Department of Transportation (LADOT) was represented by Jay Kim, Assistant General Manager for Mobility Management, George Chen, lead engineer of the ATSAC research team, and Nat Gale, Principal Project Coordinator in the Active Transportation Division. George presented on the history and current use of the ATSAC data, and Nat presented on Vision Zero’s assembly and analysis of collision data, as well as a few recent use cases. Overall, the conference provided an important starting point in what will be an on-going discussion on the role of cities in the big data movement. The final day involved a discussion around next steps, including the desire to develop more opportunities for knowledge-sharing and developing data standards. Stay tuned for what comes out of this group!

 

Vision Zero receives City’s First Artist In-Residence

The City of Los Angeles recently hired its first artist-in- residence, Alan Nakagawa, as part of Mayor Garcetti’s plan to embed new creative energy into City departments. Mr. Nakagawa will work with the Department of Transportation focusing exclusively on Vision Zero, the City’s ambitious goal to eliminate traffic fatalities by 2025. A critical piece to the strategy of getting to zero includes changing the culture surrounding traffic collisions, which are still often dismissed as unavoidable “accidents.”

Seleta Reynolds, General Manager of the City of Los Angeles Department of Transportation, realizes this potential of art to achieve this change. “Vision Zero is a bold goal: zero traffic fatalities by 2025, which will require conventional tools like engineering and enforcement, as well as unconventional tools like art and storytelling. We plan to infuse art into the design and function of the public realm to create safe, beautiful, great streets.”

Mr. Nakagawa’s training is in studio arts, sound, and public art. His most recent position was as a Senior Public Arts Officer for LA Metro, and his past experience includes working with hundreds of communities across Los Angeles and multi-disciplinary public transportation design teams. He is the first artist in the Creative Catalyst Artist in Residence Program, developed by the Department of Cultural Affairs to connect Angelenos with Mayor Garcetti’s vision for a safer, more sustainable, and dynamic Los Angeles.

myth