Agenda — Adelanto City Council, May 13, 2026 (part 3 of 3)

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does not propose any policies that would result in displacement or demolition of residential structures and impacts would be less than significant.

The proposed Project site is vacant and is in an area of the City zoned as MI where residential housing is not permitted (City of Adelanto 2024). The Project would not displace any existing people or housing and would not require the construction of any replacement housing elsewhere. Therefore, impacts from Project implementation would remain less than significant.

As such, impacts associated with the development of the proposed Project within the Sustainable Plan area would be consistent with the analysis in the Plan EIR and would result in less-than-significant impacts.

Therefore, the proposed Project would not result in any peculiar effects and would not result in a new or more severe adverse impact that was not previously identified in the prior EIR. Further, the Project would not result in an increase to significant effects as a result of new information not previously assessed in the Sustainable Plan EIR.

Conclusion
The proposed Project is consistent with the development evaluated in the Sustainable Plan EIR and would not result in any new impacts or increase the severity of any previously identified impacts as compared to what was already identified and disclosed, either individually or cumulatively. Further environmental analysis is not required because:

No peculiar impacts that are not substantially mitigated have been identified as a result of the proposed Project or its site.

There are no potentially significant impacts that were not analyzed as significant in the Sustainable Plan EIR.

There are no potentially significant off-site and/or cumulative impacts that were not discussed in the Sustainable Plan EIR.

No substantial new information has been identified that results in an impact that is more severe than anticipated by the in the Sustainable Plan EIR.

3.15 Public Services
Significant
Project Impact
Analyzed in
the Prior EIR
Substantial
New
Information
XV. PUBLIC SERVICES
a) Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives for any of the public services:
v) Fire protection?
vi) Police protection?
vii) Schools?
viii) Parks?
ix) Other public facilities?
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Prior Environmental Impact Report Summary
Potential impacts to public services were analyzed in the Sustainable Plan EIR on pages 4.14-1 through 4.14-10.

The Sustainable Plan EIR determined that impacts to public services would be less than significant with implementation of existing state, General Plan, and Municipal Code policies and requirements.

Applicable Policies
General Plan
No policies are applicable to the topic of public services.

Sustainable Plan
Land Use and Community Design Chapter
Goal LC 5: Adequate infrastructure to meet new development growth.

Policy LC 5.1: Require new development to pay its fair share of the cost of public facilities, services, and infrastructure, including but not limited to transportation, incremental water supply, sewer and wastewater treatment, solid waste, flood control and drainage, schools, fire and police protection, and parks and recreation.

Project-Specific Analysis
a) Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives for any of the public services:

Fire protection?
The Sustainable Plan EIR evaluated the full build out of the Plan area and the potential impacts related to the need for new or physically altered fire protection facilities and determined that with implementation of existing General Plan and Municipal Code policies and requirements, potential impacts would be less than significant.

The analysis under the Sustainable Plan EIR remains accurate with respect to the proposed Project, which would develop a BESS facility consistent with zoning and in accordance with the provisions of the Sustainable Plan and would occur within the Plan area previously evaluated. Fire protection services within the City are provided primarily by the San Bernardino County Fire Department from Station 322, which is located approximately 0.78 miles north of the Project site. As described in the Sustainable Plan EIR, the Plan area is predominately vacant with a great potential for accommodating future residential growth and would therefore need to be expanded to assure fire response resources are within the appropriate distance and ensure that emergency calls are responded to within the recommended 6-minute response time (City of Adelanto 2014b).

Furthermore, the analysis of the Sustainable Plan EIR states that the General Plan requires review of development projects by the San Bernardino County Fire Department to ensure all appropriate construction safety measures are included. The Sustainable Plan Health and Safety Chapter supports the provision of a 684

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high-level of fire and emergency response services (City of Adelanto 2014b). Furthermore, the General Plan Safety Element requires review of development proposals by the Fire Department to determine potential impacts to emergency services. Collection of fire mitigation fees will help offset direct, incremental, and indirect impacts of development on fire services. Therefore, upon implementation of General Plan policies, impacts from Project implementation would remain less than significant.

The nearest fire station to the Kramer Substation is Kern County Fire Station 87, which is approximately 6 miles west while the nearest fire station to the Victor Substation is the City of Victorville Fire Station 315, which is approximately 3.5 miles south. Both substations are existing facilities, and it is anticipated that upgrades to these substations and construction of the transmission line would not adversely affect personnel-to-resident rations, responses times or other performance objectives. All upgrades would be constructed in accordance with current best practices for fire safety that adhere to the applicable requirements of the Fire Code. Examples of uniformly applied standards for fire protection include Fire Code NFPA 855 and SB 38 which requires battery storage facilities to develop an emergency response plan in close coordination with local emergency response agencies, to establish a notification and communication procedure, and consider potential off-site impacts to the surrounding community and environment.

As such, impacts associated with the development of the proposed Project within the Sustainable Plan area would be consistent with the analysis in the Plan EIR and the Project would result in less-than-significant level impacts. Therefore, the proposed Project would not result in any peculiar effects and would not result in a new or more severe adverse impact that was not previously identified in the previous EIR. Further, the Project would not result in an increase to significant effects as a result of new information not previously assessed in the Sustainable Plan EIR.

Police protection?
The Sustainable Plan EIR evaluated the full build out of the Plan area and the potential impacts related to the need for new or physically altered police protection facilities and determined that with implementation of existing General Plan and Municipal Code policies and requirements, potential impacts would be less than significant.

The analysis under the Sustainable Plan EIR remains accurate with respect to the proposed Project, which would develop an industrial BESS facility in accordance with the provisions of the Sustainable Plan and would occur within the Plan area previously evaluated. The San Bernardino County Sheriff’s Department Victor Valley Patrol Station that serves the City of Adelanto is located approximately 2.7 miles from the Project site at 11613 Bartlett Avenue and is composed of 10 volunteer units totaling over 200 employees, that includes two rescue teams, two mounted posse units, one line reserve unit, and five Citizens on Patrol units (San Bernardino County Sheriff’s Department 2024). The proposed Project would employ approximately 40 employees during construction, while operations would be unmanned and would occur 24 hours a day, 7 days a week. The site itself would be fenced and incorporate security lighting to reduce security issues or the related need for law enforcement. It is unlikely that the development and operation of the BESS facility would result in a substantial or recurring need for police protection services given the location of the site in the Sustainable Plan’s Manufacturing District away from residential areas and the overall nature of the Project. The Sustainability Plan Health and Safety Chapter of the General Plan supports the provision of a high-level of police services (City of Adelanto 2014b). As discussed in the Sustainable Plan EIR, the collection of development impact fees (DIF) will offset direct, incremental, and indirect impacts 685

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of development on fire services. Therefore, with implementation of General Plan and Sustainable Plan policies, impacts from Project implementation would remain less than significant.

The nearest sheriff’s office to the Kramer Substation is approximately 6.25 miles west while the nearest police station to the Victor Substation is approximately 3.3 miles east. Both substations are existing facilities, and it is anticipated that upgrades to these substations and construction of the transmission line would not adversely affect personnel-to-resident rations, responses times or other performance objectives.

As such, impacts associated with the development of the proposed Project within the Sustainable Plan area would be consistent with the analysis in the Sustainable Plan EIR and the Project would result in less-thansignificant impacts. Therefore, the proposed Project would not result in any peculiar effects and would not result in a new or more severe adverse impact that was not previously identified in the previous EIR. Further, the Project would not result in an increase to significant effects as a result of new information not previously assessed in the Sustainable Plan EIR.

Schools?
The Sustainable Plan EIR evaluated the full build out of the Plan area and the potential impact related to the need for new or physically altered school facilities and determined that with implementation of existing state law, potential impacts would be less than significant.

The proposed Project does not include the development of housing and would not result in an increase in population that would directly or indirectly generate demand for school services due to the minimal number of employees required to operate the facility and that most or all employees will come from the existing City population. In addition, the school districts will continue to collect DIF to pay for the costs of any expanded school facilities under AB 2926. Therefore, with incorporation of state law, impacts from Project implementation would remain less than significant.

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Parks?
The Sustainable Plan EIR evaluated the full build out of the Plan area and the potential impacts related to the need for new or physically altered park facilities and determined that with implementation of existing General Plan and Municipal Code policies and requirements, potential impacts would be less than significant.

Other public facilities?
The Sustainable Plan EIR evaluated the full build out of the Plan area and the potential impacts related to the need for new or physically altered public facilities and determined that with implementation of existing Municipal Code requirements, potential impacts would be less than significant.

Therefore, impacts from Project implementation would remain less than significant.

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Conclusion
The proposed Project is consistent with the development evaluated in the Sustainable Plan and would not result in any new impacts or increase the severity of any previously identified impacts as compared to what was already identified and disclosed, either individually or cumulatively. Further environmental analysis is not required because:

No peculiar impacts that are not substantially mitigated have been identified as a result of the proposed Project or its site. Application of uniformly applied state, General Plan, and Municipal Code policies and requirements, substantially reduce potentially significant impacts to a less-than-significant level.

There are no potentially significant impacts that were not analyzed as significant in the Sustainable Plan EIR.

There are no potentially significant off-site and/or cumulative impacts that were not discussed in the Sustainable Plan EIR.

No substantial new information has been identified that results in an impact that is more severe than anticipated by the Sustainable Plan EIR.

3.16 Recreation

Significant
Project Impact
Analyzed in
the Prior EIR
Substantial
New
Information
XVI. RECREATION
a) Would the project increase the use of existing
neighborhood and regional parks or other recreational
facilities such that substantial physical deterioration of the facility would occur or be accelerated?
b) Does the project include recreational facilities or
require the construction or expansion of recreational
facilities which might have an adverse physical effect
on the environment?
Prior Environmental Impact Report Summary
Potential impacts to recreation were analyzed in the Sustainable Plan EIR on pages 4.15-1 through 4.15-6. Potential impacts to existing parks or recreational facilities and the construction of new facilities were determined to be less than significant with implementation of existing and Sustainable Plan standards and regulations.

Applicable Policies
General Plan
The General Plan Open Space and Conservation Element addresses impacts to parks and recreation. 688

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Sustainable Plan
Land Use and Community Design Chapter
Goal LC 5: Adequate infrastructure to meet new development growth.

Parks and Recreation Chapter
Policy PR 4.2: Require drought-tolerant, native plant materials in landscaped areas.

Project-Specific Analysis
a) Would the project increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? As discussed in the Sustainable Plan EIR, the Plan’s policies which facilitates increases in residential population would result in the increased use of existing parks and recreational facilities and, if maintenance of facilities does not keep pace and addition facilities are not provided, the Plan could result in substantial deterioration of existing parks and recreational facilities. However, policies within the Sustainable Plan require provision of parkland to address parkland deficiency and to ensure that the recreational needs of future residents are met. As such, adequate parkland will be available and accelerated deterioration of parks and recreational facilities will not occur. The Sustainable Plan EIR determined that with implementation of Sustainable Plan policies impacts would be less than significant.

The analysis under the Sustainable Plan EIR remains accurate with respect to the proposed Project, which would develop an industrial BESS facility in accordance with the provisions of the Sustainable Plan and would occur within the Plan area previously evaluated. Furthermore, there are no existing residences or recreational facilities on the Project site or SCE substations and rights-of-way and only non-residential uses are included in the proposed Project. The Sustainable Plan identifies the location of easement and drainage greenbelts that may include nominal recreational facilities. As depicted in Figure LC-2 on page 21 of the Sustainable Plan, one of the easement greenbelts runs adjacent to the proposed Project site across Racoon Road to the west of the site. The Greenbelt Corridor Easement district provides for transmission and power line uses and may also contain recreational uses, such as trails, landscaping, and park areas (City of Adelanto 2023). In addition, the proposed Project is industrial, would remain unmanned during operations, and therefore is not expected to increase demand on parks or recreational facilities. The Project is sited within the Sustainable Plan’s Manufacturing District away from the Plan’s residential areas and, as such, would not impact future recreational improvements planned for those land use designations. Therefore, impacts from Project implementation would remain less than significant.

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any peculiar effects and would not result in a new or more severe adverse impact that was not previously identified in the previous EIR. Further, the Project would not result in an increase to significant effects as a result of new information not previously assessed in the Sustainable Plan EIR. b) Does the project include recreational facilities or require the construction or expansion of recreational facilities, which might have an adverse physical effect on the environment? The analysis under the Sustainable Plan EIR remains accurate with respect to the proposed Project, which would develop an industrial BESS facility in accordance with the provisions of the Sustainable Plan and would occur within the Plan area previously evaluated. The proposed Project, including the SCE upgrades, are industrial developments and would not include recreational facilities, introduce any residential uses, and would remain unmanned during operations. Thus, the Project is not expected to require the construction or expansion of parks or recreational facilities. Therefore, impacts from Project implementation would remain less than significant.

No peculiar impacts that are not substantially mitigated have been identified as a result of the proposed Project or its site. Application of Sustainable Plan policies and standards substantially reduce potentially significant impacts to a less-than-significant level.

There are no potentially significant impacts that were not analyzed as significant in the Sustainable Plan EIR.

There are no potentially significant off-site and/or cumulative impacts that were not discussed in the Sustainable Plan EIR.

No substantial new information has been identified that results in an impact that is more severe than anticipated by the in the Sustainable Plan EIR.
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3.17 Transportation

Significant
Project Impact
Analyzed in
the Prior EIR
Substantial
New
Information
XVII. TRANSPORTATION – Would the project:
a) Conflict with a program, plan, ordinance, or policy
addressing the circulation system, including transit,
roadway, bicycle, and pedestrian facilities?
b) Conflict or be inconsistent with CEQA Guidelines section 15064.3, subdivision (b)?
c) Substantially increase hazards due to a geometric
design feature (e.g., sharp curves or dangerous
intersections) or incompatible uses (e.g., farm
equipment)?
d) Result in inadequate emergency access?
Pursuant to Senate Bill (SB) 743, updates to the California Environmental Quality Act (CEQA) Guidelines in December 2018 required all lead agencies to adopt VMT as a replacement for automobile delay-based level of service (LOS) as the new measure for identifying transportation impacts. This statewide mandate took effect July 1, 2020. The City of Adelanto has adopted the VMT metric and significance criteria for transportation impact analyses for CEQA compliance and requires level of service (LOS) analysis for General Plan consistency requirements. This section summarizes the Project’s consistency with North 2035 Sustainable Plan EIR (City of Adelanto 2014) and First Addendum to the Sustainability Plan (City of Adelanto 2022). This analysis is also consistent with the City of Adelanto Traffic Impact Guidelines for Vehicle Miles Traveled (VMT) and Level of Service (LOS) Assessment (July 2020) herein referred to as the "guidelines,” which provides guidance on the requirements to evaluate transportation impacts for projects.

Prior Environmental Impact Report Summary
Potential impacts to transportation were analyzed in the North 2035 Sustainable Plan EIR (2014) on pages 4.16-1 through 4.16-22 and First Addendum to the Sustainability Plan (City of Adelanto 2022) on pages 26 through 29.

The Sustainable Plan EIR contemplated uses on the Project site involving industrial uses such as warehousing, which would be a more intensive use resulting in higher transportation related emissions and potentially higher operational emissions than the proposed Project.

North 2035 Sustainable Plan Environmental Impact Report The long-term implementation of land use policy, in combination with regional contributions to traffic on the local road network was determined to potentially result in significant and unavoidable in the North 2035 Sustainable Plan EIR. An increase in traffic that will result in two roadway segments to operate at LOS F and one to operate at LOS D. The Sustainable Plan EIR contained analysis of LOS, which is no longer the used for determining a Project’s 691

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impacts on transportation under CEQA. The EIR also analyzed potential impacts related to increase hazards due to incompatible uses and inadequate emergency access and determined impacts would be less than significant.

The EIR found that LOS would be significantly impacted on three roadway segments of US 395:
▪ US 395 between Palmdale Road and Air Expressway (LOS F with the Project) – the Project adds traffic to this location and the impact is considered significant – LOS F ▪ US 395 between Air Expressway and El Mirage Road (LOS F with the Project) – the Project adds traffic to this location and the impact is considered significant – From LOS C or better to LOS F ▪ US 395 between El Mirage Road and SR-58 (LOS D with the Project) – the Project adds traffic to this location and the impact is considered significant. – LOS D.

The Sustainable Plan EIR determined that impacts related to transportation with regard to LOS were significant and unavoidable. Additionally, no mitigation could be identified as the City does not have jurisdiction implement freeway and highway improvements.

First Addendum to the Adelanto North 2035 Comprehensive Sustainability Plan Mobility Element Environmental Impact Report, October 03, 2022
The First Addendum to the Adelanto North 2035 EIR includes a focused analysis for the Mobility Element Update (herein referred as Mobility Element EIR). It includes the policies, goals, and objectives of the North 2035 Plan with modifications to signalization on US 395 and increased circulation improvements on Lawson Avenue, Cortez Avenue, El Dorado to create an optimal multi-modal transportation system for the City and adequately anticipate and plan transportation infrastructure to meet future needs of the City. Implementation of the Mobility Element Update was concluded to result in comprehensive updates to goals and policies and a reduction of VMT. The Mobility Element Update would allow for future improvements of roads, bicycle and pedestrian facilities, and public transit. Improvements would be subject to goals and policies of the North 2035 Plan and other Plan Elements.

The City proposed to reclassify the following roadways from Local Street (2 lanes) to Collector Street (4 lanes):
▪ Lawson Avenue between the Civic Center and Bellflower Street. ▪ Cortez Avenue between U.S. Highway 395 and Bellflower Street. ▪ El Dorado between Adelanto Road and US Highway 395.

It was concluded that the proposed mobility changes would not increase impacts on transportation that were not considered in the Sustainable Plan EIR. No new mitigation measures were identified.

Applicable Policies
General Plan
Goal 1: Improved circulation system that accommodates the projected growth of the city/community.

Goal 3: Adequate capacity of roadways to handle build out of the entire city.

Goal 4: Safe, durable and aesthetic roadway construction design that will provide a long-lasting surface for vehicular transportation.
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Goal 5: Improved access/visibility to Adelanto’s primary commercial, business and industrial sectors, including a new major airport.

Goal 6: Integrated street and signage design criteria.

Goal 7: Improved east/west and north/south circulation through Adelanto.

Policies to Implement Goals
Policy 1: Establish all major rights of way according to the requirements of the build out projections of the General Plan.

Policy 2: Develop a consistent design of roadways and landscape treatments that allow for improved visual quality.

Policy 3: Utilize high quality construction standards for all roadways, sidewalks and paved areas to increase the longevity of the system.

Policy 4: Allow the existing US 395 roadway to become Adelanto’s business route once the US 395 plans are set forward.

Policy 5: Coordinate efforts with local agencies, CalTrans, the County Road Department, and the Federal Transportation Department in the planning of a regional transportation system.

Policy 7: Begin investigating the applicability of a local/subregional transit system and necessary rights of way needed in Adelanto and the surrounding area.

Sustainable Plan
Mobility Chapter
Policy M 1.9: Require developers to construct or pay their fair share toward improvements for all modes consistent with this Mobility Chapter, and specific impacts associated with their development.

Policy M 2.2: Strive to maintain vehicle level of service (LOS) D on local roadways and LOS E on highways and major arterials.

Implementing Program M-9: Unpaved Roads. Pursue funding to pave unpaved roadways. Establish a timeframe and parameters for paving unpaved roadways.

Project-Specific Analysis
Because the Project would generate temporary construction trips in the short term and nominal operational trips, the proposed Project would not generate permanent or long-term trips or VMT. Therefore, a focused analysis of the roadway segments of Rancho Road and US 395 during the Project’s construction phase, along with a qualitative analysis of VMT per current CEQA requirements has been included in the following transportation analysis of the Project. Appendix I-1 provides the transportation technical data which includes roadway segment analysis tables and daily traffic count data. Appendix I-2 provides a transportation screening analysis including a qualitative analysis of VMT and consistency with the City’s LOS requirements. 693

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Construction Traffic Generation
Trip generation estimates for construction projects are based on average or peak number of workers and trucks that would be required for the proposed construction activities. Construction traffic includes the number of workers and the amount of truck traffic that would be generated to and from the site daily and during the AM and PM peak commuting hours. The maximum number of construction-related trips is expected to occur over a series of construction phases that would overlap or occur concurrently. Therefore, the overall peak construction period was used to calculate the estimated trip generation for the Project.

Construction of the Project is anticipated to commence in the beginning of January 2025 and last approximately 16 months, concluding in April 2026.
10 Based on the analysis of the construction schedule and phases, it has been determined that construction of Phases 3 and 4 would generate peak construction worker and truck traffic, thereby representing the peak construction period. However, this phase is anticipated to occur for approximately 30 workdays.

Construction traffic includes both cars and trucks or heavy vehicles. To accurately account for the impact trucks may have within traffic volumes as compared to passenger vehicles, passenger car equivalent (PCE) factors were applied to the trip generation estimates to account for truck traffic associated with construction activity. A 1.0 PCE factor was applied to passenger vehicles, 2.0 PCE for vendor trucks, and 3.0 for haul trucks. An 8-hour workday for all construction activities was assumed, with all construction workers arriving to the site in the AM peak hour (7:00– 9:00 a.m.), and all construction workers departing the site in the PM peak hour (4:00–6:00 p.m.). Vendor and haul trucks were estimated to arrive and depart the site evenly throughout the workday.

The trip generation estimates during the peak construction period are summarized in Table 14 below.

Table 14. Peak Construction Trip Generation Estimates
Vehicle Type Daily Quantity Daily
AM Peak Hour PM Peak Hour
In Out Total In Out Total
Non-PCE Adjusted Trip Generation
Construction Workers 40 workers 80 40 0 40 0 40 40
Vendor Trucks 4 trucks 8 1 0 1 0 1 1
Haul Trucks 55 trucks 110 7 7 14 7 7 14
Total Trip Generation (Non-PCE) 198 48 7 55 7 48 55
PCE Adjusted Trip Generation
Construction Workers (1.0 PCE) 40 workers 80 40 0 40 0 40 40 Vendor Trucks (2.0 PCE) 4 trucks 16 2 0 2 0 2 2
Haul Trucks (3.0 PCE) 55 trucks 330 21 21 42 21 21 42
Total Trip Generation (PCE) 426 63 21 84 21 63 84
Source: Appendix A.

Notes: PCE: Passenger Car Equivalent.
10 The analysis assumed a construction start of January 2025, which represented the earliest possible period construction would initiate. Assuming the earliest start date for construction represents the worst-case scenario for criteria air pollutant and greenhouse gas emissions because equipment and vehicle emission factors for later years would be slightly less due to more stringent standards for in-use off-road equipment and heavy-duty trucks, as well as fleet turnover replacing older equipment and vehicles in later years.
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As shown in Table 14, the peak day of construction for the Project would generate approximately 198 daily trips, 55 AM peak hour trips (48 inbound and 7 outbound), and 55 PM peak hour trips (7 inbound and 48 outbound) during construction of Phases 3 and 4. After trip generation estimates were adjusted utilizing PCE factors, the peak day of construction for the Project would generate approximately 426 daily PCE trips, 84 AM PCE peak hour trips (63 inbound and 21 outbound), and 84 PM PCE peak hour trips (21 inbound and 63 outbound).

For all other subphases of construction, the amount of vehicular traffic is estimated to be less than the peak day. All construction-related traffic would be temporary and short term and would cease upon completion of the Project.

Construction Traffic Distribution
Project traffic will use Calendula Road/Racoon Road and Holly Road to access Project site. It is anticipated that the construction work force would like to come from Hesperia and Victor Valley and therefore would travel on US 395 and travel north to reach the site. Trucks would use the truck routes which include US 395 and Rancho Road. Using these assumptions and from review of roadway network near the Project, construction Project trips were assigned to the roadway segments of US 395 and Rancho Road to provide a consistency analysis with the Future Roadway Segment Performance included in the Sustainable Plan EIR.

Roadway Level of Service with Construction Traffic
The existing and future roadway segment operations for US 395 and Rancho Road, with and without the Projectadded traffic, were analyzed to access roadway LOS. Table 1 in Appendix I-1 shows the results of the roadway segment ADT analysis consistent with the Future Roadway Segment Performance included in the Sustainable Plan EIR.

Per Policy M 2.1. The City of Adelanto strives to maintain vehicle LOS D on local roadways and LOS E on highways and major arterials (City of Adelanto 2021). Consistent with the Future Roadway Segment Performance included in the Sustainable Plan EIR (see Table 1, Appendix I-1), the roadway segments would operate at same LOS analyzed in the EIR, with and without the Project-added traffic. It should be noted that construction traffic is temporary and would cease once construction is complete.

Operational Traffic
The BESS and all associated equipment will be remotely monitored and controlled. Qualified technicians would visit the site approximately 1–2 times per month to conduct routine inspections and maintenance as well as semi-annual and annual services. Periodically, batteries and various components may be replaced or renewed to ensure optimal performance. As such, four trips per week are estimated for operation of the Project.

Based on City’s LOS screening criteria, a project that generates less than 250 peak hour trips and adds less than 50 peak hour trips to a Caltrans facility during the AM or PM peak hour, would not require a detailed traffic analysis per CMP criteria or City or Caltrans requirements. As such, no further analysis is warranted for the nominal operational traffic generated by the Project.
a) Would the project conflict with a program, plan, ordinance, or policy addressing the circulation system, including transit, roadway, bicycle and pedestrian facilities? The Sustainability Plan EIR evaluated whether the proposed land use and circulation plan evaluation would conflict with an applicable plan, congestion management program, ordinance or policy establishing 695

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measures of effectiveness for the performance of the circulation system, taking into account all modes of transportation including transit and non-motorized travel and relevant components of the circulation system. The Sustainability Plan EIR uses LOS as the metric for analyzing impacts to the roadway system.

The daily roadway segment analysis was considered in the Sustainability Plan EIR, identified significant and unavoidable impacts to three segments of US 395. Table 1 in Appendix I-1 shows the results of the roadway segment ADT analysis consistent with the Future Roadway Segment Performance included in the Sustainable Plan EIR. The addition of temporary construction trips from the proposed Project would not result in adverse effects than shown in the Sustainable Plan EIR roadway segment analysis.

Additionally, per the amendments made to the CEQA Guidelines in 2018, LOS is no longer used to identify significant transportation impacts; therefore, those impacts would not be considered an environmental issue under CEQA.

The Mobility Element of the General Plan and its EIR established the local circulation plan to guide growth in Adelanto. The Mobility Element is the circulation plan for the entire City, so there would be no significant impacts regarding conflicts with applicable plans. The roadways under consideration for expansion to collector streets (4 lanes) are included in the current Mobility Element as local streets (2 lanes) with proposed intersections with US 395 The proposed roadway changes will correct roadway network inefficiencies that currently prevent the City from establishing safe, direct access to the City Stadium (Event Center located at 12000 Stadium Way). None of the roadway changes are adjacent to the proposed Project.

The Sustainable Plan EIR includes specific alternative policies that support the use of public transit and promote bicycling and walking. No adverse impact was noted in the Sustainable Plan EIR to alternative transportation plans, programs or facilities. All of the goals, policies, and programs included in the General Plan Mobility Element EIR are specifically related to the movement of goods and people, including pedestrians, bicycles, transit, light rail and commuter rail, air, and automobile traffic flows. Public transportation services within the City of Adelanto and near the proposed Planning Area is provided by the Victor Valley Transit Authority (VVTA) (Victor Valley Transit 2024). The Mobility Element EIR did not propose any improvements that would conflict with any existing routes or any future transit route in the area. In October 2020, the City adopted the Adelanto Active Transportation Plan. Adelanto in Motion, An Active Transportation Plan which represents a new commitment to walking and biking in Adelanto. Future development would be required to construct streets that meet City standards that provides sidewalks and pavement that would accommodate bicycle travel.

There are currently no sidewalks or existing or planned bike routes near the proposed Project. Near the proposed Project, VVTA Route 33 (US 395 and Palmdale Road-Bartlett and Greening) operates at a frequency of approximately 75 minutes on weekdays and weekend. The nearest bus stop is located along Rancho Road, approximately 1.3 miles from the proposed Project. The proposed Project would be required to adhere to all applicable Sustainable Plan and General Plan policies related to the design and implementation of transit, bicycle, and pedestrian facilities and access. In addition, the proposed SCE upgrades would not change the existing circulation patters or area roadways and would not conflict with any applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system or applicable congestion management plan.

The proposed Project would not result in peculiar effects and would not result in a new or more severe adverse impact that was not previously identified in the Sustainable Plan EIR. Based on the Mobility Element Update EIR and Project-specific analysis, the Project’s impact regarding conflict with a program, plan, ordinance, or policy addressing the circulation system, including transit, roadway, bicycle and 696

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pedestrian facilities would be less than significant. Further, the Project would not result in an increase to significant effects as a result of new information not previously assessed in the Sustainable Plan EIR. b) Would the project conflict or be inconsistent with CEQA Guidelines section 15064.3, subdivision (b)? CEQA Guidelines Section 15064.3(b) focuses on VMT for determining the significance of transportation impacts. It is further divided into four subdivisions: (1) land use projects, (2) transportation projects, (3) qualitative analysis, and (4) methodology. This Project would be categorized under subdivision (b)(3), qualitative analysis. The Updated CEQA Guidelines state that “generally, VMT is the most appropriate measure of transportation impacts,” and define VMT as “the amount and distance of automobile travel attributable to a project.” “Automobile” refers to on-road passenger vehicles, specifically cars and light trucks. The OPR has clarified in its Technical Advisory (OPR 2018) that heavy-duty truck VMT is not required to be included in the estimation of a project’s VMT. Other relevant considerations may include the effects of a project on transit and non-motorized traveled.

The City of Adelanto City Council adopted Resolution No. 20-41 on June 24, 2020, which approved VMT thresholds for CEQA compliance purposes (City of Adelanto 2020). However, it should be noted that the guidelines and thresholds apply to land use and transportation projects that are subject to CEQA analysis.

Sustainable Plan EIR did not evaluate VMT as the metric for transportation analysis. The Mobility Element EIR concluded that through construction of future transportation improvements may result in a redistribution of local vehicle traffic, these improvements are proposed for purposes of improving overall circulation system performance and reducing VMT, congestion, and idling. Additionally, pursuant to CEQA and implementation of the VMT Guidelines, individual roadway development projects will be assessed to determine if potential VMT thresholds are exceeded. Such analyses will include Project-specific mitigation measures, as appropriate.

The proposed Project’s VMT screening and analysis consistent with OPR, City’s guidelines and Mobility Element EIR findings, is provided in Appendix I-2, Transportation Screening Analysis Memo, and below:

Construction
Construction of the Project, including the SCE upgrades, is not a land use or transportation project, and therefore neither Section 15064.3(b)(1) nor Section 15064.3(b)(2) of the CEQA Guidelines apply. Instead, the proposed Project would be categorized under Section 15064.3(b)(3) qualitative analysis. The following paragraph from the Section 15064.3(b)(3) provides guidance regarding qualitative analysis:

If existing models or methods are not available to estimate the vehicle miles traveled for the particular project being considered, a lead agency may analyze the project’s vehicle miles traveled qualitatively. Such a qualitative analysis would evaluate factors such as the availability of transit, proximity to other destinations, etc. For many projects, a qualitative analysis of construction traffic may be appropriate.

Vehicle-trip generation (for workers and trucks) as a result of Project construction has been summarized in Table 14. The VMT for the overall Project using approximate trip lengths for worker commute, vendor, and haul trips has been estimated using default values for the South Coast Air Quality District region from the California Emissions Estimator Model (CalEEMod) land use emissions computer model in the Project’s air quality analysis. However, construction (and decommissioning) related trips are temporary and would not 697

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generate permanent trips. Therefore, the VMT from construction (and decommissioning) is not required to be quantified per SB 743 requirements (Appendix I-2). Further, the Project construction would be generally consistent with construction activities in terms of the temporary nature of activities, trip generation characteristics, and the types of vehicles and equipment required. Even though it is anticipated that some of the workers would carpool to the site, managing worker and vendor trip lengths for the construction projects is not feasible because of the remote location and duration of individual activities. Accessibility to alternative modes of transportation is also not available for workers in the City.

Based on the peak construction trip generation estimates provided in Table 14, construction of the Project would generate approximately 198 non-PCE daily vehicle trips, totaling 426 PCE daily vehicle trips.

However, the trip generation estimates for construction of the Project are based on temporary, short-term vehicular trips (Appendix I-2). Once construction for the peak construction period has passed, vehicular trips would be reduced, and once construction of the Project is completed, all construction trips would be eliminated from the study area. Therefore, all construction trips would be temporary, and the peak period of construction would only occur for a short-term duration of 30 days; daily trips for other subphases of construction would be estimated to be less than the number of daily vehicle trips estimated during the peak construction period. The operation of the Project is expected to generate nominal permanent vehicular trips within the study area.

Per OPR, heavy vehicle traffic is not required to be included in the estimation of a project’s VMT. As noted above, worker and vendor trips would generate VMT, but once construction (and decommissioning) is completed, the construction-related traffic would cease and VMT would return to pre-construction conditions. Measures to reduce the VMT generated by workers and trucks are limited, and there are no thresholds or significance criteria for temporary, construction-related VMT (Appendix I-2). Additionally, construction (and decommissioning) related VMT would be temporary and short term, which would cease after construction is complete. Further, it should be noted that OPR and City of Adelanto does not require quantitative assessment of temporary construction traffic. Therefore, the proposed Project would not conflict or be inconsistent with CEQA Guidelines Sections 15064.3(b)(1) and 15064.3(b)(3), and impacts would be less than significant (Appendix I-2).

Operation and Maintenance
As shown in the screening analysis below, the long-term operation of the Project would be screened out using the criteria noted below and therefore would not require further VMT analysis (Appendix I-2). The City’s guidelines suggest that land use projects may screen out of VMT impacts using a variety of factors such as low daily trip generation or generating GHG emissions of less than 3,000 metric tons of CO2e, proximity to an existing major transit stop or a stop along an existing high quality transit corridor, and projects in low VMT-generating areas determined by using the SBCTA VMT Screening Tool.

The following criteria has been used in screening the Project’s VMT assessment (Appendix I-2), consistent with the City’s guidelines:
▪ Project Type Screening
- Projects that generate 110 or less daily vehicle trips are screened from project-level assessment and presumed to have less-than-significant VMT impact 698

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During the operations and maintenance phase, the Project will only produce four total weekly trips and nominal peak hour trips. Since the Project would generate fewer than both 110 permanent daily trips, the Project impacts due to construction and operations would be less than significant (Appendix I-2).

Therefore, a detailed VMT analysis is not required, and the construction and operation Project would not conflict or be inconsistent with CEQA Guidelines Section 150645.3(b). The Project would not result in a new or more severe adverse impact that was not previously identified in the Sustainable Plan EIR and Mobility Element Update EIR. Further, the Project would not result in an increase to significant effects as a result of new information not previously assessed in the Sustainable Plan EIR. c) Would the project substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? The Sustainability EIR and Mobility Element Update EIR evaluated whether the proposed land use and circulation plan evaluation would create a significant environmental impact due to a substantial increase in hazards due to incompatible uses (e.g., farm equipment) and determined impacts would not be potentially significant impact in this regard. Per Sustainability EIR, future street improvements that are programmed to implement the updated circulation network plan will be designed in accordance with all applicable engineering standards relating to vehicle traffic, bicycles, pedestrian safety, line of site, and other design criteria. Buildout of the proposed Mobility Element Update could result in some changes to the City’s circulation network but would not increase hazards due to design features. All future roadway system improvements associated with development and redevelopment activities under the General Plan would be designed in accordance with the established roadway design standards, some of which have also been incorporated into the Mobility Element Update.

The analysis under both the EIRs remains accurate with respect to the proposed Project, which would be develop industrial zoned land in accordance with the provisions of the Sustainability Plan and Mobility Element Update. No new streets would be constructed as part of this Project. The Project is located at the intersection of Calendula Road-Racoon Road/Holly Road intersection and Project access driveway is along Holly Road. The Project would construct curb return radii, drive aisle and internal circulation to facilitate truck movement and meet the fire department standards. The Project would construct frontage improvements along Calendula Road-Racoon Road and Holly Road per City’s design standards. The projects’ contractor will obtain encroachment and transportation permits from the City’s Engineering Department. During construction for any work in the public right-of-way, the Project would be required to implement traffic control plan to ensure there are no conflicts due to construction traffic or heavy trucks with users of the roadway. In addition, the upgrades to the SCE facilities would not propose any design features or incompatible uses that would increase potential hazards along the roadways or affect emergency access at any of the crossings or adjacent properties.

As such, impacts associated with the development of the proposed Project would be consistent with the analysis in the Sustainable Plan EIR and Mobility Element Update EIR and would result in less-thansignificant impacts. Therefore, the proposed Project would not result in any peculiar effects and would not result in a new or more severe adverse impact that was not previously identified in the Sustainable Plan EIR and Mobility Element Update EIR. Further, the Project would not result in an increase to significant effects as a result of new information not previously assessed in the Sustainable Plan EIR. 699

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d) Would the project result in inadequate emergency access? Sustainable Plan EIR and Mobility Element Update EIR evaluated whether the proposed land use and circulation plan would create a significant environmental impact due to inadequate emergency access and determined impacts would be no impact. Incorporation of Implementing Program M-1111 will result in improved connectivity in the Planning Area and will lead to improved travel times in all directions of travel within Adelanto by ensuring that roadways operate acceptably and that rights-of-way are maintained and protected. The Mobility Element EIR includes policies that requires the City to comply with federal, state, and local design and safety standards when designing roadways and on-street and off-street pedestrian and bicycle pathways. Impacts to the circulation system and to emergency access as a result of implementation of the proposed Mobility Element Update EIR would be less than significant.

The Project would construct frontage improvements along Calendula Road-Racoon Road and Holly Road with required turning radius for emergency vehicles at the Project driveway from Holly Road. The Project site would be developed in accordance with the applicable City standards. Even though some of the roadways near the Project site are not completely paved, the contractor would maintain access to those facilities for all users during construction. Existing emergency access to the Project site would also remain in place. Construction activities would occur on the Project site and no lane closures in the public right-ofway are anticipated that would impact adopted emergency access or response plans. The Project would comply with all applicable fire codes and emergency plans set forth by the Local Hazard Mitigation Plan (LHMP) prepared by City of Adelanto in May 2020.

As such, impacts associated with the development of the proposed Project to adequate emergency access would be consistent with the analysis in the Sustainable Plan EIR and Mobility Element Update EIR and would result in less-than-significant impacts. Therefore, the proposed Project would not result in peculiar effects and would not result in a new or more severe adverse impact that was not previously identified in the Sustainable Plan EIR and Mobility Element Update EIR. Further, the Project would not result in an increase to significant effects as a result of new information not previously assessed in the Sustainable Plan EIR.

Conclusion
The proposed Project is consistent with the land use and circulation plan evaluation in the Sustainable Plan EIR and Mobility Element Update EIR and would not result in any new impacts or increase the severity of any previously identified impacts as compared to what was already identified and disclosed, either individually or cumulatively.

Further environmental analysis is not required because:

No peculiar impacts that are not substantially mitigated have been identified as a result of the proposed project or its site. Application of uniformly applied Sustainable Plan EIR and Mobility Element Update EIR policies to reduce vehicular traffic on US 395 by encouraging cooperation with neighboring communities and transportation authorities to improve transit service and encouraging cooperation with Caltrans to 11 Sustainable Plan EIR: Implementing Programs Procedures, Permits, Agreements, Ordinances, page 124 Program M-11 Roadway Improvements. Prioritize and implement the proposed changes to the circulation system in Adelanto consistent with the Roadway Classification Map. Ensure roadways operate acceptably and that right s-of-way are maintained and protected.

Timeframe: Long Range
Responsible Party: Development Services Department
Funding Source: Grants, Development Impact Fees
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implement the High Desert Corridor (HDC) and widen US 395 could potentially reduce significant impacts to three roadway segments. However, funding sources have not been identified at this time for road widening or signal synchronization, impacts will be significant and unavoidable.

There are no potentially significant impacts that were not analyzed as significant in the Sustainable Plan EIR and Mobility Element Update EIR.

There are no potentially significant off-site and/or cumulative impacts that were not discussed in the Sustainable Plan EIR and Mobility Element Update EIR.

No substantial new information has been identified that results in an impact that is more severe than anticipated in Sustainable Plan EIR and Mobility Element Update EIR.

3.18 Utilities and Service Systems

Significant
Project Impact
Analyzed in
the Prior EIR
Substantial
New
Information
XVIII. UTILITIES AND SERVICE SYSTEMS – Would the project:
a) Require or result in the relocation or construction of new or expanded water, wastewater treatment or
storm water drainage, electric power, natural gas, or
telecommunications facilities, the construction or
relocation of which could cause significant
environmental effects?
b) Have sufficient water supplies available to serve the project and reasonably foreseeable future
development during normal, dry, and multiple dry
years?
c) Result in a determination by the wastewater treatment provider which serves or may serve the project that it
has adequate capacity to serve the project’s projected
demand in addition to the provider’s existing
commitments?
d) Generate solid waste in excess of State or local
standards, or in excess of the capacity of local
infrastructure, or otherwise impair the attainment of
solid waste reduction goals?
e) Comply with federal, state, and local management and reduction statutes and regulations related to solid
waste?
Prior Environmental Impact Report Summary
Potential impacts to utilities and service systems were analyzed in the Sustainable Plan EIR on pages 4.17-1 through 4.17-22. Potential impacts related to water, wastewater, stormwater, and landfills were determined to be less than significant with the incorporation of City standards and plans. 701

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Applicable Policies
General Plan
No policies are applicable to the topic of utilities and service systems.

Sustainable Plan
Land Use and Community Design Chapter
Policy LC 4.6: Accommodate renewable energy generation facilities within the Public Utilities, Business Park, Light Manufacturing, and Manufacturing/Industrial land use designations.

Goal LC 5: Adequate infrastructure to meet new development growth.

Implementing Program LC-14: Participate with Local, Regional, State, and Federal Agencies and Other Organizations. ▪ Consult with the Mojave Water Agency regarding adequate water supplies to support new development growth.

Public Services and Infrastructure Chapter
Goal PF 1: Sufficient water sources and quality to meet current and projected use requirements.

Policy PF 1.3: Consult with and consider connections to the Mojave Water Agency line to supply up to 8,000 additional acre-feet per year to satisfy future water needs. The City is participating in the Rcubed project, a Mojave Water Agency program to bring additional sources of water to High Desert communities including Adelanto.

Policy PF 1.5: Require developers to minimize water use through the use of efficient irrigation methods, drought tolerant plants, and water reuse systems.

Public Health and Safety Chapter
Policy HS 5.2: Ensure emergency preparedness for all critical infrastructure including potable water, wastewater, stormwater, recycled water, telecommunications, energy, and streets.

Project-Specific Analysis
a) Require or result in the relocation or construction of new or expanded water, wastewater treatment or storm water drainage, electric power, natural gas, or telecommunications facilities, the construction or relocation of which could cause significant environmental effects? The Sustainable Plan EIR evaluated the full build out of the Plan area and the potential impacts related to construction of new or expanded water, wastewater treatment and stormwater drainage facilities and 702

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determined that with implementation of existing City standards potential impacts would be less than significant with incorporation of City plans, standards, and regulations.

As discussed in the Sustainable Plan EIR, future development in the Plan area will require expansion of water and wastewater facilities, guided by the City’s Sewer Master Plan, to meet demand from anticipated population growth which generally does not include significant impacts. Furthermore, the City will update water and wastewater master plans as needed that will also establish service fees and assessment charges for new developments (City of Adelanto 2014b).

Regarding stormwater drainage, the Sustainable Plan EIR states that future development in the Plan area may require expanded storm drain facilities in undeveloped areas to properly intercept, retain, and convey increased runoff to prevent localized flooding and other drainage problems. Sustainable Plan Implementing Program PF-10 requires that the City Master Plan of Drainage be revised per the updates to the San Bernardino County Hydrology Manual. The City Master Plan would ensure proper development of storm drain facilities to accommodate future growth. In addition, the City requires developers to fund or provide any new facilities through the payment of development impact fees to address any Project-specific impacts.

The analysis under the Sustainable Plan EIR remains accurate with respect to the proposed Project, which would be developed in accordance with the provisions of the Sustainable Plan and would occur within the Plan area previously evaluated. The Project would require approximately 35 acre-feet of water during construction for dust suppression and earthwork and all water would be provided by on-site groundwater through an improved existing well, a new well permitted and drilled (if necessary), or through off-site source delivered by truck. Furthermore, the Project would be unmanned with the exception of routine maintenance operations occurring as often as on a weekly basis. Daily Project operations would be monitored remotely through the SCADA system adjacent to the Project substation. An on-site bathroom and handwashing facilities would be provided within the on-site operations and maintenance building. The minimal amount of wastewater would be managed through the installation of a septic system. Water demand for operations would consist of water used bathroom facilities and handwashing which would be provided by on-site groundwater through an improved existing well, a new well permitted and drilled (if necessary), or through off-site source delivered by truck.

