Attachment A - Vision Zero RSAP Annual Report 2022-2023.pdf

CITY OF PHOENIX
CITY OF PHOENIX
2022/2023 ANNUAL REPORT 
APRIL 5, 2024
Attachment A

Page I
A Message from Mayor Kate Gallego:
As the nation’s fifth largest city and one of 
its fastest growing, Phoenix ranks high on 
lists for major achievements in economic 
development and innovation. Distressingly, 
it also ranks near the top of the list for the 
most roadway fatalities annually. This is 
HEARTBREAKING AND UNACCEPTABLE, which is 
why the Phoenix City Council and I voted 
unanimously to approve the Vision Zero Road 
Safety Action Plan in September 2022 and 
appoint the Vision Zero Community Advisory 
Committee in March of last year.
While the Phoenix Street Transportation 
Department leads implementation of the Plan, reducing and ultimately eliminating 
tragic roadway deaths will take ALL City departments working together and 
in partnership with the community. The mission will involve thoughtful urban 
planning, policy decisions that prioritize safety, equitable development efforts, and 
engineering and design that can save lives.
Phoenix has been working for several years to improve safety for all roadway users. 
In doing so, we have strategically implemented improvements such as:
 
•	 Upgrading signalized intersections with the latest technology and street lighting
•	 Working to adjust the timing of signalized intersections citywide to introduce a 
slightly longer yellow light phase;
•	 Addressing pedestrian safety concerns by installing more pedestrian signal 
crossings (also known as a High-intensity Activated crossWalK or HAWK); and
•	 Improving bicycle infrastructure by adding buffered and protected bikes lanes 
where space allows to increase the distance between drivers and cyclists. 
As Phoenix continues to grow, we must continue prioritizing keeping both residents 
and visitors safe. We can do so by also becoming the new standard in improved 
and innovative roadway safety.  
TOGETHER, I know we can work to prevent tragic roadway fatalities and build a safer, 
more inclusive city.

Page II
A Message from Vice-Mayor Debra Stark:
District 3 Council-member
Chairperson, City Council Transportation, Infrastructure and 
Planning Subcommittee 
In September 2022, when I joined Mayor 
Gallego and the other members of the City 
Council to unanimously approve the Vision 
Zero Road Safety Action Plan, I stated: 
“ROAD SAFETY IS EVERYONE’S BUSINESS”. 
Traffic collisions resulting in serious injury or a 
fatality have a ripple effect and lasting negative 
impact on our community. Those incidents not only touch the family and friends of 
a victim, but also weigh on the well-being of 911 operators, first responders, medical 
personnel, and, indirectly, residents and bystanders who witnessed or were within 
the area of a collision.
Every resident and visitor of Phoenix expects to get to their destination safely. By 
using the Plan as a guide and working in partnership with the community, the City 
is taking strategic, measurable action to improve the safety of all roadway users.
As the chairperson of the City Council’s Transportation, Infrastructure and Planning 
Subcommittee, I am thankful for the work Street Transportation Department staff 
is doing to make upgrades to technology and infrastructure that improve safety. 
However, those efforts alone will not help us reach our Vision Zero goal and will 
have a limited impact if we do not work together to create a culture in Phoenix that 
embraces safe behavior on our roadways.
Being serious about roadway safety requires us to be serious about our shared 
responsibility to one another. Let’s work together to achieve the community goal of 
reducing and ultimately eliminating fatal traffic collisions. It affects us all, and it is 
everyone’s business.
Page II

Page III
Executive Summary
Introduction 
The Facts (A 2024 Refresh)
‘22/’23 Progress
‘22/’23 Grant Awards 
2024 Look Ahead
01 
02
06
15
30
34
Page III

Page 1
EXECUTIVE SUMMARY
In September of  2022, Phoenix City Council unanimously approved the comprehensive 
Road Safety Action Plan – Moving to Vision Zero. Since then, the City of Phoenix has made 
great strides in the realm of traffic safety with 59 identified safety projects completed 
from September 2022 - December 31st 2023, $32,281,986 in grant funding awarded for 
various safety initiatives, and a host of other highlights and big wins for the City.
This annual report serves as a benchmarking tool for both City staff and the public to 
monitor how traffic safety and crash trends are progressing in Phoenix, and to provide 
transparency on where the City has met and exceeded our performance measures and 
where there is still progress to be made. While we have up to the minute information on 
traffic fatalities from the Phoenix Police Department, the latest complete set of other crash 
data you will see utilized throughout this report is from 2018-2022, as there is always a 
slight delay in year-end final numbers becoming available.
The good news is that even through population increases and a small jump in crashes 
from 2020-2021, fatal and serious injury crashes are overall trending DOWN between 
2015-2022. The disheartening news is that fatal crashes themselves has seen an upward 
trend from 2015 to 2023, indicating that there is more work to be done to achieve Vision 
Zero. 
This report also includes a biennial update of the High Injury Network (HIN) using the 
most recent data available (2018-2022) to remap the intersections and roadway segments 
that see the most amount of fatal and serious injury crashes. Phoenix has seen a decrease 
of 17 HIN intersections (51 Total) and a 3 mile reduction of identified HIN segments 
(30.6 miles total over 79 segments) since the last evaluation. 
The work the City of Phoenix does to improve roadway safety is only possible with the 
help of its residents doing their part to improve their driving habits, awareness, and the 
overall culture of safety. We want to thank all of you who take traffic safety seriously. 
TOGETHER WE WILL ACHIEVE VISION ZERO

Page 2
INTRODUCTION

Page 3
ROAD SAFETY IS 
EVERYONE’S BUSINESS 
In September of  2022, Phoenix City 
Council unanimously approved the 
comprehensive ROAD SAFETY ACTION 
PLAN – MOVING TO VISION ZERO to 
fundamentally shift the way the City 
of Phoenix addresses and responds to 
crashes, develop systematic strategies 
to improve safety, and provide a road-
map for the City to hone a “safety first” 
proactive stance in preventing road 
fatalities and serious injuries  – with the 
goal of ZERO FATALITIES AND SERIOUS 
INJURIES ON PHOENIX ROADWAYS  BY 
2050 
In the one and a half years since the adoption of the 
Road Safety Action Plan (RSAP), great strides have 
been made in Phoenix in the realm of traffic safety 
from specific safety projects to wider systematic 
improvements. The RSAP ANNUAL REPORT serves as a 
tool to report and reflect on the progress made each 
year, and also serves to understand where there is 
still progress yet to be made. 
This document utilizes new data tools, such as the 
crash dashboard to collect, track, and analyze data to 
allow the City to understand the status of our chosen 
performance measures and compare traffic safety in 
todays Phoenix to the benchmarks and baselines in 
the 2022 plan. This annual report will also include an 
update to the High Injury Network (HIN) and examine 
the specific impacts our safety projects have had on 
crashes within this network.

