Agenda packet — Concord City Council, May 12, 2026 (part 4 of 4)

FHWA-SA-21-029
Roadside Design
Improvements at Curves
Horizontal curves account for 27 percent of all fatal crashes and 80 percent of all fatal crashes at curves are roadway departure crashes.1 Roadside design improvements at curves is a strategy encompassing several treatments that target the high-risk roadside environment along the outside of horizontal curves.

These treatments can reduce roadway departure fatalities and serious injuries by giving vehicles the opportunity to recover safely and by reducing crash severity.

Roadside design improvements can be implemented alone or in combination, and are particularly recommended at horizontal curves—where data indicates a higher risk for roadway departure fatalities and serious injuries.

Roadside Design Improvements to
Provide for a Safe Recovery
In cases where a vehicle leaves
the roadway, having strategic
roadside design elements, including
an added or widened shoulder,
flattened sideslopes, or a widened
clear zone can provide drivers with
an opportunity to regain control and
re-enter the roadway in their lane or
come to a safe stop before rolling
over or encountering a fixed object.
• A
clear zone is an unobstructed,
traversable roadside area that
allows a driver to stop safely or
regain control of a vehicle that has
left the roadway. Agencies should
avoid adding new fixed objects
such as trees and utility cabinets or
poles in the clear zone. AASHTO’s
Roadside Design Guide details the
clear zone width adjustment factors
to be applied at horizontal curves.
• Slope flattening reduces the
steepness of the sideslope to
increase drivers’ ability to keep the
vehicle stable, regain control of the
vehicle, and avoid obstacles. Slopes
of 1V:4H or flatter are considered
recoverable (i.e., drivers can retain
control of a vehicle by slowing or
stopping). Slopes between 1V:3H
and 1V:4H are generally considered
traversable, but non-recoverable
(i.e., errant vehicle will continue to
the bottom of the slope).
• Adding or widening shoulders
gives drivers more recovery area
to regain control in the event of a
roadway departure.

Roadside Design Improvements to
Reduce Crash Severity
Since not all roadside hazards can be
removed, relocated, or redesigned
at curves, installing roadside barriers
to shield unmovable objects or steep
embankments may be an appropriate
treatment. Three common types of
roadside barriers are:
• Cable barrier
is a flexible barrier
made from steel cables mounted
on weak steel posts. Flexible barriers
are more forgiving and have the
most deflection.
• Metal-beam guardrail is a semi-
rigid barrier where a W-beam or
box-beam is mounted on steel
or timber posts. These deflect less
than cable barriers, so they can
be located closer to objects where
space is limited.
• Concrete barrier is a rigid barrier
that has little to no deflection.

Clear zone provided on the outside of
the curve. Source: FHWA.
8%
reduction for
single-vehicle crashes.2
Flatten sideslope from
1V:3H to 1V:4H:
12%
reduction for
single-vehicle crashes.2
Flatten sideslope from
1V:4H to 1V:6H:

Safety Benefits:
1 Fatality Analysis Reporting System.
2 (CMF ID:
4627,4632
) NCHRP Report 617: Accident Modification Factors for
Traffic Engineering and ITS Improvements, (2008).
3 (CMF ID:
35,36
) Elvik, R., and Vaa, T. Handbook of Road Safety Measures, (2004). 22%
reduction for all crashes.3
Increase the distance to
roadside features from

3.3 ft to 16.7 ft:
44%
reduction for all crashes.3
Increase the distance to
roadside features from

16.7 ft to 30 ft:

OFFICE OF SAFETY
Proven Safety
Countermeasures
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://
highways.dot.gov/safety/
rwd/provide-safe-recovery/
clear-zones/clear-zones. Page 279 of 363
Median Barriers
Median barriers are longitudinal barriers that separate opposing traffic on a divided highway and are designed to redirect vehicles striking either side of the barrier. Median barriers significantly reduce the number of cross-median crashes, which are attributed to the relatively high speeds that are typical on divided highways. AASHTO’s Roadside Design Guide (RDG) recommends guidelines for the use of median barriers on high-speed, fully controlled- access roadways for locations where the median is 30 ft in width or less and the average daily traffic (ADT) is greater than 20,000 vehicles per day (vpd).

For locations with median widths greater than 50 ft and where the ADT is less than 20,000 vpd, a median barrier is optional. For locations where the median is between 30 and 50 feet, the RDG suggests an analysis to determine the cost effectiveness of median barrier installation. Median barriers can be cable, metal-beam, or concrete.
• Cable barriers
are flexible barriers,
made from steel cables mounted
on weak steel posts, resulting in
less occupant impact force as it
absorbs energy from the crash,
capturing or redirecting the
vehicle. Due to larger deflection,
median width is an important
consideration. These barriers are
more adaptable to slopes typically
found in medians. Cable barriers
tend to require more frequent
maintenance and repair than
other barrier types.
• Metal-beam guardrails are
considered semi-rigid barriers,
where the W-beam or box-beam
is mounted to steel or timber
posts. When impacted, they are
designed to deform and deflect,
absorbing some of the crash
energy and redirecting the vehicle.

Metal-beam guardrails often do
not require maintenance after
minor impacts. They deflect less
than cable barriers, so they can
be located closer to objects where
space is limited.
• Concrete barriers are usually rigid
and result in little to no deflection.

They redirect rather than absorb
energy from the impact. Rigid
concrete barriers seldom require
repair or maintenance. Some
agencies have used portable
concrete barriers as median
barriers. These barriers require
repositioning after an impact but
are typically less maintenance than
a post mounted barrier.