As discussed in the Sustainable Plan EIR and Section 3.10(c)(i) above, the proposed Project would be required to implement City erosion standards and comply with the City’s Master Plan of Drainage and the Construction General Permit, as well as all other applicable regulatory requirements. In addition, as mentioned in the Hydrology and Water Quality Study, the proposed Project would construct an on-site retention basin in the northern portion of the Project site to accommodate increased flow of runoff from the Project’s addition of impervious surfaces on site. The incorporation of existing City standards and regulations mentioned above during- and post-construction, and the site’s proposed stormwater design inclusive of such things as avoiding an existing drainage and installing a retention basin, would ensure the Project would not require any new public water, wastewater, or storm drainage facilities.

The Project would include off-site transmission line and telecommunication improvements to SCE facilities within existing SCE utility rights-of-way, such as replacement of safety system components (differential protection relays), installing updated telecommunications equipment and fiber optics cables, and installing new transmission lines to loop-in the Project substation to the existing SCE facilities. The potential impacts associated with these improvements would be minor and are discussed and analyzed through this 703

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Consistency Checklist. No additional or new significant impacts associated with the proposed off-site electrical or telecommunication facilities would occur, and impacts would be less than significant.

The proposed Project would also not require construction of any natural gas facilities. Because the proposed Project would not result in the relocation of or construction of any new or expanded water, wastewater, or storm drainage facilities, the Project would not result in significant impacts. Therefore, impacts from Project implementation would be less than significant.

As such, impacts associated with the development of the proposed Project within the Sustainable Plan area would be consistent with the analysis in the Sustainable Plan EIR. The proposed Project would not result in any peculiar effects and would not result in a new or more severe adverse impact that was not previously identified in the previous EIR. Further, the Project would not result in an increase to significant effects as a result of new information not previously assessed in the Sustainable Plan EIR. b) Would the project have sufficient water supplies available to serve the project and reasonably foreseeable future development during normal, dry and multiple dry years? The Sustainable Plan EIR evaluated the full build out of the Plan area and the potential impacts related to new water supply entitlements and determined there would be less-than-significant impacts in this regard with incorporation of Sustainable Plan implementing actions.

The Sustainable Plan EIR noted that over the long-term, population and employment growth will likely require expanded water supplies to meet demand. The Water Master Plan, which evaluates the City’s future water distribution system capacity and performance, is the basis for the City’s Capital Improvement Program (CIP) and outlines projections for future infrastructure needs. To support growth as planned, the City would need to obtain additional sources of water (not including more wells) to serve the City and would require various capital improvements to deliver that water to customers, as further described in the Sustainable Plan EIR. Based on existing water supplies as well as existing and proposed water conservation efforts identified within the Sustainable Plan, the Plan area would not require new or expanded water supply entitlements. Thus, the Project would have sufficient water supplies available during normal, dry, and multiple dry years to serve the Project’s construction. Therefore, Project impacts relating to sufficient water supply would be less than significant.

The analysis under the Sustainable Plan EIR remains accurate with respect to the proposed Project, which would develop a BESS facility in accordance with the provisions of the Sustainable Plan and would occur within the Plan area previously evaluated. Furthermore, the proposed Project would require approximately 35 acre-feet of water during construction for dust suppression and earthwork. Water would be provided by on-site groundwater through an improved existing well, a new well permitted and drilled (if necessary), or through off-site source delivered by truck. Furthermore, Project operations, including off-site SCE improvements, would be unmanned with the exception of routine maintenance operations and would thus not require water. Daily Project operations would be monitored remotely through the SCADA system adjacent to the Project substation. Therefore, water impacts from Project implementation would be less than significant.

As such, impacts associated with the development of the proposed Project within the Sustainable Plan area would be consistent with the analysis in the prior EIR. Therefore, the proposed Project would not result in any peculiar effects and would not result in a new or more severe adverse impact that was not previously 704

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identified in the previous EIR. Further, the Project would not result in an increase to significant effects as a result of new information not previously assessed in the Sustainable Plan EIR. c) Would the project result in a determination by the wastewater treatment provider which serves or may serve the project that it has adequate capacity to serve the project’s projected demand in addition to the provider’s existing commitments?
The Sustainable Plan EIR evaluated the full build out of the Plan area and the potential impacts related to a determination by a wastewater treatment provider that it has inadequate capacity to serve Project demand and determined there would be less-than-significant impacts in this regard with incorporation of City plans and regulations.

As such, impacts associated with the development of the proposed Project within the Sustainable Plan area would be consistent with the analysis in the prior EIR. The proposed Project would not result in any peculiar effects and would not result in a new or more severe adverse impact that was not previously identified in the previous EIR. Further, the Project would not result in an increase to significant effects as a result of new information not previously assessed in the Sustainable Plan EIR. d) Would the project generate solid waste in excess of State or local standards, or in excess of the capacity of local infrastructure, or otherwise impair the attainment of solid waste reduction goals? The Sustainable Plan EIR evaluated the full build out of the Plan area and the potential impacts related to solid waste regulations and adequacy of disposal sites and determined that pursuant to existing policies and regulations there would be less-than-significant impacts.

As discussed in the Sustainable Plan EIR, substantial landfill capacity remains for the City and is sufficient to support the disposal needs of the Plan area over the long term. In addition, the City will continue to implement a variety of solid waste reduction, recycling, and re-use measures to meet its obligation under AB 939, which will be coordinated with waste management programs administered through the County’s Countywide Integrated Waste Management Plan (CIWMP). Given this, future landfill diversion rates may also improve. Implementation of the Sustainable Plan would not interfere with existing solid waste disposal regulations.

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repurposed. On- and off-site structures would include steel or wood and concrete. All of these materials can be recycled. Concrete from deconstruction would be recycled. Metal and scrap equipment and parts that do not have free-flowing oil may be sent for salvage.

Fuel, hydraulic fluids, and oils would be transferred directly to a tanker truck from the respective tanks and vessels. Storage tanks and vessels would be rinsed and transferred to tanker trucks. Other items that are not feasible to remove at the point of generation, such as smaller container lubricants, paints, thinners, solvents, cleaners, batteries, and sealants, would be kept in a locked utility structure with integral secondary containment that meets Certified Unified Program Agencies and Resource Conservation and Recovery Act requirements for hazardous waste storage until removal for proper disposal and recycling. It is anticipated that all oils and batteries would be recycled at an appropriate facility. Site personnel involved in handling these materials would be trained to properly handle them. Containers used to store hazardous materials would be inspected regularly for any signs of failure or leakage. Additional procedures would be specified in a Hazardous Materials Business Plan closure plan submitted to the Certified Unified Program Agencies. Transportation of the removed hazardous materials would comply with regulations for transporting hazardous materials, including those set by the Department of Transportation, the U.S.

Environmental Protection Agency, California Department of Toxic Substances Control, California Highway Patrol, and California State Fire Marshal. Given the above, impacts would be less than significant.

As such, impacts associated with the development of the proposed Project within the Sustainable Plan area would be consistent with the analysis in the prior EIR. The proposed Project would not result in any peculiar effects and would not result in a new or more severe adverse impact that was not previously identified in the previous EIR. Further, the Project would not result in an increase to significant effects as a result of new information not previously assessed in the Sustainable Plan EIR. e) Would the project comply with federal, state, and local management and reduction statutes and regulations related to solid waste?
The analysis under the Sustainable Plan EIR remains accurate with respect to the proposed Project, which would develop an industrial BESS facility in accordance with the provisions of the Sustainable Plan and would occur within the Plan area previously evaluated. As described above in 3.19(d), the Sustainable Plan EIR evaluated the full build out of the Plan area and the potential impacts related to solid waste regulations and adequacy of disposal sites and determined there would be less-than-significant impacts in this regard pursuant to existing policies and regulations.

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No peculiar impacts that are not substantially mitigated have been identified as a result of the proposed Project or its site.

There are no potentially significant impacts that were not analyzed as significant in the Sustainable Plan EIR.

There are no potentially significant off-site and/or cumulative impacts that were not discussed in the Sustainable Plan EIR.

No substantial new information has been identified that results in an impact that is more severe than anticipated by the in the Sustainable Plan EIR.

3.19 Wildfire

Significant
Project Impact
Analyzed in
the Prior EIR
Substantial
New
Information
XIX. WILDFIRE – If located in or near state responsibility areas or lands classified as very high fire hazard severity zones, would the project:
a) Substantially impair an adopted emergency response
plan or emergency evacuation plan?
b) Due to slope, prevailing winds, and other factors,
exacerbate wildfire risks, and thereby expose project
occupants to, pollutant concentrations from a wildfire
or the uncontrolled spread of a wildfire?
c) Require the installation or maintenance of associated infrastructure (such as roads, fuel breaks, emergency
water sources, power lines or other utilities) that may exacerbate fire risk or that may result in temporary or ongoing impacts to the environment?
d) Expose people or structures to significant risks,
including downslope or downstream flooding or
landslides, as a result of runoff, post-fire slope
instability, or drainage changes?
Prior Environmental Impact Report Summary
Impacts related to emergency response and evacuation procedures and wildland fires were analyzed in the Sustainable Plan EIR within Section 4.8, Hazards and Hazardous Materials. The Plan EIR determined that there would be no impact to emergency response procedures and that potential impacts relating to wildland fires would be less than significant.

The Sustainable Plan EIR did not specifically analyze impacts related to wildfire or fire hazard severity zones because the City of Adelanto, including the Project site, is not within a State Responsibility Area (SRA) or on lands classified as very high fire hazard severity zones within an SRA or Local Responsibility Area (LRA). Thus, the proposed Project would present less-than-significant impacts associated with wildfire, pursuant to the threshold criteria in this Checklist, and no analysis is required. However, the following analysis is included to provide ample information to City staff.
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Applicable Policies
General Plan
The General Plan did not analyze this environmental topic.

Sustainable Plan
Public Health and Safety Chapter
Goal HS 2: Property damage, injuries, and loss of life from fire are minimized.

Policy HS 2.1: Enforce building fire codes and ordinances, and continue to research and adopt best practices pertaining to fire management and fire hazards.

Project-Specific Analysis
a) Would the project substantially impair an adopted emergency response plan or emergency evacuation plan? The analysis under the Sustainable Plan EIR remains accurate with respect to the proposed Project, which would develop an industrial BESS facility in accordance with the provisions of the Sustainable Plan and would occur within the Plan area previously evaluated.

As stated in Section 3.9(g) above, the prior EIR evaluated the potential impacts due to impairment of an adopted emergency response plan or emergency evacuation plan would occur with full buildout of the development anticipated under the Sustainable Plan and determined there would be no impact as the Plan does not propose any changes that could interfere with the applicable plans. As such, impacts associated with the development of the proposed Project within the Sustainable Plan area would be consistent with the analysis of the Plan EIR and there would be no impact to emergency response or evacuation procedures. The off-stie SCE improvements would occur within the existing Victor and Kramer Substation footprints and within the existing transmission line rights-of-way and would not substantially impair an adopted emergency response plan or emergency evacuation plan. Therefore, the proposed Project would not result in any peculiar effects and would not result in a new or more severe adverse impact that was not previously identified in the prior EIR. Further, the Project would not result in an increase to significant effects as a result of new information not previously assessed in the Sustainable Plan EIR. b) Due to slope, prevailing winds, and other factors, would the project exacerbate wildfire risks, and thereby expose project occupants to, pollutant concentrations from a wildfire or the uncontrolled spread of a wildfire? The Sustainable Plan EIR remains accurate with respect to the proposed Project, which would develop an industrial BESS facility in accordance with the provisions of the Sustainable Plan and would occur within the Plan area previously evaluated.

The lands within and around the Project site are relatively flat and would not exacerbate wildfire risks. As discussed in Appendix B, during operation of the Project, there would be the potential for hazards and accidents typical with that of other BESS operations. These hazards and potential accidents, while infrequent and minimized through routine maintenance and inspection, include, but are not limited to fires, explosions, and the release of toxic gases (Appendix B). The primary potential upset and accident condition 708

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for the Project would be the risk of a thermal runaway event occurring which could potentially cause a fire due to the overheating of the battery system and may release toxic chemicals into the air and atmosphere (Appendix B). Alternately, a wildfire beginning off site could potentially spread on site causing an ignition of the battery system.

Under normal operations, a BESS facility does not store or generate hazardous materials in quantities that would represent a risk to Project occupants. Furthermore, the BESS would be monitored via a remote SCADA system to allow the instantaneous shut-down of the system in the case of a thermal runaway or other fire producing event. In addition, fire detection measures are intrinsically incorporated into the Project design in accordance with National Fire Protection Association safety standards, which includes a fire protection system on site as well as fire protection systems incorporated into the BESS units which would ensure that any potential fire would not spread to other battery cabinets. The Project is also required to comply with all local, state, and federal requirements related to Project design, operations, fire suppression, and accident responses. As such, impacts associated with the development of the proposed Project within the Sustainable Plan area would be consistent with the analysis of the Plan EIR and impacts would be less than significant. Therefore, the proposed Project would not result in any peculiar effects and would not result in a new or more severe adverse impact that was not previously identified in the prior EIR. Further, the Project would not result in an increase to significant effects as a result of new information not previously assessed in the Sustainable Plan EIR.
c) Would the project require the installation or maintenance of associated infrastructure (such as roads, fuel breaks, emergency water sources, power lines, or other utilities) that may exacerbate fire risk or that may result in temporary or ongoing impacts to the environment? The analysis under the Sustainable Plan EIR remains accurate with respect to the proposed Project, which would develop an industrial BESS facility in accordance with the provisions of the Sustainable Plan and would occur within the Plan area previously evaluated.

The proposed Project includes the grading and construction of roads, including a new driveway off Racoon Road and all weathered access roads. These improvements would be made in accordance with all applicable design and safety standards and would not exacerbate fire risks. The Project would require a loop-in transmission line and SCE substation that will support interconnection to the existing SCE 220-kv transmission line. The Project would also require off-site improvements to loop-in the existing Kramer-Victor transmission line into the new substation to form two new lines: Kramer to Q2096 and Q2096 to Victor transmission lines, as well as extension of the dual diverse-path channels between Kramer and Victor Substations into the new Q2096 Substation as described in Section 3 (8) of this document. The loop-in transmission lines and duel diverse-path channels would be constructed to meet all regulatory and safety requirements, and the interconnections would be routinely monitored and maintained. The Project would utilize existing utilities to loop-in and connect to and would be required to comply with federal, state, and local building and fire codes. Likewise, improvements within the existing Victor and Kramer Substation footprints would be required to comply with federal, state, and local building and fire codes and would be monitored in accordance with existing maintenance protocols at the substations, which are both currently operational. Therefore, impacts associated with the development of the proposed Project within the Sustainable Plan area would be consistent with the analysis of the Plan EIR and impacts would be less than significant. Therefore, the proposed Project would not result in any peculiar effects and would not result in a new or more severe adverse impact that was not previously identified in the prior EIR. Further, the Project 709

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would not result in an increase to significant effects as a result of new information not previously assessed in the Sustainable Plan EIR.
d) Would the project expose people or structures to significant risks, including downslope or downstream flooding or landslides, as a result of runoff, post-fire slope instability, or drainage changes? The analysis under the Sustainable Plan EIR remains accurate with respect to the proposed Project, which would develop an industrial BESS facility in accordance with the provisions of the Sustainable Plan and would occur within the Plan area previously evaluated. As described in Section 3.10(d) above, the Project and the off-site Victor Substation are located within FEMA Flood Zone X, which is an area of minimal flood hazard (FEMA 2024). The Kramer Substation is located in Flood Zone D, an area where there are possible but undetermined flood hazards or unstudied areas (FEMA 2024). However, off-site improvements within Flood Zone D areas would occur within the previously developed Kramer Substation footprint or within the existing transmission line rights-of-way and would not be anticipated to expose people or structures to significant risks related to downslope or downstream flooding. In addition, as discussed in Section 3.7, Geology and Soils, the Project site and off-site improvement areas are relatively flat and the potential for the occurrence of landslides or other soil or ground failures is low. Therefore, due to these reasons, the Project site would not exacerbate any risks from wildfires. As such, impacts associated with the development of the proposed Project within the Sustainable Plan area would be consistent with the analysis of the Plan EIR and impacts would be less than significant. Therefore, the proposed Project would not result in any peculiar effects and would not result in a new or more severe adverse impact that was not previously identified in the prior EIR. Further, the Project would not result in an increase to significant effects as a result of new information not previously assessed in the Sustainable Plan EIR.

Conclusion
The proposed Project is consistent with the development evaluated in the Plan EIR and would not result in any new impacts or increase the severity of any previously identified impacts as compared to what was already identified and disclosed, either individually or cumulatively. Further environmental analysis is not required because:

No peculiar impacts that are not substantially mitigated have been identified as a result of the proposed Project or its site.

There are no potentially significant impacts that were not analyzed as significant in the Sustainable Plan EIR.

There are no potentially significant off-site and/or cumulative impacts that were not discussed in the Sustainable Plan EIR.

No substantial new information has been identified that results in an impact that is more severe than anticipated by the in the Sustainable Plan EIR.
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3.20 Mandatory Findings of Significance

Significant
Project Impact
Analyzed in
the Prior EIR
Substantial
New
Information
XX. MANDATORY FINDINGS OF SIGNIFICANCE
a) Does the project have the potential to substantially degrade the quality of the environment, substantially
reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal
community, substantially reduce the number or
restrict the range of a rare or endangered plant or
animal or eliminate important examples of the major
periods of California history or prehistory?
b) Does the project have impacts that are individually
limited, but cumulatively considerable? (“Cumulatively
considerable” means that the incremental effects of a
project are considerable when viewed in connection
with the effects of past projects, the effects of other current projects, and the effects of probable future
projects.)
c) Does the project have environmental effects which will cause substantial adverse effects on human beings,
either directly or indirectly?
a) Does the project have the potential to substantially degrade the quality of the environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below selfsustaining levels, threaten to eliminate a plant or animal community, substantially reduce the number or restrict the range of a rare or endangered plant or animal or eliminate important examples of the major periods of California history or prehistory?
As discussed in the biological resources and cultural resources sections, above, the Project would not result in new or substantially greater impacts than what was analyzed in the prior EIR, and impacts would be less than significant.
b) Does the project have impacts that are individually limited, but cumulatively considerable? (“Cumulatively considerable” means that the incremental effects of a project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects.) The Sustainable Plan EIR identified significant and unavoidable cumulative impacts related to Transportation and Traffic. This impact was accounted for in the Sustainable Plan EIR adopted by the City and all other cumulative impacts were determined to be not cumulatively considerable. Based on current knowledge, there are not cumulatively relevant new, or reasonably foreseeable new development and land uses inside or outside the Sustainable Plan area that were not accounted for in the Plan EIR. As demonstrated above, the proposed Project is consistent with the development assumptions in the 711

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Sustainable Plan EIR and therefore would not result in any peculiar effects or in a new or more severe adverse impact that was not previously identified in the prior EIR.

The proposed Project would, naturally, contribute to cumulative impacts considered in the Sustainable Plan EIR, but in a manner anticipated and analyzed in those documents. The Project would comply with all applicable uniformly applied development standards to reduce impacts related to development within the site. As such, impacts associated with development of the Project within the Sustainable Plan area would be consistent with the analysis in the prior EIR and the Project, as discussed above, would not result in new or substantially greater cumulative impacts than what was analyzed in the prior EIR. c) Does the project have environmental effects which will cause substantial adverse effects on human beings, either directly or indirectly?
The Project would not result in new or substantially greater adverse effects on human beings, either directly or indirectly. Although the Sustainable Plan EIR determined impacts related to noise and transportation would be significant and unavoidable, the noise and transportation impacts resulting from the proposed Project would be less than significant. Please also refer to the health risk analysis described in Section 3.3, Air Quality.
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4 References and Preparers

4.1 References Cited
14 CCR 15000–15387 and Appendices A through L. Guidelines for Implementation of the California Environmental Quality Act, as amended.

AIHA (American Industrial Hygiene Association). 2022. Emergency Response Planning Guidelines Values.

Accessed May 2024. https://aiha-assets.sfo2.digitaloceanspaces.com/AIHA/resources/ERPG-ChemicalsList-REV-2022.pdf.

BAAQMD (Bay Area Air Quality Management District). 2023. California Environmental Quality Act Air Quality Guidelines.

April 2023. Accessed December 11, 2023. https://www.baaqmd.gov/~/media/files/planning-and-research/ ceqa/ceqa-guidelines-2022/ceqa-guidelines-chapter-3-thresholds_final_v2-pdf.pdf?la=en.

BLM (Bureau of Land Management). 1980. The California Desert Conservation Area Plan. 1980, as amended.

Accessed 2024. https://eplanning.blm.gov/public_projects/lup/66949/82080/96344/ CDCA_Plan.pdf.

BLM. 2005. Final Environmental Impact Report and Statement for the West Mojave Plan: A Habitat Conservation Plan and California Desert Conservation Area Plan Amendment. Vols. 1 and 2. December 2005.

Accessed 2024. https://eplanning.blm.gov/eplanning-ui/project/72544/570.

BLM. 2016. Land Use Plan Amendment to the California Desert Conservation Plan, Bishop Resource Management Plan, and Bakersfield Resource Management Plan. BLM/CA/PL-2016/03+1793+8321.

Prepared by the BLM. September 2016. https://eplanning.blm.gov/eplanning-ui/project/66459/570.

CAISO (California Independent System Operator). 2014. 2014 Annual Report: Market Issues & Performance.

California Independent System Operator. https://www.caiso.com/Documents/2014AnnualReport _MarketIssues_Performance.pdf.

California Department of Industrial Relations. 2022. “Protection from Valley Fever.” Updated April 2022.

Accessed December 11, 2023. http://www.dir.ca.gov/dosh/valley-fever-home.html.

CARB (California Air Resources Board). 2017. California’s 2017 Climate Change Scoping Plan: The Strategy for Achieving California’s 2030 Greenhouse Gas Target. November 2017. Accessed December 20, 2023. https://www.arb.ca.gov/cc/scopingplan/scoping_plan_2017.pdf.

CARB. 2022. 2022 Scoping Plan for Achieving Carbon Neutrality. November 2022. Accessed December 20, 2023. https://ww2.arb.ca.gov/sites/default/files/2022-12/2022-sp.pdf.

CARB. 2023a. “Ozone & Health.” Accessed December 20, 2023. https://ww2.arb.ca.gov/resources/ozone-and-health.

CARB. 2023b. “Nitrogen Dioxide & Health.” Accessed December 20, 2023. https://ww2.arb.ca.gov/resources/ nitrogen-dioxide-and-health.
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CARB. 2023c. “Carbon Monoxide & Health.” Accessed December 20, 2023. https://ww2.arb.ca.gov/resources/ carbon-monoxide-and-health.

CARB. 2023d. “Inhalable Particulate Matter and Health (PM2.5 and PM10).” Accessed December 20, 2023. https://www.arb.ca.gov/research/aaqs/common-pollutants/pm/pm.htm.

CDFW (California Department of Fish and Wildlife). 2024a. “RareFind 5, Version 5.3.0” [online database].

California Natural Diversity Database. Sacramento, California: CDFW, Biogeographic Data Branch.

Accessed July 2024. https://apps.wildlife.ca.gov/rarefind/view/RareFind.aspx.

CDFW. 2024b. California Natural Community Conservation Plans. August 2023. CDFW, Habitat Conservation Planning Branch. Accessed August 2024. https://nrm.dfg.ca.gov/FileHandler.ashx?DocumentID= 68626&inline.

City of Adelanto. 2014a. Adelanto North 2035 Sustainable Plan. Adopted August 2014. Accessed April 2024.

City of Adelanto. 2014b. Environmental Impact Report. Adelanto North 2035 Sustainable Plan. Adopted July 2014. Accessed April 2024.

City of Adelanto. 2020. Traffic Impact Analysis Guidelines for Vehicle Miles Traveled (VMT) and Level of Service Assessment (LOS). July 2020.

City of Adelanto. 2021. Circulation Element Update. October 25, 2022. Accessed May 2023. https://www.newportbeachca.gov/home/showpublisheddocument/72126/63796949194667000.

City of Adelanto. 2020. Local Hazard Mitigation Plan, May 2020. https://cms3.revize.com/revize/adelanto/ Documents/Services/Emergency%20Preparedness/LHMP%20%202020.pdf.

City of Adelanto. 2022. First Addendum to the Adelanto North 2035 Comprehensive Sustainability Plan Mobility Element Certified Final Environmental Impact Report. October 3, 2022.

City of Adelanto. 2023. Zoning Ordinance. https://codelibrary.amlegal.com/codes/adelanto/ latest/adelanto_ca/0-0-0-9423.

City of Adelanto. 2024. Zoning Map. https://adelanto.maps.arcgis.com/apps/webappviewer/index.html?id =010f6cf148144804b767260ebde66d7b.

City of Victorville. 2008. City of Victorville General Plan. Accessed January 2025. https://www.victorvilleca.gov/ government/city-departments/development/planning/city-of-victorville-general-plan.

City of Victorville. 2024a. Victorville Municipal Code. Updated November 25, 2024. Accessed December 23, 2024. https://library.municode.com/ca/victorville/codes/code_of_ordinances?nodeId=VICAMUCO.

City of Victorville. 2024b. City of Victorville Zoning Checker. Accessed December 23, 2024. https://victorville.maps.arcgis.com/apps/webappviewer/index.html?id= f7698c1fc6f742e681aeb3c3e3884443.
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Conservation Biology Institute. 2019. EEMS Online. Conservation Biology Institute, Corvallis, OR. Accessed September 2024. https://eemsonline.org/?model=18.

Contemporary Amperex Technology Co. Ltd. 2022. Installation Test Report UL9540A – Test Method for Evaluating Thermal Runaway Fire Propagation in Battery Energy Storage Systems (AACD). Project Number 4790241738. March 29, 2022 issue date.

County of San Bernadino. 2020a. County Land Use Categories in the Policy Plan. Accessed December 23, 2024. https://www.arcgis.com/apps/MapSeries/index.html?appid=ee5b7a3399fd46e29b93f357b914beb2.

County of San Bernardino. 2020. Policy Map NR-4 Mineral Resource Zones. Accessed January 2025. https://countywideplan.sbcounty.gov/wp-content/uploads/sites/125/2021/02/ NR-4-Mineral-Resources-Zones-201027.pdf?x23421.

County of San Bernadino. 2024a. San Bernadino County Code. Updated July 23, 2024. Accessed December 23, 2024. https://codelibrary.amlegal.com/codes/sanbernardino/latest/overview.

County of San Bernadino. 2024b. LU-1 Land Use Map. Accessed December 23, 2024. https://www.arcgis.com/apps/webappviewer/index.html?id=f23f04b0f7ac42e987099444b2f46bc2.

DOC (California Department of Conservation). 2024a. California Important Farmland Finder. Accessed December 23, 2024. https://maps.conservation.ca.gov/DLRP/CIFF/.

DOC. 2024b. California Williamson Act Enrollment Finder. Accessed December 23, 2024. https://maps.conservation.ca.gov/dlrp/WilliamsonAct/App/index.html.

DOC. 2024c. Earthquake Zones of Required Investigation. Accessed December 23, 2024. https://maps.conservation.ca.gov/cgs/informationwarehouse/eqzapp/.

DOC. 2025. Mineral Land Classification. Accessed January 2025. https://maps.conservation.ca.gov/cgs/minerals/?page=Mineral-LandClassification#data_s=id%3AdataSource_335-18a47b5b8e5-layer-10-192c08351d7-layer-31%3A22.

DTSC (Department of Toxic Substances Control). 2024. EnviroStor. Accessed December 23, 2024. https://www.envirostor.dtsc.ca.gov/public/map/?global_id=38330005.

EPA (U.S. Environmental Protection Agency). 2018. Compiled AEGL Values. July 27, 2018. Accessed May 2024. https://www.epa.gov/sites/default/files/2018-08/documents/compiled_aegls_update_27jul2018.pdf.

FEMA (Federal Emergency Management Agency). 2024. FEMA’s National Flood Hazard Layer (NFHL) Viewer.

Accessed April 22, 2024. https://hazards-fema.maps.arcgis.com/apps/webappviewer/index.html?id= 8b0adb51996444d4879338b5529aa9cd&extent=-117.42943902775664,34.573119698552944,- 117.40038533970736,34.59078612576584.

Gallo, JA, J. Strittholt, G. Joseph, H. Rustigian-Romsos, R. Degagne, J. Brice, and A. Prisbrey. 2019. Mapping Habitat Connectivity Priority Areas that are Climate-wise and Multi-scale, for Three Regions of California.

Conservation Biology Institute. March. https://doi.org/10.6084/m9.figshare.7477532. 716

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MDAQMD (Mojave Desert Air Quality Management District). 1995. Final Mojave Desert Planning Area Federal Particulate Matter (PM10) Attainment Plan. July 31, 1995. Accessed December 18, 2023. https://www.mdaqmd.ca.gov/home/showpublisheddocument/176/636305689057870000.

MDAQMD. 2008. Federal 8-Hour Ozone Attainment Plan (Western Mojave Desert Non-Attainment Area). Adopted June 9, 2008. Accessed December 18, 2023. https://www.mdaqmd.ca.gov/home/ showpublisheddocument/168/636305690088330000.

MDAQMD. 2020. MDAQMD California Environmental Quality Act (CEQA) and Federal Conformity Guidelines.

Planning and Rule Making Section, Air Monitoring Section. February 2020. Accessed December 8. 2023. https://www.mdaqmd.ca.gov/home/showpublisheddocument/8510/638126583450270000.

MDAQMD. 2024. Air Quality & Health. What’s in the air we breathe, and how does it affect our health? Accessed November 15. 2024. https://www.mdaqmd.ca.gov/air-quality/air-quality-health.

OEHHA (Office of Environmental Health Hazard Assessment). 2015. Air Toxics Hot Spots Program Risk Assessment Guidelines Guidance Manual for Preparation of Health Risk Assessments. February 2015. Accessed December 18, 2023. https://oehha.ca.gov/media/downloads/crnr/2015guidancemanual.pdf.

OPR (California Governor’s Office of Planning and Research). 2018. Technical Advisory on Evaluating Transportation Impacts in CEQA. December 2018. Accessed May 2023. http://opr.ca.gov/docs/ 20190122-743_Technical_Advisory.pdf.

San Bernardino County Sheriff’s Department. 2024. Victor Valley Patrol Station. Accessed April 2024. https://wp.sbcounty.gov/sheriff/patrol-stations/victor-valley/.

SBCOG (San Bernardino Council of Governments). 2021. San Bernardino County Regional Greenhouse Gas Reduction Plan. March 2021. Accessed May 2024. https://www.gosbcta.com/wp-content/uploads/ 2019/09/San_Bernardino_Regional_GHG_Reduction_Plan_Main_Text_Mar_2021.pdf.

SCAG (Southern California Association of Governments). 2024. Connect SoCal: The 2024-2050 Regional Transportation Plan/Sustainable Communities Strategy of the Southern California Association of Governments. Adopted April 4, 2024. Accessed December 18, 2023. https://scag.ca.gov/ sites/main/files/file-attachments/23-2987-connect-socal-2024-final-complete-040424.pdf?1714175547.

SCAQMD (South Coast Air Quality Management District). 2003. Final 2003 Air Quality Management Plan, Appendix V Modeling and Attainment Demonstrations. August 2003. Accessed December 18, 2023. https://www.aqmd.gov/docs/default-source/clean-air-plans/air-quality-management-plans/2003-airquality-management-plan/2003-aqmp-appendix-v.pdf?sfvrsn=2.

SWRCB (State Water Resources Control Board). 2024. GeoTracker. Accessed December 23, 2024. https://geotracker.waterboards.ca.gov/map/?global_id=T0607302824.

USGS (U.S. Geological Survey). 2000. Operational Guidelines (version 1.0) for Geological Fieldwork in Areas 1 Endemic for Coccidioidomycosis (Valley Fever). USGS Open-File Report 00-348, Version 1.0. Accessed December 18, 2023. https://pubs.usgs.gov/of/2000/0348/pdf/of00-348.pdf.

Victor Valley Transit. 2024. https://vvta.org/routes/route-33/. 717

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4.2 List of Preparers
Dudek
Ronelle Candia, Senior Project Manager
Cindi Hoover, AICP, Project Manager
Gabe Romero, Environmental Analyst
Katelin Pedersen, Environmental Compliance Specialist I Matthew Morales, Air Quality Technical Specialist
Megan Enright, Senior Biologist
Jessica Colston, BA
Matthew M. DeCarlo, MA, RPA
Loukas Barton, PhD, RPA
Micah Hale, PhD, RPA
Dana Lodico, PE, INCE Bd. Cert.

Samuel Allen, Paleontological Technician
Sabita Tewani, AICP, PTP, Senior Transportation Planner 718

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Unincorporated San Bernardino County Calendula Rd
Cassia Rd
Commerce Way
Industry Way
Holly Rd
Aster Rd
City Of Adelanto
312808101
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City of Adelanto
0 500 1,000 n Feet
Date: 3/24/2025 User: jgreenstein Path: Z:\Projects\j1299514\_Hidalgo\MAPDOC\DOCUMENT\Consistency Checklist 15183\Hidalgo Consistency Checklist 15183.aprx Map: Figure 1 Project Location Layout: Figure 1 Project Location Project Site
Dana
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Murrieta
Coachella
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S A N B E R N A R D I N O C O U N T Y
SOURCE: Maxar 2024; Open Street Map 2024
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Z:\Projects\j1299514\_Hidalgo\MAPDOC\DOCUMENT\Consistency Checklist 15183 SOURCE: Dudek 2024
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UTILITY LINE UTILITY LINE UTILITY LINE SOLAR ARRAY SOLAR ARRAY S00°14'39"E 1,320.81' W W W W W W W W W W
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25'-0" BUS 2 C:\Email\Temp\Employee\Misc\Armando_Magna_sig_transparent.png 3 Engineering, Planning, DUDEK Environmental Sciences and Management Services 78075 Main St., Ste. 203-G, La Quinta, CA. 92253 TEL 760.341.6660 FAX 760.346.6118 DESIGN BY: DRAWN BY: REVIEWED BY: CITY CHECK DATE RIGHT-OF- WAY TRAFFIC ENG'G FIELD ENG'G :: INITIALS DATE: NO. REVISION APPROVED DATE BENCHMARK: ELEV.: APPROVED BY: DATE: CITY OF ADELANTO, CALIFORNIA FILE NO. DWG. NO. CADD FILE NAME _-____ SHEET OF SHTS. :: :: :: :: :: R.C.E. NO. EXP. DATE: DATE: HIDALGO ENERGY STORAGE PROJECT GRAPHIC SCALE BARBED WIRE FENCE VEHICLE GATE BARBED WIRE FENCE DETAIL SECTION A 2 PLAN _ EASEMENT NOTES 1 A RIGHT OF WAY FOR DITCHES AND CANALS RECORED 2/14/1919, BOOK "L" OF PATENTS, PAGE 169. (NOT PLOTABLE) 3 EASEMENT FOR UTILITIES AND INCIDENTAL PURPOSES IN FAVOR OF SCE INSTR. NO. 84-51083 O.R. REC. 3/5/1984 4 EASEMENT FOR UTILITIES AND INCIDENTAL PURPOSES IN FAVOR OF CITY OF ADELANTO INSTR. NO. 90-273675 O.R. REC. 7/13/1990 2 EASEMENT FOR ROAD AND PUBLIC UTILITIES RECORDED 6/29/1965 AS BOOK 6420, PAGE 632, OR. 2 4 3 2 3 N88°52'56"W 1,258.45' N88°54'05"E 1,259.01' N00°27'38"W 1,190.75'
N00°27'38"W 1,240.34'
N46°26'52"E 36.59'
N47°58'00"E 37.00' CONSTRUCTION NOTES 444'
726
11600 Air Expressway • Adelanto, CA 92301• (760) 246 –2300 x11143 or ext. 11188 City of Adelanto
Development Impact and Connection Fees for the
City of Adelanto as of 8/1/2024
Development Impact Fees*:
*Development impact fees can be deferred upon request of the developer till the issuance of the certificate of occupancy. Additionally, the developer can apply for credits and reimbursements against the fees expended for the construction of some of the public facilities covered by the impact fees. All credits and reimbursements are processed through a separate agreement filed in conjunction with the subdivision improvement agreement. All development impact fees are subject to change and are adjusted annually for inflation.

Circulation Impact Fee:

Single Family Residential $6,102.29 per unit
Multi-Family Residential $4,216.23 per unit
Non-Residential $23,187.89 per Acre
Fire Impact Fee:

Single Family Residential $322.11 per unit
Multi-Family Residential $222.05 per unit
Non- Residential $1224.02 per Acre
Park and Recreation:

Single Family & Multi-Family Residential $3,961.28 per unit Drainage Impact Fee:

Single Family Residential $4,292.99 per unit
Multi-Family Residential $2,146.49 per unit
Non-Residential $16,311.16 per Acre
Recycling deposit:
(Fees based on the total square footage of the building) (See City Municipal Code 8.05.070) APUA Fees*:
* Additional fees may apply. Does not include any buy-in fees for existing assessment districts, or additional inspection and testing fees not covered by the public works/ engineering department. Fees are subject to change and annually inflationary adjustments. 1 Equivalent Dwelling Unit (EDU) = 20 Fixture Units (FU) = 245 Gallon/day Treatment fee per Gallon/day = $15
Water connection fees:

METER SIZE WATER CONNECTION FEE
1” OR SMALLER $9,930.61
1-1/2” $19,801.73
2” $31,694.67
3” $59,464.67
4” $99,127.61
6” $198,195.75
8” $317,125.09
Project Acre: 40.43
727

CITY COUNCIL AGENDA REPORT
A D E L A N T O G O V E R N M E N T A L C E N T E R | 1 1 6 0 0 A I R E X P R E S S W A Y | A D E L A N T O , C A L I F O R N I A 9 2 3 0 1
DATE: May 13, 2026
TO: Honorable Mayor and City Council Members
FROM: Jessie Flores, City Manager
BY: Saba Engineer, Grant Administrator
SUBJECT: Resolution 26-09 Adopting Safety Action Plan and A Vision Zero Strategy to Reduce and Eliminate Traffic Deaths and Serious injuries in Adelanto.

STAFF RECOMMENDATION:

Staff recommends that the City Council approve Resolution No. 26-09 Adopting and Establishing the Adelanto Safe Streets for All Action Plan as The City’s Safety Action Plan and Vision Zero Strategy To Reduce And Eliminate Traffic Deaths and Serious Injuries In Adelanto.

BACKGROUND:

The City of Adelanto has received funding from the U.S. Department of Transportation to develop its Safe Streets for All (SS4A) Action Plan, which serves as the City’s official Safety Action Plan and establishes a Vision Zero strategy to eliminate traffic fatalities and serious injuries.

The SS4A Action Plan provides a comprehensive, data-driven framework for improving roadway safety throughout the City’s transportation network. It identifies high-risk locations and systemic safety issues and sets a clear goal of reducing traffic deaths and serious injuries by 50 percent by 2035, with the ultimate long-term vision of achieving zero fatalities and serious injuries.

This Vision Zero approach guides a coordinated set of actions, including targeted infrastructure improvements, public education and outreach, enhanced enforcement strategies, and strengthened interagency and stakeholder collaboration. Together, these efforts are designed to create a safer, more equitable transportation system for all roadway users, particularly pedestrians and bicyclists.

By adopting this Safety Action Plan and Vision Zero strategy, the City of Adelanto also strengthens its competitiveness for future Safe Streets and Roads for All (SS4A) Implementation Grants, as well as other federal and state funding opportunities focused on advancing proven, data-driven safety improvements.

Staff recommends that the City Council approve Resolution No. 26-09 Adopting and Establishing the Adelanto Safe Streets For All Action Plan as The City’s Safety Action Plan and Vision Zero Strategy to Reduce And Eliminate Traffic Deaths And Serious Injuries In Adelanto.

FISCAL IMPACT:

There is no fiscal impact to General funds associated with this action.

ATTACHMENTS:

A. Council Resolution No. 26-09
B. Safety Action Plan
C. Vision Zero Strategy
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RESOLUTION NO. 26-09

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF ADELANTO, COUNTY OF

SAN BERNARDINO, CALIFORNIA, ADOPTING AND ESTABLISHING THE ADELANTO SAFE STREETS FOR ALL ACTION PLAN AS THE CITY’S SAFETY ACTION PLAN

VISION ZERO STRATEGY TO REDUCE AND ELIMINATE TRAFFIC DEATHS AND SERIOUS INJURIES IN ADELANTO.

WHEREAS, the City of Adelanto’s (City’s) Safe Streets for All Action Plan outlines a comprehensive approach to reduce traffic deaths and serious injuries on city-managed roadways by 50 percent by 2035, with an eventual goal of zero, through infrastructure improvements, education, enforcement, and system-wide coordination; and WHEREAS, California Department of Transportation has committed to eliminating traffic fatalities and serious injuries in California by 2050 through adoption of the Safe System Approach; and
WHEREAS, adoption of a Vision Zero Strategy supports the City’s eligibility for Safe Streets and Roads for All Investment Grant funding and other federal and state safety initiatives; and
WHEREAS, the City recognizes that protecting the safety of all roadway users is fundamental to public health and well-being.

NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF ADELANTO DOES HEREBY RESOLVE AS FOLLOWS:

SECTION 2. The City Council commits to advancing the Vision Zero Strategy through future planning, programming, partnerships, and project delivery that prioritize safety and reduce harm on Adelanto’s roadways.
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Resolution No. 26-09

Page 2 ends

PASSED, APPROVED AND ADOPTED this 13th day of May 2026. ______________________________
Gabriel Reyes, Mayor
_______________________________
Brenda Lopez, City Clerk
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Resolution No. 26-09

Page 3 ends

I, Brenda Lopez, City Clerk of the City of Adelanto, California, do hereby certify that the foregoing Resolution No. 26-09 was duly and regularly adopted at a regular meeting of the City Council of the City of Adelanto on this 13th day of May 2026 be the following vote to wit:

AYES:

NOES:

ABSENT:

ABSTAIN:

IN WITNESS THEREOF, I hereunto set my hand and affix the official seal of the City of Adelanto on the 13th day of May 2026.
______________________________
Brenda Lopez, City Clerk
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SAFETY

ACTION PLAN
May 2026
732
i

OUR COMMITMENT
We pledge to incorporate the Vision Zero resolution and this Safe Streets and Roads for All Safety (SS4A) Action Plan guiding principles, strategies, and priorities into everything our departments do in order to reduce traffic deaths and serious injuries on City-managed roadways by 50% by 2035, with an eventual goal of zero.*
City of Adelanto City Manager
City of Adelanto Engineering Department
City of Adelanto Planning Division
* Adoption of resolution pending vote by City Council on May 13. 733

City of Adelanto City Manager
City of Adelanto Engineering Department
City of Adelanto Planning Division
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ONE TRAFFIC DEATH IS TOO MANY
Every traffic-related death or life-changing injury is one too many.

These incidents are more than numbers; the unimaginable losses to loved ones and leave lasting impacts on our community.

This Safety Action Plan is dedicated to the families, friends, and neighbors in Adelanto who have been affected by traffic fatalities or serious injuries. It reflects our shared commitment to preventing these tragedies and ensuring that every trip on our streets begins and ends safely.
735
THANK YOU!
We would like to thank the community members who participated in events, completed surveys, and shared their vision for safer streets in Adelanto. Your input directly shaped the recommendations in this plan.

We also extend our appreciation to the City of Adelanto’s leadership, staff, and partners for their guidance and support throughout this effort.

Adelanto Elementary School District
Adelanto High School
California State Assembly (39th
District)—Assemblymember Juan Carrillo

CITY OF ADELANTO
El Sol
Greater High Desert Chamber
of Commerce
High Desert Hispanic Chamber
of Commerce
San Bernardino County
Department of Public Health
San Bernardino County Fire
Protection District
San Bernardino County
Sheriff’s Department
San Bernardino County
Transportation Authority (SBCTA)
California State Senate (23rd District)—
Senator Suzette Martinez

CITY OF ADELANTO LEADERSHIP
Stevevonna Evans, Council Member
Angelo Meza, Council Member
Daniel Ramos, Mayor Pro Tem
Gabriel Reyes, Mayor
Amanda Uptergrove, Council Member
Safety Task Force Members

CITY OF ADELANTO STAFF
Saba Engineer, City Engineer

CONSULTANT TEAM
Jeffrey Knowles, Principal-in-Charge
Kaitlin Scott, Project Manager
Robby Long, Assistant Project Manager
Kelly Lei, Lead Planner
Richard Virgo, Engineer
Kelly Dunn, Data Analytics Lead
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CITY OF ADELANTO

TABLE OF CONTENTS
vii
Chapter 1 1
What Is a Safety Action Plan? 2
Why Safety Action Plan Is Different 3
The Safe System Approach 4
Why Does Adelanto Need a Safety Action Plan? 5
How Do We Build Momentum 7
Chapter 2 9
What Is the Collision Data Telling Us? 10
Adelanto Collision Trends and Factors 11
Chapter 3 23
Phases of Engagement 26
What We Heard 27
Looking Ahead 31
Chapter 4 33
A Systems Approach to Safety 34
Our Guiding Principles 35
Action Plan Policy and Programmatic Strategies 36
How to Read the Recommendations 37
Chapter 5 49
Introduction 50
Vision Zero Success Stories 51
Adelanto’s Safety Countermeasure Toolbox 54
Collision Profiles and Recommended Safety Improvements 56 Top Three Priority Project Locations 59
Priority Project Location Recommendations 62
Chapter 6 69
Achieving Vision Zero 70
Foundational Strategies 71
Project Implementation Strategies 72
Funding Opportunities 74
Regional and Local Funding Sources 76
Appendix 77
Appendix A Safety Memorandum
Appendix B Equity Considerations Memorandum
Appendix C Public Engagement Details
Appendix D Policy Benchmarking Assessment Memorandum
Appendix E Safety Countermeasure Toolbox
Appendix F Collision Profiles and Recommended
Safety Improvements
Appendix G Transparency and Implementation Memorandum
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Chapter
1 WHY A SAFETY
ACTION PLAN?
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1 CITY OF ADELANTO

WHAT IS A SAFETY
ACTION PLAN?
Every person in Adelanto deserves to travel safely, whether walking, biking, taking transit, using a wheelchair, or driving. Yet too many lives are lost or forever changed on our streets each year due to preventable traffic collisions.