Page 4
WHAT IS VISION ZERO                                                      
& THE SAFE SYSTEMS APPROACH?
According to the Vision Zero Network, more than 42,000 
people are killed on American Streets every year. Vision Zero 
is a guiding strategy to reduce and ultimately eliminate traffic 
fatalities and severe injuries and is built around the core 
philosophy that traffic-related deaths and serious injuries are 
PREVENTABLE rather than inevitable.
In February 2022, the Phoenix City Council voted in favor to 
commit to Vision Zero, and incorporate its principles into the 
final plan.
BACKGROUND
Building from decades of previous traffic and safety work, the RSAP was the culmination of over 
two years of collaborative effort and diligent work by Street Transportation Engineers, City Staff, 
Policy Makers, and Phoenix Residents. The planning process included extensive data collection, 
determination of a unified vision and set of goals to guide the project, the creation of a High Injury 
Network (HIN) and a prioritized set of implementation strategies, and facilitation of two phases of 
public input that engaged over 2,500 community members - All to move the City of Phoenix closer 
to Vision Zero. 
Photo Source: Phoenix Community Alliance
The RSAP also incorporates the FEDERAL SAFE SYSTEMS APPROACH which further advances Vision Zero by focusing on a 
HUMAN-CENTRIC approach of intelligent transportation system design, proactively identifying and addressing risks, and 
creating redundancies in safety measures. People will still make mistakes, and crashes will still occur - but they shouldn’t 
end in life-altering tragedy. The five tenets of the safe systems approach are: Safe Road Users, Safe Vehicles, Safe Speeds, 
Safe Roads, and Post-Crash Care.
2009
Phoenix begins installing 
HAWK signals after they were 
approved by FHWA
Pedestrian Safety Task 
Force Created
includes representatives of 
the Street Transportation 
and Police departments, the 
Communications Office, and 
the City Manager’s Office.
2018
Heads Up! Education 
campaign created and 
launched
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Page 5
A key piece in the development of the 
Road Safety Action Plan was identifying 
where in Phoenix the highest number of 
FATAL AND SERIOUS (KSI) CRASHES occur. These 
locations, initially made up of 68 signalized 
intersections and 87 roadway segments, 
are collectively known as the High Injury 
Network or HIN for short, which helps city 
staff focus limited resources into the areas 
they are most needed. In the 2022 plan, 5 
years of data (2016-2020) were analyzed, 
including 5,473 motor vehicle crashes, to 
create the map you see above. The HIN is 
to be updated every 2 years as new data 
THE 2022 HIGH INJURY NETWORK (HIN)
becomes available. 
See PAGE 13 for the Updated 2024 HIN
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Intersections >1.98 Std. Deviation
(KSI crashes)
Roadways > 2.6 Std. Deviation
(KSI crashes per mile)
Legend
Fatal and Serious Injury (KSI)
Crashes (2016 - 2020)
2020
City Council authorizes 
Streets to allocate $2M 
annual CIP funding to 
the Office of Pedestrian 
Safety (OPS) for safety 
improvements
2021
June: Road Safety Action Plan Kicks Off
July: 
First Internal RSAP 
workshop held; 5-Year 
Crash Analysis and Internal 
data collection begins
2022
Pedestrian Safety 
Activity Book published 
by OPS for children 
in grades 3-6 with 
13,000 copies printed 
in English and 10,000 
copies in Spanish
Phoenix Police Department 
Traffic Bureau expands traffic 
unit within two precincts 
and was accomplished 
without adding additional 
sworn officers. These 
additional units respoded to 
53% of collisions within the 
precincts
Phoenix wins 
$17.5M BUILD Grant 
for 35th Ave
August:
Development of RSAP 
framework, focus areas, 
goals, and vision
November:
HIN Finalized; Phase 1 of 
Public Engagement begins
December:
Equity Analysis created 
City Council passes 
Vision Zero Resoultion 
February:
Phase 1 of Public 
Engagement ends
May:
Strategies Development 
and Prioritization begins
First Draft of Plan 
September: RSAP Adopted
June:
Phase 2 of Public 
Engagement Begins
August:
Phase 2 of Public 
Engagement ends
Page 5
HIN  Intersections
HIN  Segments

Page 6
RSAP FOCUS AREAS & GOALS
The RSAP approaches transportation safety through 5 overarching Focus Areas: General Strategies, 
Behavior Related, Pedestrians & Bicyclists, Intersections, and Segments. 
FOCUS AREAS
GENERAL STRATEGIES - Strategies focused on internal programmatic changes within Phoenix
BEHAVIOR RELATED - Strategies focused on mitigating speeding & other roadway user behavior
PEDESTRIANS & BICYCLISTS - Strategies focused on pedestrian/bicyclist safety policy & infrastructure 
INTERSECTIONS - Strategies focused on improving safety at intersections 
SEGMENTS - Strategies focused on improving safety on roadway segments
Within each Focus Area, there are 3 objectives with 
time-bound PERFORMANCE MEASURES developed to 
track and evaluate the success of the 41 strategies 
presented in the plan, all of which were determined 
to be both implementable and have a high potential 
to make a significant impact in reducing fatal and 
serious injury crashes in Phoenix. APPENDIX D of the 
RSAP contains a detailed  list of the performance 
measures per Focus Area, and the analysis 
mechanisms that will be used to monitor success 
in this annual report.
As a reminder of what the 2022 Road Safety Action 
Plan aims to achieve, the original 7 GOALS of the plan 
are shown right. 
Create a Road Safety Action Plan that moves 
to VISION ZERO
Embrace the 5 E’s of Safety 
(Evaluation, Engineering, Education, Enforcement, & Equity)
Develop and implement strategies and 
countermeasures
Establish performance measures for evaluation
Engage the public through an inclusive 
engagement process
Use data to drive decisions
Establish a culture of safety

Page 6
THE FACTS (A 2024 REFRESH)