To reduce cross-median crashes,
transportation agencies should
review their head-on crash history
on divided highways to identify hot
spots. Agencies should also consider
implementing a systemic approach
to median barrier placement based
on cross-median crash risk factors.

Potential risk factors include:
• Traffic volumes.
• Vehicle classifications.
• Median crossover history.
• Crash incidents.
• Vertical and horizontal alignment.
• Median terrain configurations.

FHWA-SA-21-037
Median cable barrier prevents a
potential head-on crash.

Source: Washington State DOT
1 Fatality Analysis Reporting System.
2 (CMF ID:
7040
) NCHRP Report 794: Median Cross-Section Design for
Rural Divided Highways, (2011).

OFFICE OF SAFETY
Proven Safety
Countermeasures
8%
of all fatalities on divided
highways are due to
head-on crashes.1
Safety Benefits:

Median Barriers Installed

on Rural Four-Lane

Freeways
97%
reduction in
cross-median crashes.

For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://
highways.dot.gov/safety/
rwd/reduce-crash-severity.
2

Page 280 of 363 ends

FHWA-SA-21-039
Backplates with
Retroreflective Borders
Backplates added to a traffic signal head improve the visibility of the illuminated face of the signal by introducing a controlled-contrast background. The improved visibility of a signal head with a backplate is made even more conspicuous by framing it with a 1- to 3-inch yellow retroreflective border. Signal heads that have backplates equipped with retroreflective borders are more visible and conspicuous in both daytime and nighttime conditions.

This treatment is recognized as a
human factors enhancement of
traffic signal visibility, conspicuity,
and orientation for both older
and color vision deficient drivers.

This countermeasure is also
advantageous during periods of
power outages when the signals
would otherwise be dark, providing a
visible cue for motorists to stop at the
intersection ahead.

Considerations
Transportation agencies should
consider backplates with
retroreflective borders as part
of their efforts to systematically
improve safety performance at
signalized intersections. Adding a
retroreflective border to an existing
signal backplate is a very low-cost
safety treatment. This can be done
by either adding retroreflective
tape to an existing backplate or
purchasing a new backplate with
a retroreflective border already
incorporated. The most efficient
means of implementing this proven
safety countermeasure is to adopt
it as a standard treatment for
signalized intersections across a
jurisdiction or State.

Implementation challenges
include minimizing installation time,
accessing existing signal heads, and
structural limitations due to added
wind load in instances where an
entire backplate is added. Agencies
should consider the design of the
existing signal support structure to
determine if the design is sufficient to
support the added wind load.
15%
reduction in total crashes.1
Safety Benefits:

Retroreflective Border
Signal Backplate
Signal backplate framed with a
retroreflective border. Source: FHWA
Retroreflective borders are highly
visible during the night. Source: South
Carolina DOT
1 (CMF ID: 1410 ) Sayed, T., Leur, P., and Pump, J., “Safety Impact of Increased Traffic Signal Backboards Conspicuity.” 2005 TRB 84th Annual Meeting: Compendium of Papers CD-ROM, Vol. TRB#05-16, Washington, D.C., (2005).

Page 281 of 363 ends

Corridor Access
Management
Access management refers to the design, application, and control of entry and exit points along a roadway. This includes intersections with other roads and driveways that serve adjacent properties. Thoughtful access management along a corridor can simultaneously enhance safety for all modes, facilitate walking and biking, and reduce trip delay and congestion.

Every intersection, from a signalized
intersection to an unpaved driveway,
has the potential for conflicts
between vehicles, pedestrians, and
bicyclists. The number and types of
conflict points—locations where the
travel paths of two users intersect—
influence the safety performance of
the intersection or driveway. FHWA
developed corridor-level crash
prediction models to estimate and
analyze the safety effects of selected
access management techniques
for different area types, land uses,
roadway variables, and traffic
volumes.1
The following access management
strategies can be used individually or
in combination with one another:
• Reduce density through driveway
closure, consolidation, or
relocation.
• Manage spacing of intersection
and access points.
• Limit allowable movements at
driveways (such as right-in/
right-out only).
• Place driveways on an intersection
approach corner rather than a
receiving corner, which is expected
to have fewer total crashes.2
• Implement raised medians
that preclude across-roadway
movements.
• Utilize designs such as roundabouts
or reduced left-turn conflicts
(such as restricted crossing U-turn,
median U-turns, etc.).
• Provide turn lanes (i.e., left-only,
right-only, or interior two-way left).
• Use lower speed one-way or two-
way off-arterial circulation roads.

Successful corridor access
management involves balancing
overall safety and mobility for
all users along with the needs of
adjacent land uses.

FHWA-SA-21-040
5-23%
reduction in total crashes
along 2-lane rural roads.3
25-31%
reduction in fatal and
injury crashes along urban/
suburban arterials.
4 Schematic of an intersection and adjacent access points. Source: FHWA Tandem roundabouts with a continuous raised
median eliminates left-turn and across-roadway
conflicts. Source: FHWA
Safety Benefits:

Reducing driveway density
1 Gross et al. Safety Evaluation of Access Management
Policies and Techniques. FHWA-HRT-14-057, (2018).
2 Le et al. Safety Evaluation of Corner Clearance at
Signalized Intersections. FHWA-HRT-17-084, (2018).
3 Harwood et al. Prediction of the Expected Safety Performance of Rural Two-Lane Highways. FHWA-RD-99-207, (2000).
4 (CMF ID:
179,178
) Elvik, R. and Vaa, T., Handbook of Road Safety Measures.

Oxford, United Kingdom, Elsevier, (2004).