Safe Streets and Roads for All (SS4A) is a federal grant program that supports communities in developing comprehensive and data-driven strategies to prevent roadway fatalities and serious injuries. Adelanto’s SS4A-funded Safety Action Plan serves as the City’s roadmap for achieving this goal. This plan identifies where crashes are occurring, who is most affected, and which strategies and investments can have the greatest impact on saving lives.

This plan reflects Adelanto’s commitment to building a transportation system that prevents tragedies before they occur.

At the core of this Safety Action Plan is Vision Zero, an overarching goal to reduce traffic deaths and serious injuries on City-managed roadways by 50% by 2035, with an eventual goal of zero, while increasing safe, healthy, and equitable mobility for all. This plan recognizes that traffic crashes are preventable and that no loss of life on the transportation system is acceptable.

Just as cities across California and the nation have embraced roadway safety, Adelanto is joining a growing movement that treats safety as a shared responsibility and a moral imperative.
2 739

SAFETY ACTION PLAN

WHY THIS SAFETY ACTION

PLAN IS DIFFERENT
Source: FHWA Highway Safety Programs
This Safety Action Plan is guided by the Safe
System Approach, a roadway safety strategy
that differs from traditional planning and design
by focusing on both human mistakes and human
vulnerability. Rather than relying solely on individual behavior, the Safe System Approach designs a
transportation network with multiple layers of
protection to reduce risk and protect all users.

Developed by the Federal Highway Administration
(FHWA), this framework focuses both on preventing
crashes from occurring and on reducing the severity
of harm when crashes do happen. It is grounded in
the belief that traffic fatalities and serious injuries are not inevitable, but preventable. The Safe System
Approach acknowledges that the choices we make
about how we plan our community, design our
streets, and travel through Adelanto have a direct
impact on creating a safer transportation network
for everyone.
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CITY OF ADELANTO

THE SAFE SYSTEM APPROACH
Safe Planning and Culture
The overarching objective Safe Planning and Culture serves as the foundation for all safety elements. It reflects a shared commitment among public agencies, partners, and the community to prioritize roadway safety. Safe Planning and Culture shapes policies, funding decisions, community engagement, and interagency coordination, ensuring that the five key elements are implemented consistently and equitably across Adelanto.

The Safe System Approach is based on one overarching objective and five key elements:

Safe Vehicles
Promote vehicle designs and regulation that minimize
collisions, reduce severity, and incorporate safety measures using the latest technology and incorporating cutting edge research findings.

Safe Speeds
Slower travel speeds lower the force of impact in a crash, especially for people walking or biking, which helps prevent serious injuries and saves lives.

Post-Crash Care
When crashes happen, quick emergency response and using data to make systemwide improvements can help save lives.

Safe Road Users
People living, working, or traveling in Adelanto should be safe getting around regardless of whether they are
walking, rolling, biking, taking transit, or driving.

Safe Roads
Human error is inevitable. Roads should be designed
so that human error or other circumstances leading to
collisions do not result in death or severe injury.
4 741

SAFETY ACTION PLAN

WHY ADELANTO

NEEDS A SAFETY ACTION PLAN
Vision Zero is a bold goal for Adelanto, and this plan is in many ways the formation of an organized, methodical, and collective call to action. The statistics around crashes in Adelanto highlight the importance of this work and the need for a paradigm shift in Adelanto and the High Desert region.

Between January 2017 and June 2024, 23 people were killed on Adelanto’s roadways, and 599 people were injured.
1 • Approximately 18% of all injury collisions in Adelanto result in a fatality or serious injury (KSI crashes).
• Of all KSI crashes, 29% result in fatality, and 71% result in serious injury.
• 19% of all KSI crashes involve people walking.
• 3% of all KSI crashes involve people biking.
• 11% of all KSI crashes involve motorcycles.
• 46% of all crashes occur in limited lighting conditions.

Top Safety Issues According to Adelanto Residents:
• Poorly Maintained Roads
• Poorly Maintained or Lack of Sidewalks
• Poorly Maintained or Lack of Dedicated Bike Facilities • High Vehicle Speeds
• Drivers Not Following Traffic Laws
1 Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley, 2026, https://tims.berkeley.edu/about.php#credits.
5 742

CITY OF ADELANTO
INJURY

COLLISIONS
IN

ADELANTO
18%
Killed or serious injury
(KSI) crashes
82%
Non-severe
injury crashes

KSI CRASH

SEVERITY
71%
serious injury
29%
fatality
Adelanto Crash Summary
(2017-2024)

TERMINOLOGY
KSI: Crashes resulting in people
Killed or Seriously Injured
46%
limited lighting
conditions
19%
walking
11%
motorcycles
3%
biking

KSI CRASHES INVOLVING
6 743

HOW WE BUILD

MOMENTUM
Making progress on road safety requires a culture of safety among people living, working, and traveling in Adelanto.

The Safety Action Plan builds on the City’s previous
initiatives, as well as regional efforts, that have already begun moving Adelanto toward a safer transportation
system. These earlier actions, highlighted in the timeline graphic to the right, have helped establish the foundation for road safety in Adelanto.
• Adelanto adopts first Complete Street Policy with
the release of Adelanto North 2035 Plan, the City’s
Comprehensive Plan
• Adelanto City Council approves Safe Routes to
School (SRTS) infrastructure improvements for
17 schools in Adelanto School District
• San Bernardino County revises the countywide
Non-Motorized Transportation Plan
• Adelanto adopts Adelanto in Motion, the City’s
Active Transportation Plan
• San Bernardino County releases the countywide
Comprehensive Sidewalk Connectivity Plan
• Adelanto starts developing its Safe Streets and
Roads for All (SS4A) Safety Action Plan
• San Bernardino County adopts the countywide
Long Range Multimodal Transportation Plan
• Adelanto advances its commitment to SRTS
through a new grant-funded program
• Adelanto adopts its SS4A Safety Action Plan
2014
2018
2018
2020
2023
2024
2025
2025
2026
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CITY OF ADELANTO

THIS PAGE INTENTIONALLY BLANK
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Chapter
2 SAFETY IN

ADELANTO TODAY
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9 CITY OF ADELANTO

WHAT THE COLLISION DATA TELLS US
This Safety Action Plan is informed by a data-driven process.

To support the recommendations in this plan, we analyzed seven and half years of the most recently available collision data for Adelanto (January 2017–June 2024) to identify patterns in collision severity, types of collisions, and where they occur across the city.2
How We Evaluated the Data
What does the data tell us overall, such as the total number of people killed or seriously injured. What are the collision trends year-over-year? Who are represented in the collision data? Do trends vary by mode or based on demographics?
How are collisions occurring? Do we know which factors are contributing to collisions, such as drivers traveling at unsafe speed or failing to observe traffic lights?
Where are collisions occurring? Which locations in the city experience the greatest number of severe collisions?
2 Collision data were collected from the Transportation Injury Mapping System (TIMS) – a statewide database of traffic records. In March 2025, when the TIMS dataset was assessed, the 2023 and 2024 dataset was identified as provisional, meaning some collisions may not yet have been reported. Although the data are not final, this dataset was included in this analysis to reflect the most recent collision trends in Adelanto. 10 747

SAFETY ACTION PLAN

ADELANTO COLLISION TRENDS AND FACTORS
Between January 2017 and June 2024, 396 collisions were reported, averaging 53 per year (Figure 1).

Approximately 18% of collisions resulted in death or serious injury. 0 2017
22 3 3 2 2 2 5 3 1 2
7 5 7
7 7 11
3 16
9 19
25 25 32
15 10
24 42
21 29
19 15
3 2018 2019 2020 2021 2022 2023 2024
10 20
30 40
50 60
70 80
Figure 1. Collision Severity by Year (2024 includes only the first half of the year) Fatal Injury Suspected Serious Injury Suspected Minor Injury Possible Injury 11 748

CITY OF ADELANTO
Top Collision Trends
Of all collisions, about 53% occurred at intersections. Out of intersection collisions, 43% occurred at intersections that included a highway or arterial roadway, and 32% occurred at an intersection along Highway 395, the main roadway transversing the city.

Collisions occurred most frequently during the afternoon and evening hours. A disproportionately high share of collisions also occurred during overnight periods, when traffic volumes are relatively low, which may be associated with factors such as poor lighting conditions, driver distraction, or other contributing causes.

Figure 2. Collisions by Time of Day
5 10
15 20
25 30
6 0 P
M
7PM
8PM
9PM
10PM
11PM 12AM 1AM
2AM
3AM
4AM
5AM
6 A
M
5PM
4PM
3PM
2PM
1PM 12PM 11AM
10AM
9AM
8AM
7AM
15 22
19 30
21 20
11 14
10 5
15 21
27 19 25
20 22
29 8
7 7
12 11
6 12
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SAFETY ACTION PLAN
Among collisions with a documented primary cause, the top four contributing factors account for more than two-thirds of all collisions.

These include:

Unsafe Speed
Collisions occurred due to drivers traveling too fast
for roadway conditions.

Automobile Right-of-Way
Collisions occurred due to drivers failing to yield to
other vehicles, bikes, or pedestrians when they had the right-of-way.

Traffic Signals and Signs
Collisions occurred due to drivers
disregarding signals and signs.3
Improper Turning
Collisions occurred due to drivers making
unsafe turning movements.

Where is the Risk?
In addition to understanding overall collision trends, it is important to identify where the most severe collisions are occurring in Adelanto to target locations where safety improvements are most needed. This plan applies multiple complementary analyses to support that effort, including two risk analyses and development of a High Injury Network (HIN). Specifically, the two risk analyses were conducted to identify collision hot spots associated with limited lighting conditions and unsafe speeds, respectively. The results of these analyses informed proposed lighting improvements and speed calming strategies at those hot spot locations. The HIN was developed to highlight the share of streets where most fatal and severe injury collisions occur, helping prioritize locations for safety investments.

A summary of these analyses can be found on the following pages and additional details on these analyses are provided in Appendix A:

Safety Memorandum.
3 The traffic signals and signs” category commonly refers to drivers disregarding signals or signs. While the Appendix D of the 2022 San Bernardino County Local Roadway Safety Plan interpreted this category as signals or signs that were inadequate or malfunctioning, a separate attribute in TIMS data says that most of these crashes occurred where signals were functioning.

PRIMARY RISK FACTORS IN ADELANTO
• Speeding (~25% of crashes)
• High-speed arterial design (US 395, major corridors)
• Limited pedestrian infrastructure
(sidewalk gaps, crossings)
• Poor lighting (high share of nighttime crashes)
• Wide roadway geometry encouraging speed
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CITY OF ADELANTO
Lighting Analysis
In Adelanto, approximately 46% of all collisions and 69% of pedestrian and bicycle collisions occur at night, indicating lighting conditions are a significant factor in collisions, especially for vulnerable road users.

Figure 3. Collisions by Lighting Conditions4
54%
daylight
29%
dark without
lighting
13%
dusk/dawn
13% 13%
4%
dark with
lighting
2%
dusk/dawn
37%
dark without
lighting
31%
daylight
30%
dark with
lighting
30% 30% ALL

COLLISIONS

BY LIGHTING

CONDITION

PEDESTRIAN AND

BICYCLE-INVOLVED

COLLISIONS

BY LIGHTING

CONDITION
4 The “Dark – without Lighting” category includes locations where no street lights were present or where street lights were present but not functioning. 14 751

SAFETY ACTION PLAN
Of all nighttime pedestrian and bicycle
collisions, 28% resulted in fatal injuries
and 20% resulted in severe injuries. Of
these nighttime pedestrian and bicycle
incidents, 56% occurred along roadways with
incomplete pedestrian infrastructure, such
as missing sidewalks, crosswalks, or sidewalk
gaps (Map 1).

The most significant hot spots of after-dark
pedestrian collisions were located along
Air Expressway near Pearmain Street
and within residential neighborhoods in
southern Adelanto.
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!
!
!
!
!
!
! BARTLETT AVE

CASSIA RD

STEVENS ST

MESA L NI DA RD

COLUSA RD

LAWSON ST

CORTEZ ST AIR EXPRESSWAY BELLFLOWER ST

RACCOON AVE

RANCHO RD

OTTER AVE

VERBENA RD

JONATHAN ST

EL DORADO RD

AUBURN AVE

VICTOR ST

PALMDALE RD

CACTUS RD

ADELANTO RD

HOLLY RD

AMETHYST RD

SENECA RD

MOJAVE DR

CALLEJA AVE

RICHARDSON RD

LESSING AVE

BEAVER RD

KOALA RD

RHODE ISLAND ST

PURPLE SAGE ST

CHAMBERLAINE WY

EL MIRAGE RD

SONOMA RD

YUCCA RD

NICHOLS RD

ASTER RD
£395

ADELANTO

LIGHTING ANALYSIS
SS4A SAFETY ACTION PLAN

CITY OF ADELANTO, CA
DESTINATIONS +

BOUNDARIES
! Public Schools
City of Adelanto
Open Space
Data provided by Southern California Association of Governments, San Bernardino County, California Department of Education, Transportation Injury Mapping System 0 1 2 MILES
Victorville
CRASHES: PEDESTRIAN, AFTER DARK
Fatal Injury (7 out of 25)
Crash with Pedestrian Facility Present —
Sidewalk or crosswalk available
Crash with Sidewalk Gap — Sidewalk on
one side or with gaps
Crash with No Pedestrian Facility — No
sidewalk or crosswalk present
Many Crashes After Dark
Few Crashes After Dark

AIR EXPRESSWAY PEARMAIN ST
Map 1. Lighting Analysis of After-Dark Collisions
16 CITY OF ADELANTO
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SAFETY ACTION PLAN
Speed Analysis
Between January 2017 and June 2024, approximately 25% of all collision reports in Adelanto listed speeding as the primary crash factor, including five collisions resulting in fatalities and nine resulting in severe injuries.

Speed-related collision hot spots are concentrated along US 395, particularly near Air Expressway, Chamberlaine Way, Holly Road, and Palmdale Road (CA-18), as well as in the area surrounding Desert Trails Preparatory Academy.

The speed analysis also compared free-flow speeds5 on major roads with posted speed limits6 on the same roads (Map 2). The result suggested that speed-related collisions are more likely to be caused by individuals driving faster than surrounding traffic rather than by consistently high-speed traffic flows.
5 Free-flow speed data were obtained from Replica Places (2024). Replica defines free-flow speeds as the 66th percentile vehicle speeds between midnight and 6 a.m., a period when traffic congestion is typically lightest. 6 Posted speed limit data were provided by the City of Adelanto and San Bernardino County.
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!
!
!
!
!
!
! BARTLETT AVE

CASSIA RD

STEVENS ST

MESA LINDA RD

CHAMBERLAINE WY

COLUSA RD

LAWSON ST

CORTEZ ST AIR EXPRESSWAY BELLFLOWER ST

RACCOON AVE

RANCHO RD

OTTER AVE

VERBENA RD

JONATHAN ST

EL DORADO RD

AUBURN AVE

VICTOR ST

PALMDALE RD

CACTUS RD

ADELANTO RD

HOLLY RD

AMETHYST RD

SENECA RD

MOJAVE DR

CALLEJA AVE

RICHARDSON RD

LESSING AVE

BEAVER RD

KOALA RD

RHODE ISLAND ST

PURPLE SAGE ST

EL MIRAGE RD

SONOMA RD

YUCCA RD

NICHOLS RD

ASTER RD
£395

ADELANTO

SPEED ANALYSIS
SS4A SAFETY ACTION PLAN

CITY OF ADELANTO, CA
DESTINATIONS +

BOUNDARIES
! Public Schools
City of Adelanto
Open Space
Data provided by SCAG, San Bernardino County, California Department of Education, Transportation Injury Mapping System, Replica Speeds Network Explorer (2024) 0 1 2 MILES
Victorville

SPEED COMPARISON
The Free-Flow Speed Compared to the
Posted Speed Limit
16 - 31 mph over speed limit
6 - 15 mph over speed limit
1 - 5 mph over speed limit
CRASHES: UNSAFE SPEED VIOLATION
Many Crashes Due to Unsafe Speed
Few Crashes Due to Unsafe Speed
Map 2. Speed Analysis
18 CITY OF ADELANTO
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SAFETY ACTION PLAN
High Injury Networks (HIN)
High Injury Networks (HINs) identify the small share of streets where the most severe and fatal collisions occur. By focusing on these highrisk corridors, the City can target safety improvements at locations with the greatest potential to reduce life-altering collisions.

In Adelanto, the HIN comprises only 5% of the road network yet accounts for 95% of all KSI collisions (Map 3). The top 16 HIN corridors, including 10 segments owned by the City of Adelanto and 6 owned by the California Department of Transportation (Caltrans), were identified for further analysis and prioritized for safety improvements (Table 1).

Locally, the Air Expressway segment has generated the greatest concern, particularly near Pearmain Street. Several other local corridors within the top 16 HIN list directly serve vulnerable road users, including Jonathan Street, which provides access to three schools. In addition, several HIN corridors are in residential areas in south Adelanto, such as Star Street and Seneca Road.

US 395 and Palmdale Road (CA-18), although owned and maintained by Caltrans, are key corridors for safety in Adelanto, and many residents, workers, and visitors heavily rely on them for their daily travel. These routes carry higher traffic volumes and speeds and account for a disproportionate share of severe collisions. Continued coordination and collaboration with Caltrans and regional partners will be necessary to advance the City’s roadway safety commitment.

Coordination will focus on joint safety audits, corridor redesigns, and funding strategies for shared priority projects.

Additional details on the HIN analysis are provided in Appendix A:

Safety Memorandum.

Additionally, safety profiles detailing key crash facts and proposed recommended safety improvements for each of the top 16 HIN corridors can be viewed in Appendix F: Collision Profiles and Recommended Safety Improvements.

The intersection of US 395 and Crossroads Way is included in one of the identified top corridors on the HIN.
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CITY OF ADELANTO
The list is organized by scoring each road segment based on how many serious crashes it has per mile (giving more weight to worse crashes), and then ranking the road segments from highest to lowest score.

Table 1. Top Adelanto High Injury Network (HIN) Segments Corridor
Ranking Segment Name Right-of-Way
Ownership
Number of Total
Collisions on Corridor
Number of
KSI Collisions on Corridor
1 US 395 near AIR EXPRESSWAY Caltrans 19 5
2 Air Expressway near US 395 City 21 6
3 US 395 near Chamberlaine Way Caltrans 14 4
4 US 395 near Holly Road Caltrans 23 5
5 US 395 near Bartlett Avenue Caltrans 8 1
6 Jonathan Street near Brockman Avenue City 5 2
7 US 395 near Palmdale Road Caltrans 13 3
8 Bellflower Street near Rancho Road City 7 1
9 Palmdale Road (CA-18) near US 395 Caltrans 11 1
10 US 395 near Rancho Road Caltrans 13 0
11 Star Street near Jonathan Street City 5 2
12 Seneca Road near Palm Street City 11 0
13 Mojave Drive near Mesquite Avenue City 9 0
14 Palmdale Road (CA-18) at Aster Road Caltrans 5 1
15 Chamberlaine Way near US 395 City 5 1
16 Bellflower Street near Victor Street City 5 1
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!
!
!
!
!
! BARTLETT AVE

CASSIA RD

STEVENS ST

MESA L NI DA RD

COLUSA RD

LAWSON ST

CORTEZ ST AIR EXPRESSWAY BELLFLOWER ST

RACCOON AVE

RANCHO RD

OTTER AVE

VERBENA RD

JONATHAN ST

EL DORADO RD

AUBURN AVE

VICTOR ST

PALMDALE RD

CACTUS RD

ADELANTO RD

HOLLY RD

AMETHYST RD

SENECA RD

MOJAVE DR

CALLEJA AVE

BEAVER RD

RICHARDSON RD

LESSING AVE

KOALA RD

RHODE ISLAND ST

PURPLE SAGE ST

CHAMBERLAINE WY

EL MIRAGE RD

SONOMA RD

YUCCA RD

NICHOLS RD

ASTER RD

AIR EXPRESSWAY XPY
£395
6 8
11 13
14 9
12 16
15 1 2
5 10
3 7
4 ADELANTO HIGH

INJURY NETWORK
SS4A SAFETY ACTION PLAN

CITY OF ADELANTO, CA
DESTINATIONS +

BOUNDARIES
! Public Schools
City of Adelanto
Open Space

ANALYSIS LAYER
High Injury Network (HIN)
Top Corridors on HIN (not on US
395)
Top Corridors on HIN (on US
395)
Data provided by Southern California Association of Governments, San Bernardino County, California Department of Education, California TIMS. 0 1 2 MILES
Victorville
MORE THAN 95% OF ALL KSI CRASHES
OCCUR ON 5% OF THE ROAD NETWORK.

Map 3. Adelanto High Injury Network
SAFETY ACTION PLAN 21
758

CITY OF ADELANTO
Everyone Deserves to Be Safe
The burden of traffic collisions is not shared equally across Adelanto. To better understand how traffic safety impacts are distributed across the community, a locally tailored equity score was developed reflecting Adelanto’s unique social, economic, health, and travel characteristics.

The equity analysis found that the areas of Adelanto with the highest levels of social vulnerability are primarily concentrated along US 395 and near its intersections with Air Expressway and Palmdale Road (CA-18). These locations experience high traffic volumes and contain several top HIN segments. Altogether, 9 of the top 16 HIN corridors fall within the areas identified as having the greatest need based on the equity analysis.

In addition to the local equity analysis, the entire City of Adelanto falls within a U.S. Department of Transportation-designated Area of Persistent Poverty.7 This binary designation reflects long-standing economic challenges in the City and underscores the City’s need for federal and other external funding support to advance traffic safety improvements.

Additional details and results on the equity analysis are provided in Appendix B: Equity Considerations Memorandum.
7 The Areas of Persistent Poverty dataset identifies U.S. Census tracts with a poverty rate of 20% or higher, as measured by the 2014-2018 5-year data series available from the American Community Survey of the Bureau of the Census. 22 759
Chapter
3 ENGAGEMENT
760
23 CITY OF ADELANTO
The Adelanto Safety Action Plan was shaped by community voices. Between summer 2025 and winter 2026, the City engaged residents, students and caregivers, community organizations, and regional partners to understand safety concerns and identify solutions.

Through a combination of in-person and hybrid workshops, online tools, and coordinated outreach, the City created multiple ways for residents to share their concerns and feedback. These efforts were designed to reach people of different ages, language backgrounds, and levels of internet access, reflecting Adelanto’s diverse community.

Additional details about public engagement are provided in Appendix C: Public Engagement Details.

Safety Task Force
The City formed a Safety Task Force to guide the development of this plan and integrate local priorities and experiences into the plan. The Safety Task Force represents a strategic selection of voices in Adelanto who share the goal of creating safer streets for everyone.

This Safety Action Plan would not have been possible without the input and dedication from Safety Task Force members, including representatives from the following organizations:
• Adelanto Elementary
School District
• Adelanto High School
• California State Assembly
(39th District)—
Assemblymember
Juan Carrillo
• City of Adelanto
• U.S. House of Representatives
(CA-23)—Congressmember
Jay Obernolte
• San Bernardino County (1st
District)—Col. Paul Cook (Ret.)
• El Sol
• Greater High Desert Chamber
of Commerce
• High Desert Hispanic Chamber
of Commerce
• San Bernardino County
Department of Public Health
• San Bernardino County Fire
Protection District
• San Bernardino County
Sheriff’s Department
• San Bernardino County
Transportation Authority
(SBCTA)
• California State Senate
(23rd District)—Senator
Suzette Martinez Valladares
• Victor Valley Transit Authority
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SAFETY ACTION PLAN
Engagement by the Numbers
• 1 pop-up event
• 2 community workshops
• 13 online survey responses
• 100+ total interactions across all platforms
• 1,000+ views of workshop recordings
• 10,000+ social media and website interactions
Sidewalk gaps along Air Expressway Boulevard were a common theme raised by community members during a pop-up event at Adelanto City Hall.

A member of the project team discusses draft recommendations with a member of the public during the second community workshop.

Over three meetings held between summer 2025 and winter 2026, members:
• Helped shape roadway safety goals
• Reviewed crash analysis findings
• Provided input on the draft Safety Countermeasure Toolbox • Reviewed proposed strategies and corridor-level
recommendations
• Supported community outreach efforts
This collaboration strengthened coordination across agencies and grounded the plan in local priorities and lived experience. 25 762

CITY OF ADELANTO

PHASES OF ENGAGEMENT
Engagement occurred in two
primary phases.

PHASE 1 – LISTENING AND LEARNING
Residents were invited to share safety concerns, barriers, and important destinations. Feedback was collected through the pop-up event, first workshop, survey, and online map. This input helped identify priority corridors, common crash concerns, and communityidentified safety challenges.

PHASE 2 – SHARING AND REFINING
Draft recommendations were presented during the second workshop and through online platforms. Community members and City Council representatives provided feedback on proposed strategies and priority improvements, which informed refinement of the plan’s recommendations (Chapters 4 and 5).
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SAFETY ACTION PLAN

HOW COMMUNITY INPUT INFORMED PROJECT SELECTION
Input gathered through community engagement
(see Appendix C, Table 1) directly informed the identification of priority corridors and the selection of countermeasures.

Common themes were systematically translated into
targeted improvements using the High Injury Network and countermeasure screening methodology.

WHAT WE HEARD
Consistently, Adelanto residents want safer ways to travel around their community. All across the city, we heard similar concerns and challenges.

PEOPLE DO NOT FEEL SAFE WHILE TRAVELING IN ADELANTO.

Driver behavior, such as speeding and aggressive driving, and roadway conditions, like limited lighting and distressed pavement, impact the safety and comfort of travel in the city.

MISSING AND DISCONNECTED INFRASTRUCTURE CHANGES HOW PEOPLE GET AROUND.

Limited sidewalks and safe crossing opportunities discourage walking, while inadequate roadway maintenance and faded striping make bicycling and driving more difficult.

TRANSPORTATION SAFETY CHALLENGES DISPROPORTIONATELY AFFECT VULNERABLE ROAD USERS.

Safety for students traveling to and from school was frequently identified as a significant concern.

RESIDENTS EXPRESSED SUPPORT FOR THE FOLLOWING ACTIONS TO IMPROVE THE TRANSPORTATION SYSTEM:
• Reconfigure roadways to reduce vehicle speeds, especially near intersections.
• Expand the walking and bicycling network to improve travel options. • Add Complete Streets elements, such as lighting, street trees, sidewalks, and bikeways, to make walking and bicycling safer and more comfortable.
27 764

CITY OF ADELANTO
Informational boards helped guide attendees through the draft recommendations at the second community workshop.

Project team members answered questions and gathered community input during a pop-up event outside Adelanto City Hall. “Crossings are too far apart. People
need more direct and convenient
places to cross.”
“We need a well-lit path along
Highway 395 to better connect the
north and south sides of town.”
“Drivers go too fast and don’t always follow traffic laws.” “Transit stops don’t always feel safe or comfortable.” “There aren’t enough sidewalks, and
in some places you have to walk in the
street.”
“Roads and sidewalks are not well maintained. Cracks and missing sections make it hard for people to walk safely.” Voices from the Community
28 765

SAFETY ACTION PLAN
A digital billboard along US 395 helped raise awareness about the Safety Action Plan and encouraged residents to attend the second community workshop.

A project fact sheet was available in both English and Spanish.

It was distributed at all in-person outreach events and posted on the project website to provide an overview of the project and direct community members to additional information.

Plan Adoption
What is
Adelanto Safe
Streets For All
Action Plan?

DEATH AND SERIOUS INJURIES ARE UNACCEPTABLE HUMANS MAKE MISTAKES

REDUNDANCY IS CRUCIAL

HUMANS ARE VULNERABLE

RESPONSIBILITY IS SHARED

SAFETY IS PROACTIVE
SAFE
SYSTEM

APPROACH
Safer
People
Safer
Vehicles
Post-Crash
Care
Safer
Speeds
Safer
Roads
The Safe System Approach works by building and
reinforcing multiple layers of protection to both
prevent crashes from happening in the first place
and minimize the harm caused to those involved
when crashes do occur.

Safe System Approach
The City of Adelanto’s Safe Streets for All Action
Plan (Adelanto SS4A) is developing a holistic,
well-defined strategy to mitigate roadway
fatalities and serious injuries in partnership with
the community and stakeholder groups.

Ultimately, the Adelanto SS4A Action Plan will
enable transformative change by providing a
roadmap to implement recommended safety
improvements, while promoting public awareness
and qualifying the City to pursue millions in
dedicated federal grant funding.

LEARN MORE
Email: Saba Engineer ([email protected])
Project Webpage: (bit.ly/46ZWlLJ)
Project Timeline
2025
Winter Spring Summer Fall Winter
2026
Public Engagement
Existing Conditions and Safety Analysis
Strategy and Project Selection
Progress and
Transparency
Comprehensive Safety Action Plan
Safety Task Force Meetings
Leadership Commitment and Goal Setting
Engagement and Collaboration
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CITY OF ADELANTO
Project Website
The project website remained active
throughout the planning process and
functioned as the primary source for project
information and updates. It included an
overview of the Safety Action Plan, major
milestones, and notices about upcoming
engagement opportunities. The site featured
the interactive input map and online survey,
giving community members the ability to
provide feedback at their convenience.

Workshop materials, presentation boards,
recordings, and the project fact sheet were
also posted online. By centralizing these
resources, the website allowed residents to
follow the project and contribute input even if
they were unable to attend events in person.
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SAFETY ACTION PLAN

LOOKING AHEAD
Community engagement will remain central to the implementation of Adelanto’s Safety Action Plan. The partnerships formed through this process among City departments, schools, regional agencies, community organizations, and residents will continue as Adelanto moves from planning to action.

Regular updates, public events, and collaboration with local partners will help advance a shared vision for safer streets that reflects the experiences and needs of the people who use them every day. 31 768

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769
Chapter
4 SAFE STREET

STRATEGIES
770
33 CITY OF ADELANTO

A SYSTEMS APPROACH TO SAFETY
A systems approach recognizes that serious
crashes are influenced by many layers of
the transportation environment. By looking
beyond individual collisions and examining
the broader context, we can understand
how other factors contribute to risk. These
insights—whether applicable to individual
knowledge, culture, or physical changes and
policy—help identify changes that have the
greatest potential to prevent future harm.

Engineering & Policy
Collaboration & Culture ShiftCollaboration & Culture ShiftCollaboration & Culture Shift In
dividual Knowledge & Skil
l
s
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SAFETY ACTION PLAN

OUR GUIDING PRINCIPLES
As described on page 3, the guiding principles in this plan were adapted using Federal Highway Administration (FHWA) Safety System Approach language. These guiding principles introduce a paradigm shift in how we think about safety on Adelanto’s streets.

RESPONSIBILITY IS SHARED.

Everyone who lives in, works in, and visits Adelanto plays a role in safety. The City, its partners, and the public must work together to create lasting change.

SAFETY IS PROACTIVE.

Creating safe streets requires that we identify and
mitigate risks proactively. Using data to identify
dangerous conditions, we can create safer streets before a collision occurs.

REDUNDANCY IS CRUCIAL.

Much like how humans make mistakes, it is inevitable
that parts of the system will fail. Under the Safe System Approach, when one part fails, the other parts must still protect people.

DEATH AND SEVERE INJURIES ARE UNACCEPTABLE.

Every life lost on Adelanto’s streets is one too many.

The City will prioritize actions that can eliminate crashes that result in a severe injury or death.

EVERYONE DESERVES TO BE SAFE.

Actions and strategies must focus on disadvantaged
areas and areas near schools where risk and need are
greatest.

HUMANS MAKE MISTAKES.

We know humans make mistakes, but one mistake should
not end a life. Streets should be designed to forgive
human error through lower speeds, better visibility, and safer infrastructure.

HUMANS ARE VULNERABLE.

Our bodies cannot withstand the force of fast-moving
vehicles. Adelanto’s streets should prioritize human life and community health.
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CITY OF ADELANTO

POLICY AND PROGRAMMATIC

RECOMMENDATIONS
Insights from safety analyses, community input, a policy benchmarking assessment, and guidance from the City of Adelanto and the Safety Task Force informed the development of this plan’s policy and programmatic recommendations.8
To promote holistic solutions for transportation safety challenges, these recommendations are organized under one overarching objective and the five Safe System Approach categories.

Safe Planning and Culture
Safe Road Users
Safe Roads
Safe Vehicles
Safe Speeds
Post-Crash Care
Specifically, the overarching objective, Safe Planning and Culture, serves as the foundation for all safety efforts in Adelanto and guides how the City sets policies, aligns processes, evaluates outcomes, and collaborates with community partners.

Recommendations are not exclusive to one category; however, each topic contributes to the overall goal of reducing deaths and serious injuries across Adelanto’s transportation system.
8 Details on current policy and programmatic practices in Adelanto are available in Appendix D: Policy Benchmarking Assessment Memorandum.
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SAFETY ACTION PLAN

HOW TO READ THE

RECOMMENDATIONS
The following sections present the recommendations organized by the six Safe System Approach elements. The recommendations are organized within tables that include the following details:

CITY OF ADELANTO
Safe Planning and Culture:

An effective planning process
and a strong culture of safety
should guide all transportation
decisions in Adelanto.

A culture of safety is a self-reinforcing mechanism that enables system safety change. By strengthening planning and leadership practices, collecting and using safety data to guide targeted improvements, and establishing a clear commitment from City leadership to reduce deaths and serious injuries, Adelanto can build the momentum needed to create safer streets for everyone.

Table 2. Safe Planning and Culture Recommendations
Strategy Recommendation Lead Agency Supporting
Partner(s)
Leadership and Commitment
SP&C-1 Caltrans Coordination for US
395 Safety*
Building on the progress from the Safety Action Plan, ensure ongoing, proactive coordination with Caltrans to advance safety improvements along the US 395 corridor. This should include establishing a regular internal process for identifying and preparing priority projects for grant and other funding opportunities, coordinating support letters, and aligning applications with both Caltrans’ Vision Zero resolution and Adelanto’s local leadership commitments to roadway safety.

City of Adelanto
Engineering &
Public Services
Caltrans
SBCTA
SP&C-2 Designate Safety
Performance Lead and Reporting*
Designate a lead safety champion to implement the performance monitoring framework. Track key indicators such as fatal and serious injury crashes, crashes involving vulnerable road users, and progress on HIN projects; publish a short, visually accessible safety progress update at least every three years and present it to Council and the community.

City of Adelanto
Engineering &
Public Services
San Bernardino County
Sheriff’s Department
SBCTA
38 OBJECTIVE
Safe Planning and Culture, Safe Road Users,
Safe Roads, Safe Vehicles, Safe Speeds, and
Post-Crash Care.

FOUNDATIONAL STRATEGY
A core strategy that needs to be prioritized
for implementation in the short-term.

ROLE AND RESPONSIBILITY
The agencies or partners responsible for leading implementation and supporting delivery.

STRATEGY
Recommended strategy directly related to safety
analysis, crash profiles, community input, or policy/
program gap assessment.

CATEGORY
Broad classification for the recommended
strategies.

RECOMMENDATION
Detailed guidance on the key actions needed to
implement the strategy, including specific action
items and performance targets.
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CITY OF ADELANTO
Safe Planning and Culture:

An effective planning process
and a strong culture of safety
should guide all transportation
decisions in Adelanto.

City of Adelanto
Engineering &
Public Services
San Bernardino County
Sheriff’s Department
SBCTA
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SAFETY ACTION PLAN
Strategy Recommendation Lead Agency Supporting
Partner(s)
SP&C-3 Establish a Standing Safety
Task Force*
Form and maintain a standing multi-agency Safety Task Force that meets at least twice per year to guide Safety Action Plan implementation, review updated crash trends, coordinate funding opportunities, and monitor progress across all Safe System elements.

City of Adelanto
Engineering &
Public Services
Existing members of the
Safety Task Force
SP&C-4 Implement Safe System and
Vision Zero Training
Develop a recurring Safe System and Vision Zero training series for City staff, elected officials, and community leaders, using FHWA and State training resources where possible, and require new staff in transportation, planning, and public safety roles to complete an introductory training module.

City of Adelanto
Engineering &
Public Services;
Community Safety
San Bernardino County
Sheriff's Department
SP&C-5 Coordinate Safe Routes to
School Efforts
Identify a lead department or partner agency to coordinate SRTS efforts with the recommendations in the SAP, prioritize a small number of high-need schools for near-term projects, and coordinate grant funding to support periodic walk audits, education, and low-cost safety improvements even if a full-time program is not feasible.

City of Adelanto
City Clerk;
Community Safety
Adelanto Elementary
School District
Victor Valley Union High
School District
San Bernardino County
SRTS Program
Meaningful Engagement
SP&C-6 Develop Multilingual Safety
Outreach Materials
Develop multilingual (English and Spanish at minimum) safety outreach materials and templates that can be used across safety campaigns, ensuring key safety messages and project updates are accessible to residents whose primary language is not English.

City of Adelanto
City Clerk and
Information
Technology;
Community Safety
San Bernardino County
Public Health
Data and Analysis
SP&C-7 Enhance MyAdelanto Traffic
Safety Reporting
Enhance the existing MyAdelanto reporting system by adding a “traffic safety concern” category, linking submissions to GIS, and creating a transparent triage process to track, evaluate, and respond to safety requests.

City of Adelanto
Information
Technology;
Community Safety
SBCTA
San Bernardino County
Sheriff’s Department
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CITY OF ADELANTO
Strategy Recommendation Lead Agency Supporting
Partner(s)
SP&C-8 Create a Centralized Safety
GIS Data Hub
Develop a centralized GIS safety data hub that consolidates crash data, HIN, sidewalks, bikeways, crossings, and school zones, and establish a simple process for updating these layers at least annually as new projects are delivered.

City of Adelanto
Engineering &
Public Services
SBCTA
Southern California
Association of
Governments (SCAG)
Funding
SP&C-9 Maintain a Rolling Safety
Project Readiness List
Including the top three priority project locations from the SAP, maintain a rolling list of safety-priority corridors and projects, with planning-level cost estimates and readiness status, so Adelanto can quickly pursue future SS4A, Active Transportation Program (ATP), and related funding opportunities.

City of Adelanto
Engineering &
Public Services;
City Manager
Internal
SP&C-10 Integrate Safety into CIP and
Maintenance Programs
Work with Public Works and Finance to embed safety considerations into Capital Improvement Plan (CIP) and routine maintenance programming. For example, by requiring a safety review of resurfacing lists and setting aside a small percentage of operations and maintenance funding for quick build safety treatments.

City of Adelanto
Engineering &
Public Services;
Finance
Internal
Development Review
SP&C-11 Align Development Review
with Safety Action Plan
Update development review guidelines to reference the Safety Action Plan and Active Transportation Plan, ensuring site circulation, access points, and any transportation demand management measures support safe walking, biking, and transit to, from, and within new developments, especially near schools and on HIN corridors.

City of Adelanto
Engineering &
Public Services;
Planning
Internal
* Recommendations marked with an asterisk are are intended to build on the efforts and momentum established through the Safety Action Plan. 40 777

SAFETY ACTION PLAN
Safe Road Users:

Address the safety of all road
users, including those who walk,
bike, roll, take transit, or drive.

People living, working, or traveling in Adelanto should be safe walking, biking, rolling, taking transit, or driving. The Safe System Approach is focused on the safety of all road users. This is an important component of many strategies listed in this plan, even those outside the Road Users category. Recommendations for safe users include continuing public education campaigns around traffic safety, using demonstration projects to raise awareness of new designs, and developing enforcement and education pilots.

Table 3. Safe Road Users Recommendations
Strategy Recommendation Lead Agency Supporting
Partner(s)
Education
SU-1 Implement Targeted Traffic
Safety Education Campaigns
Develop a focused traffic safety education plan that identifies priority behaviors (speeding, impaired driving, failure to yield, distraction) and target audiences, and leverages partnerships with schools, community-based organizations, and local media to deliver culturally responsive campaigns.

City of Adelanto
City Clerk;
Community Safety
San Bernardino County
Department of Public
Health
SU-2 Use Demonstration Projects to
Advance Safety Designs
Incorporate low-cost demonstration projects informed by the SAP's near-term infrastructure recommendations such as temporary curb extensions, crosswalks, or protected bike lanes into future planning and design efforts. Use these projects as opportunities for public education, data collection, and building support for permanent improvements.

City of Adelanto
Engineering &
Public Services
SBCTA
Caltrans
41 778

CITY OF ADELANTO
Strategy Recommendation Lead Agency Supporting
Partner(s)
Enforcement
SU-3 Assess Equity Impacts of Traffic
Enforcement
Collaborate with law enforcement, public health, and community partners to review traffic enforcement data by location and demographic characteristics, identify any disproportionate impacts on disadvantaged communities, and develop strategies, such as adjusting enforcement focus or expanding non-punitive approaches, to address inequities.

City of Adelanto
Community Safety
San Bernardino County
Sheriff's Department
SU-4 Align Enforcement with the High
Injury Network*
Align traffic enforcement deployment with the HIN and top crash types, prioritizing high-risk behaviors and locations while coordinating with engineering and education efforts to reduce reliance on traditional enforcement over time.

City of Adelanto
Community Safety;
Engineering &
Public Services
San Bernardino County
Sheriff's Department
* Adelanto Safety Action Plan planning process continuation 42 779

SAFETY ACTION PLAN
Safe Roads:

Humans are not perfect, and
roadways should be designed
with that in mind.

Designing and retrofitting roadways to account for human error can reduce the risk of severe injuries when crashes occur. This includes closing gaps in the transportation network, creating seamless connections between different travel modes, and using roadway design and technology to alert users to potential hazards.

Table 4. Safe Roads Recommendations
Strategy Recommendation Lead Agency Supporting
Partner(s)
Network Completion
SR-1 Advance Sidewalk and Bikeway
Gap Closure Program*
Leverage the Active Transportation Plan and Safety Action Plan to develop a phased sidewalk and bikeway gap closure program that focuses first on connections to schools, transit, and services in highrisk and equity-priority areas, and bundles these improvements into competitive grant applications.

City of Adelanto
Engineering &
Public Services
SBCTA
Policies and Tradeoffs
SR-2 Develop Curbside and
Micromobility Management
Guidelines
Develop curbside and micromobility management guidelines that clarify where loading, parking, and shared devices are allowed, and prioritize clear, unobstructed space for people walking, using mobility devices, and biking, particularly on or near the HIN.

City of Adelanto
Engineering &
Public Services
Victor Valley Transit
Authority
SBCTA
SCAG
SR-3 Ensure Safe Access During
Construction and Maintenance
Update standard construction traffic control and detour requirements to maintain safe, accessible routes for pedestrians, bicyclists, and people using mobility devices, especially near schools, transit stops, and along HIN segments.

City of Adelanto
Engineering &
Public Services
Internal
43 780

CITY OF ADELANTO
Strategy Recommendation Lead Agency Supporting
Partner(s)
Innovation
SR-4 Pilot Intelligent Transportation
Systems for Safety
Identify one or two City-managed priority corridors as testbeds for intelligent transportation systems that support safety goals such as smarter signals, speed feedback, or automated traffic data, and seek partnerships and grants to pilot these technologies where they can most benefit people walking and biking.

City of Adelanto
Engineering &
Public Services
Caltrans
* Adelanto Safety Action Plan planning process continuation 44 781

SAFETY ACTION PLAN
Safe Vehicles:

Adelanto can improve safety
by encouraging safer vehicles
on its streets.

Promoting vehicles that are designed and regulated to minimize the occurrence and severity of crashes using safety measures that incorporate the latest technology helps improve redundancy and minimize human error. This includes participating in connected vehicle programs, making safety a priority in municipal fleet purchases, and supporting commercial and freight safety through appropriate truck routes.

Table 5. Safe Vehicles Recommendations
Strategy Recommendation Lead Agency Supporting
Partner(s)
Supportive Infrastructure
SV-1 Monitor and Participate in
Connected Vehicle Pilots
Monitor regional and state initiatives related to connected vehicle infrastructure and identify opportunities for Adelanto to participate in pilots or low-cost deployments that directly support speed management and conflict reduction on key corridors.