Page 7
A NOTE ON THE DATA:
The original RSAP used 2015-2019 data obtained 
from the Arizona Crash Information System (ACIS) 
maintained by the Arizona Dept. of Transportation 
(ADOT). This report utilizes data from the City of 
Phoenix Crash Dashboard, which was a safety tool 
developed as part of the RSAP and analyzes crash 
data from 2018-2022.  While the ACIS database 
is still the source data, a filter has been applied to 
remove crashes that occur on ADOT right-of-way (i.e. 
freeways, ramps, and interchanges). The dashboard 
also performs a slightly different routine of data cleaning, which may cause differences in the data. All fatal crashes 
are subject to further investigation and crash attributes sometimes change as the investigations progress. With 
all this in mind, this comparison uses the best and most recent data available, but those numbers can be slightly 
different than previous published data that used a different criteria. The trends shown here are the best estimates.
While the Phoenix Police Department Vehicular Crime Unit (VCU) has data on crashes resulting in a person being 
killed or seriously injured (KSI) for 2023, other general crash data for 2023 at the time of this report is NOT available 
for synthesis; therefore, a complete set of 5 year data ending Dec 31, 2022 is used as the basis for the remainder of 
this chapter and High Injury Network (HIN) update. 
Subsequent RSAP Annual Reports will utilize a 5 year crash data set which will remove the earliest year in the 
previous set and include the latest year available. 
2018-2022 5-Year Annual Average: 
869 Fatal & Serious Injury Crashes* 
Occurred on City of Phoenix roadways per year
This represents a 9% DECREASE from the RSAP’s original 
5-Year Annual Average for 2016-2020 (955 KSI crashes per year)
*City of Phoenix Crash Dashboard, Arizona Crash Information System (ACIS)

Page 8
QUICK FACTS:
44%
of all fatal 
crashes involved 
pedestrians
REDUCTION
REDUCTION compared to 46% in previous years
No change in percentage from previous years
4%
of all fatal 
crashes involved 
bicyclists
21%
of all KSI
crashes are 
speed related
No change in percentage from previous years
INCREASE
INCREASE compared to 15% in previous years
18%
of all fatal 
crashes involved 
motorcyclists
40%
of all KSI crashes 
occurred at signalized 
intersections
REDUCTION
REDUCTION compared to 43% in previous years
INCREASE
INCREASE compared to 57% in previous years
60%
of all KSI crashes 
occurred on 
roadway segments
Page 8

Page 9
CRASH FACTORS
Understanding how crashes occur, who is 
involved, and when they happen allows city 
staff to understand how best to counter trends, 
address solutions, and prioritize resources for 
construction, enforcement, and education.
How?
Among less severe crashes, where people do 
not need help from the crash scene, the most 
common collision manners are angle (29%)rear-
end (27%), and sideswipe (14%) crashes. The 
most common collision type resulting in serious 
injury or fatality (KSI crashes) are pedestrian 
(30%), angle (22%), and left-turn crashes (13%). 
What’s different from previous years?
• 
Sideswipe crashes have replaced left-turn 
crashes as a top 3 most common collision 
manner
• 
14.5% of KSI crashes involved an 
unrestrained driver as the primary factor 
compared to 13% in previous years
• 
Speeding is a contributing factor in one out 
of every four crashes, an increase from the 
previous rate of one in five.
Who?
People aged 20 to 29, who make up 16% of 
Phoenix’s population, are disproportionately 
involved in crashes as the driver who contributed 
the most to a crash, accounting for 30% of the 
incidents. As in previous years, males are more 
than two times more likely to be the pedestrian 
or bicyclist involved in a crash.
Whats different from previous years?
•	
Drivers who were previously represented in 
the 15 to 24 years old category have aged 
into the 20 to 29 years old category of 
drivers who contributed the most to a crash.
Chart/table
Chart/table
Chart/table
Page 9

Page 10
When?
October had the highest daily average of crashes at 87, while July had the lowest with 71. Fridays saw the 
most crashes, but Sundays experienced the most serious injuries and fatalities, with speed likely being a 
contributing factor. The afternoon peak hours from 3pm to 6pm had the highest overall crash numbers, 
coinciding with the greatest traffic volume and vehicle congestion. The evening hours from 6pm to 9pm 
saw the most pedestrian-involved incidents, likely due to the highest pedestrian exposure during these 
hours.
What’s different from previous 
years?
• 
October has now 
exceeded March in 
average crash numbers, 
positioning these two 
months as the top 
contenders for the 
highest number of 
recorded crashes in the 
City. This trend is likely 
attributed to favorable weather conditions and the peak exposure for all modes of travel. Notably, 
March and October enjoy mild weather in the city, with average temperatures of 65 and 77 degrees, 
respectively.
•	
Sundays saw 3.4% of crashes result in a KSI compared with 4.1% in previous years; in the same 
metric, other days of the week average 2.8% compared with 3.2% in previous years
• 
25% of crashes occurred at 
the afternoon peak hour (3pm 
to 6pm) compared to 27% in 
previous years
•	
The crash data from 2018 to 2022 
in this report includes the period 
when the pandemic significantly 
altered motor vehicle travel in 
2020, 2021, and 2022. The onset 
of the pandemic led to extensive 
lockdowns and travel restrictions, 
drastically reducing traffic as remote work became widespread and non-essential travel declined. 
The decrease in traffic congestion resulted in higher average speeds and an uptick in excessive 
speeding, with drivers capitalizing on the less crowded roads. Despite the reduction in traffic, there 
was an unexpected increase in road fatalities and serious injuries, a trend linked to the higher speeds 
and riskier driving behaviors observed. The trend of higher speeds has established itself as the new 
normal, influenced initially by reduced traffic and later by adaptations to pandemic-era lifestyles, such 
as the shift to remote work and changes in social behaviors.

Page 11
Crash Trends and Population Growth
Understanding population dynamics provides additional context when analyzing road safety 
in Phoenix. Despite a brief dip in 2020, Phoenix’s population has shown resilience, with a slight 
increase of 1.3% to an estimated 1.68 million residents from 2022 to 2023, according to the 
Maricopa Association of Governments (MAG).
A notable aspect of Phoenix’s demographics is the significant representation of 20 to 29-year-
olds, who, while making up 16% of the population, are involved in 30% of crashes where they 
were the driver who contributed the most to the crash. This over-representation points to a 
need for targeted road safety measures for younger drivers, who may be more prone to risky 
behaviors due to inexperience. Phoenix’s younger adult demographic, with 31% of its residents 
aged between 20 and 39, sets it apart from the state and national averages. This skew influences 
transportation preferences and behaviors, impacting road safety. Younger residents often opt for 
diverse modes of transport, including personal vehicles, public transit, and active transportation 
like biking and walking, each presenting unique safety challenges.
As Phoenix continues to grow, both in population and economically, understanding and 
adapting to these demographic shifts will be taken into consideration as the RSAP continues 
to be implemented. Prioritizing strategies to address the risks associated with younger drivers 
and their transportation choices will be essential for reducing crash rates and enhancing overall 
urban mobility.