OFFICE OF SAFETY
Proven Safety
Countermeasures
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://high
ways.dot.gov/safety/
intersection-safety/cam. Page 282 of 363
Dedicated Left- and
Right-Turn Lanes at Intersections
Auxiliary turn lanes—either for left turns or right turns—provide physical separation between turning traffic that is slowing or stopped and adjacent through traffic at approaches to intersections. Turn lanes can be designed to provide for deceleration prior to a turn, as well as for storage of vehicles that are stopped and waiting for the opportunity to complete a turn.

While turn lanes provide measurable
safety and operational benefits at
many types of intersections, they
are particularly helpful at two-way
stop-controlled intersections. Crashes
occurring at these intersections are
often related to turning maneuvers.

Since the major route traffic is free
flowing and typically travels at higher
speeds, crashes that do occur are
often severe. The main crash types
include collisions of vehicles turning
left across opposing through traffic
and rear-end collisions of vehicles
turning left or right with other vehicles
following closely behind. Turn lanes
reduce the potential for these types
of crashes.

Installing left-turn lanes and/or right-
turn lanes should be considered
for the major road approaches
for improving safety at both three-
and four-leg intersections with stop
control on the minor road, where
significant turning volumes exist,
or where there is a history of turn-
related crashes. Pedestrian and
bicyclist safety and convenience
should also be considered when
adding turn lanes at an intersection.

Specifically, offset left- and right-turn
lanes will lengthen crossing distances
for pedestrians.

Offset Turn Lanes
Providing offset of left- and right-
turn lanes to increase visibility can
provide added safety benefits, and
is preferable in many situations,
particularly at locations with higher
speeds, or where free-flow or
permissive movements are possible.

At turn lanes with zero or negative
offset, turning vehicles can block
sightlines. For left-turn lanes, this
usually involves opposing left-turning
vehicles occupying the turn lanes
at the same time. For right-turn
lanes, this typically involves right-
turning vehicles from the major
road and vehicles entering the
intersection from the minor road.

In both scenarios, adding positive
offset to turn lanes enhances the
sight distance to approaching
vehicles that conflict with the turning
movement. Offset turn lanes should
be considered when there is a high
frequency of these types of conflicts
in order to reduce the likelihood of a
severe crash.

FHWA-SA-21-041
Illustration comparing zero offset to positive offset of left- and right-turn lanes. Source: FHWA Left-Turn Lanes
reduction in total crashes.1
28-48%
Right-Turn Lanes
reduction in total crashes.1
14-26%
Safety Benefits:

Positive Offset
Left-Turn Lanes
reduction in fatal
and injury crashes.2
36%
Zero Offset Positive Offset
1 (CMF ID: 260, 268, 285, 289 ) Harwood et al. Safety Effectiveness of Intersection Left- and Right-Turn Lanes. FHWA-HRD-02-089, (2002).
2 (CMF ID:
6096
) Persaud et al. Safety Evaluation of Offset Improvements for Left-Turn Lanes. FHWA-HRT-09-035, (2009).

OFFICE OF SAFETY
Proven Safety
Countermeasures
Left- and right-turn lanes at a two-way
stop-controlled intersection. Source: City
of Greeley, CO
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/safety/
proven-safety-countermeasures
and https://www.fhwa.dot.gov/
publications/research/safety
/02103/02103techbrief.pdf. Page 283 of 363
FHWA-SA-21-030
Reduced Left-Turn
Conflict Intersections
Reduced left-turn conflict intersections are geometric designs that alter how left-turn movements occur. These intersections simplify decision-making for drivers and minimize the potential for higher severity crash types, such as head-on and angle. Two highly effective designs that rely on U-turns to complete certain left-turn movements are known as the Restricted Crossing U-turn (RCUT) and the Median U-turn (MUT).

Restricted Crossing U-turn
The RCUT intersection, also known
as a J-Turn, Superstreet, or Reduced
Conflict Intersection, modifies
the direct left-turn and through
movements from cross-street
approaches. Minor road traffic makes
a right turn followed by a U-turn at a
designated location—either signalized
or unsignalized—to continue in
the desired direction. The RCUT is
suitable for and adaptable to a wide
variety of circumstances, ranging
from isolated rural, high-speed
locations to urban and suburban
high-volume, multimodal corridors.

It is a competitive and less costly
alternative to constructing an
interchange. RCUTs work well
when consistently used along
a corridor, but also can be
used effectively at individual
intersections. Studies have
shown that installing an RCUT
can result in a 30-percent
increase in throughput and a
40-percent reduction in network
intersection travel time.
1 Median U-turn
The MUT intersection modifies
direct left turns from the major
approaches. Vehicles proceed
through the main intersection,
make a U-turn a short distance
downstream, followed by a right
turn at the main intersection.

The U-turns can also be used for
modifying the cross-street left turns,
similar to the RCUT.

The MUT is an excellent choice for
intersections with heavy through
traffic and moderate left-turn
volumes. Studies have shown a
20- to 50-percent improvement in
intersection throughput for various
lane configurations as a result of
implementing the MUT design. When
implemented at multiple intersections
along a corridor, the efficient two-
phase signal operation of the MUT
can reduce delay, improve travel
times, and create more crossing
opportunities for pedestrians and
bicyclists.

Example of a MUT intersection. Source: FHWA
Safety Benefits:

RCUT
Two-Way
Stop-Controlled to RCUT:
54%
reduction in fatal
and injury crashes.²
Signalized Intersection
to Signalized RCUT:
22%
reduction in fatal
and injury crashes.³
Unsignalized Intersection
to Unsignalized RCUT:
63%
reduction in fatal and
injury crashes. 4
MUT
30%
reduction in intersection-
related injury crash rate.5
Example of a unsignalized RCUT intersection.

