Collision Injuries in Beverly Hills Sill Reach for Record Highs in 2017

Nearly 5,000 road users have been injured on Beverly Hills streets in the eleven years that our police has been disclosing monthly traffic data. That’s about ten crash injuries every week – enough for the state’s Office of Traffic Safety to rank our city among the most dangerous small California cities for those who walk, bike and drive. And it is especially dangerous for seniors. This dubious distinction reflects the both city’s lack of multimodal planning and the declining enforcement of traffic laws.

In this post I’ll look at police department crash injury & fatality data for 2017. Last year I assessed the harm from crashes and the declining enforcement separately, so expect a subsequent post to look at enforcement for 2017. Spoiler: the current crash data show that existing trends continue: crash injuries are still at record highs and citations show 11-year lows. Might these trends be related?

Pedestrians

The overall state of traveler safety is perhaps best illustrated by the high incidence of pedestrian injury over the past 11 years. Almost 700 pedestrians were injured in crashes and 8 were killed – this in a city of only 5.7 square miles (and half of it is hillside and canyons where few pedestrians roam). The harm is likely concentrated in business districts and our higher-speed corridors like Olympic, Wilshire and Santa Monica.

Indeed three years ago the Los Angeles Times examined Los Angeles County crash data to find that several Beverly Hills intersections were disproportionately dangerous for pedestrians. Even after controlling for traffic volume and traffic speed these ranked among the most dangerous intersections in Los Angeles County. The Times identified a ‘cluster of problematic intersections’ around Santa Monica Boulevard and Wilshire.

LA Times 2015 analysis map BH detail

In 2015 this Los Angeles Times study of crash injuries did Beverly Hills a service: showing where our disproportionately unsafe intersections are located. City Hall has taken no action to improve any of them.

Our police and transportation officials have never released, much less analyzed, geo-located crash data to identify the most problematic areas for pedestrians in Beverly Hills. I’ve never heard this Los Angeles Times study even referenced in any city meeting.

With little attention to the problem, it’s not surprising that our city has made no progress in reducing the number of pedestrian injuries.

Over the period between 2007 and 2017 the number of pedestrian injuries has stayed relatively high. Last year the toll was 59 pedestrians injured; that was only three fewer than the 11-year average (62 injured annually) and down considerably from the 11-year record of 69 pedestrians injured in 2016. As this chart shows, the data may vary year-to-year but the overall trend is flat: there is no progress in reducing the harm.

Pedestrian collision injuries 2007-2017

Pedestrian collision injuries in Beverly Hills for the period 2007-2017.

However the number of pedestrian fatalities has been on the increase. Over the past five years we have seen more annual fatalities and last year two pedestrians were killed in a business district.

2010 2011 2012 2013 2014 2015 2016 2017
Pedestrian fatalities 0 1 1 0 1 2 0 2
Bicyclist fatalities 0 0 0 0 0 0 0 0
Auto occupant fatalities 1 1 0 0 2 2 1 0

Pedestrians are injured and sometimes killed while walking in Beverly Hills because traffic law-breakers get a pass from police. Instead police tend to point to pedestrian behavior and focus one-off enforcement efforts (when they happen) on pedestrian activity rather than, say, the more significant hazards for pedestrians: excessive vehicular speed, red-light violations and reckless driving (all prevalent at all hours of the day).

Bicyclists

Bicyclists also fare poorly in Beverly Hills. Last year’s crash data show that injuries to bicyclists was up nearly 40% from a decade ago. However the injures are fewer than other categories and the data vary year-to-year. For example, last year’s 32 injured bicyclists was down one-third from the 48 injured in 2014 (which was a peak over the 11-year period). Regardless, this chart of annual bicycle injuries shows a clear upward trend over time.

Bicyclist collision injuries 2007-2017

Bicyclist collision injuries in Beverly Hills for the period 2007-2017.

Bicyclist injuries in absolute numbers have come down in recent years, though, and for 2017 bicyclist injuries ran 8% below the 11-year average.  Proportionately speaking, bicyclist crash injuries make up a declining share of all crash injuries, as this chart shows.

Bicyclist collision injuries proportional 2007-2017

Bicyclist collision injuries as a proportion of all injuries for the period 2007-2017.

Still, bicyclists have represented about 9% of all crash injuries on city streets over the 11-year period despite bicycle riders making up less than 1% of all wheeled travelers. That is an over-representation of NINE TIMES (at least) relative to bicyclists’ numbers on the road. To me the suggested rate of injury shows clearly that Beverly Hills are not designed for safe, multimodal mobility.

If street design is a contributing factor to the elevated representation of bicyclist injuries in Beverly Hills, officials might want to identify the hotspots that show the greatest frequency of crash injuries. For example, where are the most dangerous intersections for riders? That’s a question that City Hall has never asked. For those of us who do ask, the police department provides no geo-location data on bike-involved crashes nor discusses primary or contributing factors.