Page 12
State and National Crash Trends
Although Phoenix experienced a 10% reduction in combined fatal and serious injury crashes, 
traffic fatalities continue to rise. The provided data reveals an upward trend in traffic fatalities 
for the United States, Arizona, and Phoenix from 2018 to 2022. The average annual increase in 
traffic fatalities over this period is 2.8% for the US, 5.5% for Arizona, and even higher for Phoenix 
at 5.7%. The crash data from 2018 to 2022 in this report includes the period when the pandemic 
significantly altered motor vehicle travel in 2020, 2021, and 2022. The pandemic years, notably 
marked by travel restrictions and a shift to remote work, saw a decline in traffic volume yet an 
increase in average speeds and more frequent speeding. Despite the less crowded roads, 2021 
marked a surprising surge in road fatalities nationwide, a development attributed to riskier driving 
behaviors and higher speeds. 
The trend of higher speeds has established itself as the new normal, influenced initially by reduced 
traffic and later by adaptations to pandemic-era lifestyles, such as the shift to remote work. In 
the context of these national figures, both Arizona and Phoenix’s fatality rates have risen more 
sharply than the national average, indicating specific regional challenges that will require targeted 
interventions to enhance road safety. In particular, efforts to mitigate speed and implement 
countermeasures that protect vulnerable road users should be critical areas of focus.
30000
32000
34000
36000
38000
40000
42000
44000
0
200
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600
800
1000
1200
1400
2018
2019
2020
2021
2022
Traffic Fatality Trends
Arizona
Phoenix
USA

Page 13
Signalized Intersections
51 SIGNALIZED INTERSECTIONS with the 
highest propensity of KSI crashes are identified. That 
is a decrease of 17 intersections from the previous 
evaluation. This group represents less than 5% of Phoenix’s 
signalized intersections and 23% of signalized intersection 
KSI crashes.
Segments
30.6 MILES (79 SEGMENTS) are identified on roadways 
that have the highest propensity of KSI crashes That is a 3 
mile reduction on roads with 12 or more KSI crashes per 
mile. This group represents less than 3% of Phoenix’s roads 
and 12% of all KSI crashes.
Unsignalized Intersections
The 2024 HIN also identifies 
unsignalized locations with 
a high frequency of KSI 
crashes 5 UNSIGNALIZED 
INTERSECTIONS were 
identified with 4 or more KSI 
crashes.
Equity Analysis
86% of HIN Segments and 82% 
of HIN Signalized Intersections 
fall within a census tract identified 
as Disadvantaged by the USDOT.
THE 2024 HIGH 
INJURY NETWORK
Page 13
Updated on a bienniel basis, The 2024 
HIN evaluated 4,538 CRASHES resulting in 
a serious injury or death (KSI) between 
2018 and 2022. The total number of 
crashes resulting in a KSI has been declining 
since the beginning of this evaluation.
HIN Considering Fatal & Serious 
Injury (KSI) Crashes (2018-2022)
Signalized Intersection (51)
Segments (86)
Unsignalized Intersection (5)
N

Page 14
Page 14
People walking, riding bicycles, and driving motorcycles have a higher risk of being killed or severely 
injured in a motor vehicle crash due to their low mass and lack of physical crash protection.
Further data analysis of potential contributing factors and roadway characteristics along the HIN 
will continue to be performed during the ongoing implementation of the Road Safety Action 
Plan. This analysis will allow for the identification and assignment of appropriate solutions at 
these high-risk locations. The HIN will also be used to inform decisions during cross-departmental 
collaboration and about prioritizing investments, safe street improvements, education, and police 
enforcement. 
The HIN is one of several tools and strategies the city will use to improve road safety. Locations 
outside of the HIN will not be precluded from funding and implementation of safety improvements.
TO DOWNLOAD A PRINTABLE COPY/PDF OF THE CITY OF PHOENIX HIN, PLEASE VISIT:
https://www.phoenix.gov/streetssite/Documents/HIN_Phx_11x17a.pdf
FOR IMMEDIATE SAFETY/MAINTENANCE CONCERNS PLEASE VISIT: 
https://phxatyourservice.dynamics365portals.us/streetmaintenance 
OR CALL (602) 262-6441
FOR AN INTERACTIVE STORYMAP
OF THE 2024 HIN: 
CLICK HERE

Page 15
‘22/’23 PROGRESS

Page 16
FROM THE MOMENT THE ROAD SAFETY ACTION PLAN 
WAS ADOPTED, THE CITY OF PHOENIX HAS BEEN HARD AT 
WORK
From completing multiple critical safety projects, 
conducting 
studies, 
running 
safety 
education 
campaigns, and striving to meet and exceed our 
performance metrics set forth in the 2022 plan, city 
staff have been achieving and delivering big wins for 
all roadway users in Phoenix.
2022/2023 PROJECT LIST
59 CRITICAL TRAFFIC SAFETY PROJECTS have been completed 
so far, including:
New 
Signals
RRFBs 
/ CFBs**
New Light- 
Rail Signals
Light-Rail 
Signal Rebuilds
11
23
Signal 
Modifications
6
2
7
4
Signal 
Rebuilds
11
HAWK* 
Signals
*   HIGH-INTENSITY ACTIVATED CROSSWALKS  
** RAPID RECTANGULAR FLASHING BEACONS /  
CIRCULAR FLASHING BEACONS

Page 17
PROJECT
COST AVG.
INSTALLATION DATE
NEW SIGNALS - INCLUDES TRAFFIC SIGNAL HEADS OVER ALL TRAVEL LANES, NEW INTERSECTION LIGHTING FOR PEDESTRIAN AND BICYCLE SAFETY, AUDIBLE 
PEDESTRIAN PUSH BUTTONS, ADA COMPLIANT CURB RAMPS, VEHICLE VIDEO DETECTION, FLASHING YELLOW ARROWS FOR ALL LEFT TURN MOVEMENTS AND 
NEW EMERGENCY VEHICLE PREEMPTION TECHNOLOGY
5100 N 44th St (Suns Facility)
Average of $324K 
per new signal
November 2023
89th Ave & McDowell
August 2023
54th St & Shea Blvd
August 2023
7th St & McKinley
June 2023
27th Ave & Broadway Rd
May 2023
43rd Ave & TSMC Entrance B
April 2023
43rd Ave & Dove Valley Rd
April 2023
91st Ave & Illini St
March 2023
66th St & Mayo Blvd Copperhead Dr & Yuma St
February 2023
Baseline Rd & 42nd Pl
October 2022
19th Ave at Sunnyside
September 2022
SIGNAL REBUILDS - INCLUDES ALL ELEMENTS OF NEW SIGNALS ABOVE
32nd St & Thomas
Average of $384K 
per signal rebuild
December 2023
S101 & Tatum (Widening Tatum & 101)
August 2023
7th Ave & Southern
June 2023 - 3 Left turns upgraded
39th Dr & Pinnacle Peak 
June 2023 - 4 Left turns added
43rd Ave & Pinnacle Peak
June 2023 - 4 Left turns added
56th St & Mayo Blvd
May 2023 - 2 Left turns added
51st Ave & McDowell
May 2023
52nd St & Bell Rd
May 2023 - 4 Left turns added
43rd Ave & Anthem Way
March 2023 - 2 Left turns added
19th Avenue & Southern
February 2023
67th Ave & Lower Buckeye
February 2023
75th Avenue & Indian School
January 2023
35th Ave & Northern Ave
January 2023
Copperhead Dr & Buckeye Rd
December 2022- 4 Left turns added
3rd St & Osborn Rd
November 2022 - 2 Left turns added
3rd St & Indian School Rd
November 2022
3rd St & Earll Ave
November 2022 - 3 Left turns added
3rd St & Thomas Rd
November 2022
3rd St & Palm Ln
October 2022 - 2 Left turns added
3rd St & Virginia Ave
October 2022 - 4 Left turns added
3rd St & McDowell Rd
October 2022
32nd St-OAK St Signal & Lighting RSP
October 2022  - 4 Left turns added
SR 101 Widening Cave Creek Rd & 101
September 2022
SIGNAL MODIFICATIONS
3rd Ave & Muhammad Ali Way Convert RRFB to CFB
Average of $27K 
per signal modification
November 2023
Van Buren & Central Station Temp Signal
August 2023
24th St & Missouri Illuminated Sign Change
August 2023
7th St & Monroe RRFB to CFB
April 2023
48th St & Grand Canal RRFB to CFB
April 2023
32nd St & Liberty Lane Convert HAWK to Signal
January 2023