Source: FHWA
3 1 2
1 Hugher and Jagannathan. Restricted Crossing U-Turn Intersection. FHWA-HRT-09-059, (2009). 2 (CMF ID:
5556
) Edara et al. Evaluation of J-turn Intersection Design Performance in Missouri. MoDOT, (2013). 3 (CMF ID:
9985
) Hummer and Rao. Safety Evaluation of a Signalized Restricted Crossing U-Turn.

FHWA-HRT-17-082, (2017).
4 (CMF ID:
4884
) Hummer et al. Superstreet Benefits and Capacities. FHWA/NC/2009-06, NC State University, (2010).
5 (CMF ID:
10867
) Synthesis of the Median U-Turn Treatment, Safety, and Operational Benefits, FHWA-HRT-07-033, (2007).

OFFICE OF SAFETY
Proven Safety
Countermeasures
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/safety/
proven-safety-countermeasures
and https://highways.dot.
gov/safety/intersection-
safety/intersection-types/
reduced-left-turn-conflict-
intersections.

Page 284 of 363 ends

FHWA-SA-21-042
Roundabouts
The modern roundabout is an intersection with a circular configuration that safely and efficiently moves traffic. Roundabouts feature channelized, curved approaches that reduce vehicle speed, entry yield control that gives right-of- way to circulating traffic, and counterclockwise flow around a central island that minimizes conflict points. The net result of lower speeds and reduced conflicts at roundabouts is an environment where crashes that cause injury or fatality are substantially reduced.

Roundabouts are not only a safer
type of intersection; they are also
efficient in terms of keeping people
moving. Even while calming traffic,
they can reduce delay and queuing
when compared to other intersection
alternatives. Furthermore, the lower
vehicular speeds and reduced
conflict environment can create
a more suitable environment for
walking and bicycling.

Roundabouts can be implemented
in both urban and rural areas under
a wide range of traffic conditions.

They can replace signals, two-
way stop controls, and all-way
stop controls. Roundabouts are an
effective option for managing speed
and transitioning traffic from high-
speed to low-speed environments,
such as freeway interchange ramp
terminals, and rural intersections
along high-speed roads.

Example of a single-lane roundabout. Source: FHWA
Illustration of a multilane roundabout.

Source: FHWA
Two-Way Stop-Controlled
Intersection to a Roundabout
82%
reduction in fatal
and injury crashes.1
Signalized Intersection to a
Roundabout
78%
reduction in fatal
and injury crashes.1
Safety Benefits:
1 (CMF ID: 211,226 ) AASHTO. The Highway Safety Manual, American Association of State Highway Transportation Professionals, Washington, D.C., (2010).

OFFICE OF SAFETY
Proven Safety
Countermeasures
78%
reduction in fatal
and injury crashes.1
For more information on this
and other FHWA Proven
Safety Countermeasures,
please visit https://highways.
dot.gov/safety/proven-
safety-countermeasures and
https://highways.dot.gov/
safety/intersection-safety/
intersection-types/roundabouts. Page 285 of 363
Systemic Application
of Multiple Low-Cost Countermeasures
at Stop-Controlled Intersections
This systemic approach to intersection safety involves deploying a package of multiple low-cost countermeasures, including enhanced signing and pavement markings, at a large number of stop-controlled intersections within a jurisdiction. These countermeasures increase driver awareness and recognition of the intersections and potential conflicts.

There are several benefits to
systemically applying multiple
low-cost countermeasures at stop-
controlled intersections, including,
• Resources are maximized because
the treatments are low cost.
• A high number of intersections can
receive treatment.
• Improvements are highly cost-
effective, with an average benefit-
cost ratio of 12:1, even assuming a
conservative 3-year service life.

The low-cost countermeasures
for stop-controlled intersections
generally consist of the following
treatments:

On the Through Approach
• Doubled-up (left and right),
oversized advance intersection
warning signs, with supplemental
street name plaques (can also
include flashing beacon).
• Retroreflective sheeting on sign
posts.
• Enhanced pavement markings that
delineate through lane edge lines.

On the Stop Approach
• Doubled-up (left and right),
oversized advance “Stop Ahead”
intersection warning signs (can also
include flashing beacon).
• Doubled-up (left and right),
oversized Stop signs.
• Retroreflective sheeting on sign
posts.
• Properly placed stop bar.
• Removal of vegetation, parking,
or obstructions that limit sight
distance.
• Double arrow warning sign at stem
of T-intersections.

FHWA-SA-21-031
Example of countermeasures
on the stop approach.

Source: South Carolina DOT
10%
15%
reduction of nighttime
crashes at all locations/
types/areas.
reduction of fatal and
injury crashes at all
locations/types/areas.

Average
Benefit-Cost Ratio
12:1
$
27%
19%
reduction of fatal and injury
crashes at 2-lane by 2-lane
intersections.
reduction of fatal and
injury crashes at rural
intersections.

Safety Benefits:

Example of countermeasures on the
through approach.

Source: South Carolina DOT
Source: (CMF ID: 8867, 8870, 8874, 8893) T. Le et al. “Safety Effects of Low-Cost Systemic Safety Improvements at Signalized and Stop-Controlled Intersections,” 96th Annual Meeting of the Transportation Research Board, Paper Number 17-05379, January 2017.

Since red-light running is a leading
cause of severe crashes at signalized
intersections, it is imperative that
the yellow change interval be
appropriately timed. Too brief an
interval may result in drivers being
unable to stop safely and cause
unintentional red-light running.