City of Adelanto
Engineering &
Public Services
Caltrans
SV-2 Reduce Heavy Truck Traffic on
High-Injury Streets
Evaluate the existing Circulation Diagram and designated truck routes, and cross-reference them with high-injury streets to identify opportunities to consolidate and reduce truck traffic in areas with elevated crash rates.

City of Adelanto
Engineering &
Public Services
Caltrans
SBCTA
Fleet Management
SV-3 Implement a Municipal Fleet
Safety Strategy
Develop a phased municipal fleet safety strategy that prioritizes lower-mass, safety-featured vehicles for city operations where feasible; designates truck routes that avoid sensitive locations; and coordinates with private fleet operators on safe loading and routing practices.

City of Adelanto
Engineering &
Public Services
SBCAT
California Air Resources
Board
45 782

CITY OF ADELANTO
Safe Speeds:

High-speed crashes are
devastating for everyone involved.

Reducing travel speeds can help to save lives by reducing impact forces, providing additional time for drivers to react, and improving visibility for all road users. Appropriate speed limits, enforcement, and policies that reduce speeding are essential steps to saving lives and reducing the likelihood of life-altering injuries, especially for vulnerable road users.

Table 6. Safe Speeds Recommendations
Strategy Recommendation Lead Agency Supporting
Partner(s)
Design and Operations
SS-1 Adopt Context-Sensitive Speed
Management Design
Develop context-sensitive speed management design guidance that are aligned with FHWA and State best practices. Commit to using target speeds, rather than existing operating speeds, to guide corridor and intersection design decisions.

City of Adelanto
Engineering &
Public Services
Caltrans
Enforcement
SS-2 Explore Automated Speed Safety
Cameras (AB 645)
Explore opportunities to participate in or align with California’s automated speed safety system pilot program (authorized under AB 645) and assess the legal feasibility of implementing automated speed enforcement in Adelanto. If state law and local policy allow, prioritize camera deployments on HIN corridors with documented speeding issues and pair any enforcement with transparent public communication and equitable fine structures.

City of Adelanto
Engineering &
Public Services
Caltrans
46 783

SAFETY ACTION PLAN
Strategy Recommendation Lead Agency Supporting
Partner(s)
Policy and Training
SS-3 Modernize Speed Limit Setting
and Training
Adopt a speed limit setting policy that emphasizes roadway context, land use, and vulnerable road users over the 85th percentile rule, and provide recurring training to engineering, planning, and enforcement staff on modern speed management practices.

City of Adelanto
Engineering &
Public Services
Internal
47 784

CITY OF ADELANTO
Post-Crash Care:

When crashes do occur, first
responders need quick access
to the scene.

After a crash, Adelanto and its partners can analyze data from the incident to better understand safety challenges and support system improvements. Recommendations to improve post-crash care can focus on data reporting and documentation and provide extra support to families affected by crashes.

Table 7. Post-Crash Care Recommendations
Strategy Recommendation Lead Agency Supporting
Partner(s)
Partnerships
PCC-1 Strengthen Post-Crash
Data-Sharing Partnerships
Convene partners such as law enforcement, fire/emergency medical services (EMS), hospitals, and public health to explore data-sharing agreements that improve the accuracy and timeliness of injury and crash data available for safety analysis and project development.

City of Adelanto
Engineering &
Public Services
San Bernardino County
Sheriff's Department;
Department of Public
Health; Inland Counties
Emergency Medical
Agency
PCC-2 Support Families Affected by
Traffic Crashes
Collaborate with advocacy groups and community organizations to develop a protocol for offering information, grief support resources, and engagement opportunities to families affected by traffic fatalities and serious injuries, while maintaining privacy and sensitivity.

City of Adelanto
Engineering &
Public Services
San Bernardino County
Sheriff's Department;
Department of Public
Health; Inland Counties
Emergency Medical
Agency
48 785
Chapter
5 IMPROVING

ADELANTO STREETS
786
49 CITY OF ADELANTO

INTRODUCTION
Improving Adelanto’s streets through physical
changes and improved design standards is
a vital piece of reducing traffic deaths and
serious injuries.

Crash data help identify trends and priority locations and indicate which types of improvements are likely to have the greatest impact on transportation safety. By examining the broader context of each crash on the top 16 HIN corridors, the City can better understand roadway conditions, potential contributing behaviors, and other factors such as land use or lighting that may have played a role. This information then informs the selection of safety countermeasures that are proven to address these conditions and reduce crash risk.
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This Safety Action Plan is an important first step for Adelanto in advancing its roadway safety goals. Reducing traffic deaths and serious injuries on City-managed roadways by 50% by 2035, with a long-term goal of zero, is achievable, but it requires collaboration and commitment from everyone in the Adelanto community. The following success stories show what is possible and can inspire and guide Adelanto’s roadway safety journey.

Phoenix, Arizona9
Phoenix is a large desert city that has faced significant roadway safety challenges related to wide arterials, high travel speeds, and a high number of nighttime pedestrian crashes. In response, the City launched its Vision Zero Road Safety Action Plan in 2022 and adopted a Safe System Approach centered on data-driven decision-making and High Injury Network prioritization. Phoenix has implemented a range of strategies to reduce speeds and crash severity, including signal modernization, enhanced pedestrian crossings, improved lighting, speed limit reduction campaign, and targeted enforcement on highrisk streets. The City has also institutionalized safety by integrating Vision Zero principles into capital planning and maintenance programs.

Over the past three years, Phoenix has tracked its Vision Zero progress annually. The City’s 2024 annual report shows a 13% decrease in fatal and serious injury crashes compared with the plan’s baseline five-year annual average, a 5% decrease in pedestrian fatal crashes, and a 25% decrease in crashes at signalized intersections.
9 City of Phoenix (October 2025). City of Phoenix 2024 Road Safety Action Plan Annual Report. https://www.phoenix.gov/content/dam/phoenix/streetssite/documents/ safety-resources/PHXRSAP_2024AnnualReport_Final_reduced%20(2).pdf.

Source: City of Phoenix
51 VISION ZERO SUCCESS STORIES
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CITY OF ADELANTO
Hoboken, New Jersey10
Hoboken is one of the few cities in the nation to achieve zero traffic deaths. After the City launched its Vision Zero initiative in 2019, it convened a task force and created a data-driven action plan that focused on safe roads, safe speeds, safe users, and safe vehicles.

Hoboken then implemented a host of engineering interventions, including high-visibility and raised crosswalks, curb extensions, daylighted intersections, and other traffic calming measures. The City also lowered speed limits to 20 miles per hour (mph) citywide and to 15 mph in school zones. These engineering and policy actions, combined with strong enforcement measures and other steps aimed at institutionalizing safety, have allowed Hoboken to achieve seven consecutive years without a traffic fatality, making it a national model for Vision Zero programs.
10 City of Hoboken. (January 31, 2024). “City of Hoboken reaches new Vision Zero milestone: Seven consecutive years without a traffic death.” https://www. hobokennj.gov/news/city-of-hoboken-reaches-new-vision-zero-milestoneseven-consecutive-years-without-a-traffic-death.

Source: City of Hoboken
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Madison, Wisconsin11
Madison has made significant progress with its Vision Zero program since adopting the policy in 2020. Since then, the City has worked to reduce speeds through initiatives like “20 is Plenty,” redesigned highrisk intersections, and prioritized improvements on its High Injury Network, including protected bike lanes, safer pedestrian crossings, and traffic calming measures. These engineering changes have been combined with enforcement and public education efforts as part of a Safe System Approach, which recognizes that crashes will happen but designs streets to minimize the risk of death or serious injury.

This comprehensive strategy has helped Madison achieve a 29% drop in its killed or seriously injured (KSI) crash rate from 2020 to 2023 and a 58% reduction in traffic fatalities by 2024 compared to 2020.

Citywide speed limit reductions along with systemic infrastructure improvements are seen as key elements of Madison’s success. 11 Smith, T. (August 5, 2025). “Celebrating Vision Zero successes: Small wins, big impact.” Vision Zero Network. https://visionzeronetwork.org/small-wins-big-impact/.

Source: City of Madison
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54 CITY OF ADELANTO
The Safety Countermeasure Toolbox is a practical guide for applying a set of evidence-based engineering strategies aligned with the Safe System Approach to address identified concerns. Safety countermeasures are key tools for achieving near-term progress toward Adelanto’s roadway safety goals. Many can be implemented quickly using pilot or “quick build” materials, while others can be integrated into long-term capital projects to deliver lasting benefits.

ADELANTO’S SAFETY

COUNTERMEASURE TOOLBOX
12 Ederer, D.J., Panik, R.T., Botchwey, N., Watkins, K. 2023. “The Safe Systems Pyramid:

A new framework for traffic safety.” Transportation Research Interdisciplinary Perspectives, Volume 21, 2023. https://doi.org/10.1016/j.trip.2023.100905. 13 Hopwood, C., Little, K., Gaines, D. 2024. Safe Systems Roadway Design Hierarchy.

FHWA, report FHWA-SA-22-069, https://highways.dot.gov/sites/fhwa.dot.gov/ files/2024-01/Safe_System_Roadway_Design_Hierarchy.pdf.

The toolbox was developed using the Safe System Approach, incorporating elements of the Safe System Pyramid12 and the FHWA Safe System Roadway Design Hierarchy.13 It also reflects the principles of contextual design outlined by Caltrans in Design Information Bulletin 94, Contextual Design Guidance.
14 In addition, the project team reviewed
case studies from rural and suburban communities with similar conditions and included countermeasures that address collision patterns comparable to those observed in Adelanto.

While project-specific effectiveness calculations are not included at this stage, detailed crash reduction factors (CRFs/CMFs) for these treatments are available through resources such as the FHWA CMF Clearinghouse and Caltrans Local Road Safety Manual, and can be applied in future phases to support cost-benefit analysis and grant applications.
14 Caltrans. 2024. Design Information Bulletin-94: Contextual Design Guidance. https://dot.ca.gov/-/media/dot-media/programs/design/documents/dib-94- 010224-a11y.pdf.
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SAFETY ACTION PLAN 55
A total of 69 countermeasures were identified for Adelanto.

A complete list and description of all countermeasures can be found in Appendix E: Safety Countermeasure Toolbox. These countermeasures are organized into four categories based on the adapted Safe System Roadway Design Hierarchy, providing a balanced framework that prioritizes conflict reduction, effective speed management, and a more predictable environment for all roadway users. The hierarchy is organized into a ranked list:

DEMAND MANAGEMENT
Countermeasures under this category aim to reduce crash severities through land use, access management, and
mode shift strategies.

SPEED MANAGEMENT
To reduce speeds, these countermeasures support the
design and operation of streets that encourage safe and context-appropriate vehicle speeds.

CONFLICT MANAGEMENT
These countermeasures use design and operational
measures to separate vulnerable road users and vehicles in time and space to help avoid severe conflicts.

IMPROVE REDUNDANCY
These countermeasures give road users the information
and options they need to make safer choices. They may
include improved signage, wayfinding, or route design that offers safe alternatives and reduces exposure to potential crash risk.
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56 CITY OF ADELANTO

COLLISION PROFILES AND RECOMMENDED

SAFETY IMPROVEMENTS
Following the development of the HIN in Chapter 2, a detailed analysis of crash characteristics was conducted for the top 16 HIN corridors. This analysis examined contributing circumstances, crash types, roadway geometry, speed limits, number of lanes, intersection control, lighting conditions, and surrounding land use. These corridorlevel collision profiles identify the roadway conditions and behavioral patterns associated with a large share of fatal and serious injury crashes in Adelanto. In addition to evaluating each corridor as a whole, specific intersections and roadway segments were reviewed to capture localized design features that may contribute to crash risk.

This systemic understanding of where and how crashes occur along the HIN corridors informs the selection of safety improvements from the Safety Countermeasure Toolbox. Recommended countermeasures are tailored to address documented crash types and risk factors while aligning with the Safe System Approach.

In addition to addressing crash patterns from the past seven years, this plan takes a proactive approach by recommending safety treatments that reflect anticipated growth and changing travel patterns based on zoning and development trends in Adelanto. As safety conditions improve, walking and bicycling activity is expected to increase. Providing connected and protected pedestrian and bicycle facilities along high-risk corridors reduces exposure to severe crashes and supports long-term safety outcomes.

Recommended countermeasures are focused on addressing identified rick factors, including speed, visibility, and pedestrian exposure.

Table 8 presents 10 of the most common and broadly applicable countermeasures for the top 16 HIN corridors, organized into the four categories of the adapted Safe System Roadway Design Hierarchy. 793

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Table 8. High Profile Countermeasures for the Top 16 HIN Corridors Hierarchy Countermeasure Description Visual Example
Demand Management
Bus Shelter
with Seating
Enhances comfort, visibility, and accessibility at bus
stops to reduce barriers to transit use.

Speed Management
Roundabout or
Traffic Circle
A circle intersection design reduces vehicle speeds and conflict points at intersections while improving traffic flow and safety for all road users.

Curb Extension or
Truck Apron
Extensions of the sidewalk past the existing curb to
shorten crossing distances and make people outside of
cars more visible to drivers.

Road Diet
Reconfigures travel lanes to calm traffic, improve safety, and create space for multimodal improvements or
medians.
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Hierarchy Countermeasure Description Visual Example
Separate in Space and Time
Sidewalk or
Shared-Use Path
Creates a dedicated, accessible space for people walking and biking, separated from vehicle traffic to improve
safety and comfort.

High-Visibility
Crosswalk
Enhances pedestrian visibility at crossings through bold pavement markings, improving driver awareness and
yielding behavior.

Leading Pedestrian or
Bike Interval (LPI/LBI)
Gives people walking or biking a head start at signalized intersections, increasing visibility and reducing conflicts with turning vehicles.

Improve Redundancy
Wider Edge Lines
Visually narrows the travel way to encourage lower
vehicle speeds and creates a buffer between vehicles
and roadside users.

Lighting
Improves nighttime visibility for all road users,
particularly people walking and biking, reducing the risk of severe crashes after dark.

Speed Feedback Signs Displays a driver’s current speed to raise awareness and encourage speed reduction.
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High Injury Network Top HIN Corridors (16)

EXAMPLE DEMONSTRATION PROJECTS

JONATHAN STREET NEAR

BROCKMAN AVENUE

SENECA ROAD

NEAR PALM STREET
US 395 NEAR PALMDALE ROAD
(requires Caltrans coordination)
Safety
Index Ranking
59 EXAMPLE PROJECT LOCATIONS
To initiate implementation of this Safety Action Plan, the City identified three example project locations from the top 16 HIN corridors:
• Jonathan Street near Brockman Avenue
• Seneca Road near Palm Street
• US 395 near Palmdale Road (requires Caltrans coordination) These locations were selected as examples based on crash patterns, their role within the HIN, and their importance to the surrounding community. Each example location reflects conditions where focused safety investments can meaningfully reduce risk for people walking, biking, driving, and using transit:
• Jonathan Street near Brockman Avenue serves nearby
neighborhoods and schools, making it an important area for improvements that support student and pedestrian safety. • Seneca Road near Palm Street represents a residential corridor where targeted traffic calming and pedestrian safety enhancements can improve neighborhood travel conditions. • US 395 near Palmdale Road is a major regional corridor with a history of severe crashes and will require coordination with regional partners to advance safety improvements.
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60 CITY OF ADELANTO
These three locations serve as example locations drawn from within the top 16 identified corridors. While they illustrate potential nearterm project opportunities, improvements across other HIN corridors may also move forward as opportunities arise.

It is important to note that the implementation timeline does not necessarily apply uniformly to all recommended safety improvement projects. For example, lower-cost and quicker-to-implement treatments such as high-visibility crosswalk striping may be advanced on other HIN corridors earlier than more complex improvements, such as roundabouts, at the Example Project Locations. This flexible approach allows the City to deliver near-term safety benefits while planning for longer-term capital investments.

This plan uses these example project locations to demonstrate how safety improvement projects are applied to the HIN using the Safety Countermeasure Toolbox.
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EXAMPLE PROJECT

LOCATION

RECOMMENDATIONS
Jonathan Street Near
Brockman Avenue

EXISTING CONDITIONS AND OPPORTUNITIES
Jonathan Street near Brockman Avenue is a two-lane local street with a posted speed limit of 25 mph. Crash data show several serious crashes, including one involving a person walking. Most crashes occured at or near intersections. The most common crash types are sideswipe and head-on crashes. Reports also show issues such as drivers traveling on the wrong side of the road or failing to yield the right-of-way. Because this corridor is close to schools and neighborhoods, people walking and biking are present, which increases the need for safer street design.

The recommended improvements are designed to respond to these conditions. High-visibility crosswalks, Americans with Disabilities Act (ADA) curb ramps, and raised or mini roundabouts can help slow vehicles and make crossings easier to see. Speed feedback signs and better stop sign visibility can remind drivers to slow down and pay attention. Curb extensions and intersection upgrades can shorten crossing distances and better define where vehicles should travel.

Together, these improvements help address the types of crashes that have occurred and create safer conditions for students, residents, and everyone who uses the corridor.

Corridor Profile
Minor
Injury
Possible
Injury
Contributing Circumstances
Collisions at Intersections
Crash Types (Top 5 most common)
Automobile
Right-of-Way
Traffic Signals
and Signs
Unknown
0 2 4 6 8
Wrong Side
of Road
Total Collisions
2 1
1 1
62 JONATHAN STREET NEAR BROCKMAN AVENUE
Collisions on Corridor
Number of Collisions by Severity Corridor Context
Fatality Serious
Injury
Total Collisions
0 0
1 2
2 2
Ped Collisions Vehicle Collisions
2 2
1 Functional Class Highway
Zoning Class Commercial
Number of Lanes 6
Speed Limit 65
Severity Index 43

60.0% 40.0%
At Intersection
Not at Intersection
Head On
Sideswipe
Not Stated
Collisions (%)
0% 20% 40% 60%
All
Collisions
in Region
Collisions
on This
Corridor
Data notes: Collisions from the TIMS database, snapped to nearest corridor (2019-2023). Weighted index is the sum of weighted collisions divided by the corridor length in miles.
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0 0.03 0.06 MILES
Spot Recommendations /
Recomendaciones de Lugares
Curb extensions and modifications
Extensiones y modificaciones de acera
Intersection signing and marking improvements
Mejoras en la señalización y el marcado de la intersección Pedestrian crossing treatments
Tratamientos de cruce peatonal
Raised crossings or intersections
Pasos de peatones o intersecciones elevados
Roundabout
Rotonda
Speed feedback signs
Señales indicadoras de velocidad
• Mini roundabout.
• Mini rotonda.
• Mini roundabout.
• Mini rotonda.
• Raised intersection.
• Intersección elevada.
• Raised intersection.
• Intersección elevada.
• High-visibility crosswalk (across Jonathan Street).
• ADA curb ramps on all corners.
• Cruce peatonal de alta visibilidad
(sobre Jonathan Street).
• Rampas de acera ADA en todas las esquinas.
• Speed feedback sign approaching the
school crossing.
• Señales indicadoras de velocidad al
aproximarse a la escuela.
• Stop sign and stop bar visibility improvements.
• Mejoras en la visibilidad de señales de alto y
líneas de alto.
• Curb extensions on all corners
(short-term improvement).
• Extensiones de acera en todas las esquinas
(mejora a corto plazo).
• High-visibility crosswalk (across Jonathan Street).
• ADA curb ramps on all corners.
• Cruce peatonal de alta visibilidad
(sobre Jonathan Street).
• Rampas de acera ADA en todas las esquinas.
• High-visibility crosswalk (across Jonathan Street).
• ADA curb ramps on all corners.
• Cruce peatonal de alta visibilidad
(sobre Jonathan Street).
• Rampas de acera ADA en todas las esquinas.

BARTLETT AVE BARTLETT AVE

HARDY AVE

BROCKMAN AVE

LEE AVE

SPRUCE ST
Corridor and Location-Specific Recommendations
Countermeasure Recommendation
Lighting
Pedestrianscale lighting
Sidewalk /
Shared-use
Path
Sidewalk on east
side of street;
shared-use path as
a long-term option
Speed
humps
Speedhumps;
centerline markings
removal
Lateral shift
or chicane
Chicanes
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CITY OF ADELANTO
Seneca Road Near Palm Street

EXISTING CONDITIONS AND OPPORTUNITIES
Seneca Road near Palm Street is a five-lane minor arterial in a single family residential area with a posted speed limit of 35 mph. Crash data show nine vehicle collisions and two bicycle collisions along this segment, with no fatal or serious injury crashes recorded. Most crashes resulted in possible or minor injuries. Most crashes occurred at intersections. The most common contributing factors include traffic signal and sign violations, unsafe speed, and right-of-way violations. The most common crash type shown is broadside collisions.

The recommended improvements respond to these conditions.

Raised crosswalks, high-visibility crosswalk markings, advance yield markings, and pedestrian flashing beacons are proposed to improve visibility and reduce conflicts at crossings. A single-lane roundabout and raised intersection treatments are intended to slow vehicles and reduce the likelihood of angle crashes. Curb extensions on all corners shorten crossing distances and improve sight lines. Speed feedback signs support speed awareness along the corridor. Transit-related improvements, including bus shelters and bus bulbs within existing parking lanes, help organize stopping activity and reduce unexpected vehicle movements.

Together, these improvements focus on intersection safety, speed management, and clearer right-of-way expectations.

Corridor Profile
Fatality Serious
Injury
Crash Types
64 SENECA ROAD NEAR PALM STREET
Collisions on Corridor
Number of Collisions by Severity Corridor Context
Functional Class Minor Arterial
Zoning Class Single Family
Residential
Number of Lanes 5
Speed Limit 35
Severity Index 22
Total Collisions
0 2
4 6
8 Bike Collisions Vehicle Collisions
7 Minor
Injury
Possible
Injury
1 Contributing Circumstances
Collisions at Intersections
Unsafe Speed
Unknown
Automobile
Right-of-Way
Improper
Turning
0 2 4 6 8 10
Traffic Signals
and Signs
Total Collisions
4 2
2 2
1 54.5%

36.4%
At Intersection
Not at Intersection
Unknown

9.1%
Hit Object
Overturned
Broadside
Collisions (%)
0% 20% 40% 60%
All
Collisions
in Region
Collisions
on This
Corridor
Data notes: Collisions from the TIMS database, snapped to nearest corridor (2019-2023). Weighted index is the sum of weighted collisions divided by the corridor length in miles.
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SAFETY ACTION PLAN
• Single-lane roundabout.
• Glorieta de un solo carril.
• Raised crosswalks on all legs.
• Cruces peatonales elevados en todos los accesos.
0 0.06 0.11 MILES
• Bus shelter.
• Bus bulb (within existing parking lane).
• Parada de autobús con refugio.
• Extensión de acera para autobús
(dentro del carril de estacionamiento existente).
• Bus shelter.
• Bus bulb (within existing parking lane).
• Parada de autobús con refugio.
• Extensión de acera para autobús
(dentro del carril de estacionamiento existente).
• Bus shelter.
• Bus bulb (within existing parking lane).
• Parada de autobús con refugio.
• Extensión de acera para autobús
(dentro del carril de estacionamiento existente).
• High-visibility crosswalks on all legs.
• Advance yield markings and pedestrian flashing beacons (east and west legs).
• Cruces peatonales de alta visibilidad (todos los accesos). • Marcas de ceda el paso adelantadas y balizas peatonales intermitentes (accesos este y oeste).
• Curb extensions on all corners.
• Extensiones de acera en todas
las esquinasa.
• Speed feedback sign.
• Señales indicadoras de velocidad.
• Pedestrian flashing beacons, median refuge islands, and yield line markings (across Seneca Road).
• Balizas peatonales intermitentes, islas de refugio en la mediana y marcas de ceda el paso (a lo largo de Seneca Road).

LILAC RD

BELLFLOWER ST

PALM ST

DELICIOUS ST

EVEREST ST

VILLA ST

BEGONIA RD
• Curb extensions on all corners
(short-term improvement).
• Extensiones de acera en todas las esquinas
(mejora a corto plazo).

Spot Recommendations /
Recomendaciones de Lugares
Curb extensions and modifications
Extensiones y modificaciones de acera
Pedestrian crossing treatments
Tratamientos de cruce peatonal
Raised crossings or intersections
Pasos de peatones o intersecciones elevados
Roundabout
Rotonda
Speed feedback signs
Señales indicadoras de velocidad
Transit stop improvements
Mejoras en las paradas de transporte público
Corridor and Location-Specific Recommendations
Countermeasure Recommendation
Lighting Street lighting
Pinch points
and chokers
Pinch points or
chokers in the
parking lane
Lane
narrowing
Travel lane
narrowing to 11 feet
and parking removal
Bike lane
Separated or
buffered bike lanes;
shared-use path as a
long-term option
Road diet Road diet
Sidewalk Sidewalk gap closure
Detailed collision profiles for all 16 corridors, and the corresponding recommended safety improvements, are provided in Appendix F: Collision Profiles and Recommended Safety Improvements.
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US 395 near Palmdale Road (CA-18)

EXISTING CONDITIONS AND OPPORTUNITIES
US 395 near Palmdale Road is a six-lane roadway in a commercial area with a posted speed limit of 65 mph. Crash data show 12 vehicle collisions and one pedestrian collision along this segment, including three crashes that resulted in fatal or serious injury. Most crashes occurred away from intersections, though a substantial share also occurred at intersections. The most common contributing factors include traffic signal violations, unsafe speed, and improper turning.

The most common crash types include broadside and rear-end collisions.

The recommended improvements respond directly to these conditions.

Proposed signal timing adjustments, including changes to yellow and all-red clearance intervals and pedestrian head start phases, are intended to address signal-related and turning crashes.

High-visibility crosswalks on multiple legs and pedestrian refuge islands aim to improve crossing visibility and reduce exposure distance for people walking. Restrictions such as no right turn on red at key locations respond to documented signal and turning conflicts.

Additional measures, including reflective backplates, added signal heads, lighting improvements, wider edge lines, raised medians, and protected intersection elements, are designed to improve driver awareness, manage speeds, and reduce conflict points. Together, these improvements focus on addressing the crash patterns identified in the data while supporting safer travel along this high-speed corridor.

Contributing Circumstances
Unsafe Speed Crash Types
Improper
Turning
Improper
Passing
Automobile
Right-of-way
66 2 4 6 8
Functional Class Highway
Zoning Class Commercial
Number of Lanes 6
Speed Limit 65
Severity Index 43
Corridor Profile US 395 NEAR PALMDALE ROAD
Collisions on Corridor
Number of Collisions by Severity Corridor Context Total Collisions 0 0 10
2 4
6 8
10 Collisions at Intersections
Ped Collisions
Traffic Signals
and Signs
Sideswipe
Vehicle/
Pedestrian
Head-On
Rear End
Broadside
Total Collisions
Collisions (%)
Vehicle Collisions
All
Collisions
in Region
Collisions
on This
Corridor

7.7% 38.5%

53.8%
At Intersection
Not at Intersection
Unknown
4 3
2 1
1 0% 20% 40%
Data notes: Collisions from the TIMS database, snapped to nearest corridor (2019-2023). Weighted index is the sum of weighted collisions divided by the corridor length in miles.
9 Fatality Serious
Injury
Possible
Injury
Minor
Injury
1 2
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Corridor and Location-Specific Recommendations
0 0.06 0.12 MILES
Spot Recommendations /
Recomendaciones de Lugares
Curb extensions and modifications
Extensiones y modificaciones de acera
Pedestrian crossing treatments
Tratamientos de cruce peatonal
Protected intersection
Intersección protegida
Signal timing and operations improvements
Mejoras en la temporización y operación de semáforos
Signal visibility and signage improvements
Mejoras en la visibilidad de los semáforos y la señalización Transit stop improvements
Mejoras en las paradas de transporte público
• High-visibility crosswalk on east leg.
• Cruce peatonal de alta visibilidad en el acceso este. • Reflective backplates on existing traffic signals.
• Additional signal heads.
• Placas reflectantes en los semáforos existentes.
• Cabezales de semáforo adicionales.
• Signal timing adjustments for yellow and all-red clearance. • No right turn on red (Crossroad Way onto U.S. 395).
• Pedestrian head start signal.
• Ajustes en la temporización de los semáforos para la fase amarilla y el tiempo de despeje en rojo completo.
• Prohibido girar a la derecha con luz roja (de Crossroad Way hacia la U.S. 395).
• Fase peatonal anticipada en los semáforos.
• Signal timing adjustments for yellow and all-red clearance. • No right turn on red (all directions).
• Pedestrian head start signal.
• Ajustes en la temporización de los semáforos para la fase amarilla y el tiempo de despeje en rojo total.
• Prohibido girar a la derecha con luz roja (todas las direcciones). • Fase peatonal anticipada en los semáforos.
• Pedestrian refuge islands on north and south legs.
• Restriping at intersection approaches.
• High-visibility crosswalks on all legs.
• Islas de refugio peatonal en los accesos norte y sur. • Reposicionamiento de la señalización horizontal en los accesos a la intersección.
• Cruces peatonales de alta visibilidad en todos los accesos. • Reflective backplates on existing traffic signals.
• Placas reflectantes en los semáforos existentes.
• Protected intersection.
• Intersección protegida.
• High-visibility crosswalk on north leg.
• Cruce peatonal de alta visibilidad en el acceso norte. • Truck aprons on southeast and southwest corners.
• Hardened truck apron on northeast corner.
• Plataformas para camiones en las esquinas sureste
y suroeste.
• Plataforma reforzada para camiones en la esquina noreste. • Bus shelter.
• Parada de autobús con refugio.
• No right turn on red.
• No girar a la derecha con luz roja.

PALMDALE RD

BEGONIA RD

CROSSROAD WAY

SENECA RD

PEARMAIN ST
Countermeasure Recommendation
Lighting
Street lighting and
pedestrian-scale
lighting
Raised
median
Raised median
Wider edge
lines Wider edge lines
Bike lane
Separated or
buffered bike lanes;
shared-use path as a
long-term option
Sidewalk /
Shared-use
Path
Sidewalks or a
shared-use path
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Chapter
6 TRANSPARENT

IMPLEMENTATION
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69 CITY OF ADELANTO

ACHIEVING VISION ZERO
This Safety Action Plan is Adelanto’s commitment to policy and cultural change that will reduce traffic deaths and serious injuries on Citymanaged roadways by 50% by 2035, with a long-term goal of zero.

Achieving this goal will require a concerted effort by everyone in the Adelanto community.

A cornerstone of implementing this action plan is transparency, and that begins with a clear understanding of our top priorities and projects. This part of the plan provides an overview of This part of the plan provides an overview of Adelanto’s foundational policy and programmatic recommendations along with approaches for advancing safety on Adelanto’s most dangerous roadways. It also outlines funding opportunities and the City’s commitment to transparency and accountability throughout the implementation process.

Additional details on Adelanto’s immediate actions and priority projects, along with transparent performance measures and reporting frameworks, are provided in Appendix G: Transparency and Implementation Memorandum.
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FOUNDATIONAL POLICY AND

PROGRAMMATIC RECOMMENDATIONS
Achieving roadway safety goals on Adelanto’s roadways requires dedication and commitment from City departments, outside partners, and people who live, work, visit, and travel in Adelanto. Chapter 4 outlined policy and programmatic recommendations that will incrementally guide a cultural shift toward safer roads. However, every journey begins with a few critical first steps. These six foundational policy and programmatic recommendations have been identified to outline the immediate steps Adelanto can take to begin its roadway safety journey:

SP&C-1 Caltrans Coordination for US 395 Safety
SP&C-2 Designate Safety Performance Lead and Reporting
SP&C-5 Coordinate Safe Routes to School Efforts
SP&C-9 Maintain a Rolling Safety Project Readiness List SP&C-10 Integrate Safety into CIP and Maintenance Programs SS-1 Adopt Context-Sensitive Speed Management Design
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PROJECT IMPLEMENTATION STRATEGIES
Implementing safety improvement projects is a core component of Adelanto’s roadway safety effort. The following project implementation strategies form the foundation for advancing priority actions and projects on Adelanto’s roadways. These strategies are not sequential and are intended to be used in combination, allowing multiple safety initiatives to move forward at the same time based on opportunity, readiness, funding availability, and community needs.

The following three project implementation strategies reflect the range of project scales, costs, and delivery timelines anticipated under this Safety Action Plan. While the example project locations identified in the previous chapter illustrate how projects may be implemented, these project implementation strategies provide additional general guidance for advancing safety improvements on other HIN corridors and on additional roadways throughout the city.

Quick Build Projects
Quick build projects can be implemented more rapidly and at a lower cost than other projects. They typically include operational improvements such as leading pedestrian intervals and adjustments to yellow change or all-red clearance intervals, as well as signage and striping enhancements like high-visibility crosswalks and lane narrowing through striping. Other capital improvement countermeasures that typically require more time and funding can also be delivered through quick build approaches, such as curb extensions, temporary sidewalks, and medians. These projects not only provide interim safer infrastructure in the near term but also serve as proof of concept to support future funding applications for permanent installations. Quick build projects may occur on any part of Adelanto’s roadway network, particularly in locations where they can meaningfully improve safety based on their associated crash modification factors.
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Capital Projects
Capital projects are typically larger-scale improvements that require advanced design, community engagement, coordination, and permitting. These projects take longer to deliver than quick build projects and require greater financial and staff resources. Capital projects may include intersection improvements, advanced pedestrian traffic control, lighting improvements, traffic calming measures, and transit access enhancements.

Transformative Projects
Transformative projects are comprehensive, long-term investments that fundamentally reshape corridors or networks to achieve substantial and lasting safety outcomes. Due to the significant impact and cost, these projects will require increased agency coordination, time for design, public engagement, permitting, right-of-way acquisitions, and construction.

Transformative projects may include early implementation of quick build or capital elements to address urgent safety concerns while long-term design and funding are pursued. These projects are the best opportunity to leverage federal funding, which will require an early effort on the design, permitting, and acquisition activities that will make a large grant application more competitive.
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FUNDING OPPORTUNITIES
Federal and State Funding Sources

ACTIVE TRANSPORTATION PROGRAM (ATP)
California’s ATP consolidates several federal and state funding sources into a single program that supports walking, biking, and SRTS projects.

Eligible projects include sidewalks, bikeways, crossings, traffic calming near schools, and non-infrastructure programs such as safety education and encouragement activities. Funds are awarded through statewide and regional competitive cycles and are administered by the California Transportation Commission with support from Caltrans.

CALIFORNIA OFFICE OF TRAFFIC SAFETY (OTS)
OTS funds non-infrastructure transportation safety programs that target behavioral risk factors such as speeding, impaired driving, distracted driving, school-zone safety, and pedestrian and bicyclist awareness. These grants can support campaigns targeted enforcement operations, driver education, community outreach, and cross-agency data collection efforts.

CALTRANS SUSTAINABLE TRANSPORTATION PLANNING GRANTS
These grants fund planning efforts that advance safe, multimodal transportation networks. They can be used for corridor design studies, conceptual alternatives analysis, Complete Streets plans, multimodal network studies, and climate-focused mobility planning. For Adelanto, these grants may be particularly well suited for developing stateowned corridors where partnership with Caltrans will be required.

CONGESTION MITIGATION AND AIR QUALITY IMPROVEMENT

PROGRAM (CMAQ)
CMAQ funds transportation projects that reduce vehicle emissions in areas that do not meet federal air quality standards. California implementing statutes authorize San Bernardino County
Transportation Authority (SBCTA) to select and program CMAQ projects with input from SCAG, Caltrans, and air quality districts.

Funds are distributed based upon a formula that considers population by county and the severity of its ozone and carbon monoxide air quality problems within the non-attainment or maintenance area.

CMAQ eligibility is conditional upon analyses showing that the project will reduce emissions of criteria pollutants. Activities typically eligible for CMAQ funding include transit improvements, travel demand management strategies, traffic flow improvements such as signal synchronization, and public fleet conversions to cleaner fuels. 74 811

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HIGHWAY SAFETY IMPROVEMENT PROGRAM (HSIP)
HSIP is a federal safety program managed in California by Caltrans.

It funds projects that reduce fatalities and serious injuries on public roadways. Eligible projects include intersection safety improvements, speed management measures, lighting, and SRTS treatments where crash history or systemic risk can be measured and documented.

SAFE STREETS AND ROADS FOR ALL (SS4A)
The federal SS4A program, created under the Infrastructure Investment and Jobs Act, provides grants to help local agencies develop and implement Safety Action Plans that reduce roadway deaths and serious injuries. Adelanto is already using SS4A funding to develop this Safety Action Plan and can pursue future SS4A implementation grants to build high-priority safety projects identified in the plan.

SURFACE TRANSPORTATION BLOCK GRANT PROGRAM (STBG)
STBG provides flexible federal funding for a wide range of transportation projects, including road rehabilitation, safety improvements, transit, and bicycle and pedestrian facilities. In San Bernardino County, these funds (sometimes referred to as Surface Transportation Program or STP funds) are programmed by the SBCTA and can be used to deliver multimodal safety projects on Adelanto’s local streets.

TRANSPORTATION DEVELOPMENT ACT (TDA)
California’s TDA provides State Transit Assistance and Local Transportation Fund revenues that can be used for transit operations, paratransit, and in some cases pedestrian and bicycle projects that provide access to transit. These funds are administered regionally and can support Safe Routes to Transit and complementary SRTS improvements.
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CITY OF ADELANTO
Regional and Local Funding Sources

CITY OF ADELANTO FUNDS AND PARTNERSHIPS
Local sources such as the City’s capital improvement budget, development impact fees, and partnerships with school districts and community organizations can also help implement SS4A projects.

ADELANTO MEASURE R
Adelanto Measure R is a local business license tax that provides funding for public services, including transportation-related needs.

For safety implementation, Measure R can support upkeep such as asphalt repair that improves crosswalk visibility, sidewalk repair in areas with surface deterioration, and enhanced traffic enforcement.

SAN BERNARDINO COUNTY MEASURE I
Measure I is San Bernardino County’s half-cent sales tax dedicated to transportation improvements. Revenues are administered by SBCTA and returned to cities and the County for local streets and roads, traffic safety, public transit, and pedestrian and bicycle projects. The City of Adelanto already uses Measure I funds to improve critical street, road and transit projects (Measure I projects in Adelanto).

TRANSPARENCY AND

MEASURING SUCCESS
Maintaining transparency is a core element of implementing this Safety Action Plan. Years of worsening crash rates have eroded the public’s trust in the systems and agencies that plan and implement transportation infrastructure. It is clear that Adelanto community members want to see change. To build trust, it is critical to match the recommendations presented in this action plan with swift action to implement safety projects.

OUR COMMITMENT TO TRANSPARENCY
• Communicate specific agencies involved in roadway safety efforts and their roles and responsibilities
• Show how and where SS4A funding is being allocated
• Provide timely updates to the public on progress toward roadway safety goals and strategies
• Maintain publicly available and accessible crash data • Document and demonstrate the role of public input in safety planning and programming
• Institutionalize an oversight committee, such as through a permanent Safety Task Force
Additional progress report measures can be found in Appendix G:

Transparency and Implementation Memorandum.
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Appendix
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77 APPENDIX A
Alta Planning + Design, Inc. 1 City of Adelanto, CA
From: Alta Planning + Design
To: City of Adelanto
Date: January 7, 2026
Re: Appendix A: Safety Analysis Memorandum
Crash Analysis
Purpose
As part of the Safety Analysis, Alta prepared this crash analysis summary to understand crash trends in Adelanto. A thorough consideration of crash trends can highlight types of crashes and conditions that are particularly problematic, with the aim of eliminating all traffic injuries in the future. Alta downloaded crash data from the Transportation Injury Mapping System (TIMS), a database maintained by the Safe Transportation Research & Education Center (SafeTREC) at the University of California Berkeley mapping injury-causing crashes only. Crash data was collected for all crashes of any mode reported within Adelanto city limits between 2017 and June 2024, providing seven and a half years of complete data. Alta performed crash tabulations on the data provided in TIMS, which included variables such as the time, day, lighting conditions, primary cause of crashes and other information reported at the crash site. These findings inform the Risk Factor Analysis.

Crash Data Summary
Between 2017 and 2024, 396 injury-causing crashes were reported, 70 of which involved a fatality or serious injury. In total, 23 people were killed and 599 people were injured.

From this data, the project team arrived at the following findings:
• Over half of crashes (53%) occurred at intersections and about a third of those occurred at an intersection along US 395.
• Half of all injury crashes occurred in daylight conditions and one out of eight crashes occurred in dark conditions without streetlights.
• When only looking at crashes involving bicyclists and pedestrians, nearly 70% of crashes occurred during twilight or in dark conditions.
• Crashes occurred more often in the afternoon and evening with the most occurring during the 5-6 pm (7%) and 8-9 pm (8%) hours.
• The most common primary causes of crashes were unsafe speeds (25%). The second most common was “traffic signals and signs” (16%), which we take to refer to drivers disregarding signals or signs. While one 815
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source interpreted this category as signals or signs that were inadequate or malfunctioning, a separate attribute in TIMS data says that most of these crashes occurred where signals were functioning.1 Severity by Year
Figure 1 shows the number and severity of crashes by year.

Figure 1 Crash Severity by Year. 2024 includes only the first half of the year.

Looking at year over year trends, there has been downward trend in crashes since 2021, with a significant drop in 2023.
2 Fatal crashes peaked in 2021 but have since decreased while the number of suspected serious injuries, which can have life-altering impacts, increased in 2024 but was trending lower in 2024. Crashes involving suspected minor injuries or possible injuries have fluctuated the most and account for most crashes each year.

Pedestrians were involved in 30 crashes and bicyclists were involved in 16 crashes during the study period. Figure 2 and Figure 3 show the severity of crashes for pedestrian-involved and bicyclist-involved crashes, respectively.

Pedestrian-involved crashes tended to be more severe with two out of five resulting in a fatality or serious injury.

There were no fatalities in bicyclist-involved crashes and only 13% of crashes resulted in a serious injury. 1 San Bernardino County, San Bernardino County Local Roadway Safety Plan, https://www.sbpl.org/DocumentCenter/View/3134/SanBernardino-LRSP---Appendix-D---PCF-Glossary-PDF?bidId= (accessed Feb. 28, 2025). 2 TIMS data for 2023 is still considered provisional, so some crashes may not have been yet reported. 3 2 2 2 5 3 1 2
3 7 5 7
7 7 11
3 9
16 19
25 25 32
15 10
22 24
42 21
29 19
15 3
0 10
20 30
40 50
60 70
80 2017 2018 2019 2020 2021 2022 2023 2024
Crash Severity by Year (n = 396)
Possible Injury
Suspected Minor Injury
Suspected Serious Injury
Fatal Injury
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Figure 2. Severity of Pedestrian-Involved Crashes
Figure 3. Severity of Bicyclist-Involved Crashes
Key Trends
The project team analyzed crash data to identify key trends based on the attributes available. These included whether the crash occurred at an intersection, the lighting conditions, the time of day, and the primary cause of the crash.

Intersections
Of all crashes, about 53% occurred within an intersection, as shown in Figure 4. Out of intersection crashes, about 43% occurred at intersections with at least one state highway and roughly 32% occurred at an intersection along US 395, the main roadway transversing the city.
26%
17%
27%
30%
Severity of Pedestrian-Involved Crashes (n=30)
Fatal Injury
Suspected Serious Injury
Suspected Minor Injury
Possible Injury
13%
56%
31%
Severity of Bicyclist-Involved Crashes (n=16)
Suspected Serious Injury
Suspected Minor Injury
Possible Injury
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Figure 4. Intersection vs Non-Intersection Crashes
Lighting Conditions
As shown in Figure 5, slightly over half of all crashes occurred in daylight conditions and about 13% of crashes occurred during twilight hours (dusk or dawn). About 32% of crashes occurred in dark conditions with most of them (28% of all crashes) occurring in an area without streetlights. Crashes in dark conditions without street lights were slightly concentrated on rural segments of US 395 and Palmdale Road. There was also a significant cluster of these crashes on Air Expressway between US 395 and Adelanto Road. In two nighttime crashes, there was a non-functional streetlight.
53%
45%
2%
Intersection vs Non-Intersection Crashes
(n=396)
Intersection
Not at Intersection
Not Stated
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Figure 5. Crashes by Lighting Conditions
When only looking at crashes involving bicyclists and pedestrians, 69% of crashes occurred during twilight or in dark conditions as shown in Figure 6.
54%
4%
28%
13%
1% 0%
Crashes by Lighting Condition (n=396)
Daylight Dark - Street Lights
Dark - No Street Lights Dusk/Dawn
Dark - Street Lights Not Functioning Not Stated
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Figure 6. Lighting Conditions of Pedestrian and Bicyclist-Involved Crashes Time of Day
Crashes occurred more often in the afternoon and evening hours, but there are three noticeable peaks throughout the day. Figure 7 shows the distribution of crashes over the course of the day. The highest peak is during the 8pm hour, followed closely by the 5pm hour, corresponding to the traditional evening rush hour. The third highest peak is during the lunch hour at 12pm. Crash data was then compared to trip start times from Replica Places, shown in Figure

8. Unlike the crash data, trip volumes have just two peaks throughout the day, at 7 am and 3pm, decreasing steadily after that. A high proportion of crashes are happening in the overnight hours where trip volumes are very low, which may be related to poor lighting conditions, distractions, or other causes. It is also interesting that crashes increase in the 12pm and 8pm hours, when trip volumes dip. This comparison shows that hourly variations in crashes are not merely due to higher volumes of cars on the road; there are other factors causing crashes to spike at certain hours. 31%
2%
30%
35%
2%
Lighting Conditions of Pedestrian and BicyclistInvolved Crashes (n=30) Daylight Dusk - Dawn
Dark - Street Lights Dark - No Street Lights
Dark - Street Lights Not Functioning
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Figure 8. Crashes by Time of Day
Primary Cause of Crash
The primary cause of the crash was reported for 364 out of 396 crashes (92%) and the remaining 32 crashes were either not stated or marked “Unknown”. “Unsafe speed” was cited as the primary cause for the plurality of injury crashes (25%). The second most common primary cause was “Automobile Right-of-Way”, meaning the driver Figure 7: Starting hour of typical weekday trips under 10 miles intersecting with Adelanto (Replica Places, 2024) 52 43 16 181 471
1017
2749
7843
7035
46764408
546754565896
7752
10421
8292
7374
6608
5503
4107
2476
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0 2000
4000
6000
8000
10000
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Number of Trips
Trip Start Times for Travelers in Adelanto
15 8 7 6 7
12 11
14 10
5 15
21 27
19 20
25 22
29 22
19 30
21 20
11 0
5 10
15 20
25 30
35 Crashes by Time of Day (n=396)
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completed a maneuver without respecting the right-of-way of another driver.3 The third most reported primary cause was “Traffic Signals and Signs”. Figure 9 shows the distribution of crash causes.