While we don’t have the data necessary to prioritize a fix, I can say confidently that the city has taken no step to reduce the harm generally. We have few on-street bicycle lanes and zero safety signage that would remind drivers that bicyclists may use the entire right-hand lane in most circumstances.

Auto-Occupants

Auto-occupants suffer the most crash injuries due to the high traffic volume on city streets and the prevalence of aggressive driving. The figures should be no surprise: about 3,500 auto-occupants have been injured over the past 11 years (almost one each day including weekends). Why are the best-protected road users, those who  travel in a steel box, so vulnerable?

Because drivers in Beverly Hills ram each other with increasing frequency. Crashes injured an average of 6 auto-occupants each week in 2007 but last year those injuries reached nearly 9 every week. That’s a 35% increase driven by an average annual rise of 5% year-over-year throughout an 11 year period. Indeed the crash data for auto-occupant injuries often shows double-digit gains.

2010-11 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17
Auto occupants 39% -30% 6% 13% 30% 15% -2%

This chart shows the rapid climb in the number of auto-occupant injuries.

Auto-occupant collision injuries 2007-2017

Auto-occupant collision injuries in Beverly Hills for the period 2007-2017.

Injuries to auto-occupants have so outpaced other injuries that the category now accounts for 75% of total crash injuries and a whopping 87% of all injuries (among autos, bicyclists and motorcyclists) as this chart shows.

Collision injuries proportionally by mode 2007-2017

Collision injuries in Beverly Hills are shown proportionally by mode (excluding motorcycle riders) for the period 2007-2017.

Indeed 2017 was a near-record-high for auto-occupant injuries: 422 were injured, just below 2016’s record 430 injuries. Not only are auto-injuries trending up, but the increase is accelerating, as this chart shows, despite a marginal decline last year.

Collision injuries for three modes 2007-2017

Collision injuries in Beverly Hills for three modes for the period 2007-2017. Chart by Mark Elliot.

No wonder that the Office of Traffic Safety calls Beverly Hills the most dangerous small city in California for road users! The only category that shows an exceptional decline is hit-and-run crashes. Last year 132 drivers fled the scene compared to a whopping 431 in 2007. That is a 70% decline over the 11-year period as the chart shows.

Hit-and-run collisions 2007-2017

Hit-and-run collisions in Beverly Hills for the period 2007-2017.

The decline in hit-and-run crashes is a head-scratcher. Are just so many fewer drivers fleeing the scene? Has the collection of data for these crashes changed? Could it be because our heavy traffic congestion simply prevents a clean getaway? We can’t know because the monthly data snapshot comes with no additional context.

Step One in Harm Reduction: See the Problem!

BHPD monthly traffic report exampleBeverly Hills Police Department has provided monthly summary crash injury data for the past eleven years. But a tabular data snapshot like the monthly traffic report won’t show context and it cannot reveal trends. It is an exercise in pro forma reporting.

But if we don’t see context we can’t begin to conceptualize the problem (much less formulate policy to address it). Perhaps that’s why our Traffic and Parking Commission could receive these traffic reports every month for eleven years but never ask, not once, Are the trends moving in a positive direction?

More recently, though, commissioners have taken more of an interest in street safety and that is a good thing now that the city is undertaking a complete streets planning process. Indeed participants in public workshop #1 said safety was a top priority and said they were very interested in additional multimodal options.

It is important to understand how policing priorities contribute to the problem of excessive crash injuries, and my next post will look at the precipitous decline in traffic citations over the past eleven years. But I can only infer the correlation between diminished enforcement and the rising number crash injuries because the police department is not likely to help us assess the citation data it provides – much less communicate department enforcement priorities. No city commission exercises oversight of the department or policing priorities, and the department has historically not been interested in sharing.

In summation let me underscore just how many auto-occupant injuries we see and how precipitous has been the recent increase. Here I present again the chart of auto-occupant injuries, but this time I will scale it to be proportional to the two earlier charts showing pedestrian injuries and  cyclist injuries. If we aligned these charts to a common baseline we would see the Y-axis (injuries) is comparable across the three charts. That begins to suggest how steep is the climb in auto injuries relative to other injuries. The takeaway? A steel box will hardly protect us on Beverly Hills streets!

Please download 11 years of monthly BHPD traffic data or see my summary table for an overview of the figures.

Auto-occupant collision injuries i2007-2017 rescaled

Auto-occupant collision injuries in Beverly Hills 2007-2017 re-scaled for parity with the bicyclist and pedestrian injury charts.