Too long of an interval may result
in drivers treating the yellow as
an extension of the green phase
and invite intentional red-light
running. Factors such as the speed
of approaching and turning
vehicles, driver perception-reaction
time, vehicle deceleration, and
intersection geometry should all be
considered in the timing calculation.

Transportation agencies can improve
signalized intersection safety and
reduce red-light running by reviewing
and updating their traffic signal
timing policies and procedures
concerning the yellow change
interval. Agencies should institute
regular evaluation and adjustment
protocols for existing traffic signal
timing. Refer to the Manual on
Uniform Traffic Control Devices for
basic requirements and further
recommendations about yellow
change interval timing. As part of
strategic signal system modernization
and updates, incorporating
automated traffic signal
performance measures (ATSPMs) is
a proven approach to improve on
traditional retiming processes. ATSPMs
provide continuous performance
monitoring capability and the ability
to modify timing based on actual
performance, without requiring
expensive modeling or data
collection.1
Appropriately timed yellow change intervals
can reduce red-light running and improve
overall intersection safety. Source: FHWA

OFFICE OF SAFETY
Proven Safety
Countermeasures
Safety Benefits:
36-50%
reduction in
red light running.2
8-14%
reduction in
total crashes.2
12%
reduction in
injury crashes.2
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://high
ways.dot.gov/sites/fhwa.dot.
gov/files/2022-06/
fhwasa13027.pdf. Page 287 of 363
FHWA-SA-21-049
Crosswalk Visibility
Enhancements
Poor lighting conditions, obstructions such as parked cars, and horizontal or vertical roadway curvature can reduce visibility at crosswalks, contributing to safety issues. For multilane roadway crossings where vehicle volumes are in excess of 10,000 Average Annual Daily Traffic (AADT), a marked crosswalk alone is typically not sufficient. Under such conditions, more substantial crossing improvements could prevent an increase in pedestrian crash potential.

Three main crosswalk visibility enhancements help make crosswalks and the pedestrians, bicyclists, wheelchair and other mobility device users, and transit users using them more visible to drivers. These include high-visibility crosswalks, lighting, and signing and pavement markings. These enhancements can also assist users in deciding where to cross. Agencies can implement these features as standalone or combination enhancements to indicate the preferred location for users to cross.

High-visibility crosswalks
High-visibility crosswalks use patterns
(i.e., bar pairs, continental, ladder)
that are visible to both the driver
and pedestrian from farther
away compared to traditional
transverse line crosswalks. They
should be considered at all
midblock pedestrian crossings and
uncontrolled intersections. Agencies
should use materials such as inlay or
thermoplastic tape, instead of paint
or brick, for highly reflective crosswalk
markings.

Improved Lighting
The goal of crosswalk lighting
should be to illuminate with positive
contrast to make it easier for a driver
to visually identify the pedestrian.

This involves carefully placing the
luminaires in forward locations to
avoid a silhouette effect of the
pedestrian.

Enhanced Signing and
Pavement Markings
On multilane roadways, agencies
can use “YIELD Here to Pedestrians”
or “STOP Here for Pedestrians”
signs 20 to 50 feet in advance of
a marked crosswalk to indicate
where a driver should stop or yield to
pedestrians, depending on State law.

To supplement the signing, agencies
can also install a STOP or YIELD bar
(commonly referred to as “shark’s
teeth“) pavement markings.

In-street signing, such as “STOP Here
for Pedestrians” or “YIELD Here to
Pedestrians” may be appropriate on
roads with two- or three-lane roads
where speed limits are 30 miles per
hour or less.
40%
1 High-visibility crosswalks
can reduce pedestrian injury
crashes up to:
25%
3 Advance yield or stop
markings and signs can
reduce pedestrian
crashes up to:
42%
2 Intersection lighting can
reduce pedestrian crashes
up to:
1 (CMF ID: 4123 ) Chen, L., C. Chen, and R. Ewing. The Relative Effectiveness of Pedestrian Safety Countermeasures at Urban Intersections - Lessons from a New York City Experience. (2012). 2 (CMF ID:
436
) Elvik, R. and Vaa, T. Handbook of Road Safety Measures. Oxford, United Kingdom, Elsevier, (2004).
3 (CMF ID:
9017
) Zeeger et al. Development of Crash Modification Factors for Uncontrolled Pedestrian Crossing Treatments, FHWA, (2017).

Source: FHWA
W11-2, W16-7P
R1-6
Safety Benefits:

Source: Alex Baca, Washington Area
Bicyclist Association.

FHWA-SA-21-051
Bicycle Lanes
Most fatal and serious injury bicyclist crashes occur at non-intersection locations.

Nearly one-third of these crashes occur when motorists are overtaking bicyclists1 because the speed and size differential between vehicles and bicycles can lead to severe injury. Many people are not comfortable riding a bicycle because of their fear that this type of crash may occur. To make bicycling safer and more comfortable for most types of bicyclists, State and local agencies should consider installing bicycle lanes. Providing bicycle facilities can mitigate or prevent interactions, conflicts, and crashes between bicyclists and motor vehicles, and create a network of safer roadways for bicycling. Bicycle Lanes align with the Safe System Approach principle of recognizing human vulnerability—where separating users in space can enhance safety for all road users.