Figure 9. Primary Cause of Crash
Lighting and Speed Analysis
Due to insufficient data, such as traffic signals, the number of bike facilities, and streetlights, Alta could not perform a typical detailed risk factor analysis as originally scoped. As an alternative, Alta conducted a lighting analysis and speed data analysis, which can help us predict where risk is greatest and safety improvements are needed. These analyses will guide the selection of countermeasures and integrate seamlessly into project prioritization.

Methodology

1. The lighting analysis examines pedestrian injury crashes after dark, with and without streetlights, to understand where lighting conditions are poor at the pedestrian scale. Alta developed a heat map using this crash data to show where pedestrian-scale lighting improvements are needed and compared this data to sidewalk availability.

2. The speed analysis identifies areas where uninhibited traffic flows exceed the speed limit, which may highlight corridors where the design speed does not match the speed limit or where increased traffic enforcement is needed. This analysis compared free-flow speeds on major roads from Replica Places (2024) with posted speed limits on the same roads, as provided by the City of Adelanto and San Bernardino County.

Alta then calculated speed differentials for each road. 4 3 San Bernardino County, San Bernardino County Local Roadway Safety Plan, https://www.sbpl.org/DocumentCenter/View/3134/SanBernardino-LRSP---Appendix-D---PCF-Glossary-PDF?bidId= (accessed Feb. 28, 2025). 4 Replica defines free-flow speeds as 66th percentile vehicle speeds between the hours of midnight and 6 am. This represents the time when congestion is typically lightest.
99 62 68
35 22 24
14 11 8 6 5 4 2 1 3
0 20
40 60
80 100
120
Primary Cause of Crash (n=364)
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Results
Lighting Analysis
The results of the lighting analysis are shown in Figure 10. Between January 2017 and June 2024, 25 out of 30 pedestrian crashes occurred with limited lighting conditions, including dusk, dawn, or darkness with or without functioning streetlights. Of these 25 collisions, seven resulted in fatal injuries and 5 in severe injuries. Excluding one crash with an unknown location, 56% of these incidents occurred along roadways with incomplete pedestrian infrastructure, such as missing sidewalks, crosswalks, or sidewalk gaps.

Speed Analysis
Figure 11 highlights roads where free-flow speeds exceed posted limits. Significant speeding activity has been observed along Palmdale Road, Aster Road, Koala Road, Air Expressway, and Chamberlaine Way. Roads shown in gray either have free-flow speeds that are approximately at or below the speed limit or lack sufficient data. However, this does not mean that speeding by individual drivers is not occurring, as community members have consistently raised speeding as a major concern.

Discussion
Lighting Analysis
After-Dark Crash Hot Spot: Air Expressway & Pearmain Street Notably, the largest after-dark pedestrian collision hot spot was identified along Air Expressway at and just east of Pearmain Street, where six crashes occurred after dark, three of which resulted in fatalities. Three of the crashes occurred midblock between Pearmain Street and Adelanto Road, and most occurred between 10pm and 2am. In all but one case, the pedestrian was noted as being traveling in the road or on the road shoulder; in the remaining crash, the pedestrian was attempting to cross the street. This part of Air Expressway has no dedicated existing pedestrian facilities or streetlights, so people walk in the road shoulder. In five of the crashes, a pedestrian violation was deemed the primary cause of the crash, though it is unclear what the violation was or if being on the shoulder (despite the lack of sidewalk) is itself considered a violation.

It is unclear where the victims’ intended destinations were. This area has few residents and just a handful of businesses, none of which are open past 9pm, but employees may work late. Around the corner on US 395, there is a 24-hour travel center and the High Desert Outreach Center, a social services organization, which may generate pedestrian activity after dark. This area has little transit service, so people without vehicles may have few options but to walk along dark road shoulders at night. Sidewalks and lighting here would provide a safer experience for those looking to make east-west connections.

Other After-Dark Crash Trends
Aside from the above hotspot, most other pedestrian crashes that occurred after dark were in scattered across the city. Seven crashes, including one fatality, and four felony hit-and-runs, occurred throughout the residential neighborhoods of south Adelanto. In all but two of these crashes, pedestrian facilities were present. In most cases, the cause was determined to be related to the driver’s behavior, including unsafe speeds or improper maneuvers.

Strategies that deter hit-and-runs and slow speeds in neighborhoods may help improve safety at these locations. 823
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Figure 10: Lighting analysis of after-dark crashes
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Figure 11: Speed analysis
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Speed Analysis
Figure 11 shows hot spots for speed-related crashes. Between January 2017 and June 2024, approximately 25% of all crash reports in Adelanto listed speeding as the primary crash factor, including five crashes resulting in fatalities and nine resulting in severe injuries.

Hot Spots
One speeding hotspot is along US 395 near the intersection of Air Expressway. Unsafe speeds here caused five collisions, two of which were head-on, and one of which caused a serious injury. This location has a busy intersection and a very straight road, which may facilitate high speeds.

Another hotspot is further north on US 395 at the intersection with Chamberlaine Way, where speed caused five collisions, four of which were rear-end crashes and one of which resulted in a severe injury. Countermeasures here that slow speeding may help to prevent these types of crashes in the future.

Relation to High-Speed Corridors
These speeding-related crash hot spots align with corridors where free-flow speeds exceed posted limits moderately, but they are typically not on the corridors with the highest rates of excessive speed. This could indicate that speedrelated crashes are more likely to be caused by individuals exceeding the speed of traffic rather than by generally high-speed traffic flows. It is also important to note that this analysis uses posted speeds provided by the City of Adelanto. If those posted speeds are not current, then the results of this analysis would be inaccurate, and the results could be misleading.

High Injury Network
Purpose
High Injury Networks (HINs) illustrate that a small number of improvements to roadways often can address the most life-altering crashes. This approach moves beyond typical crash history and allows for a better understanding of the types of roadways in Adelanto where users are most at risk. Crashes involving a fatality or severe injury are commonly referred to as Killed or Serious Injury (KSI) crashes. The purpose of this HIN analysis is to identify the high-risk areas of the transportation system and the key crash trends in Adelanto.

Methodology
This section outlines the data inputs, processing, and HIN creation steps taken to develop a HIN for Adelanto, CA.

Data Inputs
Alta produced the HIN using ArcGIS Pro. The HIN required two datasets:
• Seven-year crash data (2017 – mid-2024) of all crashes listed within the City of Adelanto, provided by the California Transportation Injury Mapping System (TIMS). This data includes motor-vehicle, bicyclist, pedestrian and motorcycle crashes within the city limits. • The street centerline network called “Circulation” is provided by the City of Adelanto. 826
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Street Centerline Processing
The Adelanto Circulation shapefile was used for the HIN analysis. All types included in this file were used, even though some are gravel or dirt type roads. The roads were segmented by planarizing all existing segments that were larger than one-quarter mile in length.

Crash Data Processing
The crash data was given weights based on the most serious injury sustained by any individual involved in the crash.

This prioritizes areas where more vulnerable road user crashes, or serious motor vehicle crashes, are occurring to identify areas where the most serious injuries can be reduced. These proportions are based on the ratio of the average cost to society from fatal and serious crashes compared to minor injury crashes. Using this ratio avoids overweighting fatal crashes that occur as isolated events so that the HIN can represent roadways with patterns of severe crashes.5 The weights given to the crashes by severity are the following:
• Fatal injury or serious injury: 4
• Minor or Possible injury: 1
• Property damage only: 0.5
HIN Creation
The HIN approach used a rolling window analysis, overlapping the street network by extending the lines over each roadway segment by 25%. This process allowed rolling window statistics to be calculated on each road segment. The benefits of rolling window analysis are that it reduces the impact that dead-end streets, arbitrary segmentation, or anomalous crashes have on the final HIN. Fundamentally, it better captures the linear corridor crash patterns where they exist (Fitzpatrick, 2018).
6 This process is illustrated in Figure 12. Alta created and used a custom splitting tool that has an overlap percentage (Wasserman, 2023).

The HIN was developed using the rolling window approach, following these steps:

1. Spatially joined the crash layer to the rolling window road network.

2. Calculated the summed crash weight for each rolling window road segment. This sums the weight of crashes on each rolling window segment to reflect total crash severity on each segment.

3. Joined the rolling crash weight from the rolling window feature class back to the original, unrolled centerline network to show rolling crash weight per segment. Divided the rolling crash weight by the length of the unrolled segment (generally ¼ mile) to normalize the crash statistics for the road length and calculate a crash weight rate per road mile. However, for the purpose of calculating crash weight per road mile, Alta counted any rolled segments of less than 1/10 miles as 1/10 of a mile, to avoid overrepresenting crashes on small road segments, as dividing by very small numbers yields very large numbers. The crash weight per mile is referred to here as the crash index. This analysis purposely does not normalize for volumes to focus efforts on where improvements can reduce the most serious injuries.

4. Beginning with segments with the highest crash index, Alta’s custom-build HIN Generation tool was used to progressively add segments to the HIN. This tool calculated the length in miles for each segment as it is added 5 There are many calculations of average cost of severe and fatal crashes. The ratio shown here is based on the FHWA’s Crash Costs for Safety Analysis (Harmon et al, 2018), table 17. The weights shown here are proportional to the average of the square root of costs to society of serious crashes (fatal and serious injury) compared to the baseline of minor-injury crashes. Source:
https://safety.fhwa.dot.gov/hsip/docs/fhwasa17071.pdf. 6 These patterns would take into account crashes sometimes not directly on a particular segment in other to smooth out analysis results.

Examples of this type of analysis are provided by FHWA in their Guide Book on High Pedestrian Crash Locations. 827
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and keeps track of the cumulative miles in the HIN and the number of crashes occurring on those segments.

It stops when the designated threshold of KSI crashes have been accumulated. The tool also generates a table that shows the number of crashes, and the number of roadway miles accounted for with each HIN segment.

5. Alta decided the threshold for the percentage of crashes included in the HIN by examining a graph of accumulated crashes and centerline miles and identifying the natural inflection point in the data. This represents the point at which adding more roadways to the HIN has diminishing returns in terms of identifying more crashes. For Adelanto, the threshold chosen was 95% of the KSI crashes.

6. Examined the map of qualifying HIN segments and perform manual cleaning output from the tool. This step fills small gaps in otherwise contiguous networks on major roadways.

7. Calculated the percentage of roadway miles and the percentage of KSI crashes accounted for in the final HIN.

8. Identified the corridors with the highest crash index and reported as key areas to consider for projects. 828
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Figure 12: Rolling Window Approach
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Results
Citywide Analysis
The Adelanto HIN is highly concentrated on key portions of the overall road network. In Adelanto, 95% of all KSI crashes are located on only 5% of the road network. Alta initially computed the top 10 segments on the HIN by crash index. Because six of these corridors fell on US 395, which is Caltrans right-of-way, we then added the next six local, City-owned segments to the list for a total of 16 HIN segments. These top 16 corridors on the HIN by crash index are listed in Table 1 and are shown in Figure 13. The six segments on US 395 are shown in gray in the table and on the map, while the ten segments on local streets are shown in red.

Table 1. Top Adelanto High Injury Network (HIN) Segments Corridor
Ranking Segment Name
Number of
Total Crashes
on Corridor
Number of KSI
Crashes
on Corridor
1 US 395 near AIR EXPRESSWAY 19 5
2 Air Expressway near US 395 21 6
3 US 395 near Chamberlaine Way 14 4
4 US 395 near Holly Road 23 5
5 US 395 near Bartlett Ave 8 1
6 Jonathan Street near Brockman Ave 5 2
7 US 395 near Palmdale Road 13 3
8 Bellflower Street near Rancho Road 7 1
9 Palmdale Road near US 395 11 1
10 US 395 near Rancho Road 13 0
11 Star Street near Jonathan Street 5 2
12 Seneca Road near Palm Street 11 0
13 Mojave Drive near Mesquite Avenue 9 0
14 Palmdale Road at Aster Road 5 1
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Corridor
Ranking Segment Name
Number of
Total Crashes
on Corridor
Number of KSI
Crashes
on Corridor
15 Chamberlaine Way near US 395 5 1
16 Bellflower Street near Victor Street 5 1
Finally, Alta mapped the crash index for each segment in Adelanto in Figure 14, which represents the sum of crash weights per mile. This metric was the key input to the HIN, and the highest-scoring segments were those selected for the HIN. The lower-scoring segments highlight areas that were not selected for the HIN but nonetheless experienced some moderate injury or property damage-only crashes.
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Figure 13: Adelanto High Injury Network
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Figure 14: High Injury Network by crash index
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Discussion
Overall, US 395, especially near the central part of the city, is a key corridor for safety in Adelanto. Several contiguous sections of the road are among the top five corridors on the HIN. This indicates that a greater number of serious injuries are occurring on these segments of US 395, even when accounting for road length. These crashes may be a function largely of higher volumes on US 395 compared with the rest of the city but still US 395 deserve attention as the corridor where most people are being injured. However, this corridor is Caltrans right-of-way, so it is not the primary focus of this analysis.

Air Expressway is also a concern with several segments among the top corridors on the HIN. The segment near Pearmain Road is especially problematic for pedestrians, with five crashes, including three fatalities. Three pedestrian crashes on this segment occurred between the High Season cannabis store and the Express Bakery, which is about 500 feet from the nearest crosswalk. Given the overlapping customer base of these two land uses, we would expect more pedestrians to attempt this crossing in the future, and a mid-block crossing may be considered during countermeasure selection.

Other east-west roads with several segments on the HIN include Rancho Road, Mojave Drive, and CA-18 / Palmdale Road. Also notable from the list of top corridors are Jonathan Street, near Adelanto Elementary, and Seneca Road, which provides access to Theodore Vick Elementary School, Columbia Middle School, and Desert Trails Preparatory Academy. These are important sections to consider for safety improvements focused on vulnerable users and are noteworthy because they are primarily in or nearby residential areas where crashes are often less frequent. In addition, there are several sections of Bellflower Street on the HIN, including one on the top 16 list, which have experienced several injury crashes.

Throughout Adelanto, there are a handful of other segments on the HIN in residential areas, where crashes and conditions could be reviewed for future safety improvements. For example, segments of El Mirage Road near Raccoon Avenue are on the HIN. While some HIN segments have only one severe crash, these are still important areas to consider for preventing traffic injuries and deaths in the future. 834
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References
Fitzpatrick, K. A. (2018). Guidebook on Identification of High Pedestrian Crash Locations. FHWA-HRT-17-106.

Supplemental Material. McLean, VA: Federal Highway Administration Office of Safety Research and Development.

Harmon, T. G. (2018). Crash Costs for Highway Safety Analysis. Report No. FHWA-SA-17-071. Washington, D.C.:

Federal Highway Administration.

Knezevich, R. (2023). State Pedestrian and Bicycle Engineer. Georgia Institute for Transportation Engineers Winter Workshop.

Wasserman, D. (2023, March 30). Study-Line-Editor. Portland, OR, USA. Retrieved from https://github.com/dwasserman/study-line-editor/tree/dev 835

APPENDIX B
Alta Planning + Design, Inc. 1
From: Alta Planning + Design
To: City of Adelanto
Date: October 16, 2025
Re: Appendix B: Equity Considerations Memorandum
Introduction
The purpose of this memorandum is to identify concentrations of underserved or vulnerable populations. The results of this analysis, which show the overlap between areas of inequity and HIN segments, will be incorporated into the countermeasure selection process and assist in prioritizing investments to improve safety and mobility for areas experiencing disproportionate transportation challenges.

Methodology
Alta consulted the U.S. Department of Transportation’s Areas of Persistent Poverty (APP) data to identify disadvantaged communities within the City of Adelanto and found that the entire city falls within designated APP areas. To provide a more detailed context specific to the project area, the project team developed an equity index comprised of additional demographic attributes and mapped them by block group, calculated the individual data points’ percentile ranks relative to the Adelanto dataset, then created a final score for each block group, which ranked the block group relative only to block groups in Adelanto. These demographic attributes and weights are listed in Table 1.

Attributes include those that can affect transportation access directly, such as low income households, households with no vehicle access, and households burdened by housing costs.1 Other contributing attributes include the percentage of the population of color, senior population, youth population, population without high school diplomas, and the origin-trip density for households below the median income. These attributes reflect association with a relative lack of access to transportation, increased susceptibility to crashes, and a higher likelihood of disinvestment in neighborhoods that are predominantly non-white.

Table 1. Equity Index Variables
Field Data Source Weight
Low Income EJ Screen 2.3 (based on ACS 2018-2022
5 Year Estimates) 0.091
1 The percent of a block group's population in households where the household income is less than or equal to twice the federal "poverty level."
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Percentage Population of Color EJ Screen 2.3 (based on ACS 2018-2022 5 Year Estimates) 0.091
Percentage of Population Under 18 and Over 64 Years of Age EJ Screen 2.3 (based on ACS 2018-2022 5 Year Estimates) 0.091
Percentage of Households with No Vehicle American Community Survey 2019-2023 5 Year Estimates 0.091
Percentage of Households earning below median income
Burdened by Housing Cost
United States Department of Housing
and Urban Development 0.091
Percentage of Population who did not complete High School EJ Screen 2.3 (based on ACS 2018-2022 5 Year Estimates) 0.091
Particulate Matter 2.5 EJ Screen 2.3 (based on ACS 2018-2022 5 Year Estimates) 0.091
Economic Opportunity Opportunity Atlas U.S. Tract 2010-2020 Crosswalk 0.091
Rate of Coronary Heart Disease CDC Places data set (2024) 0.091 Origin-Trip Density for School-Related Trips Replica 0.091 Origin-Trip Density for Households Below Median Income Replica 0.091 Weight Total 1
All demographic attributes and mapped by block group into four categories (Figure 1). The block groups in the highest quartile include those with GeoIDs: 060710091311, 060710091312, 060710091322, and 060710091241. 837
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Figure 1: Equity Scores by Block Group
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Results
The equity analysis revealed the areas in Adelanto that have the highest levels of social vulnerability. These areas are primarily clustered along US 395 and near its intersection with Air Expressway. Not only do these locations experience high traffic volumes, they also contain several High Injury Network (HIN) segments. In addition, the dark-purple block group to the southeast part of the city is bordered by three HIN segments. Altogether, 9 of the top 16 HIN segments fall within the highest quantile of the equity index.
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APPENDIX C
Alta Planning + Design, Inc. 1 City of Adelanto, CA
From: Alta Planning + Design
To: City of Adelanto
Date: February 1, 2026
Re: Appendix C: Public Engagement Details
Introduction
This memorandum documents the public engagement process conducted to inform the City of Adelanto’s Safe Streets and Roads for All (SS4A) Safety Action Plan. Engagement activities were designed to elevate community voices, identify safety priorities, and help ensure that the plan reflects the lived experiences of people who walk, bike, drive, ride transit, and roll throughout Adelanto.

Engagement occurred between summer 2025 and winter 2026 and included in-person and virtual opportunities to participate.

Engagement Overview
The City implemented a multi-platform engagement strategy to reach a broad cross-section of the community, including residents of varying ages, individuals with limited English proficiency, and those without consistent internet access.

Engagement Activities
• In-Person and Virtual Events
• One pop-up event at Adelanto City Hall (in-person and virtual) • Two community workshops (hybrid format)
• Online Engagement
• Online survey
• Interactive online input map
• Project website with workshop materials and recordings • Project Promotion
• Social media posts
• Digital billboard along U.S. 395
• Email distribution lists
• Outreach through partner organizations
Information was shared through partner organizations and City communication channels, reaching more than 10,000 individuals.
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Outreach Partners
• San Bernardino County Department of Public Health
• San Bernardino County Transportation Authority
• City of Adelanto
• Greater High Desert Chamber of Commerce
• El Sol Neighborhood Educational Center
• Adelanto High School
Engagement by the Numbers
• 1 pop-up event
• 2 community workshops
• 13 online survey responses
• 100+ total interactions across all platforms
• 1,000+ views of workshop recordings
• 10,000+ social media and website interactions
Safety Task Force
To guide the Safety Action Plan process, the City convened a Safety Task Force composed of representatives from local schools, elected offices, regional agencies, public safety departments, community organizations, and business groups.

Participating Organizations
• Adelanto Elementary School District
• Adelanto High School
• California State Assembly (39th District)—Assemblymember Juan Carrillo • City of Adelanto
• U.S. House of Representatives (CA-23)—Congressmember Jay Obernolte • San Bernardino County (1st District)—Col. Paul Cook (Ret.) • El Sol
• Greater High Desert Chamber of Commerce
• High Desert Hispanic Chamber of Commerce
• San Bernardino County Department of Public Health
• San Bernardino County Fire Protection District
• San Bernardino County Sheriff’s Department
• San Bernardino County Transportation Authority (SBCTA) • California State Senate (23rd District)—Senator Suzette Martinez Valladares • Victor Valley Transit Authority
The Safety Task Force met three times between summer 2025 and winter 2026. Members:
• Helped shape roadway safety goals
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• Reviewed strategies and safety improvement recommendations • Provided input on the draft Safety Countermeasure Toolbox • Reviewed safety analysis findings
• Supported community outreach efforts
The Task Force helped ensure that technical analysis was grounded in local knowledge and aligned with community priorities.

Phases of Engagement
Phase 1: Listening and Learning
Phase 1 focused on introducing the project and gathering input on existing safety concerns and barriers.

Activities included:
• Social media promotion
• Pop-up event at City Hall
• First community workshop
• Online survey
• Interactive online map
Residents identified unsafe locations, described barriers to safe travel, and shared concerns about roadway conditions, lighting, speeding, and access to schools and destinations.

What We Heard
Across engagement platforms, residents consistently expressed the need for safer travel options. Key themes included:
• People do not feel safe traveling in Adelanto
• Speeding and aggressive driving are major concerns
• Limited lighting contributes to nighttime safety issues • Missing or disconnected sidewalks and crosswalks discourage walking • Roadway and sidewalk maintenance issues impact safety • Students traveling to and from school face safety risks • Transit stops lack comfort and visibility in some areas Commonly supported improvements included:
• Reconfigure roadways to reduce speeds, especially near intersections • Expand and connect the walking and bicycling network
• Improve lighting and visibility
• Add Complete Streets elements such as sidewalks, bikeways, and street trees • Repair distressed pavement and faded striping
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Quotes received from community members included:
• “Crossings are too far apart. People need more direct and convenient places to cross.” • “There aren’t enough sidewalks, and in some places you have to walk in the street.” • “Drivers go too fast and don’t always follow traffic laws.” • “We need a well-lit path along Highway 395 to better connect the north and south sides of town.” Phase 2: Sharing and Refining
Phase 2 focused on presenting draft recommendations and gathering feedback. Activities included:
• Social media promotion
• Second community workshop (hybrid)
• Online survey
During the second workshop, the project team presented draft strategies and corridor-level concepts. Informational boards were used to guide discussion. City Council members attended and community members provided feedback on priorities and feasibility.

Project Website
The project website served as a central hub throughout the planning process. It included:
• Project overview and milestones
• Workshop materials and presentation boards
• Workshop recordings
• Interactive input map
• Online survey
• Project fact sheet (English and Spanish)
The website ensured ongoing access to information and participation opportunities for those unable to attend in person.

Looking Ahead
Community engagement will continue during implementation of the Safety Action Plan. Partnerships formed during this process will support:
• Regular progress updates
• Continued collaboration with schools and regional agencies • Public workshops and community events
• Ongoing opportunities for feedback
The City remains committed to ensuring that implementation reflects community priorities and advances a shared vision for safer streets in Adelanto.
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Table 1: Community Feedback Applied
Input gathered through community engagement directly informed the identification of priority corridors and the selection of countermeasures. Common themes were systematically translated into targeted improvements using the High Injury Network and countermeasure screening methodology. The table below summarizes how key themes identified through engagement were translated into specific strategies and project recommendations.

Community-Identified
Concern
Community Teme/Comment How It Informed the SAP
Speeding and aggressive
driving
“Drivers go too fast…”; top concern
across outreach
Prioritized High Injury Network corridors
with speed-related crashes; informed use of
traffic calming, road diets, speed feedback
signs, and roundabouts (Appendix F)
Poor lighting / nighttime
safety
“We need a well-lit path…”; high
share of nighttime crashes
Informed lighting analysis (Chapter 2 /
Appendix A) and inclusion of corridor
lighting improvements across HIN corridors
Missing or disconnected
sidewalks
“There aren’t enough sidewalks…”
Informed sidewalk gap closures and shareduse path recommendations along priority corridors (Appendix F)
Unsafe crossing conditions “Crossings are too far apart…” Informed high-visibility crosswalks, refuge
islands, LPIs, and protected crossings at key
intersections
Safety near schools
Concerns about students traveling
to/from school
Prioritized corridors like Jonathan Street;
informed Safe Routes to School-focused
improvements and traffic calming
Poor roadway conditions
(striping, pavement)
“Roads and sidewalks are not well
maintained…”
Informed striping upgrades, resurfacing, and
visibility improvements (Appendix F)
Limited safe travel options
(walking/biking)
Desire for safer walking/biking
Informed Complete Streets approach,
including bike lanes, shared-use paths, and
multimodal improvements
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APPENDIX D
Alta Planning + Design, Inc. 1
From: Alta Planning + Design
To: City of Adelanto
Date: November 14, 2025
Re: Appendix D: Policy Benchmarking Assessment Memorandum Introduction
This memorandum summarizes the benchmarking assessment prepared for the City of Adelanto Safe Streets and Roads for All (SS4A) Safety Action Plan. Alta reviewed recent and ongoing plans, programs, and studies completed by the City and regional partners to benchmark current practices against Safe System best practices.

The purpose of this task is to identify where Adelanto already aligns with the Safe System Approach and where opportunities exist to institutionalize safety practices across City departments and partners. This benchmarking also serves as a recommendation framework to inform implementation priorities and program development in the Safety Action Plan. This benchmarking task will feed directly into the recommendations framework.

Documents Reviewed

1. 2013 Housing Element

2. 2014 Adelanto North 2035 Sustainable Plan

3. 2016 SRTS Victoria Magathan Elementary Plan

4. 2019 Crossing Guard Matrix

5. 2020 Final Adelanto Active Transportation Plan

6. 2020 High Priority Streets Feedback Summary

7. 2022 Proposed Mobility Plan

8. 2023 Circulation Map

9. 2025 Municipal Code

10. Adelanto Circulator Fixed Route 33

11. Victorville North Adelanto Fixed Route 32

12. Victorville South Adelanto Fixed Route 31

13. 2025 LRMTP – Victor Valley Subarea Plan

14. 2008 SANBAG Victor Valley Transportation Study

15. 2018 SBCTA Non-Motorized Transportation Plan

16. 2023 SBCTA Sidewalks Inventory

17. 2025 LRMTP (citywide version)
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Safe System Approach
The U.S. Department of Transportation adopted the Safe System Approach as the national framework for roadway safety. It recognizes that human mistakes are inevitable and that roadway systems must be designed to prevent those mistakes from leading to fatal or serious injuries. The approach emphasizes shared responsibility, system redundancy, and proactive risk management through five interrelated elements: Safe Road Users, Safe Vehicles, Safe Speeds, Safe Roads, and Post-Crash Care. Following this approach represents a paradigm shift in Adelanto’s transportation decision-making. It integrates safety considerations into every stage of planning, design, construction, operations, and maintenance—anticipating human error and emphasizing systemwide protection for all road users.

Source: FHWA Safe System Approach (Alta Planning + Design adaptation) Adelanto Context
Adelanto currently does not have a High-Injury Network (HIN) or equivalent safety prioritization framework; this will be developed as part of the SS4A Safety Action Plan. Crash data is available through SWITRS, but no GIS-based safety database or performance dashboard currently exists. No active enforcement or demonstration project programs are known currently; these items are flagged as opportunities for staff input and coordination with San Bernardino County Sheriff’s Department and Public Works.

Benchmarking Framework
The benchmarking analysis identifies how Adelanto’s current policies, plans, and programs compare with Safe System best practices. Each item is categorized under one of four implementation paths:

1. No Action Needed – Program or policy already consistent with best practice.

18. Accomplish with Safety Action Plan – SS4A development and deliverables will achieve this alignment.

19. Implement Following Safety Action Plan Adoption – Recommended for follow-up after plan completion.

2. No Action Planned for Now – Not currently prioritized by the City.

Summary
Benchmarking provides Adelanto with a foundation to institutionalize Safe System practices and integrate safety into every aspect of city operations. The findings (Table 1: Benchmarking Assessment) guided the development of a HighInjury Network, priority corridors, and implementation strategies under this SS4A initiative. Adelanto’s commitment to embedding safety into policy, design, and enforcement will help create a safer, more connected community for all road users.
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Table 1: Benchmarking Assessment
Core
Element
Category Benchmark State of Current Practice in
Adelanto
Links/
Source
Existing level of
Commitment or
Implementation
Path to
Institutionalization
Additional Details
Safety
Planning &
Culture
Leadership
and
Commitment
Leaders publicly commit to a “Zero” goal for traffic
fatalities and serious injuries within a specific timeframe, and exhibit buy-in for the Safe System approach through media, public events, and support for related policies and programs. [SS4A Self-Cert Q1]
"Reduce the number of severe and
fatal collisions to zero by 2040".

Unclear to what extent this goal was
institutionalized.

ATP Page
35 Occasional Practice Accomplish with the
SAP
Resolution draft is within Alta's scope of work.

Draft resolution will be submitted to the City by
11/21/25. Ideally, would be adopted prior to
adoption of the SAP so that it can inform the
goals of the SAP but not required.

Develop a safety plan aligned with the Safe System
Approach that identifies concrete actions to help Adelanto achieve zero including designation of lead agency,
timeline, and funding. Safety plan should include an
assessment of the local challenges that have hindered
safety interventions in the past and create a roadmap for addressing them.

Not a Current Practice Accomplish with the
SAP
Establish key safety performance indicators and
implement a monitoring process to evaluate progress and intervene if Adelanto is not on track. [Self-Cert Q8 pt 1] ATP includes "Publish a triennial
report on […] implementing the
Plan", which includes safety goals.

No such report in 2023 could be
found in the City Council minutes.

ATP page
45 Occasional Practice Accomplish with the
SAP
Scope of work: "develop a memo that outlines
various ways to measure progress toward
improved safety in Adelanto."
Convene and/or participate in an inter-agency committee, task force, implementation group, or working group that is charged with a Safety Action Plan’s development,
implementation, and monitoring [SS4A Self-Cert Q2]. The group should include a representative from every agency or department that plays a critical role in advancing each Safe System element.

The City convened a Community
Advisory Committee for the ATP.

ATP page
96 Not a Current Practice Accomplish with the
SAP
Provide training to Adelanto staff, directors, elected
officials, and community stakeholders on the Safe System approach.

Not a Current Practice Accomplish with the
SAP
Establish an ongoing Safe Routes to Schools program and funding mechanism.
"We will continue to support and
grow our SRTS Program..." Unclear
to what extent this goal was
institutionalized.

ATP page
144
Occasional Practice Possible SAP
recommendation
Not within Alta's Scope? City too small for
continuous program?
Meaningful
Engagement
Engage with the public and relevant stakeholders,
including the private sector and community groups.

Incorporate information received from the engagement
and collaboration into the safety plan [SS4A Self-Cert Q4] Occasional Practice Accomplish with the
SAP
Establish a website to inform the public about Adelanto's safety program goals and progress and the effectiveness of implemented safety projects. [SS4A Self-Cert Q8]
Not a Current Practice Accomplish with the
SAP
Provide public safety materials in common languages
spoken by Adelanto residents whose first language is not English.

No educational campaigns found. Not a Current Practice Accomplish with the SAP
Data and
analysis
Apply a proactive and transparent approach to data-driven safety analysis, including the use of systemic profiles, roadway and roadside condition, and modal specific
condition assessments (e.g., bicycle network stress or
distance between marked crossings). [SS4A Self-Cert Q3] LTS and crash data in ATP ATP Occasional Practice Accomplish with the SAP
November 14, 2025
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Core
Element
Category Benchmark State of Current Practice in
Adelanto
Links/
Source
Existing level of
Commitment or
Implementation
Path to
Institutionalization
Additional Details
Establish a process for residents to report safety hazards or request safety interventions and a data-driven
approach for evaluating the reports/requests.

MyAdelanto App City of
Adelanto:

Instagram,
Facebook,
Linktree
Institutionalized Practice Possible SAP
recommendation
Focus network screening and benefit/cost calculations on fatal and serious injuries, instead of all collisions, to identify the core safety issues for human vulnerability.

HIN created in the ATP ATP Institutionalized Practice Accomplish with the SAP
Collect pedestrian and bicyclist volumes routinely with intersection counts and has a GIS database of counts.

Annual count recommended in ATP.

Unclear if recommendation
followed.

ATP Not a Current Practice Possible SAP
recommendation
May not be feasible.

Maintain a GIS inventory and actively work to improve
accuracy of crash data and roadway data such as missing sidewalks, bikeways, intersection controls, etc.

Not centralized. Crash data
available on SWITRS, missing
sidewalks and other network data
from SBCTA.

Not a Current Practice Possible SAP
recommendation
Proactively and holistically evaluates risk factors and prioritizes locations with high potential for exposure.

Analysis considers the 'Ws' of safety (who,what, when,
where, why, which)
Not a Current Practice Accomplish with the
SAP
Use innovative data collection and analysis approaches, such as crowdsourcing or video detection data, to identify emphasis areas related to near misses or crashes
previously unreported by vulnerable communities.

Not a Current Practice Accomplish with the
SAP
Funding
Develop a project evaluation framework that prioritizes funding based on fatal and serious injury crash reduction opportunities, especially for equity populations [Self-Cert Q5].

Part of the prioritization framework
in the ATP.

ATP page
155
Occasional Practice Accomplish with the
SAP
Apply for grant programs to fund safety projects. Applied for SS4A Occasional Practice No Action Needed Another SS4A grant cycle is expected in 2026, as well as ATP Cycle 8.

Institutionalize safety considerations in all project types to systematically fund projects through operations and
maintenance efforts (such as repaving projects through
the CIP).
[need access to the CIP]
Development
review
Conduct kinetic energy safety impact assessments of new developments to identify mitigation and cost sharing
opportunities.

Not a Current Practice Accomplish with the
SAP
During the development review process ensure circulation to, from, and within the development along with
recommended TDM measures align with safety best
practices and encourage active transportation modes.

TDM ordinance applies only to the
City's Employees. GP Goal M-4
supports TDM.
"Municipal
Code
Section

10.36.030.

GP Goal M4 via ATP"
Not a Current Practice Possible SAP
recommendation
Equity first
Identify underserved communities through data. This
should include data that identifies underserved
communities and/or reflects the impact of crashes on
underserved communities, prioritization criteria that
consider equity, or a description of meaningful
engagement and collaboration with appropriate
stakeholders [Self-Cert Q5 pt 2].

Equity analysis in ATP. ATP Occasional Practice Accomplish with the SAP
Meaningfully engage populations that are traditionally
underserved in shared decision-making for safety efforts [Self-Cert Q5 pt 1].

Accomplish with the
SAP
Incorporate equity considerations in implementation and assessment plans, such as goals related to safety
Accomplish with the
SAP
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Core
Element
Category Benchmark State of Current Practice in
Adelanto
Links/
Source
Existing level of
Commitment or
Implementation
Path to
Institutionalization
Additional Details
improvements for populations that are traditionally
underserved.

Safe Users Education
Perform outreach through educational programs, with a
focus on the behaviors and target audiences most linked to death and serious injuries. Utilize partnerships with community-based organizations and advocacy groups.

Assumption based on research Occasional Practice Possible SAP recommendation
Safe Users
Safe
Roadways
Education
Enforcement
Use demonstration projects to raise awareness of new
designs, encourage support among stakeholders for safety projects requiring capacity trade-offs, and solicit feedback from the public. Demonstration projects also provide the opportunity to measure safety effects and encourage
innovation and design flexibility.

Assumption based on research Not a Current Practice Possible SAP recommendation
Investigate and document the impacts of traffic safety
enforcement and traffic safety surveillance on minority communities. Take steps to mitigate disproportionate
impact of enforcement on disadvantaged populations.

Assumption based on research Not a Current Practice Possible SAP recommendation
Enforcement
Research
Reallocate enforcement activities to target those
behaviors and locations most linked to death and serious injury.

Assumption based on research Not a Current Practice Possible SAP recommendation
Develop and implement strategies for robust demographic data collection in crash reporting including partnering with organizations such as the County Health Services Agency and local hospitals.

Assumption based on research Not a Current Practice Possible SAP recommendation
Collision
avoidance
Systemically install proven countermeasures to separate users in space, separate users in time, and increase
attentiveness and awareness, such as: protected signal
phases, clear zones, and vertical and horizontal separation for pedestrians and bicyclists.

Not a Current Practice Accomplish with the
SAP
Safe
Roadways
Safe
Vehicles
Collision
avoidance
Kinetic
energy
reduction
Complete infrastructure connectivity for pedestrians and bicyclists and make progress toward providing separation where needed based on crash exposure, crash history, and characteristics of the roadway and adjacent land use
associated with higher levels of use.

ATP ATP Occasional Practice Accomplish with the
SAP
Systemically install proven countermeasures to manage
motor vehicle speed and collision angles, such as roadside appurtenances, roundabouts, refuge islands, hardened
center lines, and road diets.

Not a Current Practice Accomplish with the
SAP
Kinetic
energy
reduction
Policies and
tradeoffs
Evaluate intersection design and control decisions in the planning or scoping stage for opportunities to better
prioritize reducing kinetic energy transfer, following new FHWA guidance.

Not a Current Practice Accomplish with the
SAP
Designate functional class and modal priority for roadways to pinpoint the most effective safety countermeasures and streamline tradeoff decisions.

Functional class in General Plan
circulation map
General
Plan
Not a Current Practice Accomplish with the
SAP
Policies and
tradeoffs
Innovation
Has curbside management, shared mobility, or
micromobility policies (e.g., permitting, enforcement) in places that prioritize pedestrian and bicyclist safety.

Bicycles require a license,
registration, and fee payment.

Not a Current Practice Possible SAP
recommendation
Ensure safety for all users is prioritized, and accessibility maintained, during construction and road maintenance
projects.

Assumption based on research Occasional Practice Possible SAP recommendation
Provide infrastructure for smarter roadways and intelligent transportation systems (ITS) in support of data collection and analysis, as well as proactive system management.

Consider long-term network priorities For ITS
Assumption based on research Not a Current Practice Possible SAP recommendation
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Core
Element
Category Benchmark State of Current Practice in
Adelanto
Links/
Source
Existing level of
Commitment or
Implementation
Path to
Institutionalization
Additional Details
implementation, including immediate pedestrian and
bicyclist safety and mobility needs in high-use locations.

Supportive
Infrastructure
Enable infrastructure-to-vehicle communication to provide warnings to drivers that support safer driving behavior.

Not a Current Practice No Action Planned
Safe
Vehicles
Safe Speeds
Supportive
Infrastructure
Fleet
Management
Provide supportive infrastructure for dynamic curbside
management and autonomous vehicles to enable active
safety technology.

Not a Current Practice No Action Planned
Support safer operations of City and commercial vehicles through a transition plan of City's vehicle fleet to lowermass and safety feature enhanced vehicles; heavy vehicle route restrictions to avoid high-pedestrian areas; and
curbside management programs to limit user conflicts
around stopped or loading vehicles.

Not a Current Practice Possible SAP
recommendation
Autonomous
vehicles
Provide supportive infrastructure for autonomous vehicles to enable active safety technology.

Not a Current Practice No Action Planned
Design and
operations
Adopt roadway design standards that are focused on
speed management, such as target speed-based design.

Adjust roadway geometries for context-appropriate
speeds.

Not a Current Practice Accomplish with the
SAP
Safe Speeds
Post Crash
Care
Enforcement Deploy automated speed enforcement, with a focus on equitable fee structures.

Not a Current Practice Possible SAP
recommendation
Policy and
training
Follow speed limit setting methodologies that determine appropriate speeds based on roadway context and modal
priority, rather than the historic behavior of road users.

Provide speed management training to staff focused on
fatality and serious injury minimization.

Not a Current Practice Accomplish with the
SAP
Crash
investigation
Create a feedback loop such that key insights from crash investigations are shared with roadway designers.

Not a Current Practice Possible SAP
recommendation
Post Crash
Care
Partnerships Share data across agencies and organizations, including first responders and hospitals, to develop a holistic
understanding of the safety landscape and improve
accuracy.

Not a Current Practice Possible SAP
recommendation
Connect with victims' families and the advocacy
community to offer support and resources and encourage
partnerships with outreach and education.

Not a Current Practice Possible SAP
recommendation
850

APPENDIX E
Alta Planning + Design, Inc. 1 City of Adelanto
From: Alta Planning + Design
To: City of Adelanto
Date: October 1, 2025
Re: Appendix E: Safety Countermeasure Toolbox and Draft Recommendations Memorandum Introduction
This memorandum documents the methodology and outcomes of a screening process used to develop safety countermeasure recommendations along the set of city-owned top corridors on High Injury Network (HIN) in Adelanto. The process was guided by the Safe System Approach and contextual design principles, aiming to identify improvements that address key roadway safety needs.

The memo begins with a methodology section, which outlines the development of the countermeasure toolbox, the structure and function of the screening tool, and how it was applied with corridor and intersection attributes to generate draft recommendations. This is followed by a summary of the Countermeasure Toolbox, including a table of all countermeasures that were included in the screening process. To see how these recommendations were applied to all 16 of the HIN corridors, see Appendix F Collision Profiles and Recommended Safety Improvements.

Methodology
Development of Countermeasure Toolbox
The first step of the methodology was to develop the countermeasure toolbox. The toolbox was developed using the Safe System Approach, incorporating elements of the Safe Systems Pyramid1 and the FHWA Safe Systems Roadway Design Hierarchy.
2 Higher tiers of countermeasures apply to greater populations with less individual effort, and lower tiers apply to smaller populations requiring greater individual effort. In addition to the Safe Systems principles, the toolbox was developed based upon the principles of contextual design which are outlined at the state level by Caltrans in Design Information Bulletin-94: Contextual Design Guidance (DIB 94). 3 The project team also reviewed case studies from rural areas with similar contexts and incorporated countermeasures that address comparable collision patterns observed in Adelanto. The final toolbox consisted of 69 countermeasures sorted into four tiers based upon the Safe Systems principles:
1 Ederer, D.J., Panik, R.T., Botchwey, N., Watkins, K. 2023. The Safe Systems Pyramid: A new framework for traffic safety. Transportation Research Interdisciplinary Perspectives, Volume 21, 2023. https://doi.org/10.1016/j.trip.2023.100905. 2 Hopwood, C., Little, K., Gaines, D. 2024. Safe Systems Roadway Design Hierarchy. FHWA, report FHWA-SA-22-069, https://highways.dot.gov/sites/fhwa.dot.gov/files/2024-01/Safe_System_Roadway_Design_Hierarchy.pdf 3 Caltrans. 2024. Design Information Bulletin-94: Contextual Design Guidance. https://dot.ca.gov/-/media/dotmedia/programs/design/documents/dib-94-010224-a11y.pdf 851
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• Tier 1, Demand management. These consist of countermeasures which improve access to transit, improve transit facilities, or promote land use which reduces short car trips. Examples include improving transit stops by adding shelters, adding a last-mile connection to nearby sidewalks or bikeways, or changes to land use near transit stops to encourage ridership.
• Tier 2, Speed management. These consist of roadway design features which lower vehicle speeds and thereby reduce the severity and frequency of crashes. Examples include roundabouts and raised crosswalks. • Tier 3, Separate in space and time. These consist of roadway design or operational features which separate users in space, including by adding separated facilities for non-vehicular modes, medians, or upgrading intersections to innovative intersection designs. Users can also be separated in time using signal timing or other features, including protected-only left turns or leading pedestrian interval. • Tier 4, Improve redundancy. These consist of signing, marking, or other visibility improvements to increase awareness and attentiveness of potential hazards, or to reduce the impact of crash or roadway departure were it to occur. Examples include upgraded curve signing, flashing yellow arrow signals, or guardrail.