Page 18
HIGH-INTENSITY ACTIVATED CROSSWALKS (HAWK)
Shea Blvd & Shea Elementary west of 28th St
Average of $250K 
per HAWK Signal
September 2023
Van Buren & 27th Dr
August 2023
Van Buren & 28th Ave
August 2023
41st Ave & Thomas (Converted from CFB)
June 2023
Maryvale Pkwy North side of Glenrosa
December 2022
Van Buren East side of 30th St
December 2022
3rd St & Vernon Ave
November 2022
3rd St & Oak St
November 2022
32nd St North side of Yale St
September 2022
Hatcher Rd & 13th Ave
September 2022
24th St & Highline Canal
September 2022
RAPID RECTANGULAR FLASHING BEACONS (RRFB) /  CIRCULAR FLASHING BEACONS (CFB)
6106 S 32nd St south of Southern (The Farm)
Average of $113K 
per RRFB/CFB
November 2023
78th Ave & Osborn
August 2023
NEW LIGHT RAIL SIGNALS
25th Ave & Mountain View Rd
Average of $125K 
per LR Signal
December 2023
25th Ave & North Station Dr
25th Ave & South Station Dr
25th Ave & Arizona Canal
25th Ave & Private Road 2512 N. 25th Ave
25th Ave & Mission Ln
24th Ave & Dunlap Ave
LIGHT RAIL SIGNAL REBUILDS
25th Ave & Dunlap Ave
Average of $125K 
per LR Signal
December 2023
23rd Ave & Dunlap Ave
C Street & Dunlap Ave
Metro Pkwy & Cheryl Dr
Page 18

Page 19
Project Highlight: HAWK Signals
High-Intensity Activated crossWalKs (HAWKs) are pedestrian-
activated crossing signals that allow people walking and biking to 
slow and stop traffic and safely cross busy streets.
A HAWK signal is typically used for crossings on high-speed or very wide 
roadways, such as an arterial street.  HAWK signals closely resemble 
traditional signalized crossings with high-visibility crosswalks on the 
roadway, a large mast arm with yellow/red lights that signal drivers 
to stop, and a walk countdown. Unlike traffic signals however, HAWKS 
only operate when a pedestrian pushes the crossing button - allowing 
free movement of vehicles when pedestrians are not present.
In 2023, the Phoenix Streets Department completed the city’s 89th 
HAWK at 28th St. and Shea Blvd.  and won 2 awards related to HAWK 
signals from the Institute of Transportation Engineers Mountain 
District:
• 
Achievement Award - Traffic Engineering: Enhancing HAWK 
Efficiency with Technology
• 
Best Implementation Project Award: Enhancing HAWK 
Efficiency with Technology
For more information on HAWKs, visit phoenix.gov/streets/hawk
Page 19

Page 20
Page 20
BIKE LANES 
Encouraging active transportation and reducing reliance on personal automobile travel are key 
strategic policies recommended by a plethora of previous planning efforts in Phoenix. Facilitating 
the ability for those who choose to bike, scooter, roll, etc. to travel the streets safely is a core 
responsibility of the City - and to that end from September 2022 to December 31st, 2023, Phoenix 
installed 2.71 lane miles of new protected bike lanes, and added protection to a further 1.07 lane 
miles of existing bike lanes. In addition, 28.07 lane miles of new buffered bike lanes were installed 
with a further 29.43 lane miles of buffering added to existing bike lanes.

Page 21
OTHER 2022/2023 POLICY HIGHLIGHTS
In June of 2023, the City Council approved adopting and implementing the ITE guidelines for 
calculating the yellow light change interval. This came after the YELLOW LIGHT TIMING STUDY was 
conducted to evaluate the “before” and “after” impacts of these guidelines at signalized intersections. 
At the study locations/intersections, a significant reduction in red-light running incidents after 
lengthening the yellow light change interval was observed.
In May of 2023, the City Council unanimously approved an ACTIVE TRANSPORTATION PLAN that will 
guide expansion of bike lane miles and improvements to the citywide transportation network. 
The plan is an update to the city’s Bicycle Master Plan that was approved by City Council in 2014 
and connects to Vision Zero and the Road Safety Action Plan. A key component to the Active 
Transportation Plan is a strategy to help Phoenix meet a commitment to add 1,080 new bike lane 
miles by 2050, which is a benchmark of the Transportation 2050 Plan (T2050) that was approved 
by voters in 2015. 
The department ran two public SAFETY EDUCATION CAMPAIGNS to highlight its “Scan the Street 
for Wheels and Feet” message. The first campaign ran from January through March, and the 
second during October through mid-November. The campaigns achieved more that 15 million 
impressions via advertisements that aired during morning and afternoon drive-time traffic radio 
reports, as well as targeted social media, Google and YouTube advertisements. The campaigns 
were funded by a Governor’s Office of Highway Safety grant and money allocated by City 
Council. 
See more at phoenix.gov/streets/roadsafety

Page 22
PHOENIX POLICE DEPARTMENT ACHIEVEMENTS
The Phoenix Police Department is committed to reducing 
traffic collisions while increasing the safety and security 
of our citizens on the roadways. This is accomplished this 
through a data-driven approach that includes PROACTIVE 
TRAFFIC ENFORCEMENT, COLLISION INVESTIGATION, COMMUNITY-
BASED EDUCATION EVENTS, and a robust partnership with the 
citizens of the communities in which we serve.  
 