Applications
The FHWA’s
Bikeway Selection Guide
and
Incorporating On-Road Bicycle
Networks into Resurfacing Projects
assist agencies in determining which
facilities provide the most benefit in
various contexts. Bicycle lanes can be
included on new roadways or created
on existing roads by reallocating
space in the right-of-way through
Road Diets. Separated bicycle lanes,
which use vertical elements—such
as flexible delineator posts, curbs, or
vegetation—between the bicycle
lane and motorized traffic lanes
provide additional safety benefits.2,3
For a marked bike lane without vertical
elements, a lateral offset with marked
buffer can help to further separate
bicyclists from vehicle traffic.

Considerations
• In order to maximize a roadway’s
suitability for riders of all ages
and abilities, bicycle lane design
should vary according to roadway
characteristics (number of lanes,
motor vehicle and truck volumes,
speed, presence of transit), user needs
(current and forecasted ridership,
types of bicycles and micromobility
devices in use within the community,
role within the bicycling network), and
land-use context (adjacent land uses,
types and intensity of conflicting uses,
demands from other users for curbside
access). Separated bicycle lanes are
recommended on roadways with
higher vehicle volumes and speeds,
such as arterials.
• City and State policies may require
minimum bicycle lane widths,
although desirable bicycle lane widths
can differ by agency and functional
classification of the road, current
and forecasted bicycle volumes,
and contextual attributes such as
topography.
• Studies have found that roadways did
not experience an increase in crashes
or congestion when travel lane widths
were decreased to add a bicycle
lane.4
• Studies and experience in U.S. cities
show that bicycle lanes increase
ridership and may help jurisdictions
better manage roadway capacity.
• In rural areas, rumble strips can
negatively impact bicyclists’ ability to
ride if not properly installed. Agencies
should consider the dimensions,
placement, and offset of rumble strips
when adding a bicycle lane.5
• Bicycle lanes should be considered on
roadways where adjacent land use
suggests that trips could be served by
varied modes, particularly to meet the
safety and travel needs of low-income
populations likely to use bicycles to
reach essential destinations.6
49%
for total crashes on urban
4-lane undivided collectors
and local roads.7
Bicycle Lane Additions can
reduce crashes up to:
30%
for total crashes on urban
2-lane undivided collectors
and local roads.7
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures
and https://high
ways.dot.gov/sites/fhwa.dot.
gov/files/2022-07/
fhwasa18077.pdf.

Safety Benefits:
1 Thomas et al. Bicyclist Crash Types on National,
State, and Local Levels: A New Look. Transportation
Research Record 673(6), 664-676, (2019).
2 Separated Bike Lane Planning and Design Guide
.

FHWA-HEP-15-025, (2015).
3 (CMF ID:
11296
)
Developing CMFs for Separated
Bicycle Lanes
. FHWA-HRT-23-025, (2023).
4 Park and Abdel-Aty. Evaluation of safety
effectiveness of multiple cross sectional features on
urban arterials. Accident Analysis and Prevention,
Vol. 92, pp. 245-255, (2016).
5 FHWA Tech Advisory
Shoulder and Edge Line Rumble
Strips
, (2011).
6 Sandt et al.

Pursuing Equity in Pedestrian and Bicycle
Planning
. FHWA, (2016).
7 (CMF ID:
10738
,
10742
)
Development of Crash
Modification Factors for Bicycle Lane Additions While
Reducing Lane and Shoulder Widths
.

FHWA-HRT-21-012, (2021).
53%
for bicycle/vehicle crashes.3
Converting traditional or flush
buffered bicycle lanes to a
separated bicycle lane with
flexible delineator posts can
reduce crashes up to:

OFFICE OF SAFETY
Proven Safety
Countermeasures

Page 289 of 363 ends

47%
for pedestrian crashes.4
98%
(varies by speed limit, number
of lanes, crossing distance,
and time of day).3
FHWA-SA-21-053
Rectangular Rapid
Flashing Beacons (RRFB)
A marked crosswalk or pedestrian warning sign can improve safety for pedestrians crossing the road, but at times may not be sufficient for drivers to visibly locate crossing locations and yield to pedestrians. To enhance pedestrian conspicuity and increase driver awareness at uncontrolled, marked crosswalks, transportation agencies can install a pedestrian actuated Rectangular Rapid Flashing Beacon (RRFB) to accompany a pedestrian warning sign. RRFBs consist of two, rectangular- shaped yellow indications, each with a light-emitting diode (LED)-array-based light source.1 RRFBs flash with an alternating high frequency when activated to enhance conspicuity of pedestrians at the crossing to drivers.

For more information on using RRFBs, see the Interim Approval in the Manual on Uniform Traffic Control Devices (MUTCD).1
1 MUTCD Interim Approval 21 - RRFBs at Crosswalks.
2 “Rectangular Rapid Flash Beacon” in PEDSAFE: Pedestrian Safety Guide and Countermeasure Selection System. FHWA, (2013).
3 Fitzpatrick et al. “Will You Stop for Me? Roadway Design and Traffic Control Device Influences on Drivers Yielding to Pedestrians in a Crosswalk with a Rectangular Rapid-Flashing Beacon.” Report No. TTI-CTS-0010. Texas A&M Transportation Institute, (2016).
4 (CMF ID:
9024
) NCHRP Research Report 841 Development of Crash Modification Factors for Uncontrolled Pedestrian Crossing Treatments, (2017).

Applications
The RRFB is applicable to many
types of pedestrian crossings but is
particularly effective at multilane
crossings with speed limits less
than 40 miles per hour.2 Research
suggests RRFBs can result in motorist
yielding rates as high at 98 percent
at marked crosswalks, but varies
depending on the location, posted
speed limit, pedestrian crossing
distance, one- versus two-way road,
and the number of travel lanes.3
RRFBs can also accompany school or
trail crossing warning signs.