Countermeasure Screening Tool
Screening Process
For each countermeasure, internal screening thresholds were developed based on state and federal guidelines and best practices. Additional resources, such as NCHRP reports, case studies or existing examples of implementation, were used where agency guidance was unavailable. More emphasis was given to California-specific guidance such as Caltrans’ DIB 94, Pedestrian Safety Countermeasures Toolbox, Traffic Calming Guide, or examples of implementation within California. Guidance, best practices, and examples outside of California were used where appropriate.

Screening factors include context area, number of lanes, annual average daily traffic volumes (AADT), target speed, truck route, transit route, lane width, presence or absence of curb, shoulder, median, bike lane, sidewalk, and whether existing facility widths or level or protection were in accordance with DIB 94 guidance.4 In accordance with the purpose of this as a screening tool, thresholds were increased above typical guidance in some cases to account for site conditions, allow for variation in some input parameters (such as traffic volumes), and allow for engineering judgment.

The countermeasure toolbox and the screening factors were incorporated into an Excel-based tool to provide a consistent and streamlined method for countermeasure application based upon the Safe Systems principles. The screening tool produces a list of potentially suitable countermeasures that can then be applied along a corridor or segment of roadway based on professional judgment and knowledge of site-specific context data.

Adelanto Roadways
This project reviewed the top 16 HIN corridors (Figure 1), including the top 10 not located along US 395, and developed recommendations. It also summarizes the segment characteristics and intersection typologies for these corridors. The advantage of this approach is that it provides a list of suitable countermeasures for roadways with 4 Replica AADT Explorer was used to estimate traffic volumes. 852
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similar characteristics that can be applied systemically across the entire City existing and future roadway network.

This enables reviewers to understand how the countermeasures might be meaningfully different due to site context including different cross-sectional elements, context areas, or land uses. 853
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Figure 1: Adelanto High-Injury Network
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Recommendations Along Corridors
The recommendation process began with a comprehensive review of the entire corridor. Key factors such as AADT, speed limit, and road width, were entered into the Countermeasure Screening Tool, which generated a list of applicable countermeasures for each typology. This approach allowed reviewers to focus on segments or intersections where physical, operational, or right-of-way characteristics differed from one or more adjacent areas and required a separate set of recommendations.

Next, a further assessment of each location was conducted, including reviewing common crash types and contributing factors and previously proposed recommendations. Using the guidance from the screening tool and this additional contextual analysis, tailored recommendations were developed and mapped for each representative location.

To assist reviewers with mapping the countermeasures recommended in the Screening Tool, a GIS database was developed. Using the GIS tool, the reviewers used detailed screening tool outputs, site context, and professional judgment to assign countermeasures to corridors or intersections. Through this process, a total of 109 linear recommendations and 130 point recommendations were proposed.

To illustrate how the screening process and toolbox is applied in practice, the following sections show how local context, roadway characteristics, and crash patterns informed the selection of tailored countermeasures, as well as recommendations proposed on each HIN corridor.
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Table 1: Countermeasure Toolbox
Type Category Countermeasure FHWA
Proven (PSC)
Caltrans Local
Road Safety
Demand Management Transit Corridor improvements First- and Last-Mile Connectivity: Improve Transit Stop Amenities and Access
Demand Management Transit Corridor improvements Transit Operations: Expand Walking, Biking, and Transit Access Through Corridor Improvements to
Improve Transit Operations
Speed Management Curb Extensions and Modifications Curb extension Speed Management Curb Extensions and Modifications Truck apron Speed Management Curb Extensions and Modifications Square up channelized turn lanes and reduce crossing distances
Speed Management Curb Extensions and Modifications Reduce curb radius Speed Management Narrow the width of vehicle lanes Narrow the width of vehicle lanes Speed Management Protected intersection Protected intersection Speed Management Raised crosswalk Raised crosswalk x
Speed Management Raised intersection Raised intersection Speed Management Road diet Road diet x
Speed Management Roundabout Mini roundabout x
Speed Management Roundabout Roundabout x x
Speed Management Traffic Calming Speed humps, cushions, or tables Speed Management Traffic Calming Lateral shift or chicane Speed Management Turn calming Centerline hardening
Speed Management Turn calming Left turn wedge
Conflict Management Access management or driveway
consolidation
Access management or driveway consolidation x
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Type Category Countermeasure FHWA
Proven (PSC)
Caltrans Local
Road Safety
Conflict Management Add or upgrade protection level of bike lane
Upgrade existing Class II or III bikeway to higher
level of protection (Class IV, Class I, or buffered
Class II)
x x
Conflict Management Add or upgrade protection level of bike lane
Bike Lane (Class II or Class IV) x x
Conflict Management All way stop control Convert from two-way stop (or yield) to all-way stop control x x
Conflict Management Dedicated left turn or right turn lanes Dedicated left turn or right turn lanes x x Conflict Management Install traffic signal Install traffic signal Conflict Management Median Convert intersection to right-in, right out or add directional median x
Conflict Management Pedestrian crossing enhancements Refuge islands x x Conflict Management Pedestrian crossing enhancements Pedestrian Hybrid Beacon x Conflict Management Prohibit right turn on red Prohibit right turn on red Conflict Management Protected-only turns Protected-only turns x Conflict Management Raised median Raised median x
Conflict Management Reduced conflict left-turn intersections Restricted Crossing U-Turn (RCUT) x x Conflict Management Reduced conflict left-turn intersections Median U Turn (MUT) x x Conflict Management Sidewalk or Shared Use Path Sidewalk x x Conflict Management Sidewalk or Shared Use Path Shared Use Path (Class I bikeway) x x Conflict Management Sight Distance Positive offset left turn lanes Conflict Management Signal improvements Adjust yellow change or all-red clearance interval x x Conflict Management Signal improvements Dynamic All-red Extension Conflict Management Signal improvements Leading pedestrian or bike interval (LPI/LBI) x x Conflict Management Signal improvements Exclusive pedestrian phase (aka pedestrian scramble) x
Conflict Management Signal improvements Bicycle signals 857
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Type Category Countermeasure FHWA
Proven (PSC)
Caltrans Local
Road Safety
Conflict Management Signal improvements Countdown timers (pedestrian signals) x Conflict Management Signal improvements Shorter cycle lengths to reduce pedestrian/bike delay
Improve Redundancy Bikeway intersection improvements Bike lane intersection marking improvements, including bicycle mixing zone, bicycle conflict
markings, bike box
x
Improve Redundancy Flashing yellow arrow signals Flashing yellow arrow signals Improve Redundancy Improve pavement friction Improve pavement friction x x Improve Redundancy Improve pavement friction High friction surface treatment x x Improve Redundancy Lighting Lighting x x
Improve Redundancy Pavement marking improvements Wet-reflective pavement markings x Improve Redundancy Pavement marking improvements Wider edge lines x Improve Redundancy Pedestrian crossing enhancements RRFB x x Improve Redundancy Pedestrian crossing enhancements High visibility crosswalk x x Improve Redundancy Pedestrian crossing enhancements Advance yield markings and signage x x Improve Redundancy Realign intersection Realign intersection to reduce skew (angle of intersection closer to 90 degrees)
Improve Redundancy Red light cameras Red light cameras
Improve Redundancy Resurface roadway Resurface roadway
Improve Redundancy Roadside Guardrail or crash cushions x Improve Redundancy Roadside Relocate or remove fixed objects from clear zone x x Improve Redundancy Rumble strips Centerline Rumble strips x Improve Redundancy Rumble strips Shoulder or edge line Rumble Strips x Improve Redundancy Shoulder Safety edge x
Improve Redundancy Shoulder Widen or install paved shoulder x x 858
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Type Category Countermeasure FHWA
Proven (PSC)
Caltrans Local
Road Safety
Improve Redundancy Sight Distance Remove or relocate fixed objects to improve sight distance
Improve Redundancy Signal improvements Signal visibility enhancements, including signal backplates, additional signal heads x x
Improve Redundancy Signal improvements Blank out signs for right turns on red and wrong way
Improve Redundancy Signing, marking, and object delineation improvements
Enhanced curve signage and delineation x x
Improve Redundancy Signing, marking, and object delineation improvements
Sequential Dynamic Curve Warning
Improve Redundancy Signing, marking, and object delineation improvements
Systemic signage and marking improvements at
intersections x x
Improve Redundancy Signing, marking, and object delineation improvements
Advance actuated signal warning flashers x
Improve Redundancy Signing, marking, and object delineation improvements
Speed reduction bars
Improve Redundancy Speed feedback signs Speed feedback signs x 859
1 Appendix F: Collision Profiles and Recommended Safety Improvements Introduction
This memo documents the collision profiles identified along Adelanto’s High Injury Network (HIN), along with the recommendations applicable to each profile. Linear countermeasure recommendations are specific to each profile and do not include measures from intersecting profiles. In contrast, spot (point) recommendations include intersection-related measures that may apply to multiple profiles.

The profiles are presented in order of their priority corridor ranking based on crash severity along the HIN. For additional details on countermeasures, including application guidance, refer to Appendix E: Countermeasure Toolbox.

APPENDIX F
860
Adelanto Safety Action Plan
2 Collision Profiles and Recommended Safety Improvements Priority Corridor 1: US 395 Near Air Expressway
861
Adelanto Safety Action Plan
3 Table 1: US 395 Near Air Expressway Safety Improvements Linear Recommendations
ID From Street To Street Category (line) Countermeasure 1 Countermeasure 2 Direction Implementation Timeline 2001
Air
Expressway US 395
East of
Adelanto Rd
Roadway
reconfiguration Road diet Bidirectional S
2003
Air
Expressway
West Of
Montezuma
St/City Hall
East of
Adelanto Rd Lighting Lighting Bidirectional L
2090
Air
Expressway
West Of
Montezuma
St/City Hall US 395 Traffic calming
Pinch points,
chokers, and
gateways
Bidirectional
(east-west) S
2091
Air
Expressway
West Of
Montezuma
St/City Hall US 395
Narrow the width
of vehicle lanes
Narrow the width
of vehicle lanes
Bidirectional
(East-West) S
Spot (Point) Recommendations
ID Midblock? Cross Street Category
(point)
Countermeasure 1 Countermeasure 2 Direction Quantity Implementation Timeline
1003 No Air
Expressway
Turn calming Centerline
hardening
All 4 S
1004 No Air
Expressway
Signal visibility
and signage
improvements
Signal backplates Supplemental
signal heads or lens
All 4 S
1029 No Air
Expressway
Roundabout All legs 1 L
1030 No Air
Expressway
Raised
crossings or
intersections
All 4 L
1033 No Air
Expressway
Pedestrian
crossing
treatments
Refuge islands High visibility
crosswalk
All 4 S
1034 No Air
Expressway
Signal timing
and
operations
improvements
Prohibit right turn
on red
Adjust yellow
change or all-red
clearance interval
All legs S
1067 Yes Air
Expressway
Signal visibility
and signage
improvements
Advance actuated
signal warning
flashers
East side of
street
1 L
1068 Yes Air
Expressway
Signal visibility
and signage
improvements
Advance actuated
signal warning
flashers
West side of
street
1 L
862
Adelanto Safety Action Plan
4 Priority Corridor 2: Air Expressway Near US 395 Near
863
Adelanto Safety Action Plan
5 Table 2: Air Expressway Near US 395 Safety Improvements Linear Recommendations
ID From Street To Street Category (line) Countermeasure 1 Countermeasure
2 Direction Implementation Timeline
2001 US 395 East of
Adelanto Rd
Roadway
reconfiguration
Road diet Bidirectional S
2003 West of
Montezuma
St/City Hall
East of
Adelanto Rd
Lighting Lighting Bidirectional L
2090 West of
Montezuma
St/City Hall
US 395 Traffic Calming Pinch points,
chokers, and
gateways
Bidirectional
(East-West)
S
2091 West of
Montezuma
St/City Hall
US 395 Narrow the width
of vehicle lanes
Narrow the
width of vehicle
lanes
Bidirectional
(East-West)
S
2093 West of
Montezuma
St/City Hall
US 395 Sidewalk or
shared use path
Sidewalk Shared Use Path
(SUP)
Bidirectional
(East-West)
L
2095 West of
Montezuma
St/City Hall
US 395 Corridor Access
Management
Raised median Bidirectional
(East-West)
L
2096 West of
Montezuma
St/City Hall
US 395 Road surface and
shoulder
improvements
Resurface
roadway
Bidirectional
(East-West)
S
2097 West of
Montezuma
St/City Hall
US 395 Pavement
marking
improvements
Wet-reflective
pavement
markings
Wider edge lines Bidirectional
(East-West)
S
2098 US 395 East of
Adelanto Rd
Narrow the width
of vehicle lanes
Narrow the
width of vehicle
lanes
Bidirectional
(East-West)
L
2100 US 395 Adelanto
Elementary
School
District Office
Install or improve
bike lane
Install Bike Lane
(standard,
buffered, or
separated)
Bidirectional
(East-West)
S
2101 US 395 Adelanto
Elementary
School
District Office
Sidewalk or
shared use path
Sidewalk Bidirectional
(East-West)
L
2102 US 395 Adelanto
Elementary
School
District Office
Road surface and
shoulder
improvements
Centerline
Rumble strips
Bidirectional
(East-West)
S
2103 US 395 East of
Adelanto Rd
Pavement
marking
improvements
Wet-reflective
pavement
markings
Bidirectional
(East-West)
S
2105 Adelanto
Elementary
School District
Office
East of
Adelanto Rd
Sidewalk or
shared use path
Sidewalk Bidirectional
(East-West)
L
2106 Adelanto
Elementary
School District
Office
East of
Adelanto Rd
Corridor Access
Management
Raised median Bidirectional
(East-West)
L
2107 Adelanto
Elementary
School District
Office
East of
Adelanto Rd
Road surface and
shoulder
improvements
Centerline
Rumble strips
Bidirectional
(East-West)
S
864
Adelanto Safety Action Plan
6 Linear Recommendations
2108 Adelanto
Elementary
School District
Office
East of
Adelanto Rd
Pavement
marking
improvements
Wider edge lines Bidirectional
(East-West)
S
Spot (Point) Recommendations
ID Midblock? Cross Street Category (point) Countermeasure 1 Countermeasure
2 Direction Quantity Implementation
Timeline
1001 No Jonathan St Intersection
signing and
marking
improvements
Systemic
signage and
marking
improvements
at intersections
1 S
1003 No Air
Expressway
Turn calming Centerline
hardening
All 4 S
1004 No Air
Expressway
Signal visibility
and signage
improvements
Signal
backplates
Supplemental
signal heads or
lens
All 4 S
1029 No Air
Expressway
Roundabout All legs 1 L
1030 No Air
Expressway
Raised crossings
or intersections
All 4 L
1033 No Air
Expressway
Pedestrian
crossing
treatments
Refuge islands High visibility
crosswalk
All 4 S
1034 No Air
Expressway
Signal timing and
operations
improvements
Prohibit right
turn on red
Adjust yellow
change or allred clearance
interval
All legs S
1036 Yes US 395 Curb Extensions
and Modifications
Curb extension North side of
street
1 S
1037 Yes Jonathan St Transit stop or
intersection
improvements
Bus shelter with
seating
Bus bulb or bay North side of
street
1 L
1038 No Jonathan St Pedestrian
crossing
treatments
High visibility
crosswalk
North leg 1 S
1039 No Adelanto Rd Roundabout Roundabout All legs 1 L
1040 No Adelanto Rd Raised crossings
or intersections
Raised crosswalk All 4 L
1041 No Adelanto Rd Curb Extensions
and Modifications
Curb extension Truck apron All corners 4 S
1042 No Pearmain St Pedestrian
crossing
treatments
High visibility
crosswalk
North leg 1 S
1043 No Adelanto Rd Signal visibility
and signage
improvements
Signal
backplates
East leg 1 S
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Adelanto Safety Action Plan
7 Priority Corridor 3: US 395 Near Chamberlaine Way
866
Adelanto Safety Action Plan
8 Table 3: US 395 Near Chamberlaine Way Safety Improvements Linear Recommendations
ID From Street To Street Category (line) Countermeasure 1 Countermeasure
2 Direction Implementation Timeline
2111 North end
of Corridor
3 South end of
Corridor 3
Sidewalk or
shared use path
Sidewalk Shared Use Path
(SUP)
Bidirectional
(North-South)
L
2113 North end
of Corridor
3 South end of
Corridor 3
Pavement
marking
improvements
Wider edge lines Bidirectional
(North-South)
S
2114 North end
of Corridor
3 South end of
Corridor 3
Lighting Lighting Bidirectional
(North-South)
L
Spot (Point) Recommendations
ID Midblock? Cross Street Category (point) Countermeasure 1 Countermeasure
2 Direction Quantity Implementation
Timeline
1045 No
Chamberlaine
Way Roundabout Roundabout All legs 1 L
1046 No
Chamberlaine
Way
Raised crossings
or intersections
East and west
legs 2 L
1047 No
Chamberlaine
Way
Curb Extensions
and
Modifications Curb extension Truck apron All corners 4 S 1049 No
Chamberlaine
Way
Signal timing and
operations
improvements
Prohibit right
turn on red
Adjust yellow
change or all-red
clearance
interval S
1050 No
Chamberlaine
Way
Signal visibility
and signage
improvements Signal backplates All legs 16 S
867
Adelanto Safety Action Plan
9 Priority Corridor 4: US 395 Near Holly Road
868
Adelanto Safety Action Plan
10 Table 4: US 395 Near Holly Road Safety Improvements
Linear Recommendations
ID From Street To Street Category (line) Countermeasure 1 Countermeasure 2 Direction Implementation Timeline 2117
North end
of Corridor 4 Cactus Rd
Sidewalk or
shared use path
Shared Use Path
(SUP)
Bidirectional
(NorthSouth) L
2118
North end
of Corridor 4 Cactus Rd
Corridor Access
Management Raised median
Bidirectional
(NorthSouth) L
2120
North end
of Corridor 4 Cactus Rd
Pavement
marking
improvements Wider edge lines
Bidirectional
(NorthSouth) L
2121
North end
of Corridor 4 Cactus Rd Lighting Lighting
Bidirectional
(NorthSouth) L
2228

HOLLY RD
(north)
Holly Rd
(South)
Road surface and
shoulder
improvements
Bidirectional
(East-West) S
Spot (Point) Recommendations
ID Midblock? Cross Street Category (point) Countermeasure 1 Countermeasure 2 Direction Quantity Implementation Timeline
1051 Yes Holly Rd Speed feedback
signs
Speed feedback
signs
East side of
street
1 S
1052 Yes Holly Rd Speed feedback
signs
Speed feedback
signs
West side of
street
1 S
1053 No Cactus Rd Roundabout Roundabout All legs 1 L
1054 No Cactus Rd Raised crossings
or intersections
East and
west legs
2 L
1055 No Cactus Rd Curb Extensions
and
Modifications
Truck apron Southeast
corner
1 S
1056 No Cactus Rd Pedestrian
crossing
treatments
High visibility
crosswalk
All 4 S
1057 No Cactus Rd Signal timing and
operations
improvements
Prohibit right turn
on red
Leading pedestrian
or bike interval
(LPI/LBI)
S
869
Adelanto Safety Action Plan
11 Priority Corridor 5: US 395 Near Bartlett Ave
870
Adelanto Safety Action Plan
12 Table 5: US 395 Near Bartlett Ave Safety Improvements Linear Recommendations
ID From Street To Street Category (line) Countermeasure 1 Countermeasure 2 Direction Implementation Timeline 2123
North end
of Corridor
5 South end of
Corridor 5
Sidewalk or
shared use
path Sidewalk
Shared Use Path
(SUP)
Bidirectional
(NorthSouth) L
2124
North end
of Corridor
5 South end of
Corridor 5
Corridor
Access
Management Raised median
Bidirectional
(NorthSouth) L
2125
North end
of Corridor
5 South end of
Corridor 5
Road surface
and shoulder
improvements
Resurface
roadway
Bidirectional
(NorthSouth) S
2126
North end
of Corridor
5 BARTLETT AVE
Road surface
and shoulder
improvements
Centerline Rumble
strips
Shoulder or edge
line Rumble Strips
Bidirectional
(NorthSouth) S
2127
North end
of Corridor
5 South end of
Corridor 5
Pavement
marking
improvements Wider edge lines
Bidirectional
(NorthSouth) S
2128
North end
of Corridor
5 South end of
Corridor 5 Lighting Lighting
Bidirectional
(NorthSouth) L
Spot (Point) Recommendations - None
871
Adelanto Safety Action Plan
13 Priority Corridor 6: Jonathan Street Near Brockman Ave 872
Adelanto Safety Action Plan
14 Table 6: Jonathan Street Near Brockman Ave Safety Improvements Linear Recommendations
ID From Street To Street Category (line) Countermeasure 1 Countermeasure 2 Direction Implementation Timeline 2210 LEE ST Bartlett Ave Traffic Calming
Speed humps,
cushions, or tables
Lateral shift or
chicane Bidirectional S
2214 LEE ST Hardy Ave
Sidewalk or
shared use
path Sidewalk
Shared Use Path
(SUP) Eastside L
2215 LEE ST Bartlett Ave Lighting Lighting Bidirectional L Spot (Point) Recommendations
ID Midblock? Cross Street Category
(point)
Countermeasure 1 Countermeasure 2 Direction Quantity Implementation Timeline
1167 No Brockman
Ave
Roundabout Mini roundabout 1 L
1168 No Bartlett Ave Roundabout Roundabout 1 S
1169 No Brockman
Ave
Raised
crossings or
intersections
Raised intersection 1 L
1170 No Bartlett Ave Raised
crossings or
intersections
Raised intersection 4 L
1173 Yes Hardy Ave Pedestrian
crossing
treatments
High visibility
crosswalk
south
approach
1 S
1174 No Lee Ave Pedestrian
crossing
treatments
High visibility
crosswalk
1 L
1175 No Brockman
Ave
Curb
Extensions
and
Modifications
Curb extension 4 S
1176 No Brockman
Ave
Pedestrian
crossing
treatments
High visibility
crosswalk
1 L
1177 Yes Speed
feedback signs
Speed feedback
signs
1 S
1181 No Bartlett Ave Intersection
signing and
marking
improvements
Systemic signage
and marking
improvements at
intersections
4 S
873
Adelanto Safety Action Plan
15 Priority Corridor 7: US 395 Near Palmdale Road
874
Adelanto Safety Action Plan
16 Table 7: US 395 Near Palmdale Road Safety Improvements Linear Recommendations
ID From Street To Street Category (line) Countermeasure 1 Countermeasure
2 Direction Implementation Timeline
2130 Seneca Rd Begonia Rd Sidewalk or
shared use path
Sidewalk Shared Use Path
(SUP)
Bidirectional
(NorthSouth)
L
2132 Seneca Rd Begonia Rd Corridor Access
Management
Raised median Bidirectional
(NorthSouth)
L
2134 Seneca Rd Begonia Rd Pavement
marking
improvements
Wider edge lines Bidirectional
(NorthSouth)
S
2135 Seneca Rd Begonia Rd Lighting Lighting Bidirectional (NorthSouth)
L
2136 Begonia Rd Palmdale Rd Install or improve
bike lane
Install Bike Lane
(standard,
buffered, or
separated)
Bidirectional
(NorthSouth)
L
2137 Begonia Rd Palmdale Rd Corridor Access
Management
Raised median Bidirectional
(NorthSouth)
L
2138 Begonia Rd Palmdale Rd Lighting Lighting Bidirectional (NorthSouth)
L
Spot (Point) Recommendations
ID Midblock? Cross Street Category (point) Countermeasure 1 Countermeasure
2 Direction Quantity Implementation
Timeline
1064 No Seneca Rd Pedestrian
crossing
treatments
High visibility
crosswalk
East leg 1 S
1065 No Seneca Rd Signal timing and
operations
improvements
Prohibit right turn
on red
S
1066 No Seneca Rd Signal visibility
and signage
improvements
Signal backplates Supplemental
signal heads or
lens
All legs S
1069 Yes Palmdale Rd Transit stop or
intersection
improvements
Bus shelter with
seating
East side of
street
1 L
1071 No Palmdale Rd Protected
intersection
Protected
intersection
All legs 1 L
1072 No Palmdale Rd Curb Extensions
and
Modifications
Truck apron Southeast
corner
1 S
1073 No Palmdale Rd Pedestrian
crossing
treatments
High visibility
crosswalk
S
1074 No Crossroads Way Pedestrian
crossing
treatments
Refuge islands High visibility
crosswalk
L
1075 No Palmdale Rd Signal timing and
operations
improvements
Prohibit right turn
on red
Adjust yellow
change or all-red
clearance interval
All legs S
875
Adelanto Safety Action Plan
17 Linear Recommendations
1076 No Crossroads Way Signal timing and
operations
improvements
Prohibit right turn
on red
Adjust yellow
change or all-red
clearance interval
S
1077 No Crossroads Way Signal visibility
and signage
improvements
Signal backplates All legs 21 S
876
Adelanto Safety Action Plan
18 Priority Corridor 8: Bellflower Street Near Ranch Road 877
Adelanto Safety Action Plan
19 Table 8: Bellflower Street Near Ranch Road Safety Improvements Linear Recommendations
ID From Street To Street Category (line) Countermeasure 1 Countermeasure 2 Direction Implementation Timeline 2225
North end of
Corridor 8 Powerline Rd
Narrow the
width of
vehicle lanes
Narrow the width
of vehicle lanes Bidirectional S
2226
North end of
Corridor 8 Powerline Rd
Road surface
and shoulder
improvements Safety edge
Centerline Rumble
strips Bidirectional S
2227
North end of
Corridor 8 Powerline Rd Lighting Lighting Bidirectional L 2226
North end of
Corridor 8 Powerline Rd
Pavement
marking
improvements
Wet-reflective
pavement
markings Wider edge lines Bidirectional S
Spot (Point) Recommendations
ID Midblock? Cross Street Category
(point)
Countermeasure 1 Countermeasure 2 Direction Quantity Implementation Timeline
1192 No Rancho Rd
Transit stop or
intersection
improvements
Bus shelter with
seating W 1 L
1193 No Rancho Rd
Pedestrian
crossing
treatments
High visibility
crosswalk All legs 4 S
1194 No Rancho Rd Roundabout Roundabout 1 S
1195 No Rancho Rd
Curb
Extensions
and
Modifications Truck apron 1 L
1197 No Powerline Rd
Curve signing,
marking, and
object
delineation
improvements
Enhanced curve
signage and
delineation 1 S
1198 No Rancho Rd
Pedestrian
crossing
treatments
High visibility
crosswalk All legs 4 S
1201 Yes
Intersection
signing and
marking
improvements
Systemic signage
and marking
improvements at
intersections All legs 1 S
878
Adelanto Safety Action Plan
20 Priority Corridor 9: Palmdale Road Near US 395
879
Adelanto Safety Action Plan
21 Table 9: Palmdale Road Near US 395 Safety Improvements Linear Recommendations
ID From Street To Street Category (line) Countermeasure 1 Countermeasure 2 Direction Implementation Timeline 2139
West end of
Corridor 9 Pearmain St
Sidewalk or
shared use
path Sidewalk
Shared Use Path
(SUP)
Bidirectional
(East-West) L
2141
West end of
Corridor 9 Pearmain St
Pavement
marking
improvements Wider edge lines
Bidirectional
(East-West) S
2142
West end of
Corridor 9 Pearmain St Lighting Lighting
Bidirectional
(East-West) L
2144

PEARMAIN
ST US 395
Narrow the
width of
vehicle lanes
Narrow the width
of vehicle lanes
Bidirectional
(East-West) L
2149

PEARMAIN
ST US 395
Install or
improve bike
lane
Install Bike Lane
(standard,
buffered, or
separated)
Bidirectional
(East-West) L
2150

PEARMAIN
ST US 395
Sidewalk or
shared use
path Sidewalk
Bidirectional
(East-West) L
2151

PEARMAIN
ST US 395
Corridor
Access
Management Raised median
Bidirectional
(East-West) L
2152

PEARMAIN
ST US 395
Road surface
and shoulder
improvements
Centerline Rumble
strips
Shoulder or edge
line Rumble Strips
Bidirectional
(East-West) S
2153

PEARMAIN
ST US 395
Pavement
marking
improvements Wider edge lines
Bidirectional
(East-West) S
2154

PEARMAIN
ST US 395 Lighting Lighting
Bidirectional
(East-West) L
Spot (Point) Recommendations
ID Midblock? Cross Street Category
(point)
Countermeasure 1 Countermeasure 2 Direction Quantity Implementation Timeline
1071 No Palmdale Rd Protected
intersection
Protected
intersection
All legs 1 L
1072 No Palmdale Rd Curb
Extensions
and
Modifications
Truck apron Southeast
corner
1 S
1073 No Palmdale Rd Pedestrian
crossing
treatments
High visibility
crosswalk
S
1075 No Palmdale Rd Signal timing
and
operations
improvements
Prohibit right turn
on red
Adjust yellow
change or all-red
clearance interval
All legs S
1078 No Jonathan St Roundabout Roundabout All legs 1 L
1079 No Pearmain St Roundabout Roundabout All legs 1 L
1083 No Adelanto
Marketplace
driveway
Pedestrian
crossing
treatments
Refuge islands High visibility
crosswalk
S
880
Adelanto Safety Action Plan
22 Linear Recommendations
1084 No Pearmain St Pedestrian
crossing
treatments
High visibility
crosswalk
North leg 1 S
1085 No Jonathan St Pedestrian
crossing
treatments
High visibility
crosswalk
All legs 4 L
1087 No Adelanto
Marketplace
driveway
Signal timing
and
operations
improvements
Adjust yellow
change or all-red
clearance interval
Leading pedestrian
or bike interval
(LPI/LBI)
S
881
Adelanto Safety Action Plan
23 Priority Corridor 10: US 395 Near Rancho Road
882
Adelanto Safety Action Plan
24 Table 10: US 395 Near Rancho Road Safety Improvements Linear Recommendations
ID From
Street
To Street Category (line) Countermeasure
1 Countermeasure
2 Direction Implementation Timeline
2203
North end
of corridor
10 South end of
corridor 10
Narrow the
width of vehicle
lanes
Narrow the width
of vehicle lanes Bidirectional L
2205
North end
of corridor
10 South end of
corridor 10
Road surface and
shoulder
improvements
Widen or install
paved shoulder Safety edge Bidirectional L
2206
North end
of corridor
10 South end of
corridor 10
Pavement
marking
improvements Wider edge lines Bidirectional S
2233
North end
of corridor
10 South end of
corridor 10
Sidewalk or
shared use path
Shared Use Path
(SUP) Bidirectional L
Spot (Point) Recommendations
ID Midblock? Cross Street Category (point) Countermeasure 1 Countermeasure
2 Direction Quantity Implementation
Timeline
1155 No Rancho Rd Roundabout Roundabout 1 L
1156 No Rancho Rd Raised crossings
or intersections
Raised crosswalk 4 L
1157 No Rancho Rd Curb Extensions
and
Modifications
Tighten curb
radius
Truck apron 4 S
1211 No Rancho Rd Pedestrian
crossing
treatments
High visibility
crosswalk
4 S
1212 No Rancho Rd Signal timing and
operations
improvements
Leading
pedestrian or
bike interval
(LPI/LBI)
4 S
1213 Yes Violet Rd Speed feedback
signs
Speed feedback
signs
Southbound 1 S
1214 Yes Powerline Rd Speed feedback
signs
Speed feedback
signs
Northbound 1 S
883
Adelanto Safety Action Plan
25 Priority Corridor 11: Star Street near Jonathan Street 884
Adelanto Safety Action Plan
26 Table 11: Star Street near Jonathan Street Safety Improvements Linear Recommendations
ID From Street To Street Category
(line)
Countermeasure
1 Countermeasure
2 Direction Implementation Timeline
2207 DESERT ST Jonathan St
Traffic
Calming
Speed humps,
cushions, or
tables
Pinch points,
chokers, and
gateways S
2209 DESERT ST Jonathan St Lighting Lighting Bidirectional L Spot (Point) Recommendations
ID Midblock? Cross Street Category
(point)
Countermeasure
1 Countermeasure
2 Direction Quantity Implementation
Timeline
1160 No Jonathan St Roundabout
Mini
roundabout 1 S
1161 No Strawberry Ln
Curb
Extensions
and
Modifications Curb extension 4 S
1162 No Jonathan St
Curb
Extensions
and
Modifications Curb extension 4 S
1163 No Christopher St
Curb
Extensions
and
Modifications Curb extension 4 S
1164 Yes Flower St
Curb
Extensions
and
Modifications Curb extension 2 S
1166 No Jonathan St
Raised
crossings or
intersections Raised crosswalk 1 S
1209 No Christopher St Turn calming 1 L
1210 Yes
Speed
feedback signs
Speed feedback
signs East 1 S
885
Adelanto Safety Action Plan
27 Priority Corridor 12: Seneca Road Near Palm Street
886
Adelanto Safety Action Plan
28 Table 12: Seneca Road Near Palm Street Safety Improvements Linear Recommendations
ID From Street To Street Category (line) Countermeasure 1 Countermeasure
2 Direction Implementation Timeline
2193 Lilac Rd Delicious St
Roadway
reconfiguration Road diet Bidirectional S
2194 Lilac Rd Delicious St Traffic Calming
Pinch points,
chokers, and
gateways Bidirectional L
2195 Lilac Rd Delicious St
Narrow the width
of vehicle lanes
Narrow the
width of vehicle
lanes Bidirectional S
2196 Lilac Rd Delicious St
Install or improve
bike lane
Upgrade
existing bike
lane or shared
lane to buffered
or separated
bike lane Bidirectional S
2197 Lilac Rd Bellflower St
Sidewalk or
shared use path Sidewalk L
2198 Bellflower St Delicious St
Sidewalk or
shared use path Sidewalk L
2201 Lilac Rd Delicious St Lighting Lighting Bidirectional L Spot (Point) Recommendations
ID Midblock? Cross Street Category (point) Countermeasure 1 Countermeasure
2 Direction Quantity Implementation
Timeline
1143 No Lilac Rd
Transit stop or
intersection
improvements
Bus shelter with
seating Bus bulb or bay 1 L
1144 No Bellflower St
Transit stop or
intersection
improvements
Bus shelter with
seating Bus bulb or bay 1 L
1145 No Bellflower St
Transit stop or
intersection
improvements
Bus shelter with
seating Bus bulb or bay 1 L
1146 No Bellflower St Roundabout Roundabout 1 S
1147 No Bellflower St
Raised crossings
or intersections
Raised
crosswalk All legs 4 L
1148 No Bellflower St
Curb Extensions
and
Modifications Curb extension
Tighten curb
radius All corners 4 S
1149 No Delicious St
Curb Extensions
and
Modifications Curb extension All corners 4 S
1152 No Delicious St
Pedestrian
crossing
treatments
High visibility
crosswalk
Advance yield
markings and
signage E/W 2 S
1153 Yes
Speed feedback
signs
Speed feedback
signs East 1 S
1205 No Lilac Rd
Pedestrian
crossing
treatments RRFB Refuge islands N/S legs 2 S
887
Adelanto Safety Action Plan
29 Priority Corridor 13: Mojave Drive Near Mesquite Avenue 888
Adelanto Safety Action Plan
30 Table 13: Mojave Drive Near Mesquite Avenue Safety Improvements Linear Recommendations
ID From Street To Street Category (line) Countermeasure 1 Countermeasure 2 Direction Implementation Timeline 2179 Twilight Way
Mesquite
Ave
Sidewalk or
shared use path Sidewalk Southside L
2181 Twilight Way
Mesquite
Ave
Narrow the
width of vehicle
lanes
Narrow the width
of vehicle lanes Bidirectional S
2182 Twilight Way
Mesquite
Ave
Corridor Access
Management Raised median L
2184 Twilight Way
Mesquite
Ave Lighting Lighting Southside L
2186
Mesquite
Ave Pearmain St Traffic Calming
Pinch points,
chokers, and
gateways S
2187
Mesquite
Ave Pearmain St
Narrow the
width of vehicle
lanes
Narrow the width
of vehicle lanes Bidirectional S
2188
Mesquite
Ave Pearmain St
Install or
improve bike
lane
Install Bike Lane
(standard,
buffered, or
separated) Bidirectional S
2189 Twilight Way
Mesquite
Ave
Install or
improve bike
lane
Install Bike Lane
(standard,
buffered, or
separated) Bidirectional S
2190
Mesquite
Ave Pearmain St
Corridor Access
Management Raised median L
2192
Mesquite
Ave Pearmain St Lighting Lighting L
2234
Mesquite
Ave Pearmain St
Roadway
reconfiguration Road diet Bidirectional S
Spot (Point) Recommendations
ID Midblock? Cross Street Category (point) Countermeasure 1 Countermeasure 2 Direction Quantity Implementation Timeline
1129 No Mesquite
Ave
Roundabout Roundabout 1 L
1132 No Mesquite
Ave
Curb Extensions
and
Modifications
Curb extension Tighten curb
radius
4 S
1133 No Mesquite
Ave
Pedestrian
crossing
treatments
High visibility
crosswalk
4 S
1135 Yes Speed feedback
signs
Speed feedback
signs
1 S
1136 No Pearmain St Roundabout Roundabout 1 L
1137 No Pearmain St Raised crossings
or intersections
Raised crosswalk 4 L
1139 No Pearmain St Curb Extensions
and
Modifications
Curb extension Tighten curb
radius
4 S
889
Adelanto Safety Action Plan
31 Linear Recommendations
1140 No Pearmain
St
Pedestrian
crossing
treatments
High visibility
crosswalk
Refuge islands S
890
Adelanto Safety Action Plan
32 Priority Corridor 14: Palmdale Road at Aster Road
Table 14: Palmdale Road at Aster Road Safety Improvements Linear Recommendations
ID From Street To Street Category (line) Countermeasure 1 Countermeasure 2 Direction Implementation Timeline 891
Adelanto Safety Action Plan
33 Linear Recommendations
2219 Aster Rd
East end of
Corridor 14
Corridor Access
Management Raised median Bidirectional L
2221
West end of
Corridor 14
East end of
Corridor 14 Lighting Lighting Bidirectional L
2232 Aster Rd
East end of
Corridor 14
Sidewalk or
shared use path
Shared Use Path
(SUP) Bidirectional L
Spot (Point) Recommendations
ID Midblock? Cross Street Category (point) Countermeasure 1 Countermeasure 2 Direction Quantity Implementation Timeline
1183 No Aster Rd Roundabout Roundabout 1 L
1184 No Aster Rd Turn calming Centerline
hardening
4 S
1185 No Aster Rd Raised crossings
or intersections
Raised crosswalk 3 L
1186 No Aster Rd Curb Extensions
and
Modifications
Curb extension Truck apron 4 S
1187 No Aster Rd Pedestrian
crossing
treatments
High visibility
crosswalk
4 S
1188 No Aster Rd Signal timing and
operations
improvements
Protected-only
turns
Adjust yellow
change or all-red
clearance interval
E/W 2 S
892
Adelanto Safety Action Plan
34 Priority Corridor 15: Chamberlaine Way Near US 395
893
Adelanto Safety Action Plan
35 Table 15: Chamberlaine Way Near US 395 Safety Improvements Linear Recommendations
ID From Street To Street Category (line) Countermeasure 1 Countermeasure 2 Direction Implementation Timeline 2156 US 395
Adelanto
Park Entrance Traffic Calming
Speed humps,
cushions, or tables
Pinch points,
chokers, and
gateways
Bidirectional
(East-West) S
2157 Jonathan St Pearmain St Traffic Calming
Speed humps,
cushions, or tables
Pinch points,
chokers, and
gateways
Bidirectional
(East-West) S
2158
Adelanto
Park
Entrance Jonathan St Traffic Calming
Speed humps,
cushions, or tables
Pinch points,
chokers, and
gateways
Bidirectional
(East-West) S
2159
Adelanto
Park
Entrance Jonathan St
Narrow the
width of
vehicle lanes
Narrow the width
of vehicle lanes
Bidirectional
(East-West) S
2160
Desert Star
Apartments
Driveway Jonathan St
Narrow the
width of
vehicle lanes
Narrow the width
of vehicle lanes
Bidirectional
(East-West) S
2161 US 395 Pearmain St
Install or
improve bike
lane
Install Bike Lane
(standard,
buffered, or
separated)
Bidirectional
(East-West) L
2162 US 395
Adelanto
Park Entrance
Sidewalk or
shared use
path Sidewalk
Bidirectional
(East-West) L
2163
Adelanto
Park
Entrance Jonathan St
Sidewalk or
shared use
path Sidewalk
Bidirectional
(East-West) L
2164 Jonathan St Pearmain St
Sidewalk or
shared use
path Sidewalk
Bidirectional
(East-West) L
2165 US 395
Montezume
St
Road surface
and shoulder
improvements Resurface roadway
Bidirectional
(East-West) L
2166 Jonathan St Pearmain St
Road surface
and shoulder
improvements Resurface roadway
Bidirectional
(East-West) L
2167 US 395 Pearmain St
Pavement
marking
improvements
Wet-reflective
pavement
markings
Bidirectional
(East-West) S
2168 US 395 Pearmain St Lighting Lighting
Bidirectional
(East-West) L
Spot (Point) Recommendations
ID Midblock? Cross Street Category
(point)
Countermeasure 1 Countermeasure 2 Direction Quantity Implementation Timeline
1045 No
Chamberlaine
Way Roundabout Roundabout All legs 1 L
1046 No
Chamberlaine
Way
Raised
crossings or
intersections
East and
west legs 2 L
1047 No
Chamberlaine
Way
Curb
Extensions
and
Modifications Curb extension Truck apron All corners 4 S 894
Adelanto Safety Action Plan
36 Linear Recommendations
1049 No
Chamberlaine
Way
Signal timing
and
operations
improvements
Prohibit right turn
on red
Adjust yellow
change or all-red
clearance interval S
1050 No
Chamberlaine
Way
Signal visibility
and signage
improvements Signal backplates All legs 16 S
1088 No
Montezuma
St Roundabout Mini roundabout All legs 1 L
1089 No Jonathan St Roundabout Roundabout All legs 1 L
1090 No Pearmain St Roundabout Mini roundabout All legs 1 L 1094 No Jonathan St Turn calming
Centerline
hardening East leg 1 S
1095 No
Montezuma
St Turn calming
Centerline
hardening
East and
west legs 2 S
1096 No Jonathan St
Curb
Extensions
and
Modifications Curb extension
Southwest
corner 1 S
1097 No
Montezuma
St
Curb
Extensions
and
Modifications Curb extension
Southwest
corner 1 S
1098 No
Montezuma
St
Pedestrian
crossing
treatments
High visibility
crosswalk All legs 4 S
1099 No Jonathan St
Pedestrian
crossing
treatments
High visibility
crosswalk All legs 4 S
1100 No Pearmain St
Pedestrian
crossing
treatments
High visibility
crosswalk All legs 4 S
1101 Yes Pearmain St
Speed
feedback signs
Speed feedback
signs
North and
south sides
of street 2 S
895
Adelanto Safety Action Plan
37 Priority Corridor 16: Bellflower Street Near Victor Street 896
Adelanto Safety Action Plan
38 Table 16: Bellflower Street Near Victor Street Safety Improvements Linear Recommendations
ID From Street To Street Category (line) Countermeasure 1 Countermeasure 2 Direction Implementation Timeline 2169 Victor St Villa St Transit
Corridor
improvements
First-Last
Mile/Transit Access
Improvements
Bidirectional S
2170 Wildfire Way Villa St Roadway
reconfiguration
Road diet Bidirectional S
2171 Wildfire Way Villa St Traffic Calming Pinch points, chokers, and
gateways
Lateral shift or
chicane
Bidirectional S
2172 Victor St Villa St Install or
improve bike
lane
Install Bike Lane
(standard,
buffered, or
separated)
Bidirectional S
2173 North Of
Rosedale Dr
VILLA ST Sidewalk or
shared use
path
Sidewalk West side of
street
L
2174 North of
Victor St
Intersection
South of
Victor St
Intersection
Sidewalk or
shared use
path
Sidewalk Bidirectional S
2175 Wildfire Way Alexandria St Sidewalk or
shared use
path
Sidewalk East side of
street
S
2176 Wildfire Way Villa St Corridor
Access
Management
Raised median Bidirectional L
2177 Wildfire Way Villa St Pavement
marking
improvements
Wet-reflective
pavement
markings
Bidirectional S
2178 Wildfire Way Villa St Lighting Lighting Bidirectional L Spot (Point) Recommendations
ID Midblock? Cross Street Category
(point)
Countermeasure 1 Countermeasure 2 Direction Quantity Implementation Timeline
1102 No Villa St
Transit stop or
intersection
improvements
Bus shelter with
seating Bus bulb or bay Bidirectional 2 L
1104 No Victor St Roundabout Roundabout 1 S
1105 No Victor St
Raised
crossings or
intersections Raised crosswalk 4 L
1111 No Villa St
Raised
crossings or
intersections Raised crosswalk 4 S
1112 No Alexandria St Turn calming
Centerline
hardening 1 S
1113 No Victor St
Curb
Extensions and
Modifications Curb extension 2 S
1114 No Victor St
Change
intersection
control type
Convert from twoway stop (or yield)
to all-way stop
control 2 S
897
Adelanto Safety Action Plan
39 Linear Recommendations
1115 Yes Stonewall Cir
Curb
Extensions and
Modifications Curb extension 2 S
1116 Yes Rosedale Dr
Curb
Extensions and
Modifications Curb extension Tighten curb radius 2 S
1117 No Villa St
Change
intersection
control type
Convert from twoway stop (or yield)
to all-way stop
control 1 S
1118 No Alexandria St
Change
intersection
control type
Convert from twoway stop (or yield)
to all-way stop
control 1 S
1119 No Alexandria St
Pedestrian
crossing
treatments
High visibility
crosswalk
Advance yield
markings and
signage S
1120 No Victor St
Pedestrian
crossing
treatments
High visibility
crosswalk Refuge islands 4 S
1121 Yes Rosedale Dr
Pedestrian
crossing
treatments
High visibility
crosswalk 1 S
1122 Yes Stonewall Cir
Pedestrian
crossing
treatments
High visibility
crosswalk 1 S
1123 No Villa St
Pedestrian
crossing
treatments
High visibility
crosswalk
Advance yield
markings and
signage S
1124 Yes Speed
feedback signs
Speed feedback
signs
S
898

APPENDIX G
Alta Planning + Design, Inc. 1 City of Adelanto
From: Alta Planning + Design
To: City of Adelanto
Date: January 5, 2026
Re: Appendix G: Transparency and Implementation Memorandum.