Traffic Citations Reach Record Lows in Beverly Hills in 2016

In my last post I charted police department collision injury data to show the extent to which collision injuries continue to mount in Beverly Hills. From 2008 though last year, police report that 3,805 people have been injured on city streets in collisions. The most protected travelers, auto occupants, have suffered record-high numbers of injuries. In this post I crunch police data for citations to show that enforcement of traffic laws has withered on the vine. Continue reading

Collision Injuries Reach Record-Highs in Beverly Hills in 2016

The holiday season always makes me mindful of the year drawing to a close. It has produced some noteworthy developments, including the involuntary retirement of incumbent councilmember (and bicycle lanes opponent) Nancy Krasne. And the succeeding multimodal-friendly City Council approved high-visibility bicycle lanes for Santa Monica Boulevard. Some things don’t improve however: our streets are still hazardous to travelers. Here I look back at last full year of traffic data (2016) to suggest the trends that suggest our city has much more work to do to get us safer streets. Continue reading

Beverly Hills Intersections May be Hazardous to Your Health

Crossing guard on Wilshire at Santa Monica Blvd

The most dangerous intersection for pedestrians in Beverly Hills requires the assistance of a crossing guard with a sign to remind drivers of the law.

To our list of distinguishing features Beverly Hills policymakers can now add another: our intersections rank among LA County’s most dangerous. At least according to a detailed mapping of state injury data by the Los Angeles Times. It mapped intersections where pedestrians were more likely to be injured or killed and found those proximate to the business triangle, and particularly along Santa Monica Boulevard, most dangerous. We hardly need empirical evidence: here you know you’re taking your life into your hands! Continue reading

Strava App Data Maps Rides for Planners, Too

strava logoReader Brent Bigler recently forwarded our way a Strava heatmap that shows the frequency of rides through Beverly Hills. Riders use Strava’s mobile app to track rides and training performance. And the data collected by the app in the aggregate is extremely useful to riders and planners alike. Let’s take a closer look at the heatmap and talk with Strava’s data jockey to learn more about what the data mean. Continue reading

One Month Later, Nothing from BHPD or T&P Commission on Attempted Murder on 4/3

Road rage video

Driver hunts cyclist down as seen in alley CCTV tape from April 3rd.u

Remember the attempted murder & hit-and-run on a cyclist in Beverly Hills back on April 3rd? You’d think a crime like that would garner significant media attention seeing as it was captured by CCTV video. That it would generate concern among commissioners on the Traffic and Parking Commission. That the body receiving a standing monthly police report on collisions and citations would bother to ask.  Today we tuned into the live commission broadcast to learn that commissioners wouldn’t be wrestling with this threat to public safety because they had other pressing business. Like the assault never happened. Continue reading

Driving While Distracted: The Latter-Day DUI?

NTSA distracted driving by the numbers coverThe US Transportation Department’s National Highway Traffic Safety Administration (NHTSA) has issued guidelines concerning electronic devices [pdf] to car manufacturers in order to minimize the use of attention-sapping gadgets and other in-cabin causes of motorist distraction. Backed by a new study (and data helpfully packaged as an inaugural Safety in Numbers newsletter), the guidelines are voluntary but nevertheless mark another step by DOT Secretary Ray LaHood to increase road safety on US roadways. Continue reading

Car Sales Continue to Decline in Europe

Aside

Incredibly, enthusiasm for the automobile continues to wane across Europe. For the 18th consecutive month, new car sales have declined, according to March new-car registrations. Sure, the macroeconomic picture isn’t pretty: unemployment is up across the Euro zone and renewed political turmoil over Cyprus didn’t help. But even Western Europe marked a first quarter drop of 10% over last year. In Germany, the financial anchor of Europe, new registrations plunged 17%. Has Europe lost its appetite for motoring, or simply that new car smell?

LA Wins Vehicular Congestion Contest

Date released by Traffic solutions firm Inrix draws upon its vast reservoir of traffic data to break the bad news: our Los Angeles area suffers the worst traffic congestion in the nation. Our freeways are the most crowded, our drive times longest, and the time sitting in traffic (59 hours in 2012) is the most egregious waste of productivity. We’re the perennial over-achiever, battling Honolulu year-after-year for worst-city honors. We also place highly across the globe and fall behind only Brussels and Antwerp globally for time spent in traffic.

Beverly Hills Municipal Election 2013: Digging into the Data

BH election map of turnout Brien vs. Mirisch 2013

We’ve wrapped up another municipal election here in Beverly Hills with candidates returned to their Council seats and a third open seat filled by an experienced governing hand. While that may suggest steady as she goes, as we explored in an earlier post there are signs that this ship may be tacking closer to the wind, and perhaps even on a new heading toward greater accessibility and transparency in local government. Here we look more closely at the returns to see what they suggest about the concerns of voters.

Summer is a Time to Ride, a Time to Crash

bike jump

Memorial Day, July 4th, and Labor Day holidays are the traditional signposts of summer. Each respectively marks a change in the national mood, from optimism at the opening of the season, then the high point of leisure & recreation, and finally that abrupt return to our regular rhythms. But each is a reminder to causal riders and committed cyclists alike that it’s time to get out and ride. These long days and warm nights of summer are made for cycling whether to the grocery or the beach or simply to run that errand in town. But Summer is also the season when America’s favorite pastime is more likely to result in bike-related injuries. Let’s take a look at the trends.