RRFBs are placed on both sides of
a crosswalk below the pedestrian
crossing sign and above the
diagonal downward arrow plaque
pointing at the crossing.1 The flashing
pattern can be activated with
pushbuttons or passive (e.g., video or
infrared) pedestrian detection, and
should be unlit when not activated.

Considerations
Agencies should:2
• Install RRFBs in the median rather
than the far-side of the roadway
if there is a pedestrian refuge or
other type of median.
• Use solar-power panels to eliminate
the need for a power source.
• Reserve the use of RRFBs for
locations with significant pedestrian
safety issues, as over-use of RRFB
treatments may diminish their
effectiveness.

Agencies shall not:2
• Use RRFBs without the presence of
a pedestrian, school or trail crossing
warning sign.
• Use RRFBs for crosswalks across
approaches controlled by YIELD
signs, STOP signs, traffic control
signals, or pedestrian hybrid
beacons, except for the approach
or egress from a roundabout.

RRFBs used at a trail crossing.

Source: LJB
Safety Benefits:

RRFBs can reduce
crashes up to:

RRFBs can increase motorist
yielding rates up to:

LPIs provide the following benefits:
• Increased visibility of crossing
pedestrians.
• Reduced conflicts between
pedestrians and vehicles.
• Increased likelihood of motorists
yielding to pedestrians.
• Enhanced safety for pedestrians
who may be slower to start into the
intersection.

FHWA’s Handbook for
Designing
Roadways for the Aging Population
recommends the use of the LPI at
intersections with high turning vehicle
volumes. Transportation agencies
should refer to the Manual on Uniform
Traffic Control Devices for guidance on
LPI timing and ensure that pedestrian
signals are accessible for all users.

Costs for implementing LPIs are very
low when only signal timing alteration
is required.
13%
reduction in pedestrian-
vehicle crashes at
intersections.1
LPIs reduce potential conflicts between
pedestrians and turning vehicles.

Source: FHWA
Safety Benefits:

An LPI allows a pedestrian to establish a
presence in the crosswalk before vehicles are
given a green indication.

Source: FHWA
1 (CMF ID: 9918 ) Goughnour, E., D. Carter, C. Lyon, B. Persaud, B. Lan, P. Chun, I. Hamilton, and K. Signor. “Safety Evaluation of Protected Left-T urn Phasing and Leading Pedestrian Intervals on Pedestrian Safety.” Report No. FHWA-HRT-18-044. Federal Highway Administration. (October 2018)

FHWA-SA-21-032

Page 291 of 363 ends

Pedestrian Refuge
Island
reduction in
pedestrian crashes.2
Median with
Marked Crosswalk
reduction in
pedestrian crashes.2
FHWA-SA-21-044
Medians and
Pedestrian Refuge Islands in Urban
and Suburban Areas
A median is the area between opposing lanes of traffic, excluding turn lanes. Medians in urban and suburban areas can be defined by pavement markings, raised medians, or islands to separate motorized and non- motorized road users.

A pedestrian refuge island (or crossing area) is a median with a refuge area that is intended to help protect pedestrians who are crossing a road. 1 National Center for Statistics and Analysis. (2020, March). Pedestrians:
2018 data (Traffic Safety Facts. Report No. DOT HS 812 850). National Highway Traffic Safety Administration
2 (CMF ID:
175
) Desktop Reference for Crash Reduction Factors, FHWA-SA-08-011, September 2008, Table 11.

Pedestrian crashes account for
approximately 17 percent of all traffic
fatalities annually, and 74 percent
of these occur at non-intersection
locations.1 For pedestrians to
safely cross a roadway, they must
estimate vehicle speeds, determine
acceptable gaps in traffic based
on their walking speed, and predict
vehicle paths. Installing a median
or pedestrian refuge island can
help improve safety by allowing
pedestrians to cross one direction of
traffic at a time.

Transportation agencies should
consider medians or pedestrian
refuge islands in curbed sections of
urban and suburban multilane
roadways, particularly in areas with
a significant mix of pedestrian and
vehicle traffic, traffic volumes over
9,000 vehicles per day, and travel
speeds 35 mph or greater. Medians/
refuge islands should be at least
4-ft wide, but preferably 8 ft for
pedestrian comfort. Some example
locations that may benefit from
medians or pedestrian refuge islands
include:
• Mid-block crossings.
• Approaches to multilane
intersections.
• Areas near transit stops or other
pedestrian-focused sites.

Example of a road with a median and
pedestrian refuge islands.

Source: City of Charlotte, NC
Median and pedestrian refuge island
near a roundabout. Source:
www.pedbikeimages.org / Dan Burden
46%
56%
Safety Benefits:

OFFICE OF SAFETY
Proven Safety
Countermeasures
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://high
ways.dot.gov/sites/fhwa.dot.
gov/files/2022-08/techSheet_
PedRefugeIsland2018.pdf. Page 292 of 363
FHWA-SA-21-045
Pedestrian Hybrid
Beacons
The pedestrian hybrid beacon (PHB) is a traffic control device designed to help pedestrians safely cross higher-speed roadways at midblock crossings and uncontrolled intersections. The beacon head consists of two red lenses above a single yellow lens. The lenses remain “dark” until a pedestrian desiring to cross the street pushes the call button to activate the beacon, which then initiates a yellow to red lighting sequence consisting of flashing and steady lights that directs motorists to slow and come to a stop, and provides the right- of-way to the pedestrian to safely cross the roadway before going dark again. 1 National Center for Statistics and Analysis. (2020, March). Pedestrians:
2018 data (Traffic Safety Facts. Report No. DOT HS 812 850). National Highway Traffic Safety Administration
2 (CMF ID:
9020
) Zegeer et al. NCHRP Report 841: Development of Crash Modification Factors for Uncontrolled Pedestrian Crossing Treatments. TRB, (2017). 3 (CMF ID:
2911,2917
) Fitzpatrick, K. and Park, E.S. Safety Effectiveness of the HAWK Pedestrian Crossing Treatment, FHWA-HRT-10-042, (2010).