Introduction
This progress and transparency memo consists of two parts: (1) a Proposed Performance Measures and Reporting Framework for measuring progress in implementing the Adelanto Safe Streets and Roads for All (SS4A) Safety Action Plan (SAP) and reporting roadway safety performance, and (2) a One-Year Implementation Plan that identifies immediate, near-term actions for implementation.

The Proposed Performance Measures and Reporting Framework outlines the necessary metrics and potential performance measures that should be included in the public-facing reporting, with a focus on tracking progress toward reducing roadway fatalities and serious injuries in accordance with the SS4A SAP. This framework is supported by national best practices and peer city examples. An evaluation of available data will be conducted to note the metrics that can be tracked immediately and those that may require additional data collection and procession. Based on the recommended metrics and case study findings, this section proposes an annual public report card framework organized into three topics: safety action plan strategies, annual crash reduction progress, and before/after project implementation. Additionally, an appendix is included to provide examples of how peer agencies report progress on their safety action plans.

The One-Year Implementation Plan presents a transparent and fiscally constrained roadmap for the City of Adelanto’s first year of SS4A implementation. This section identifies immediate actions the City can take, including necessary policy actions such as modifications to City standards, guidelines, and ordinances, as well as new recommendations. It also provides high-level estimates of budgeting needs related to implementation, staff training, and expanding staff capacity.

Together, the Program Evaluation Framework and the One-Year Implementation Plan support the City’s ability to meet SS4A Implementation Grant program requirements while ensuring that progress is communicated in a clear and transparent manner to residents and other relevant stakeholders. 899
Alta Planning + Design, Inc. 2 City of Adelanto
Proposed Performance Measures and Reporting Framework
Alta proposes three major topics to be included in the reporting framework, which may be updated and published annually as one document on Adelanto’s website. Alta recommends the following performance measures for their simplicity and ease, their relevance to Adelanto’s size and values, and their consistency with the Safe System Approach.

Additional reporting considerations, such as supplementary performance measures, alternative data points, and reporting formats, may also be considered in future annual program reports, depending on data availability and the City’s capacity. These considerations are discussed and compared at length in this section.

In preparation for this memorandum, dozens of safety reports were reviewed. To help the City better understand potential formats for the progress report, please refer to the appendix for examples of how peer agencies report progress on their safety action plans.

Topic 1: Crashes
Crash performance measure Effort Source Why include?
Fatalities: Count and percent change
since last report
�� SWITRS/Police Safe System approach: emphasis on fatalities and serious injuries.

Serious injuries: Count and percent
change since last report
�� SWITRS/Police
Pedestrian and bicycle-involved crashes �� SWITRS/Police Safe System approach: emphasis on vulnerable road users.

Truck crashes �� SWITRS/Police Safe System approach: emphasis on all road users; reflects Adelanto’s higher portion of
freight and truck traffic and industrial land
uses.

Speeding-related crashes �� SWITRS/Police Safe System approach: emphasis on speed.

Crashes compared to peer cities �� SWITRS/Police Recommend comparing crashes and KSI crashes to peer cities. Match by region,
population, and VMT; normalize by population
and VMT.
�� OTS Crash
Rankings
Recommend comparing City’s traffic safety
statistics to those of other cities with similarsized populations. OTS Crash Rankings are publicly recognized but released on a delayed
schedule, making them most suitable as a
periodic benchmarking reference.
900
Alta Planning + Design, Inc. 3 City of Adelanto
Topic 2: Progress
Progress on Safety Action
Plan performance measure
Effort Output format Why include?
Projects completed �� Count, list, % of plan, % of
projects in disadvantaged
areas
Straightforward progress report. Focus of this
section.

Miles of new network
improvements (sidewalks,
bikeways, and trails)
�� Count, list, miles, % of plan The Action Plan and other documents may suggest significant network investment.

Education and
encouragement program
reach
�� Persons reached (in person),
impressions/views (online),
materials distributed
If education and encouragement programs
are included in the Action Plan, tracking reach
provides a measurable indicator of program
delivery, community engagement, and
implementation progress.

Policy and legislation
adoption
�� List of adopted policies,
resolutions, ordinances, or
standards, including their
adoption date, governing
body, and the associated
Action Plan program and
policy recommendation
addressed.

Demonstrates institutional commitment and
progress toward implementing Action Plan
strategies through enforceable policy
changes.

Planned projects for next [x]
years
�� List of the projects prioritized
for the following year/s
Sense of momentum.

Grant applications
submitted and awarded
�� List of grant applications
submitted, funding amount
requested and awarded,
project type and status
Demonstrates implementation momentum,
funding readiness, and the City’s
commitment to advancing Action Plan
progress.

Projects on-time �� % on-time Sense of responsibility, accountability, and transparency. Projects on-budget �� % on-budget, amount over/under budget
Events sponsored �� Description of each event,
photos
Sense of community.

Topic 3: Before & After
Focusing on one or multiple highlighted projects completed from Topic 2, this topic will show the impacts of implemented projects. It will also double as a project summary sheet for stakeholder and public review, or for sponsorship and funding applications.
901
Alta Planning + Design, Inc. 4 City of Adelanto
Section Components Why include?
Project details • Project name.
• Location.
• In disadvantaged area?
• Along High Injury Network?
• Overview: 2-3 sentence summary of what was
installed or changed and why.

Establishes context for the project and
ties it to city priorities.

Community feedback • Resident quotes of support.
• Survey statistic (e.g., percentage support for
installation).

Demonstrates public sentiment and
support.

Observed behavioral
changes, if applicable
• Intersections: driver yielding rate at crosswalks,
average pedestrian delay, vehicle turning behavior
(e.g., close calls, illegal turns), driver compliance
with signals/signage, vehicle turning speed, etc.
• Segments: reduced speeds, higher biking and
walking volumes, sidewalk/wrong-way biking rate,
illegal parking rate, jaywalking rate, etc.
• These behavioral changes could be carefully
measured or merely carefully observed. Be clear
which method is used.

Shows early effects on behavior, even
before crash data is available.

Before-and-after photos Provides compelling visual evidence of the change and helps convey the
project’s impact.

Crash rates • Preliminary before-and-after crash rates near the project (if available).
• If data is limited, consider highlighting data from
similar past projects, anticipated crash reductions
based on statistical techniques such as Safety
Performance Functions, or empirically derived data
such as Crash Modification Factors.

Tracks safety outcomes.
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Additional Reporting Considerations

1. Crash Performance Measures
Crash data is one of the most readily available and actionable types of safety information and can help convey how crash severity and frequency change over time relative to historic trends. However, agencies should provide appropriate caveats when reporting crash trends, given the influence of external factors and random variance that can skew perceptions of program effectiveness. For instance, while vehicle miles traveled declined nationally during the COVID-19 pandemic, the total number of KSI crashes increased. Agencies can control for some of the trends by limiting KSI crash trend reporting to areas where improvements have been implemented. Additional considerations for crash performance measures are listed below and in. • Disaggregation: Each crash-related measure below may be disaggregated by severity: fatalities, serious injuries, and other crashes. The Safe System Approach focuses on fatalities and serious injuries. However, including “other crashes,” such as those involving lesser injuries or property damage only, may paint a more comprehensive picture of crash activity and may potentially inform proactive safety analysis. • Trends: Where feasible, performance measures should be compared to previous years, including pre-project years. Implementation of relevant projects (and other factors such as COVID) should be noted on the time axis.
• Output formats: Many visual formats are possible depending on the performance measures and disaggregation tactic. These include bar charts, stacked graphs, line graphs, maps, and tables. It is important to consider the clarity of the output format to the layperson. These reports are often read by community members, elected officials, and other partners who may not have technical backgrounds. • Methodology: Most of the measures in this section can be derived from the Statewide Integrated Traffic Records System (SWITRS), combined with other City GIS maps. A GIS-capable staff member can extract, map, and summarize this data relatively quickly. GIS outputs can be exported to Excel, Illustrator, or elsewhere for data visualization and report creation using the performance evaluation templates. 903
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Table 1. Crash-related performance measures.

Performance measure Effort Source Output format Comment KSI Outcomes and Rates
Fatalities �� SWITRS/Police Bar chart or table
Fatality rate (per VMT or road network
mileage)
�� SWITRS/Police Bar chart or table
Serious injuries �� SWITRS/Police Bar chart or table Serious injury rate (per VMT or road
network mileage)
�� SWITRS/Police Bar chart or table
Crashes compared to state, peer cities,
or the nation
�� SWITRS/Police Table, bar chart Using K/SI/Other total or disaggregate by any of the performance measures above.
�� OTS Crash Rankings Table, bar chart Recommend comparing City’s traffic safety statistics to those of other cities with similar-sized
populations. OTS Crash Rankings are publicly
recognized but released on a delayed schedule,
making them most suitable as a periodic
benchmarking reference.

Context for Crash Types
Pedestrian and bicycle-involved
crashes
�� SWITRS/Police Stacked bar chart For example, in a stacked bar chart, the x-axis is the year, and the y-axis bars have sections for
killed, significantly injured, and other crashes. Truck crashes �� SWITRS/Police Stacked bar chart Intersection crashes �� SWITRS/Police Stacked bar chart Alcohol- or drug-involved crashes �� SWITRS/Police Stacked bar chart Speeding-related crashes �� SWITRS/Police Map, chart, table Reflects speed-reduction efforts.

Traffic signal- and sign-related crashes �� SWITRS/Police Map, chart, table Reflects signal and operational improvements efforts.

Who, What, and Where?
Crashes by age group �� SWITRS/Police Table, bar chart Crashes by type �� SWITRS/Police Table, bar chart
Crashes by time of day �� SWITRS/Police Histogram, map series
Shows lighting or nightlife trends.

Crashes by location �� SWITRS/Police Map
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Performance measure Effort Source Output format Comment Crashes by council district �� SWITRS/Police + District map Table, map May help to communicate with City Council.

Crashes by street owner (city vs. state) �� SWITRS/Police + Street ownership Table, map Crashes in Areas of Persistent Poverty �� SWITRS/Police + USDOT Tool Table, map Equity impact.

Crashes on high-injury network �� SWITRS/Police + HIN Map Map Requires a consistent HIN.

Crashes near implemented projects �� SWITRS/Police + Project map Table, map Crashes near schools �� SWITRS/Police + School map Table, map Crash response time �� EMS/Police Table, map
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2. Plan Progress Performance Measures
This section tracks the implementation of the City’s SAP commitments. It highlights the quantity, scope, equity impact, and delivery performance of road safety interventions. Considerations that apply to SAP performance reporting are listed below and in Table 2.
• Requirements: SS4A and the State Highway Safety Improvement Program (HSIP) do not establish specific requirements for reporting or performance measures. While HSIP recipients may be asked to collect and submit data demonstrating positive safety benefits to Caltrans, no further guidance is provided.1 • Output formats: The appropriate format depends on the measure. Options include percent completion, bars or progress charts, geographic distribution, lists of projects completed, and equity implications. Where possible, include visual documentation such as photos.
• Methodology: Performance data should come from internal tracking tools, including Capital Improvement Plan spreadsheets, asset inventories, staff reports, etc. A staff member with knowledge of these tools and spreadsheets could generate a report if the tools and spreadsheets are regularly updated and shared. 1 California Department of Transportation. (2021, September). Local Assistance Programs Guidelines Chapter 9: Local Highway Safety Improvement Program (HSIP). https://dot.ca.gov/-/media/dot-media/programs/localassistance/documents/lapg/g09.pdf 906
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Table 2. Safety Action Plan performance measures.

Performance measure/component Effort Possible output format Comment Overall projects completed �� Count, list, % of plan
Overall projects completed in
disadvantaged communities
�� Count, list, % of plan Equity impact. If no locally-defined equity focus areas, use SB535 methodology (CalEnviroScreen) or
federally-defined Areas of Persistent Poverty.

Overall projects completed on safety
priority corridors
�� Count, list, % of plan Can be segmented by City and state-owned roads.

Miles of new bikeways �� Count, list, miles, % of plan Traffic-calming installations �� Count, list, % of plan Safe Routes to Schools projects �� Count, list, detail, % of plan Sidewalk gaps closed �� Count, list, miles, % of plan Curb ramps and accessibility features
added
�� Count, list, % of plan
Traffic signals upgraded �� Count, list, % of plan
Other countermeasures from the Safety
Action Plan
Count, list, miles, % of plan
Education program reach �� Persons reached (in person), impressions/views (online)
Next steps �� List of the projects prioritized for the following year
Review the progress and the existing action plan.

Determine priorities for the coming year.

Projects on-time �� % on-time
Projects on-budget �� % on-budget, amount over/under budget Events sponsored �� Description of each event, photos Sections of report focused on individual
safety priority corridors
�� Location of crashes and projects along each
corridor
Individual pages or areas of the report focusing on
one priority corridor, highlighting specific issues for that street.

City funding committed �� Dollar amount May be difficult to separate road safety money from other programs.

Grant funding leveraged �� Dollar amount, description of grants Shows external support/return on local investment. 907
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3. Other Evaluation Strategies
Standard crash and project data provide a foundation for understanding safety outcomes. However, other evaluation strategies may offer a broader context.

These strategies may be within or outside of the scope of the regular report. Many require additional expertise, longterm partnerships, or ongoing budgets. If integrated, the findings and results from these efforts can be incorporated into regular safety reporting. Table 3 provides an assessment of performance measures for these other evaluation strategies.
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Table 3. Other evaluation metrics.

Performance measure/component Effort Source Comment
Safe streets committee �� A regularly meeting committee made up of program partners and elected officials. Receives testimony and project updates from police and public works, and hears feedback from citizens. May write a brief annual report.

Feedback on safety projects, public
safety awareness
�� User survey Partner with citywide events on a survey.

Bicycle & Pedestrian Counts �� Counting system This could help determine the crash rate. Currently, the number of crashes per pedestrian/bicyclist is impossible to calculate.

Transit use �� Transit agency If transit use is part of the Action Plan.

Mode share �� Vehicle count, Transit agency,
MPO, etc.

Consider localizing a mode-share traffic count to certain focus corridors or project locations.

Land use (i.e., Promotion of
Transit-Oriented, PedestrianFriendly Development)
�� City council Determine legislative progress towards TDM by land use change. This may be hard to measure.

Benefit-cost analysis �� SWITRS, budget, FHWA BCA
guidance, experts
Evaluate per project.

Traffic enforcement impacts on
minority communities
�� See: non-infrastructure recommendation SU-3. This may be hard to measure.

Speed reduction near traffic
calming projects
�� Speed study Could be automated or spot studies.

Health impact analysis �� Public health department
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4. Report Formatting Options
The visual presentation of the data is important for its impact and accessibility, but every format has trade-offs in terms of accessibility, shareability, effort, and technical requirements. Some agencies combine formats to better meet messaging and evaluation goals. Considerations include:
• Framing: A narrative, framing, or theme, such as “Safe Streets Report Card” can help simplify and make the content more accessible.
• Frequency: Frequency of publication depends on staff capacity, data availability, and demand from partners.

Annual publication is by far the most common and balances resource needs with transparency. However, a few jurisdictions publish on different schedules. For example, Montgomery County, MD publishes quarterly and Hawthorne, CA publishes every 2 years. The most frequent reporting period possible is quarterly because it aligns with the publishing schedule for SWITRS crash data. Some jurisdictions (e.g., Sacramento) decouple the sections of the report, publishing crash data in a continuously updated online dashboard and project progress in an annual PDF report.

Table 4 presents a variety of safety performance reports options, including their associated level of effort, strengths, and weaknesses.
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Table 4. Safety performance report formats.

Format Description Effort Strengths Weaknesses
Basic PDF report Simple but complete document with
tables and a brief commentary.
�� • Easily shareable, archivable, and
printable
• Export from Word or Excel
• No graphic design requirements
• May not engage a general audience;
perceived as dry or dull
Highly polished PDF
report
Professionally designed, branded
documents with infographics,
narratives, and photos
�� • More effective for the audience,
higher engagement.
• Builds City’s brand
• Requires more design
time/expertise
Spreadsheet Simple method of displaying
projects and their progress
�� • Easy to make for project progress
• No graphic design requirements
• Hard to communicate crash data
• May appear too technical
• May not engage a general audience;
perceived as dry or dull
Public webpage Dedicated webpage with scrollable
sections and embedded visuals.
�� • Improves online searchability
• Potential for increased
engagement
• Requires ongoing maintenance and
updates by staff
Interactive Dashboard Live charts, filters, and maps (e.g.

ArcGIS Online)
�� • Engaging, interactive format
• Encourages independent review
• Gives the expectation of updated
information
• Requires more labor/expertise to
maintain and update
• May incur software license fees
Slide deck A concise version for presentations
to Council or community meetings
�� • Offers concise summary of key
points in a narrative structure
• Easy to create and update from
template
• Limited detail
• Limited shareability
• Not interactive
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One-Year Implementation Plan
The actions outlined in this implementation plan represent a schedule of activities that Adelanto will prioritize during the year following adoption of the SS4A Action Plan. The City should review and update this document as frequently as possible to respond to emerging safety challenges and new opportunities. After the first year, it is recommended that the City continue using this document as a template to develop implementation plans for subsequent years, adjusting timelines as needed. To set the framework for the implementation, the following assumptions were made:
• Staffing: The Engineering Department of the City of Adelanto will be responsible for tracking implementation of Adelanto SS4A Action Plan.
• Focus Areas: The High-Injury Network (HIN) in Figure 1 identifies the most dangerous roads to guide Adelanto’s investments in infrastructure and programs and ensures that resources support those most in need. Among those, the top 16 HIN corridors received infrastructure improvement recommendations. The recommendations on City-owned corridors will be the first focus for implementation and evaluation, with potential for longer-term coordination with Caltrans on US 395 segments. As opportunities arise, safety improvements will also advance on roadway segments outside the HIN as part of Adelanto’s commitment to integrating safety into all transportation projects, with the goal of improving streets before crashes occur. • Coordination with Caltrans: Since Caltrans owns 40% of the top HIN corridors, some actions will focus solely on City’s roadways while others will include all roads in the top HIN corridors. In general, Caltrans roadways will follow a different implementation track to allow for appropriate coordination with Caltrans.

This implementation is organized by engineering actions, policy and programmatic actions, as well as funding opportunities.
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Figure 1. Adelanto High Injury Network
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Engineering Actions
Improving infrastructure along the HIN is a core component of Adelanto’s SS4A effort, as roadway engineering and design strongly influence traffic behavior and safety outcomes. However, it is also the most labor-intensive and costly element, requiring significant financial and staff resources. The timeline and level of effort needed for engineering projects can vary widely, from quick build projects that can be implemented relatively quickly and inexpensively, to large capital and transformative projects that require multiple phases of planning, design, coordination, and funding.

Engineering
Project
Quick Build Projects Capital Projects Transformative Projects Implementation
Timeframe
6-18 months 18+ months 2+ years
Year 1 Project List • Operational safety
improvements on entire top
HIN corridors
• Signage and striping
improvements on entire top
HIN corridors
Quick build capital improvement
projects at three priority project
locations
• Three priority project
locations
Rank the remaining top HIN
corridors using their severity
index and sort between Adelanto
and Caltrans ownership
• Focus on three priority
project locations, major
arterials and US 395
Rank corridors using their
severity index and sort between
Adelanto and Caltrans ownership
Year 1
Performance
Measure
• Operational, signage, and
striping improvements
implemented along entire
top HIN corridors
• Low-cost, quick build capital
improvements implemented
at three priority project
locations
• Three priority project
locations improved
• Remaining top HIN corridors
evaluated
• 1 transformative project
completed through 100%
Design
• 3 transformative projects
scoped and conceptually
designed
• • •
Quick Build Projects
Quick build projects can be implemented more rapidly and at a lower cost. They typically include operational improvements such as leading pedestrian intervals and adjustments to yellow change or all-red clearance intervals, as well as signage and striping enhancements like high-visibility crosswalks and lane narrowing through striping. Other capital improvement countermeasures that typically require more time and funding can also be delivered through quick build approaches, such as curb extensions, temporary sidewalks, and medians. These projects not only provide interim safer infrastructure in the near term but also serve as proof of concept to support future funding applications for permanent installations. Quick build projects may occur on any part of Adelanto’s roadway network, particularly in locations where they can meaningfully improve safety based on their associated crash modification factors. 914
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Adelanto will use the top 16 HIN corridors as the base project list to determine specific locations and appropriate treatments for quick build projects. In Year 1, it is recommended that the City prioritize operational, signage, and striping improvements along these corridors. If resources allow, the City may also implement quick build capital improvements beginning with the three priority project locations.

However, quick build projects can be especially successful when paired with complementary efforts, such as repaving.

Additionally, some corridors are more suitable for quick build treatments than others. The City should evaluate the following feasibility and opportunistic factors when scoping and preparing concept design recommendations for Year 1 quick build projects.

Feasibility considerations:
• Roadway has sufficient right-of-way (ROW)
• Project maintains existing traffic capacity
• Project maintains existing drainage
• Project maintains existing signal infrastructure
Opportunistic considerations:
• Adelanto road rehabilitation project
• Public request
• Regional (e.g., San Bernardino County, Southern California Association of Governments) project and resources
Capital Projects
Capital projects are typically larger-scale improvements that require advanced design, community engagement, coordination, and permitting. These projects take longer to deliver than quick build efforts and require greater financial and staff resources. Capital projects may include intersection improvements, advanced pedestrian traffic control, lighting improvements, traffic calming measures, and transit access enhancements. Capital project can occur on any portion of Adelanto’s roadways.

In Year 1, the City can begin implementing capital projects at the three priority project locations, while also initiating the scoping and planning process for future capital projects along the remaining top HIN corridors in subsequent years. Since some capital projects may be more suitable for quick build implementation, the City should evaluate which improvements can be delivered as quick-build treatments and which should be installed as permanent infrastructure to optimize implementation and resource efficiency.

Transformative Project
Transformative projects will occur at the three priority project locations, on major arterials and US 395. These projects will address significant corridor transformations or reconstructions targeting the most unsafe roadways in Adelanto. Due to the significant impact and cost, these projects will require increased agency coordination, time for design, public engagement, permitting, ROW, and construction. These projects may provide the best opportunity to leverage federal funding, which will require an early effort on the design, permitting, and acquisition activities that 915
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will make a large grant application more competitive. In addition, to continue advancing SS4A effort, an increase in funding is recommended so that the engineering portion of the annual SS4A budget grows by at least 3% each year.

A typical timeline for a major transformative project is illustrated in the flow chart below. In Year 1, it is recommended that the City begin scoping and developing conceptual designs for three transformative projects, with a focus on advancing one project to 100 percent design completion.

Year 1 Project Scoped + Conceptually Designed
Year 2 Final Design Complete + Right-of-Way Acquisition Started Year 3-4 Right-of-Way Acquisition + Environmental Documentation Complete Year 4-6 Construction
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Policy and Programmatic Actions
While engineering efforts often have the greatest impact on roadway safety, policy and programmatic actions also play an important role in a comprehensive systems approach to safety because they address behavior change on the roadway. As part of the Adelanto SS4A effort, a list of non-infrastructure recommendations was developed. From this list, six foundational strategies were identified as high priorities due to staff capacity constraints. This section highlights these foundational strategies and establishes Year 1 performance measures, as they are essential to supporting positive behavior change and reducing serious injuries and fatalities. For the full list of non-infrastructure recommendations, refer to Chapter 3 of the Adelanto SS4A Action Plan.

SP&C-1 Caltrans Coordination for US-395 Safety
Action Plan
Recommendation
Building on the progress from the SAP, ensure ongoing, proactive coordination with Caltrans to advance safety improvements along the US-395 corridor. This should include establishing a regular internal process for identifying and preparing priority projects for grant and other funding opportunities, coordinating support letters, and aligning applications with both Caltrans’ Vision Zero resolution and Adelanto’s local leadership commitments to roadway safety.

Lead Agency City of Adelanto Engineering & Public Services Staff Capacity Dedicate an engineering/planning staff to corridor coordination (0.25 FTE) Year 1
Performance
Measure
• Establish formal coordination process with Caltrans, including roles, contacts, and meeting frequency.

SP&C-2 Designate Safety Performance Lead and Reporting
Action Plan
Recommendation
Designate a lead safety champion to implement the performance monitoring framework.

Track key indicators such as fatal and serious injury crashes, crashes involving vulnerable road users, and progress on HIN projects; publish a short, visually-accessible safety progress update at least every three years and present it to Council and the community.

Lead Agency City of Adelanto Engineering & Public Services Staff Capacity Assign one formal safety champion role (0.25 FTE) Year 1
Performance
Measure
• Designate and formally adopt a lead safety champion role. • Develop an Adelanto SS4A reporting template guided by the Performance Measures and Reporting Framework.

SP&C-5 Coordinate Safe Routes to School Efforts
Action Plan
Recommendation
Identify a lead department or partner agency to coordinate Safe Routes to School efforts with the recommendations in the SAP, prioritize a small number of high-need schools for nearterm projects, and coordinate grant funding to support periodic walk audits, education, and low-cost safety improvements even if a full-time program is not feasible.

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Staff Capacity Identify a primary City SRTS coordinator (0.5 FTE) Year 1
Performance
Measure
• Identify and designate a lead department or partner agency • Develop a long-term strategy for a Safe Routes to School program and prepare a scope of work for a future Request for Proposals.

SP&C-9 Maintain a Rolling Safety Project Readiness List Action Plan
Recommendation
Including the top three priority project locations from the SAP, maintain a rolling list of safetypriority corridors and projects, with planning-level cost estimates and readiness status, so Adelanto can quickly pursue future SS4A, ATP, and related funding opportunities.

Lead Agency City of Adelanto Engineering & Public Services; City Manager Staff Capacity Dedicate an engineering/planning staff to review and update the safety-priority project list (0.25 FTE)
Year 1
Performance
Measure
• Review and update the initial rolling priority project list developed in the SAP semiannually to ensure it reflects the priorities, project readiness, and funding opportunities. • Identify grant opportunities aligned to listed projects.

SP&C-10 Integrate Safety into CIP and Maintenance Programs Action Plan
Recommendation
Work with Public Works and Finance to embed safety considerations into CIP and routine maintenance programming. For example, by requiring a safety review of resurfacing lists and setting aside a small percentage of O&M funding for quick-build safety treatments.

Lead Agency City of Adelanto Engineering & Public Services; Finance Staff Capacity Coordination between Engineering & Public Services and Finance (0.25 FTE combined staff time)
Year 1
Performance
Measure
• Establish a formal review step requiring safety review in CIP and routine maintenance programming.
• Dedicate a defined percentage or amount of maintenance funding for safety improvements.

SS-1 Adopt Context-Sensitive Speed Management Design
Action Plan
Recommendation
Develop context-sensitive speed management design guidance that are aligned with State and FHWA best practices. Commit to using target speeds, rather than existing operating speeds, to guide corridor and intersection design decisions.

Lead Agency City of Adelanto Engineering & Public Services Staff Capacity Assign a technical project manager (0.5 FTE) Year 1
Performance
Measure
• Develop a City speed management design guidance aligned with State and FHWA best practices.
• Identify 2-3 top HIN corridors to pilot target-speed-based design concept. • Provide at least one training session for City staff and leadership on applying targetspeed-based design concept. 918
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Funding Opportunities
Funding for the recommendations in the SAP may come from a mix of federal, state, regional, and local sources, including competitive grants, sales tax revenues, formula allocations, and public–private partnerships. This list is not exhaustive, and program details such as eligibility, funding cycles, and available amounts will change over time. As new opportunities emerge, the City should use this plan to prioritize projects and position Adelanto to compete for funding to advance safety projects along Top HIN corridors roadways.

As funding programs and criteria evolve, this section should serve as a guide to help Adelanto align grant applications with community priorities, focus investments on the Top HIN corridors, and support the long-term implementation of recommendations as appropriate.

Federal and State Funding Sources
Active Transportation Program (ATP)
California’s Active Transportation Program consolidates several federal and state funding sources into a single program that supports walking, biking, and Safe Routes to School projects. Eligible projects include sidewalks, bikeways, crossings, traffic calming near schools, and non-infrastructure programs such as safety education and encouragement activities. Funds are awarded through statewide and regional competitive cycles and are administered by the California Transportation Commission with support from Caltrans.

California Office of Traffic Safety (OTS)
OTS funds non-infrastructure transportation safety programs that target behavioral risk factors such as speeding, impaired driving, distracted driving, school-zone safety, and pedestrian and bicyclist awareness. These grants can support campaigns targeted enforcement operations, driver education, community outreach, and cross-agency data collection efforts.

Caltrans Sustainable Transportation Planning Grants
These grants fund planning efforts that advance safe, multimodal transportation networks. They can be used for corridor design studies, conceptual alternatives analysis, Complete Streets plans, multimodal network studies, and climate-focused mobility planning. For Adelanto, these grants may be particularly well suited for developing stateowned corridors where partnership with Caltrans will be required.

Congestion Mitigation and Air Quality Improvement Program (CMAQ) CMAQ funds transportation projects that reduce vehicle emissions in areas that do not meet federal air quality standards. California implementing statutes authorize San Bernardino County Transportation Authority (SBCTA) to select and program CMAQ projects with input from SCAG, Caltrans, and air quality districts. Funds are distributed based upon a formula that considers population by county and the severity of its ozone and carbon monoxide air quality problems within the non-attainment or maintenance area. CMAQ eligibility is conditional upon analyses showing that the project will reduce emissions of criteria pollutants. Activities typically eligible for CMAQ funding 919
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include transit improvements, travel demand management strategies, traffic flow improvements such as signal synchronization, and public fleet conversions to cleaner fuels.

Highway Safety Improvement Program (HSIP)
HSIP is a federal safety program managed in California by Caltrans. It funds projects that reduce fatalities and serious injuries on public roadways. Eligible projects include intersection safety improvements, speed management measures, lighting, and Safe Routes to School treatments where crash history or systemic risk can be measured and documented.

Safe Streets and Roads for All (SS4A)
The federal SS4A program, created under the Infrastructure Investment and Jobs Act, provides grants to help local agencies develop and implement Safety Action Plans that reduce roadway deaths and serious injuries. Adelanto is already using SS4A funding to develop this Safety Action Plan and can pursue future SS4A implementation grants to build high-priority safety projects identified in the plan.

Surface Transportation Block Grant Program (STBG)
STBG provides flexible federal funding for a wide range of transportation projects, including road rehabilitation, safety improvements, transit, and bicycle and pedestrian facilities. In San Bernardino County, these funds (sometimes referred to as Surface Transportation Program or STP funds) are programmed by the SBCTA and can be used to deliver multimodal safety projects on Adelanto’s local streets.

Transportation Development Act (TDA)
California’s Transportation Development Act provides State Transit Assistance and Local Transportation Fund revenues that can be used for transit operations, paratransit, and in some cases pedestrian and bicycle projects that provide access to transit. These funds are administered regionally and can support Safe Routes to Transit and complementary SRTS improvements.

Regional and Local Funding Sources
City of Adelanto Funds and Partnerships
Local sources such as the City’s capital improvement budget, development impact fees, and partnerships with school districts and community organizations can also help implement SS4A projects.

Adelanto Measure R
Adelanto Measure R is a local business license tax that provides funding for general public services, including transportation-related needs. For safety implementation, Measure R can support upkeep such as asphalt repair that improves crosswalk visibility, sidewalk repair in areas with surface deterioration, and enhanced traffic enforcement. 920
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San Bernardino County Measure I
Measure I is San Bernardino County’s half-cent sales tax dedicated to transportation improvements. Revenues are administered by SBCTA and returned to cities and the County for local streets and roads, traffic safety, public transit, and pedestrian and bicycle projects. The City of Adelanto already uses Measure I funds to improve critical street, road and transit projects (Measure I projects in Adelanto).
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Next Steps
This memorandum sets the foundation for an important ongoing conversation about roadway safety performance reporting in Adelanto, as well as the immediate next steps in Year 1 following adoption of the SAP. Moving forward, Alta staff will work with City staff to identify which performance measures will be tracked, determine the preferred reporting format, establish the frequency of report publication, and define a combination of metrics and evaluation methods that can be realistically sustained by Adelanto staff in the future.

In addition, this memorandum will help guide the development of both infrastructure projects and non-infrastructure strategies in the near term. The City can also use the structure of this memo as a template and update the content in future years as implementation progresses.

By framing these next steps as a collaborative and iterative effort, this memorandum is intended to help ensure that Adelanto’s roadway safety performance reporting and implementation efforts remain practical, sustainable, and meaningful in advancing safer streets.
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Peer Agency Safety Performance Reporting Examples and Literature Review In preparation for this memorandum, dozens of examples of safety reports were reviewed. Reports varied widely in their reporting methods, level of detail, balance between sections, and frequency of updates. Some focused on simple, polished visuals, while others listed all projects in a big spreadsheet. Many mixed the methodologies and performance measures listed above, although most used the Vision Zero framing, focusing on roadway deaths and serious injuries.

Table 5 summarizes key takeaways from this review of peer agency documents, including length, update frequency, presentation format, and other notable findings. Figures 1 through 10 illustrate examples of data visualizations, report formats, and interactive websites and data dashboards to share safety progress. 923
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Table 5. Peer agency safety performance report examples.

Report Length Frequency Format Pages per section Notes
El Paso Vision Zero Annual
Report
9 pages
1400
words
Annual Highly
polished
PDF report
Crash statistics: 1
Project progress: 5
• Very simple, easy to read and understand at a glance. • Focuses on a few key projects but does not show all
of the details.

Austin, TX Vision Zero
Report Card
4 pages
500 words
Annual Highly
polished
PDF report
Crash statistics: 2
Project progress: 2
• Simple “report card” framing.
• Projects are not listed. Instead, they are just
enumerated by category (education, engineering,
enforcement, policy, and evaluation) and status
(initiated, ongoing, completed, and future) in a
simple matrix.

Montgomery County, MD
Vision Zero Progress
Report
32 pages
8300
words
Quarterly Basic PDF
report
+ Interactive
Dashboard
Crash statistics: 1
Project progress:
31 • Lists 45 actions in a table, and an updated, detailed status next to each action.
• Actions are updated as they progress (i.e., the entire report is not rewritten every quarter).
• ArcGIS dashboard maps all projects, their category,
and status.

Phoenix, AZ Road Safety
Action Plan Annual Report
45 pages
8500
words
Annual Highly
polished
PDF report
Background: 9
Crash statistics: 9
Project progress:
16 Next steps: 10
Des Moines, IA Vision Zero
Transportation Safety
Action Plan Annual Report
5 pages
4200
words
Annual Spreadsheet Project progress: 5 • Very simple project-tracking spreadsheet.

Sacramento, CA Vision Zero
Update and Vision Zero
Crash Dashboard
9 pages
1400
words
Annual
(Report),
Continuous
(Map)
Basic PDF
report +
Interactive
Dashboard
Background: 1
Crash statistics:

Dashboard only
Project progress: 5
• Sacramento took a unique approach by separating
crash data into the online dashboard and project
progress into the report.
• The report lists all infrastructure and noninfrastructure projects, including grant applications. 924
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Examples of Crash Performance Measures
Figure 1: Fatalities, year-by-year, by mode. Note how many disaggregation strategies are communicated in one simple graphic.2
2 City of Los Angeles. (2018). Vision Zero Action Plan Progress Report 925
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Figure 2: Comparison of study area and statewide trends 3 Figure 3: An example of a stacked line chart, disaggregated by year, mode, and injury severity. 4
3 Wasatch Front Regional Council. (2024, June 27). Comprehensive Safety Action Plan: 2023 annual report. https://www.cgg.wa.gov.au/Profiles/cgg/Assets/ClientData/Example_Safety_Action_Plan.pdf 4 City of Austin. (2017, May). Vision Zero Report Card. 926
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Figure 4: Disaggregation by street ownership 5
5 City of El Paso. (2025). Vision Zero 2024 Annual Report, Capital Improvement, Mobility Planning Division. https://www.elpasotexas.gov/assets/Documents/CoEP/Vision-Zero/Documents/Reports/Vision-Zero-Report-Finalcompressed.pdf 927
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Examples of Progress on Action Plan Projects
Figure 5: Large cities cannot show all projects, so they provide an overview and a few selected examples.6
Figure 6: Des Moines publishes a spreadsheet showing the status of each action item.7 Presumably because this format is the easiest to update, Montgomery County, MD is able to publish quarterly.
8 6 City of Austin. (2017, May). Vision Zero Report Card. 7 City of Des Moines. (2023). Vision Zero Transportation Safety Action Plan: 2023 Annual Report. https://cms2.revize.com/revize/desmoines/document_center/Engineering/Vision%20Zero/Focuses,%20Actions,%20and%2 0Steps_2023%20Annual%20Report.pdf
8 County of Montgomery. (2025). Vision Zero Progress Report. 928
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Figure 7: Even though this summary shows much less detail, it is easier for a layperson to understand progress. Contrast with Figure 6. 9 Examples of Design & Report Formatting
Figure 8: Denver, CO committed to a “report card” theming, which gives a framing of transparency and accountability. Interestingly, it incorporates two measures of equity (location equity and mode equity) in addition to completeness. 10 9 City of El Paso. (2025). Vision Zero 2024 Annual Report, Capital Improvement, Mobility Planning Division. https://www.elpasotexas.gov/assets/Documents/CoEP/Vision-Zero/Documents/Reports/Vision-Zero-Report-Finalcompressed.pdf 10 Denver Streets Partnership. (2019). 2019 Vision Zero Action Plan Progress Report Card. 929
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Examples of Websites and Interactive Dashboards
Figure 9: Example of an online dashboard with crashes, priority zones, and various filters. 11
Figure 10: Montgomery County Vision Zero project tracker, which complements the annual report. 12
11 Crashes by Severity | Vision Zero Dashboard 12 https://mcgov-gis.maps.arcgis.com/apps/SimpleViewer/index.html?appid=33cbbf17bbba4ab8b0ee63ac01c90fcd 930
78 931

MEMORANDUM
Alta Planning + Design, Inc. 1
To: Saba Engineer and Jesse Flores, City of Adelanto
From: Alta Planning and Design
Date: November 20, 2025
Re: Adelanto, CA SS4A Goals and Guiding Principles – Vision Zero Resolution Leadership Commitment and Goal Setting
Introduction
Eliminating or significantly reducing roadway fatalities and serious injuries is the primary objective of the Adelanto Safe Streets and Roads for All (SS4A) Action Plan. The following memorandum outlines the process for developing a Vision Zero goal to be advanced by the leadership of the City of Adelanto. For this project, this goal is intended to be presented in the format of a resolution, which can be adapted for adoption by the City of Adelanto City Council. To support customization, text intended for revision or adaptation based on Adelanto’s needs is shown in red.

SS4A Funding Eligibility
The following guidance is presented to help the City of Adelanto to demonstrate a clear and public commitment to eliminating roadway fatalities and serious injuries. This commitment aligns with the U.S. Department of Transportation’s Safe Streets and Roads for All (SS4A) eligibility requirements, which call for a high-ranking official or governing body to adopt an eventual goal of zero deaths and serious injuries. Through formal action such as a City Council resolution, mayoral proclamation, or adoption of this Vision Zero Plan, the City must establish a shared vision of zero traffic deaths. The commitment must include measurable targets to reduce severe crashes by a defined year, and ultimately, to reach zero in the future. This leadership declaration is needed to provide the foundation for accountability, cross-departmental coordination, and eligibility for SS4A Implementation Grant funding.

Goal Setting Process
As of this memo, two Safety Task Force meetings, including discussions with key stakeholders and a presentation of comprehensive crash data analysis, have been completed in alignment with the Federal Highway Administration’s Safe System Approach principles. During these meetings, members discussed the guiding question “What defines a successful SS4A Action Plan?”. The discussion emphasized a desire to move from planning to action, focusing on implementable strategies that help the City make measurable progress toward its safety goals.

During the second Safety Task Force Meeting, participants expressed broad support for adopting a measurable and time-bound goal to reduce roadway fatalities and serious injuries. Several noted that while full elimination may be challenging in the near term due to funding constraints and incomplete infrastructure, measurable progress is a priority. Members highlighted the importance of addressing lighting deficiencies along key corridors and considering expansion of the plan’s scope beyond the US 395 corridor. Some suggested that interim goals, such as reducing 932
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Alta Planning + Design, Inc. 2 City of Adelanto
fatalities as a percentage of vehicles on the road, could provide a practical benchmark. There was consensus that the timeline should be both aspirational and achievable, reflecting examples from other communities whose Vision Zero plans set reduction targets within five to ten years, later updated as progress is made.

This meeting concluded with a shared preference for a resolution that commits the City to a significant reduction in fatalities and serious injuries in the near term, with an eventual goal of achieving zero fatalities and serious injuries.

The draft resolution text in the following section includes a recommended timeline for this commitment: to reduce fatalities and serious injuries on City-managed roadways by 50 percent by the year 2035, working toward the ultimate vision of zero deaths and serious injuries. This timeline aligns with Caltrans’ statewide commitment to eliminate traffic fatalities and serious injuries in California by 2050.

Resolution Format
The resolution text below is provided as guidance for the City of Adelanto’s leadership and may not reflect the formal structure required for adoption by the City Council. It should be reviewed and formatted in accordance with the City of Adelanto’s official procedures for adopting resolutions.

Resolution Text
RESOLUTION NO. 2025-XXX

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF ADELANTO, CALIFORNIA, ESTABLISHING A VISION ZERO STRATEGY TO REDUCE ELIMINATE TRAFFIC DEATHS AND SERIOUS INJURIES IN ADELANTO.

WHEREAS, the City of Adelanto’s (City’s) Safe Streets for All Action Plan outlines a comprehensive approach to reduce traffic deaths and serious injuries on city-managed roadways by 50 percent by 2035, with an eventual goal of zero, through infrastructure improvements, education, enforcement, and system-wide coordination; and WHEREAS, California Department of Transportation has committed to eliminating traffic fatalities and serious injuries in California by 2050 through adoption of the Safe System Approach; and WHEREAS, adoption of a Vision Zero Strategy supports the City’s eligibility for Safe Streets and Roads for All Investment Grant funding and other federal and state safety initiatives; and WHEREAS, the City recognizes that protecting the safety of all roadway users is fundamental to public health and well-being.

NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Adelanto, California, as follows:

SECTION 1. The City Council hereby establishes the Adelanto Safe Streets for All Action Plan as the City’s safety action plan and affirms the City’s commitment to reduce traffic deaths and serious injuries on city-managed roadways by 50 percent by 2035.
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SECTION 2. The City Council commits to advancing the Vision Zero Strategy through future planning, programming, partnerships, and project delivery that prioritize safety and reduce harm on Adelanto’s roadways.