The Phoenix Police Traffic Unit is tasked as the main 
education and enforcement entity in the City.  Employees 
use a variety of methods to engage the public to encourage 
driving behavior changes increasing everyone’s safety. Using proactive enforcement methods, the 
Traffic Unit supports the Road Action Safety Plan by conducting Traffic Impact Programs consisting 
of several Officers focusing on a specific area along the HIN.  Hazardous traffic violations such as 
excessive speed, running red lights, and aggressive driving are addressed through educational 
contacts and, if needed, traffic citations.  Although the Traffic Unit primarily covers all of the City’s 
major roadways there is a special focus on enforcing violations in school zones. Education directed 
to students teaches safe habits for walking near traffic ensuring children remain safe while drivers 
are cited. 
 
The Traffic Education and Safety Squad assigned to the Traffic Unit routinely partners with 
community groups to conduct bicycle rodeos teaching bicycle safety and proper bicycle 
operation to children around the City.  Along with providing safety equipment such as bicycle 
helmets to children in need, the Traffic Education and Safety Squad prides itself on ensuring 
everyone understands the rules of the road and the roadway is open to all who want to safely use 
it.  When not involved in educational exercises, they conduct proactive enforcement along the 
HIN with emphasis on risk factors that contribute to pedestrians and bicyclists being involved in 
motor vehicle collisions.  
 
With the help and support of our community, the Phoenix Police Department is dedicated to 
making our roadways safe for everyone.               
Page 22
OTHER PARTNERSHIPS AT WORK
Phoenix achieves its goals through a network of strategic partnerships 
such as that with the Maricopa County Office of Nutrition and 
Active Living. Their goals of improving safety and walkability within 
communities aligns 100% with the RSAP and Phoenix. When the City 
conducted a walk-audit of Indian School Road for Safer Streets for All (SS4A) grant funding - a 
proposal that ended up winning over $24M - members of the Office of Nutrition and Active Living 
assisted in the audit and were instrumental in collecting safety observations and recommendations 
for improvements.

Page 23
Page 23
The RSAP Annual Report serves to measure traffic safety in the City of Phoenix 
year over year. To accomplish this, the RSAP established 30 PERFORMANCE 
MEASURES within 15 objectives across 5 focus areas with 
qualitative and quantitative analysis methodology 
for each.
Page 23
Performance 
2023
MEASURES
30
Performance 
Measures
15
Objectives
5
Focus Areas
A Note on Methodology:
Language on several 
analysis methods that 
reference analyzing 
population growth has 
been edited from the 
original 2022 RSAP to 
better articulate the 
analysis performed and 
the data sets used.
“Align evaluation with the 
annual report...” 
has been changed to:
“Utilizing the most recent 
complete set of data...”

Page 24
Page 24
How to Read This Section 
Performance measure is either complete, met, and/or exceeded. 
Performance measure is in progress but has not been met, and/or is trending in a 
positive direction 
Performance measure has not been started, met, and/or is trending in a 
negative direction 
Performance measure is scheduled to begin tracking in future reports 
either due to data availability constraints or due to being noted as a 2-5 
year action in the original RSAP

Page 25
GENERAL
OBJECTIVE
 1.A
ESTABLISH FOUNDATIONAL ELEMENTS OF VISION ZERO INCLUDING TIMELINE AND GOALS FOR IMPLEMENTATION AND EVALUATION OF THE 
INITIATIVE
Performance 
Measures 
1.A.1 - Implement a Vision Zero Task Force 
consisting of a multi-departmental team for 
continued oversight of reducing KSI crashes
Analysis Method
This measure will be tracked as a completed 
or not completed
Benchmark
Completed 
1.A.2 - Create a Vision Zero status report on 
objectives, updated every year 
This measure will be tracked as a completed 
or not completed
Completed 
OBJECTIVE
 1.B REDUCE CRASH RISK ON ROADWAYS BY ENHANCING SAFETY DATA COLLECTION AND EVALUATION
Performance 
Measures 
1.B.1 - Streamline RSA process to identify & 
implement feasible improvements by 2023
Analysis Method
In 2024, select a representative sample 
of RSA's to analyze if improvements were 
complete.
Benchmark
Completed - RSA tech 
memo  and spreadsheet 
tracking update completed 
1.B.2 - Develop crash data dashboard to identify & 
rank crash locations by 2023
This measure is underway, and will be tracked 
as a completed or not completed.
Completed 
1.B.3 - Integrate crash data from Phoenix PD / 
ADOT on a monthly basis by 2026
This measure is underway, and will be tracked 
as a completed or not completed.
Tracking begins in 2026
1.B.4 - Conduct before/after evaluations for 
previously implemented safety projects
Complete evaluations at 25% or more of
locations once three years of before and three
years of after data is available.
Tracking begins in 2026
OBJECTIVE 
1.C
REDUCE CRASH RISK ON ROADWAYS BY CREATING A CULTURE OF ROAD SAFETY WITHIN THE CITY’S TRANSPORTATION PROCESSES
Performance 
Measures
1.C.1 - Integrate safety review in development of 
CIP projects & private development projects by 
2024
Analysis Method
Starting in 2025, select a representative 
sample of projects from CIP and development 
projects to review and analyze IF a safety 
review and recommendations were included.
Benchmark
Tracking begins in 2025
1.C.2 - Ensure that road safety expenditures are at 
least $60M per year
Analyze the City’s Capital Improvement Plan, 
across departments, for amount invested in 
safety projects.
In Progress - Tracked 
expenditures currently 
below 60M
Page 25

Page 26
BEHAVIOR RELATED STRATEGIES
OBJECTIVE
 2.A REDUCE THE NUMBER OF KSI CRASHES INVOLVING PEDESTRIANS & BICYCLISTS THROUGH BEHAVIORAL CHANGES
Performance 
Measures 
2.A.1 - Expand transportation safety enforcement 
impact programs by 10% per year
Analysis Method
Starting in 2025, evaluate the safety 
enforcement impact program for rate of 
expansion (use 2023 as base year).
Benchmark
Tracking begins in 2025
2.A.2 - Conduct pedestrian & bicyclist 
enforcement impact programs at least 12 times 
per year
Starting in 2024, evaluate the previous year 
to count the number of pedestrian & bicyclist 
enforcement impact programs conducted.
Completed - 15 
enforcement impact 
programs conducted 
OBJECTIVE
 2.B
REDUCE THE NUMBER OF KSI CRASHES RELATED TO SPEEDING. RED-LIGHT RUNNING, DISTRACTED DRIVING, & AGGRESSIVE
DRIVING
Performance 
Measures 
2.B.1 - KSI crashes associated with driver behavior 
violations do not increase at a rate greater than 
population growth
Analysis Method
Utilizing the most recent complete set of data, 
analyze the # of crashes with driver behavior 
violations with the population growth rate.
Benchmark
Completed - Crash 
decrease of 3% vs >2% 
increase in population
2.B.2 - Conduct behavior-related enforcement 
impact programs at least 12 times per year
Starting in 2025, evaluate the previous year 
to count the number of behavior-related 
enforcement impact programs conducted.
Tracking begins in 2025
OBJECTIVE 
2.C REDUCE THE NUMBER OF KSI CRASHES RELATED TO IMPAIRED DRIVING (DRUGS & ALCOHOL)
Performance 
Measures
2.C.1 - Conduct DUI enforcement programs at least 
18 times per year
Analysis Method
Starting in 2025, evaluate the previous year 
to count the number of DUI enforcement 
programs conducted.
Benchmark
Tracking begins in 2025
2.C.2 - KSI crashes associated with impaired 
driving do not increase at a rate greater than 
population growth
Utilizing the most recent complete set of data, 
analyze the # of crashes with impaired driving 
with the population growth rate.
Completed - Crash 
decrease of 5.8% vs >2% 
increase in population
Page 26