ADOPTED ON MONTH XX, 202X
ATTEST:
______________

GABRIEL REYES
MAYOR
______________
NAME

CITY CLERK
I, NAME, City Clerk of the City of Adelanto, hereby certify that Resolution No. 2025-XX is a full, true, and correct copy, and was duly adopted at a regular meeting of the City Council of the City of Adelanto on MONTH XX, 202X, by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:

RECUSED:

IN WITNESS WHEREOF, I have hereunto set my hand and affixed the official seal of the City of Adelanto, California, on MONTH XX, 202X.
______________
NAME

CITY CLERK
Next Step - Safety Action Plan Inclusion
The resolution text provided in this memorandum is intended to be adaptable based on the specific goals, timeline, and formatting requirements of the City of Adelanto. As defined in the FY25 Safe Streets and Roads for All Notice of Funding Opportunity (NOFO) and the SS4A FY25 Self-Certification Worksheet, the resolution should be issued by a high-ranking official and, upon adoption, should coincide with the official adoption of the complete Safety Action Plan that includes this commitment. For this reason, it is recommended that the resolution be adopted prior to final plan adoption so that it can be included as an integral element of the City of Adelanto’s Safety Action Plan. Completing this step is required for the City to be eligible for future SS4A implementation grants. 934

CITY COUNCIL AGENDA REPORT
A D E L A N T O G O V E R N M E N T A L C E N T E R | 1 1 6 0 0 A I R E X P R E S S W A Y | A D E L A N T O , C A L I F O R N I A 9 2 3 0 1
DATE: May 13th. 2026
TO: Honorable Mayor and City Council Members
FROM: Jessie Flores, City Manager
BY:

SUBJECT: Professional Services Agreement with Source Global Imagined for Program Management Services for the CALVIP Grant
STAFF RECOMMENDATION:

Staff recommends approval of the contract service agreement for Source Global Imagined (SGI) in the amount of $230,625 for the period of April 1, 2026 through September 30, 2029. SGI will provide program management, project coordination, compliance oversight, and technical assistance services to assist the implementation of the California Violence Intervention and Prevention grant program.

BACKGROUND:

Earlier this year, the city grant application to the California Violence Intervention and Prevention (CalVIP) Cohort 5 was approved in the amount of $2,034,800. CalVIP is a program aimed at enhancing public health and safety through support for community-based gun violence reduction efforts in communities that are disproportionately impacted by gun violence. SGI served a critical role in working with the city to prepare the grant application. SGI will lead the way in project implementation with input from council and staff.

FISCAL IMPACT:

The contract amount will be paid from the grant money, which will be received through quarterly reimbursements. There will be no impact on City General Fund.

ATTACHMENTS:

A. Contract Agreement
B. CalVIP Grant Agreement
C. SGI Scope of Work
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CalVIP Cohort 5 : RISE Agreement between
City of Adelanto (AGENCY) and
Source Global Imagiend. Management (CONTRACTOR)
SECTION 1:

1. CONTRACT – CALIFORNIA VIOLENCE INTERVENTION AND PREVENTION (CalVIP) GRANT
This “Contract” is a formal agreement between the implementing agency, the City of Adelanto, hereafter referred to as AGENCY (CITY), and professional service provider Source Global Imagined (SGI), hereafter referred to as CONTRACTOR.

2. PROJECT SUMMARY AND ADMINISTRATION
AGENCY (CITY)’s California Violence Intervention and Prevention (CalVIP) Cohort 5 project provides total funding not to exceed $230,625 for the grant period of April 1, 2026 through September 30, 2029 for Source Global Imagined (SGI) to provide program management, project coordination, compliance oversight, fiscal monitoring support, implementation management, reporting coordination, partnership coordination, and technical assistance services for the Adelanto Youth and Community Empowerment RISE Initiative throughout the City of Adelanto and surrounding High Desert communities disproportionately impacted by violence, trauma, poverty, and systemic inequities.

AGENCY (CITY)’s Grant supports efforts to reduce community violence and strengthen protective factors for youth and families through coordinated violence prevention and intervention strategies, community-based partnerships, trauma-informed programming, outreach and engagement, wellness services, mentorship, violence interruption, family stabilization, and youth development initiatives. This initiative prioritizes the delivery of culturally responsive, equity-centered, and trauma-informed services designed to support high-risk youth populations, foster long-term community stability, improve access to supportive resources, and strengthen pathways toward positive youth and family outcomes.

CONTRACTOR agrees to provide professional services in accordance with Attachment A:

CalVIP Cohort 5 Program Management Project Deliverables/Scope of Work.

3. PROJECT OFFICIALS
AGENCY (CITY)’s City Manager shall serve as the designee for the grant and shall serve as the representative for administration of the Grant Agreement and shall have authority to make determinations relating to any controversies that may arise under or regarding the interpretation, performance, or payment for work performed under this Grant Agreement.

AGENCY (CITY) officials shall be those identified as follows:

Authorized Officer with legal authority to sign:

Name: Jessie Flores
Title: City Manager
Address: 11600 Air Expressway, Adelanto, CA 92301
Phone:(760) 246-2300
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Email: [email protected]
Project Administrative Contact:

Name: Virginia Velis
Address: 11600 Air Expressway, Adelanto, CA 92301
Phone: (760) 246-2300
CONTRACTOR’s Executive Officer shall serve as the designee for the grant for CONTRACTOR and shall serve as the representative for administration of the Grant Agreement and shall have authority to make determinations relating to any controversies that may arise under or regarding the interpretation, performance, or payment for work performed under this Grant Agreement
Contractor’s official shall be identified as follows:

Authorized Officer with legal authority to sign:

Name: Luvina Beckley
Phone: (951) 288-2629
Email: [email protected]
Either party may change its project representatives upon written notice to the other party.

By signing this Grant Agreement, the Authorized Officer(s) listed above warrants that he or she has the full legal authority to bind the entity for which he or she signs.

4. DATA COLLECTION
CONTRACTOR will be required to comply with all data collection and reporting requirements. The project professional service provider will work with AGENCY (CITY) and all project partners in identifying data required from each agency.

5. REPORTING REQUIREMENTS
CONTRACTOR will submit quarterly progress reports to AGENCY (CITY) in a format prescribed by AGENCY (CITY). These reports, which will describe progress made on program objectives and include required data, shall be submitted according to the following schedule:

Progress Report Periods Due No Later Than

1. April 1, 2026 to June 30, 2026 August 15, 2026

2. July 1, 2026 to September 30, 2026 November 15, 2026

3. October 1, 2026 to December 31, 2026 February 15, 2027

4. January 1, 2027 to March 31, 2027 May 15, 2027

5. April 1, 2027 to June 30, 2027 August 15, 2027

6. July 1, 2027 to September 30, 2027 November 15, 2027

7. October 1, 2027 to December 31, 2027 February 15, 2028 937

8. January 1, 2028 to March 31, 2028 May 15, 2028

9. April 1, 2028 to June 30, 2028 August 15, 2028

10. July 1, 2028 to September 30, 2028 November 15, 2028

11. October 1, 2028 to December 31, 2028 February 15, 2029

12. January 1, 2029 to March 31, 2029 May 15, 2029

13. April 1, 2029 to June 30, 2029 August 15, 2029

6. PROJECT RECORDS
A. CONTRACTOR shall establish an official file for the project. The file shall contain adequate documentation of all actions taken with respect to the project, including copies of this Grant Agreement, approved program/budget modifications, financial records and required reports.

B. CONTRACTOR shall work towards establish a separate accounting record and maintain documents and other evidence sufficient to properly reflect the amount, receipt, and disposition of all project funds, including grant funds and any matching funds by the Grantee and the total cost of the project. Source documentation includes copies of all awards, applications, approved modifications, financial records, and narrative reports.

C. CONTRACTOR shall provide Time and Effort reports with each Invoice, supported by the project deliverables sheet.

D. CONTRACTOR shall maintain documentation of donated goods and/or services, including the basis for valuation of any services or support being provided to the project in-kind. To this end, CONTRACTOR is required to adhere to the following:
1) Books and Records
Maintain adequate fiscal and project books, records, documents, and other evidence pertinent to the subcontractor’s work on the project in accordance with generally accepted accounting principles. Adequate supporting documentation shall be maintained in such detail so as to permit tracing transactions from the invoices, to the accounting records, to the supporting documentation. These records shall be maintained for a minimum of three (3) years after the acceptance of the final grant project audit under the Grant Agreement and shall be subject to examination and/or audit by AGENCY (CITY) or designees, state government auditors or designees, or by federal government auditors or designees.
2) Access to Books and Records
Make such books, records, supporting documentations, and other evidence available to AGENCY (CITY) or designee, the State Controller’s Office, the Department of General Services, the Department of Finance, California State Auditor, and their designated representatives during the course of the project and for a minimum of three (3) years after acceptance of the final grant project audit. The Subcontractor shall provide suitable facilities for access, monitoring, inspection, and copying of books and records related to the grant-funded project 3) Project Access
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CONTRACTOR shall ensure that the BSCC, or any authorized representative, will have suitable access to project activities, sites, staff and documents at all reasonable times during the grant period including those maintained by subcontractors. Access to program records will be made available by both the grantee and the subcontractors for a period of three (3) years following the end of the grant period.

E. CONTRACTOR agrees to protect records adequately from fire or other damage.

When records are stored away from the Contractor's principal office, a written index of the location of records stored must be on hand and ready access must be assured.

F. CONTRACTOR records relevant to the project must be preserved a minimum of three (3) years after closeout of the grant project and shall be subject at all reasonable times to inspection, examination, monitoring, copying, excerpting, transcribing, and auditing by AGENCY (CITY) or designees. If any litigation, claim, negotiation, audit, or other action involving the records has been started before the expiration of the three-year period, the records must be retained until the completion of the action and resolution of all issues which arise from it or until the end of the regular threeyear period, whichever is later.

7. CONFLICT OF INTEREST
A. Existing law prohibits any grantee, sub-grantee, and partner or like party who participated on the CALVIP Executive Steering Committee (ESC) from receiving funds from the CALVIP grants awarded under this Grant Agreement.

CONTRACTOR is responsible for reviewing the CALVIP ESC membership roster Attachment B: ESC Roster and ensuring that no grant dollars are passed through to any entity represented by the members of the CALVIP ESC.

B. In cases of an actual conflict of interest with an ESC member, AGENCY (CITY) may revoke the grant contract and legal consequences could exist for the parties involved, including, but not limited to, repayment of funds received.

8. INVOICING AND PAYMENTS
CONTRACTOR is required to provide accurate and detailed invoicing and supporting documentation, monthly.

A. CONTRACTOR shall be paid monthly in arrears by submitting an invoice to AGENCY (CITY)’s designee that outlines actual expenditures claimed for the monthly invoicing period.

Monthly Invoices: Due no later than the 3rd of each month for prior month’s services Program months extend from the first day of each month and conclude on the last day of each month. Invoicing can begin after the commencement of services. The project activity period ends June 30, 2029 with final payment due and payable up to July 15, 2029.

AGENCY (CITY) expects to process invoices for all allowable costs within 30 days of receipt of the invoice and proper supporting documentation. However, upon unsurmountable delays of reimbursement from BSCC, CONTRACTOR understands that reimbursements can also be further delayed in the event(s) that this occurs.

B. All project expenditures (excluding costs associated with the completion of the Final Local Evaluation Report and the financial audit) and all obligated match contributions must be incurred by the end of the grant project period, June 30, 2029 Project expenditures incurred after June 30, 2029 will not be reimbursed.

C. The Final Local Evaluation Report is due to AGENCY (CITY) by September 30, 2029. 939
Expenditures incurred for the completion of the Final Local Evaluation Report during the period of July 1, 2029 - September 30, 2029 must be submitted during the Final Invoicing Period(s), with the final invoice due on or before September 30, 2029 Supporting fiscal documentation will be required for all expenditures claimed during the Final Invoicing Periods and must be submitted with the final invoice.

D. CONTRACTOR shall submit an invoice to AGENCY (CITY) each invoicing period, even if grant funds are not expended or requested during the invoicing period.

E. Upon AGENCY (CITY)’ request, supporting documentation must be submitted for project expenditures. CONTRACTOR is required to maintain supporting documentation for all expenditures on the project site for the life of the grant and make it readily available for review during AGENCY (CITY) or BSCC site visits.

9. GRANT AMOUNT AND LIMITATION
A. In no event shall AGENCY (CITY) be obligated to pay any amount in excess of the contract amount specified herein. Grantee waives any and all claims against AGENCY (CITY), and the State of California on account of project costs that may exceed the sum of the grant award.

B. Under no circumstance will AGENCY (CITY) be obligated to pay any amount of funds for services rendered in excess of the contract amount specified herein.

10. BUDGET CONTINGENCY CLAUSE
A. This grant agreement is valid through CALVIP funding generated from the State of California’s General Fund. CONTRACTOR agrees that AGENCY (CITY)/Contractor’ obligation to pay any sum to the grantee under any provision of this agreement is contingent upon the availability of sufficient funding granted through the passage of Assembly Bill 129 (Statutes of 2021, Chapter 21), also known as the California Budget Act of 2021. It is mutually agreed that if the Budget Act of the current year and/or any subsequent years covered under this Grant Agreement does not appropriate sufficient funds for the program, this Agreement shall be of no further force and effect. In this event, AGENCY (CITY) shall have no liability to pay any funds whatsoever to Grantee or to furnish any other considerations under this Agreement and CONTRACTOR shall not be obligated to perform any provisions of this Agreement.

B. If CALVIP funding is reduced or falls below estimates contained within the CALVIP Request for Proposals, AGENCY (CITY) shall have the option to either cancel this Agreement with no liability occurring to AGENCY (CITY) to offer an amendment to this agreement to CONTRACTOR to reflect a reduced amount.

C. If AGENCY (CITY) cancels the agreement pursuant to Paragraph 3(B) or Grantee does not agree to an amendment in accordance with the option provided by Paragraph 3(B), it is mutually agreed that the Agreement shall have no further force and effect. If in the event this occurs, AGENCY (CITY) shall have no liability to pay any funds whatsoever to CONTRACTOR nor to furnish any other considerations under this Agreement.

Further, CONTRACTOR shall not be obligated to perform any provisions of this Agreement except that CONTRACTOR shall be required to maintain all project records for a period of three (3) years following the termination of this agreement.

11. PROJECT COSTS
A. CONTRACTOR is responsible for ensuring that actual expenditures are for eligible project costs. “Eligible” and “ineligible” project costs are set forth in the AGENCY 940
(CITY) Grant Administration Guide, which can be provided to CONTRACTOR during project orientation/kickoff. Eligible costs can also be identified via this link https://www.bscc.ca.gov/s_correctionsplanningandprograms/ B. CONTRACTOR is responsible for ensuring that invoices submitted to AGENCY (CITY) claim actual expenditures for eligible project costs.

C. CONTRACTOR shall, upon demand, remit to the AGENCY (CITY) any grant funds not expended for eligible project costs or an amount equal to any grant funds expended by the Grantee in violation of the terms, provisions, conditions or commitments of this Agreement.

D. Grant funds must be used to support new program activities or to augment existing funds that expand current program activities. Grant funds shall not replace (supplant) any federal, state and/or local funds that have been appropriated for the same purpose.

Violations can result in recoupment of monies provided under this grant or the suspension of future program funding through AGENCY (CITY).

12. PROJECT BUDGET
The value of program management and administrative support services for Source Global Imagined (SGI) totals $230,625. CONTRACTOR shall be reimbursed for a maximum amount not to exceed $230,625 for eligible program management, project coordination, compliance oversight, fiscal monitoring support, reporting coordination, partnership management, implementation oversight, technical assistance, and administrative services performed in support of the Adelanto Youth and Community Empowerment RISE Initiative during the approved grant period.

SECTION 2: GENERAL TERMS AND CONDITIONS AGREEMENT TERMS

1. APPROVAL: This Agreement is of no force or effect until signed by both parties.

CONTRACTOR may not commence performance until the agreement has been fully executed.

2. AMENDMENT: No amendment or variation of the terms of this Agreement shall be valid unless made in writing, signed by the parties and approved as required. No oral understanding or Agreement not incorporated in the Agreement is binding on any of the parties.

3. ASSIGNMENT: This Agreement is not assignable by/CONTRACTOR, either in whole or in part, without the consent of the AGENCY (CITY) in the form of a formal written amendment.

4. AUDIT: CONTRACTOR agrees that the awarding department, the Department of General Services, the Bureau of State Audits, or their designated representative and AGENCY (CITY) shall have the right to review and to copy any records and supporting documentation pertaining to the performance of this Agreement. CONTRACTOR agrees to maintain such records for possible audit for a minimum of three (3) years after final payment unless a longer period of records retention is stipulated. CONTRACTOR agrees to allow the auditor(s) access to such records during normal business hours and to allow interviews of any employees who might reasonably have information related to such records. Further, CONTRACTOR agrees to include a similar right of the State to audit records and interview staff in any subcontract related to the performance of this Agreement. (Gov. Code §8546.7, Pub. Contract Code §10115 et seq., CCR Title 2, Section 1896)

5. INDEMNIFICATION: CONTRACTOR agrees to indemnify, defend and save harmless AGENCY (CITY), its officers, agents and employees from any and all claims and losses accruing or resulting to any and all contractors, subcontractors, suppliers, laborers, and any other person, firm or corporation furnishing or supplying work services, materials, or 941
supplies in connection with the performance of this Agreement, and from any and all claims and losses accruing or resulting to any person, firm or corporation who may be injured or damaged by CONTRACTOR in the performance of this Agreement.

6. DISPUTES: CONTRACTOR shall continue with the responsibilities under this Agreement during any dispute.

7. TERMINATION FOR CAUSE: AGENCY (CITY) may terminate this Agreement and be relieved of any payments should CONTRACTOR fail to perform the requirements of this Agreement at the time and in the manner herein provided. In the event of such termination, AGENCY (CITY) may proceed with the work in any manner deemed proper by AGENCY (CITY). All costs to AGENCY (CITY) shall be deducted from any sum due CONTRACTOR under this Agreement and the balance, if any, shall be paid to the CONTRACTOR as due.

8. INDEPENDENT CONTRACTOR: CONTRACTOR and the agents and employees of CONTRACTOR in the performance of this Agreement, shall act in an independent capacity and not as officers, employees, or agents of the State.

9. RECYCLING CERTIFICATION: The Contractor shall certify in writing under penalty of perjury, the minimum, if not exact, percentage of post-consumer material as defined in the Public Contract Code Section 12200, in products, materials, goods, or supplies offered or sold to the State regardless of whether the product meets the requirements of Public Contract Code Section 12209. With respect to printer or duplication cartridges that comply with the requirements of Section 12156(e), the certification required by this subdivision shall specify that the cartridges so comply (Pub. Contract Code §12205).

10. NON-DISCRIMINATION CLAUSE: During the performance of this Agreement, CONTRACTOR shall not deny benefits to any person on the basis of race, religious creed, color, national origin, ancestry, physical disability, mental disability, medical condition, genetic information, marital status, sex, gender, gender identity, gender expression, age, sexual orientation, or military and veteran status, nor shall the CONTRACTOR discriminate unlawfully against any employee or applicant for employment because of race, religious creed, color, national origin, ancestry, physical disability, mental disability, medical condition, genetic information, marital status, sex, gender, gender identity, gender expression, age, sexual orientation, or military and veteran status. CONTRACTOR shall ensure that the evaluation and treatment of employees and applicants for employment are free of such discrimination. CONTRACTOR shall comply with the provisions of the Fair Employment and Housing Act (Gov. Code §12900 et seq.), the regulations promulgated thereunder (Cal. Code Regs., tit. 2, §11000 et seq.), the provisions of Article 9.5, Chapter 1, Part 1, Division 3, Title 2 of the Government Code (Gov. Code §§11135-11139.5), and the regulations or standards adopted by the awarding state agency to implement such article.

CONTRACTOR shall permit access by representatives of the Department of Fair Employment and Housing and the awarding state agency upon reasonable notice at any time during the normal business hours, but in no case less than 24 hours’ notice, to such of its books, records, accounts, and all other sources of information and its facilities as said Department or Agency shall require to ascertain compliance with this clause.

CONTRACTOR shall give written notice of their obligations under this clause to labor organizations with which they have a collective bCALVIPaining or other agreement. (See Cal. Code Regs. tit. 2, §11105.)
CONTRACTOR will ensure any partners or contractors also comply with these provisions for services performed under this work Agreement.
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11. CERTIFICATION CLAUSES: The Certification Clauses contained in the document CCC 04/2017 are hereby incorporated by reference and made a part of this Agreement by this reference as if attached hereto.

12. TIMELINESS: Time is of the essence in this Agreement.

13. COMPENSATION: The consideration to be paid as CONTRACTOR, as provided herein, shall be in compensation for all of the allowable CONTRACTOR expenses incurred in the performance hereof, including travel, per diem, taxes, and required project deliverables, unless otherwise expressly so provided.

14. GOVERNING LAW: This contract is governed by and shall be interpreted in accordance with the laws of the State of California.

15. ANTITRUST CLAIMS: CONTRACTOR The Contractor by signing this agreement hereby certifies that if these services or goods are obtained by means of a competitive bid, the Contractor shall comply with the requirements of the Government Codes Sections set out below.

A. The Government Code Chapter on Antitrust claims contains the following definitions:
i. "Public purchase" means a purchase by means of competitive bids of goods, services, or materials by the State or any of its political subdivisions or public agencies on whose behalf the Attorney General may bring an action pursuant to subdivision (c) of Section 16750 of the Business and Professions Code. ii. "Public purchasing body" means the State or the subdivision or agency making a public purchase. Government Code Section 4550.

B. In submitting a bid to a public purchasing body, the bidder offers and agrees that if the bid is accepted, it will assign to the purchasing body all rights, title, and interest in and to all causes of action it may have under Section 4 of the Clayton Act (15 U.S.C. Sec. 15) or under the Cartwright Act (Chapter 2 (commencing with Section 16700) of Part 2 of Division 7 of the Business and Professions Code), arising from purchases of goods, materials, or services by the bidder for sale to the purchasing body pursuant to the bid. Such assignment shall be made and become effective at the time the purchasing body tenders final payment to the bidder. Government Code Section 4552.

C. If an awarding body or public purchasing body receives, either through judgment or settlement, a monetary recovery for a cause of action assigned under this chapter, the assignor shall be entitled to receive reimbursement for actual legal costs incurred and may, upon demand, recover from the public body any portion of the recovery, including treble damages, attributable to overchCALVIPes that were paid by the assignor but were not paid by the public body as part of the bid price, less the expenses incurred in obtaining that portion of the recovery. Government Code Section 4553.

D. Upon demand in writing by the assignor, the assignee shall, within one year from such demand, reassign the cause of action assigned under this part if the assignor has been or may have been injured by the violation of law for which the cause of action arose and (a) the assignee has not been injured thereby, or (b) the assignee declines to file a court action for the cause of action. See Government Code Section 4554.

16. CHILD SUPPORT COMPLIANCE ACT: For any Agreement in excess of $100,000, the CONTRACTOR acknowledges in accordance with Public Contract Code 7110, that:

A. CONTRACTOR recognizes the importance of child and family support obligations and shall fully comply with all applicable state and federal laws relating to child and family support enforcement, including, but not limited to, disclosure of 943
information and compliance with earnings assignment orders, as provided in Chapter 8 (commencing with section 5200) of Part 5 of Division 9 of the Family Code; and
B. CONTRACTOR/CONTRACTOR, to the best of its knowledge, is fully complying with the earnings assignment orders of all employees and is providing the names of all new employees to the New Hire Registry maintained by the California Employment Development Department.

17. UNENFORCEABLE PROVISION: In the event that any provision of this Agreement is unenforceable or held to be unenforceable, then the parties agree that all other provisions of this Agreement have force and effect and shall not be affected thereby.

18. PRIORITY HIRING CONSIDERATIONS: The Contract shall give priority consideration in filling vacancies in positions funded by the Contract to qualified recipients of aid under Welfare and Institutions Code Section 11200 in accordance with Pub. Contract Code §10353 (upon funding exceeding $200K)

19. SMALL BUSINESS PARTICIPATION AND DVBE PARTICIPATION REPORTING REQUIREMENTS:

A. If for this Grant Agreement CONTRACTOR made a commitment to achieve small business participation, the CONTRACTOR must within 60 days of receiving final payment under this Grant Agreement (or within such other time period as may be specified elsewhere in this Grant Agreement) report to AGENCY (CITY) the actual percentage of small business participation that was achieved that will then be shared with appropriate parties.

B. If for this Grant Agreement CONTRACTOR made a commitment to achieve disabled veteran business enterprise (DVBE) participation, then Contractor must within 60 days of receiving final payment under this Grant Agreement (or within such other time period as may be specified elsewhere in this Contract) certify in a report to the awarding department: (1) the total amount the prime Contractor received under the Grant Agreement; (2) the name and address of the DVBE(s) that participated in the performance of the Grant Agreement; (3) the amount each DVBE received from the prime Contractor; (4) that all payments under the Contract have been made to the DVBE; and (5) the actual percentage of DVBE participation that was achieved. A person or entity that knowingly provides false information shall be subject to a civil penalty for each violation. (Mil. & Vets. Code § 999.5(d); Govt.

Code § 14841.)

20. LOSS LEADER: If this contract involves the furnishing of equipment, materials, or supplies then the following statement is incorporated: It is unlawful for any person engaged in business within this state to sell or use any article or product as a “loss leader” as defined in Section 17030 of the Business and Professions Code. (PCC 10344(e).)

21. INSURANCE REQUIREMENTS: The Professional Service Provider, at their own cost and expense, shall insure, keep in force and maintain insurance in connection with this agreement in the following limits:
a. General Liability in the amount of at least $1,000,000 per occurrence.

Certificate of Insurance – Insurance is to be placed with a California admitted surety with a current A. M. Best’s rating of no less than A-VII unless otherwise acceptable to AGENCY (CITY). Provider shall furnish the AGENCY (CITY) with certificate of insurance prior to commencing services. Policy must include M.H.M. & Associates Enterprises Inc., its officers, employees and agents named as “Additional Insured” in Certificates of Insurance.

SECTION 3: GRANTEE SERVICES
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1. CONTRACTOR’S GENERAL RESPONSIBILITY
A. CONTRACTOR agrees to comply with all terms and conditions of this Contract.

Review and approval by the BSCC and or AGENCY (CITY) are solely for the purpose of proper administration of grant funds and shall not be deemed to relieve or restrict the Grantee’s responsibility.

B. CONTRACTOR is responsible for the performance of all project activities and outcomes identified in Attachment A - CALVIP COHORT 5(2026-2029) Grant Program Project Deliverables/Scope of Work
C. CONTRACTOR shall immediately advise AGENCY (CITY) of any significant problems or changes arising during the project.

2. CONTRACTOR ASSURANCES AND COMMITMENTS
A. Compliance with Laws and Regulations
This Grant Agreement is governed by and shall be interpreted in accordance with the laws of the State of California. CONTRACTOR shall at all times comply with all applicable State laws, rules, and regulations, and all applicable local ordinances.

B. Permits and Licenses
CONTRACTOR agrees to procure all permits and licenses necessary to complete the project, pay all chCALVIPes and fees, and give all notices necessary or incidental to the due and lawful proceeding of the project work.

3. SERVICES AS A CONTRACTOR
A. In accordance with the provisions of this Grant Agreement, CONTRACTOR may subcontract for services needed to implement and/or support program activities.

CONTRACTOR agrees however that in the event of any inconsistency between this Grant Agreement and Contractor’s agreement with Subcontractors or Independent Contractors, the language of this Grant Agreement will prevail.

B. Nothing contained in this Grant Agreement or otherwise, shall create any contractual relation between AGENCY (CITY) and any of the Contractor’s subcontractors, and no subcontractors of the CONTRACTOR shall relieve the CONTRACTOR of its responsibilities and obligations hereunder. CONTRACTOR agrees to be as fully responsible to AGENCY (CITY) for the acts and omissions of its subcontractors and of persons either directly or indirectly employed by any of them as it is for the acts and omissions of persons directly employed by the CONTRACTOR. Contractor’s obligation to pay its subcontractors is an independent obligation from AGENCY (CITY)’s obligation to make payments to CONTRACTOR. As a result, AGENCY (CITY) shall have no obligation to pay or to enforce the payment of any money to any of the CONTRACTOR’s subcontractors or independent contractors.

C. CONTRACTOR shall ensure that all subcontractors comply with the eligibility requirements as stated in the CALVIP RFP and described in Appendix A.

D. CONTRACTOR assures that for any subcontract awarded by CONTRACTOR, such insurance and fidelity bonds, as is customary and appropriate, will be obtained.

4. ACCOUNTING AND AUDIT REQUIREMENTS
A. CONTRACTOR agrees that accounting procedures for grant funds received pursuant to this Grant Agreement shall be in accordance with generally accepted government accounting principles and practices, and adequate supporting documentation shall be maintained. Supporting documentation shall permit the tracing of transactions from such documents to relevant accounting records, financial reports, and invoices.

B. The BSCC and AGENCY (CITY) reserves the right to call for a program or financial audit at any time between the execution of this Grant Agreement and three years 945
following the end of the grant period. At any time, the BSCC and AGENCY (CITY) may disallow all or part of the cost of the activity or action determined to not be in compliance with the terms and conditions of this Grant Agreement or take other remedies legally available.

5. DEBARMENT, FRAUD, THEFT OR EMBEZZLEMENT
It is the policy of AGENCY (CITY) to protect grant funds from unreasonable risks of fraudulent, criminal, or other improper use. As such, AGENCY (CITY) will not enter into contracts or provide reimbursement to Contractors that have been:

1. debarred by any federal, state, or local government entities during the period of debarment; or

2. convicted of fraud, theft, or embezzlement of federal, state, or local government grant funds for a period of three years following conviction.

Furthermore, AGENCY (CITY) requires grant recipients to provide an assurance that there has been no applicable debarment, disqualification, suspension, or removal from a federal, state, or local grant program on the part of the grantee at the time of application and that the grantee will immediately notify AGENCY (CITY) should such debarment or conviction occur during the term of the Contract.

6. MODIFICATIONS
No change or modification in the project will be permitted without prior written approval from AGENCY (CITY).

7. TERMINATION
A. This Contract may be terminated by AGENCY (CITY) at any time after execution and prior to completion of project upon action or inaction by the CONTRACTOR that constitutes a material and substantial breech of this Contract. Such action or inaction includes but is not limited to:
1) Substantial alteration of the scope of the grant project without prior written approval from AGENCY (CITY);
2) Refusal or inability to complete the grant project in a manner consistent with Attachment A
3) Failure to provide the required local match share with required supporting documents; and
4) Failure to meet prescribed assurances, commitments, recording, accounting, auditing, and timely submittal of required documents.

A. Prior to terminating the Contract under this provision, AGENCY (CITY) shall provide the CONTRACTOR at least 30 calendar days written notice stating the reasons for termination and effective date thereof. CONTRACTOR may appeal the termination decision in accordance with the instructions listed herein.

8. SETTLEMENT OF DISPUTES
A. The parties shall deal in good faith and attempt to resolve potential disputes informally. If the dispute persists, CONTRACTOR shall submit to AGENCY (CITY) a written demand for a final decision regarding the disposition of any dispute between the parties arising under, related to, or involving this Contract. Contractor’s written demand shall be fully supported by information. AGENCY (CITY) shall have 30 days to respond. After receipt of Grantee’s written demand invoking this Section “Disputes” to render a written decision. If a written decision is not rendered within 30 days after receipt of the Grantee’s demand, it shall be deemed a decision adverse to the Contractor’s contention. If the CONTRACTOR is not satisfied with the decision of AGENCY (CITY), the Grantee may appeal the decision, in writing, within 15 days of its issuance (or the expiration of the 30-day period in the event no decision is rendered), to AGENCY (CITY) Executive Director, who shall have 45 946
days to render a final decision. If the Grantee does not appeal the decision of AGENCY (CITY), the decision shall be conclusive and binding regarding the dispute and the CONTRACTOR shall be barred from commencing an action in court.

B. Pending the final resolution of any dispute arising under, related to or involving this Contract, CONTRACTOR agrees to diligently proceed with the performance of this Contract, including the providing of services in accordance with the Contract.

CONTRACTOR’s failure to diligently proceed in accordance with the AGENCY (CITY)’s instructions regarding this Contract shall be considered a material breach of this Contract.

9. UNION ACTIVITIES
For all agreements, except fixed price contracts of $50,000 or less, the CONTRACTOR acknowledges that applicability of Government Code §§16654 through 16649 to this Contract and agrees to the following:

A. No State funds received under the Contract will be used to assist, promote or deter union organizing.

B. Grantee will not, for any business conducted under the Contract, use any State property to hold meetings with employees or supervisors, if the purpose of such meetings is to assist, promote or deter union organizing unless the State property is equally available to the public for holding meetings.

C. If Grantee incurs costs or makes expenditures to assist, promote or deter union organizing, Grantee will maintain records sufficient to show that no reimbursement from State funds has been sought for these costs, and that Grantee shall provide those records to the Attorney General upon request.

10. WAIVER
The parties hereto may waive any of their rights under this Contract unless such waiver is contrary to law, provided that any such waiver shall be in writing and signed by the party making such waiver.
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By Signing Below, Both Parties Agree to the Terms of the Contract Specified Herein.

CONTRACTOR: Source Global Imagined
___________________________________________________________________________ Luvina Beckley, Authorized Agent
Date Signed:

AGENCY: City of Adelanto
___________________________________________________________________________ Jessie Flores, Authorized Agent
Date Signed:
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APPENDIX A: Criteria for Non-Governmental Organizations Receiving BSCC Funds The Adult Reentry Grant Program (CALVIP) Grant Program Request for Proposals (RFP) includes requirements that apply to non-governmental organizations that receive funds under this grant. All grantees are responsible for ensuring that any contracted third parties continually meet these requirements as a condition of receiving CALVIP funds. The RFP describes these requirements as follows: The RFP describes these requirements as follows:

Any non-governmental organization that receives CALVIP grant funds (as either Contractor or subcontractor) must:
● Have been duly organized, in existence, and in good standing for at least six (6) months prior to the effective date of its fiscal agreement with the BSCC or with the CALVIP grantee; ● Non-governmental entities that have recently reorganized or have merged with other qualified non-governmental entities that were in existence prior to the six-month date are also eligible, provided all necessary agreements have been executed and filed with the California Secretary of State prior to the start date of the grant agreement with the BSCC or the start date of the grantee-subcontractor fiscal agreement; ● Be a nonprofit and recognized by the Internal Revenue Service as a 501(c)(3) organization; ● Employ persons or volunteers that have a minimum of three (3) years of combined experience in implementing violence reduction strategies and have implemented these strategies within the past five (5) years;
● Be registered with the California Secretary of State’s Office; ● Have an Employer Identification Number (EIN);
● Have a valid business license, if applicable;
● Have any other state or local licenses or certifications necessary to provide the services requested (e.g., facility licensing by the Department of Health Care Services), if applicable; and ● Have a physical address in the State of California. (An agent for service of process with a California address is insufficient.)
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Attachment A: PROJECT MANAGEMENT
CALVIP Cohort 5 (2026-2029) Grant Program Project Deliverables/Scope of Work for Source Global Imagined
Pre/Post Project Commencement and Planning
● Facilitate project kickoff and implementation planning meetings with AGENCY (CITY), project partners, subcontractors, and stakeholders.
● Facilitate project orientation, compliance training, and reporting procedures associated with BSCC CalVIP Cohort 5 requirements.
● Work collaboratively with the project evaluator and project partners to support the development and implementation of:
o Online data entry and participant tracking systems;
o Project evaluation protocols and outcome measurement tools; o Process and outcomes evaluation plans;
o Performance tracking systems and reporting dashboards; o Community outreach and engagement tracking tools;
o Violence intervention and prevention activity tracking systems. ● Establish project management systems, implementation timelines, and project monitoring procedures.
● Support program compliance efforts with project partners, subcontractors, and community-based organizations.
● Support the development of intake processes, referral systems, participant enrollment procedures, and case coordination workflows.
● Support the creation of process flows, operational procedures, and project desk manuals. ● Support the development of scopes of work, Memorandums of Understanding (MOUs), subcontract agreements, and partnership coordination documents.
● Create fiscal tracking forms, invoice templates, reimbursement tracking systems, and grant expenditure monitoring tools.
● Support project startup coordination for violence prevention, intervention, outreach, mentorship, wellness, and youth engagement activities associated with the Adelanto Youth and Community Empowerment RISE Initiative.

General Responsibilities

1. Fiscal and Project Management
● Provide overall project coordination and management oversight to ensure alignment with the approved BSCC CalVIP project scope and objectives.
● Serve as the primary coordination entity for project implementation activities across all program phases.
● Establish and maintain project management systems, implementation tracking systems, and compliance monitoring procedures.
● Support the City of Adelanto in maintaining compliance with BSCC grant requirements, reporting requirements, and fiscal oversight procedures.
● Ensure all operational activities align with approved project goals, implementation timelines, allowable expenditures, and grant deliverables.
● Coordinate all project-related documentation, implementation tracking, and project monitoring activities necessary for validation, reporting, and compliance purposes. 950

2. Partner Coordination & Implementation Oversight
● Coordinate all subcontractors, community-based organizations (CBOs), consultants, and service providers participating in the Adelanto Youth and Community Empowerment RISE Initiative. ● Support creation and coordination of contracts between the City of Adelanto, primary CBOs, subcontractors, and independent contractors in alignment with City and BSCC requirements. ● Facilitate ongoing coordination meetings, implementation planning meetings, and project oversight discussions with project partners and stakeholders.
● Maintain meeting notes, coordination logs, implementation tracking documentation, and communication records associated with project activities. ● Provide implementation leadership and support across all phases of the project, including violence prevention, intervention, outreach, wellness, mentorship, and youth engagement activities. ● Provide training and implementation support to project leadership, subcontractors, and project partners to support effective implementation across all project phases and components.

3. Fiscal Coordination & Fund Administration
● Work collaboratively with project CBOs, subcontractors, consultants, and independent contractors in performing necessary fiscal duties and responsibilities required to support verifiable expenditures and reimbursement activities.
● Coordinate with project partners to collect and maintain supporting fiscal documentation necessary for reimbursement requests, invoicing, expenditure verification, and compliance monitoring. ● Serve as the primary fiscal liaison, in coordination with the City of Adelanto, for all project CBOs, subcontractors, and independent contractors regarding project expenditures and reimbursement processes.
● Support the review, coordination, approval routing, and disbursement processes associated with project expenditures upon receipt of required supporting documentation and implementation progress verification.
● Establish and manage centralized project tracking systems for grant funding, gap funding, project expenditures, and reimbursement coordination.
● Administer and coordinate payments to subcontractors, consultants, and project partners in accordance with approved project budgets and reimbursement requirements. ● Monitor project cash flow and expenditure timelines to support continuity of services and avoid implementation disruptions.
● Track all expenditures against approved project budgets and allowable cost categories consistent with BSCC requirements.
● Support preparation and submission of financial reports, reimbursement documentation, budget tracking reports, expenditure summaries, reconciliation reports, and supporting fiscal documentation required by AGENCY (CITY) and BSCC.

4. Compliance, Reporting & Documentation
● Support the City of Adelanto in meeting all BSCC CalVIP compliance, reporting, monitoring, and documentation requirements.
● Maintain project records, supporting documentation, audit-ready files, reimbursement records, implementation tracking reports, and compliance documentation associated with project activities. ● Prepare and coordinate monthly, quarterly, and annual reporting documentation required by the City of Adelanto, BSCC, evaluators, and project stakeholders. 951
● Support documentation and preparation activities necessary for audits, monitoring visits, compliance reviews, fiscal reviews, and program evaluations. ● Ensure all subcontractors, consultants, and project partners maintain documentation consistent with BSCC grant requirements and project deliverables.
● Coordinate ongoing collection and organization of implementation data, fiscal documentation, participant tracking information, and project reporting materials.

5. Subcontractor Oversight & Performance Monitoring
● Monitor subcontractor performance, implementation progress, service delivery activities, and project deliverables throughout the grant period.
● Ensure alignment of all partner services, subcontractor activities, and community-based programming with approved project goals and CalVIP implementation requirements. ● Coordinate corrective action planning, technical assistance, and implementation support when performance or compliance concerns arise.
● Maintain service coordination logs, subcontractor monitoring records, performance reports, and implementation documentation associated with project oversight activities. ● Support project partners in maintaining compliance with operational procedures, reporting timelines, fiscal requirements, and implementation expectations.

6. Systems Integration & Sustainability
● Ensure project implementation aligns with the e3p3 model, VIS integrated systems framework, and long-term sustainability objectives associated with the Adelanto Youth and Community Empowerment RISE Initiative.
● Manage and coordinate sustainability planning activities associated with the e3p3 RISE Small Business Growth, Expansion, and Development Fund in coordination with project partners, including Show-Biz Kidz.
● Support community collaboration-building efforts intended to strengthen sustainability, economic opportunity, workforce development, and local partnership engagement. ● Coordinate system alignment documentation, implementation integration activities, sustainability planning records, and partnership coordination activities associated with long-term project outcomes.
● Support implementation and coordination of Safety Zones, INJAS programming, wellness activities, outreach efforts, and project phase rollout activities throughout the grant period.

7. Closeout, Reconciliation & Final Reporting
● Support final project closeout activities, reconciliation processes, and implementation review activities in coordination with the City of Adelanto and project partners. ● Prepare and coordinate final financial reports, final implementation reports, expenditure reconciliation reports, and supporting closeout documentation. ● Reconcile all grant funds, gap funding, subcontractor expenditures, and project-related financial activities associated with the Adelanto Youth and Community Empowerment RISE Initiative. ● Coordinate final reporting and documentation activities required by AGENCY (CITY), BSCC, evaluators, and project stakeholders at the conclusion of the grant period. 952
ATTACHMENT B: CALVIP EXECUTIVE STEERING COMMITTEE ROSTER 953
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All Phases
Fiscal and Project
Management Project Oversight
Provide Overall Coordination (alignment with CalVIP
Project scope)
All Phases
Project
Management Partner Coordination
Project: Coordinate all subcontractors, CBOs, and service providers across phases; this includes creation of contracts with Adelanto and Primary CBO, that aligns with City and BSCC requirements
All Phases
Fund/Fiscal
Administration
Fiscal Coordination,
Appovals
Work with each CBO's and Contrctors in perforning necessary fiscal duties and responsibilities in order to provide necessary documents for veriviable expenditures, invoicing.

All Phases
Fund/Fiscal
Administration
Fiscal Coordination,
Appovals
Work with the City of Adelanto - Fiscal in serving as the Primary Fiscal Liaison (not Agent) for the City of Adelanto for all project CBO's and Independent Contractors in affording all expenditures to be approved and disbursed by SGI upon
receipt of verifying supporting documents and project progress All Phases Complaince Sustainability
Manage the e3p3 RISE Small Business Growth and
Expansion and Development Fund (for creating opportunities for area businesses partnreing with area industry experts in creating employment/job oppotunities): Community
Collaboration Building for Bonding - a sustainability strategy. $230,625 (In coordiantion with Show-Biz Kids)
All Phases
Project
Management
Implementation
Leadership
Provide training(s0 for Leadership - that leads to effective implementation across all program components including
Phases 1–3
All Phases
Fund
/FiscalAdministratio
n
Fiscal Coordination,
Appovals
Establish and manage centralized project account for
all grant and gap funding
All Phases
Fund
/FiscalAdministratio
n Fund Disbursement Administer payments to subcontractors and partners All Phases
Fund
/FiscalAdministratio
n
Cash Flow
Management Ensure timely payments to avoid service disruption All Phases Compliance
Grant Compliance
Support
Support City of Adelanto in meeting BSCC compliance
and reporting requirements
All Phases Compliance Expenditure Tracking
Track all expenditures against approved budget and
allowable costs
All Phases
Subcontractor
Oversight
Performance
Monitoring Monitor subcontractor performance and deliverables All Phases
Subcontractor
Oversight
Coordination of
Services
Ensure alignment of all partner services with project
goals
All Phases Reporting Financial Reporting Provide financial reports to City and to BSCC All Phases Reporting
Documentation for
Audit
Maintain documentation for audit and compliance;
provide monthly and quarterly reporting
All Phases Systems Integration e3p3/VIS Coordination
Ensure project aligns with e3p3 model and integrated
system design
All Phases Program Support
Implementation
Support
Support rollout of Safety Zones, INJAS, and program
phases
Closeout Closeout
Final Reporting
Support Support final reporting and reconciliation with City Closeout Closeout Fund Reconciliation Reconcile all funds including gap funding 999
Tracking Tools for Validation,
Reporting and Compliance Ongoing
Responsible
Party
Meeting notes, coordination logs Weekly/Monthly SGI
Supporting Documentation for Fiscal
Reimbursement, CBO and Independent
Contractor Training, and Invoicing to the
City of Adelanto Weekly/Monthly SGI
Supporting Documentation for Fiscal
Reimbursement, CBO and Independent
Contractor Training, and Bulk Invoicing to
BSCC (as approved and on behalf of and
with the City of Adelanto) Weekly/Monthly SGI
e3p3 Adelanto Fund for area partnering
business(es) and organizations Ongoing SGI
Implementation tracking reports Ongoing SGI
Financial account records Ongoing SGI
Disbursement logs, payment records Monthly SGI
Cash flow tracking reports Monthly SGI
Compliance documentation Quarterly SGI
Budget tracking reports Monthly SGI
Performance reports Monthly SGI
Service coordination logs Ongoing SGI
Monthly financial reports Monthly SGI
Audit-ready documentation Ongoing SGI
System alignment documentation Ongoing SGI
Implementation reports Ongoing SGI
Final financial + program reports End of Project SGI
Monthly/Quarterly Reconciliation report End of Project SGI 1000

Adelanto City CouncilMay 13, 2026

Adelanto City Council
May 13, 2026