Page 27
PEDESTRIAN & BICYCLISTS STRATEGIES
OBJECTIVE
 3.A REDUCE CRASH RISK INVOLVING PEOPLE WALKING AND BICYCLING BY EXPANDING SAFE ROUTES TO SCHOOL EFFORTS
Performance 
Measures 
3.A.1 - Implement safety improvements at 20 
schools per year focused on schools on arterials, 
collectors, within mobility areas, and with high 
equity need.
Analysis Method
Starting in 2024, evaluate the previous 
year to count the number of school safety 
improvements completed.
Benchmark
Not Complete
OBJECTIVE
 3.B
REDUCE THE NUMBER OF KSI CRASHES INVOLVING PEOPLE WALKING AND BICYCLING WITH GEOMETRIC RECONFIGURATION AND SYSTEMIC 
COUNTERMEASURES
Performance 
Measures 
3.B.1 - Install 20 mid-block improvements per year
Analysis Method
Starting in 2024, evaluate the previous year to 
count the number of mid-block improvements 
installed per year
Benchmark
Completed
3.B.2 - Reduce pedestrian-related fatal crashes by 
10% per year
Utilizing the most recent complete set of 
data, analyze the # of pedestrian-related fatal 
crashes.
Not Complete - Pedestrian 
crash increase of 5.8% 
3.B.3 - Develop pedestrian safety toolkit by 2027
This measure will be tracked as a completed 
or not completed (2028)
Tracking begins in 2028
OBJECTIVE 
3.C REVIEW EXISTING GAPS IN PEDESTRIAN INFRASTRUCTURE AND PRIORITIZE IMPROVEMENTS
Performance 
Measures
3.C.1 - Develop a risk factor network to identify 
locations with greatest risk by 2025
Analysis Method
This measure will be tracked as a completed 
or not completed (2026)
Benchmark
Tracking begins in 2026
3.C.2 - Develop a plan to implement annual 
improvements to mitigate risk factors by 2027
This measure will be tracked as a completed 
or not completed (2028)
Tracking begins in 2028
3.C.3 - Improve shade coverage at 60 transit stops 
per year within cool corridors
Starting in 2024, evaluate the previous year to 
count the number of transit stops that have 
improved shade coverage
Completed - Shade 
improved at 100 stops
Page 27

Page 28
INTERSECTIONS STRATEGIES
OBJECTIVE
 4.A
REDUCE THE NUMBER OF KSI CRASHES AT UNSIGNALIZED INTERSECTIONS WITH GEOMETRIC RECONFIGURATION & SYSTEMIC 
COUNTERMEASURES
Performance 
Measures 
4.A.1 - Develop geospatial process for identifying 
unsignalized crashes by 2024.
Analysis Method
This measure will be tracked as a completed 
or not completed (2025)
Benchmark
Tracking begins in 2025
4.A.2 - Develop list of priority intersections & 
improvements by 2024
This measure will be tracked as a completed 
or not completed (2025).
Tracking begins in 2025
OBJECTIVE
 4.B
REDUCE THE NUMBER OF KSI CRASHES AT SIGNALIZED INTERSECTIONS WITH GEOMETRIC RECONFIGURATION & SYSTEMIC 
COUNTERMEASURES
Performance 
Measures 
4.B.1 - 15 HIN Intersection rebuilds completed / 
under-construction per year
Analysis Method
Starting in 2024, evaluate the previous year to 
count the number of HIN intersections rebuilt / 
under-construction 
Benchmark
Completed - 5 completed 
and 10 under-construction 
4.B.2 - Reduce KSI crashes at unsignalized inter­
sections by 8% per year
Utilizing the most recent complete set of data, 
analyze the # of KSI crashes at unsignalized 
intersections.
In Progress - Crash 
decrease of 1.8%
OBJECTIVE
 4.C REDUCE THE NUMBER OF KSI CRASHES AT SIGNALIZED INTERSECTIONS WITH SIGNAL PHASING OR TIMING
Performance 
Measures
4.C.1 - Evaluate the 68 HIN intersections for ap­
propriate pedestrian safety operations & left-turn 
operational improvements by 2024
Analysis Method
This measure will be tracked as a completed 
or not completed (2025)
Benchmark
Tracking begins in 2025
Page 28

Page 29
SEGMENTS STRATEGIES
OBJECTIVE
 5.A REDUCE THE NUMBER OF KSI CRASHES ON ROAD CORRIDORS WITH ACCESS MANAGEMENT (REDUCING CONFLICT POINTS)
Performance 
Measures 
5.A.1 - Reduce KSI crashes on segments by 2% 
per year
Analysis Method
These measures will be tracked as a
completed or not completed.
Benchmark
Completed - Crash 
decrease of 4.8%
5.A.2 - Install 4 Miles of Raised Medians per year 
with less than 8 median breaks per mile for the 
first 5 Years
These measures will be tracked as a
completed or not completed.
Not Complete
OBJECTIVE
 5.B
REDUCE THE NUMBER OF KSI CRASHES ON ROAD CORRIDORS BY IMPROVING VISIBILITY, ILLUMINATION, AND DRIVER EXPECTANCY ON 
CORRIDORS
Performance 
Measures 
5.B.1 - Starting in 2023, begin process to install 3 
single sided miles of lighting per year for 5 years.  
Analysis Method
This measure will be tracked as a completed 
or not completed (2026)
Benchmark
Tracking begins in 2026
OBJECTIVE
 5.C REDUCE THE NUMBER OF NIGHTTIME CRASHES BY IMPLEMENTING SYSTEMIC LIGHTING IMPROVEMENTS CITYWIDE
Performance 
Measures
5.C.1 - Reduce Nighttime Crashes by 5% per year
Analysis Method
Utilizing the most recent complete set of 
data, analyze the # of nighttime crashes on 
segments.
Benchmark
In Progress - Crash 
decrease of 1.0% 
Page 29

Page 30
‘22/’23 GRANT AWARDS

Page 31
From the RSAPs adoption in September 2022 to December 31st, 2023, 
the City of Phoenix has been awarded $32,281,986 in grant funding 
to improve safety on Phoenix Streets
The Road Safety Action Plan’s prioritized strategies, equity analysis, and identification of a High 
Injury Network allows Phoenix staff a deep understanding of where safety improvements are 
needed, and how best to counter specific issues found at these locations.
Grant funding from the state and federal governments is a critical piece in quickly and efficiently 
implementing the RSAP to its fullest extent. The insight the City has from the work in the RSAP 
allows us to quickly leap into action when grant funding becomes available - and submit highly 
competitive proposals to secure support to improve safety on Phoenix streets.
FY23 SAFER STREETS FOR ALL (SS4A) IMPLEMENTATION GRANT
Award: $24,962,745
Location: Indian School Road (91st to 39th Ave)
Description: 
The City successfully secured funding to implement intersection and pedestrian infrastructure 
improvements and safety treatments along Indian School Road from 91st to 39th Avenues. 
Between 2017 and 2021, there were 124 total KSI crashes on the corridor, with 39 people killed 
and 109 seriously injured. Of those 39 fatalities, 48% involved people walking or biking , 52% 
occurred when it was dark, and 
35 were left-turn collisions. 
These factors and existing 
conditions of the corridor are 
being addressed through a 
suite of highly effective, safety-
targeted project improvements, 
including the installation of 
sidewalks, pedestrian beacons, 
crossing improvements, and 
lighting 
improvements. 
Of 
the proposed project area’s 
adjacent Census tracts, 95% are 
categorized as disadvantaged 
communities.
This was the 3rd largest SS4A 
award amount in the nation in 2023 - a huge win for Phoenix  
Page 31

Page 32
FY26 HIGHWAY SAFETY IMPROVEMENT PROGRAM 
(HSIP) CONSTRUCTION FUNDING 
Award: $2,879,032
Location: Jesse Owens Pkwy & Baseline Rd; Cave 
Creek Rd & Greenway Pkwy; 7th St & McDowell Rd
Description: 
Phoenix will modernize existing traffic signals at  
three intersections to improve traffic safety. 
FY22 STRENGTHENING MOBILITY AND 
REVOLUTIONIZING TRANSPORTATION (SMART) GRANT 
Award: $1,965,000
Location: Citywide
Description: 
Phoenix will implement passive detection for 
cyclists and pedestrians at existing HAWK signals 
as well as for vehicles, all along Phoenix’s Grand 
Canal.
FY26 HIGHWAY SAFETY IMPROVEMENT PROGRAM 
(HSIP) CONSTRUCTION FUNDING 
Award: $1,030,472
Location: 43rd Ave & Thunderbird Rd
Description: 
Phoenix will modernize the traffic signal (signal 
poles, foundations, mast arms, signal heads, 
control cabinet, power supple cabinet,
underground power, luminaires, etc.) at the 
intersection of 43rd Ave and Thunderbird Rd.
FY26 HIGHWAY SAFETY IMPROVEMENT PROGRAM 
(HSIP) CONSTRUCTION FUNDING 
Award: $959,737
Location: 43rd Ave & Missouri Ave
Description: 
Phoenix will Install a traffic signal and complete 
any associated work at the intersection of 43rd 
Ave and Missouri Ave.

Page 33
FY22 SAFER STREETS FOR ALL (SS4A) SUPPLEMENTAL PLANNING GRANT
Award: $460,000
Location: Citywide
Description: 
Phoenix will build upon the existing safety action plan to conduct a speed limit setting study and 
develop a pedestrian high-risk network citywide.
FY23 GOVERNORS OFFICE OF HIGHWAY SAFETY (GOHS) GRANT 
Award: $25,000
Location: Citywide
Description: 
These funds supported materials and supplies: LED Paddles, Helmets, and Brochures/Flyers to
enhance Pedestrian & Bicycle Safety Education throughout the City of Phoenix.
Page 33

Page 34
2024 LOOK AHEAD
2024 LOOK AHEAD

Page 35
Page 35
THIS IS ONLY THE BEGINNING...
The City of Phoenix Streets Department has been committed 
to improving safety for all roadway users long before 
the Road Safety Action Plan was adopted, and will stay 
committed to this goal as the RSAP is 
implemented and beyond.
2022 and 2023 have seen 
incredible progress, and there are 
many exciting things coming in 
2024.

Page 36
GRAND CANAL PHASE 3 CONSTRUCTION
In August 2023, District 5 Councilwoman 
Betty Guardado joined with community 
members 
and 
students, 
as 
well 
as 
representatives 
from 
the 
Street 
Transportation and Fire departments, 
Salt River Project (SRP) and Hunter 
Contracting 
Co., 
for 
a 
ceremonial 
groundbreaking celebration for Phase 3 
of the city’s Grand Canalscape project.
Phase 3 of the project includes the section 
of the canal that runs from 75th to 47th 
avenues. Improvements will be made to 
the north bank of the canal and add a 
route of connectivity for commuting and 
recreational use and will create a safe corridor for residents traveling by foot or on a bike. 
CONSTRUCTION IS SCHEDULED FOR COMPLETION IN FALL 2024.
See more at: Phoenix.gov/streets/grandcanal3 
Page 36

Page 37
GENERAL OBLIGATION (GO) BOND
On November 7, 2023 Phoenix voters passed the City Council approved $500 MILLION GENERAL 
OBLIGATION (GO) BOND PROGRAM. GO Bond programs help to fund critical infrastructure and 
rehabilitation needs of City facilities such as parks, libraries, fire and police stations, affordable 
housing, streets and storm drains. Approved projects will be prioritized and allocated over the five-
year period of 2024-25 to 2028-29 and included in the Preliminary Capital Improvement Program 
(CIP) scheduled to be presented to City Council on MARCH 19, 2024. So far, $16,767,094 has been 
allocated for implementation of Vision Zero Road Saftey Action Plan.
See more at: Phoenix.gov/bond
SAFER STREETS FOR ALL (SS4A) GRANT OPPORTUNITIES 
The Bipartisan Infrastructure Law (BIL) established the Safe 
Streets and Roads for All (SS4A) discretionary program with 
$5 billion in appropriated funds over 5 years, 2022-2026. The 
SS4A program funds regional, local, and Tribal initiatives 
through grants to prevent roadway deaths and serious 
injuries. With over $3 billion is still available for future funding, 
Phoenix will be pursuing awards for critical need projects. The 
application for Implementation funds closes in MAY 2024 and 
the deadline of Planning and Demonstration funds closes in 
AUGUST 2024.
See more at: Transportation.gov/grants/SS4A