Nearly 74 percent of pedestrian
fatalities occur at non-intersection
locations, and vehicle speeds are
often a major contributing factor.1
As a safety strategy to address this
pedestrian crash risk, the PHB is an
intermediate option between a
flashing beacon and a full pedestrian
signal because it assigns right of way
and provides positive stop control. It
also allows motorists to proceed once
the pedestrian has cleared their side
of the travel lane(s), reducing vehicle
delay.

Transportation agencies should refer
to the Manual on Uniform Traffic Control
Devices (MUTCD) for information on
the application of PHBs. Transportation
agencies should locate pedestrian
signals to be accessible for all users.

In general, PHBs are used where it
is difficult for pedestrians to cross
a roadway, such as when gaps in
traffic are not sufficient or speed
limits exceed 35 miles per hour.

They are very effective at locations
where three or more lanes will
be crossed or traffic volumes are
above 9,000 annual average daily
traffic. Installation of a PHB must
also include a marked crosswalk
and pedestrian countdown signal.

If PHBs are not already familiar to a
community, agencies should conduct
appropriate education and outreach
as part of implementation.Example of PHBs mounted
on a mast arm. Source: FHWA
Sequence for a PHB. Source: MUTCD 2009 Edition, p. 511, FHWA 29%
reduction in total crashes.3
15%
reduction in fatal and
serious injury crashes.3
55%
reduction in
pedestrian crashes.2
Safety Benefits:

Benefits of Road Diet installations
may include:
• Reduction of rear-end and left-turn
crashes due to the dedicated
left-turn lane.
• Reduced right-angle crashes as
side street motorists cross three
versus four travel lanes.
• Fewer lanes for pedestrians to
cross.
• Opportunity to install pedestrian
refuge islands, bicycle lanes,
on-street parking, or transit stops.
• Traffic calming and more consistent
speeds.
• A more community-focused,
Complete Streets environment that
better accommodates the needs
of all road users.

A Road Diet can be a low-cost
safety solution when planned in
conjunction with a simple pavement
overlay, and the reconfiguration can
be accomplished at no additional
cost. Typically, a Road Diet is
implemented on a roadway with
a current and future average daily
traffic of 25,000 or less.
19-47%
reduction in total crashes.1
Road Diet project in Honolulu, Hawaii.

Source: Leidos
Road Diet Conversions
Safety Benefits:
4-Lane to 3-Lane

BEFORE AFTER
Before and after example of a Road Diet. Source: FHWA
1 (CMF ID: 5554,2841 ) Evaluation of Lane Reduction “Road Diet” Measures on Crashes, FHWA-HRT-10-053, (2010).

Page 294 of 363 ends

FHWA-SA-21-047
Walkways
A walkway is any type of defined space or pathway for use by a person traveling by foot or using a wheelchair. These may be pedestrian walkways, shared use paths, sidewalks, or roadway shoulders.

With more than 6,200 pedestrian
fatalities and 75,000 pedestrian
injuries occurring in roadway
crashes annually,1 it is important for
transportation agencies to improve
conditions and safety for pedestrians
and to integrate walkways more
fully into the transportation system.

Research shows people living in low-
income communities are less likely
to encounter walkways and other
pedestrian-friendly features.2
Well-designed pedestrian walkways,
shared use paths, and sidewalks
improve the safety and mobility of
pedestrians. Pedestrians should have
direct and connected network of
walking routes to desired destinations
without gaps or abrupt changes. In
some rural or suburban areas, where
these types of walkways are not
feasible, roadway shoulders provide
an area for pedestrians to walk next
to the roadway, although these are
not preferable.

Transportation agencies should work
towards incorporating pedestrian
facilities into all roadway projects
unless exceptional circumstances
exist. It is important to provide and
maintain accessible walkways along
both sides of the road in urban areas,
particularly near school zones and
transit locations, and where there is a
large amount of pedestrian activity.

Walkable shoulders should also be
considered along both sides of rural
highways when routinely used by
pedestrians.

Example of a sidewalk in a residential area.

Source: pedbikeimages.org / Burden
Paved shoulder used as a walkway. Source: pedbikeimages.org / Burden Safety Benefits:

Sidewalks
reduction in crashes involving
pedestrians walking along
roadways.3
65-89%
Paved Shoulders
reduction in crashes involving
pedestrians walking along
roadways.3
71%
1 National Center for Statistics and Analysis. (2020, March). Pedestrians:
2018 data (Traffic Safety Facts. Report No. DOT HS 812 850). National Highway Traffic Safety Administration.
2 Gibbs, et all. Income Disparities in Street Features that Encourage Walking.

Bridging the Gap, (2012, March).
3 Gan et al. Update of Florida Crash Reduction Factors and Countermeasures to Improve the Development of District Safety Improvement Projects. Florida DOT, (2005).

OFFICE OF SAFETY
Proven Safety
Countermeasures
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and http://www.
pedbikesafe.org/PEDSAFE/
countermeasures_detail.
cfm?CM_NUM=1. Page 295 of 363
Pavement Friction
Management
Friction is a critical characteristic of a pavement that affects how vehicles interact with the roadway, including the frequency of crashes. Measuring, monitoring, and maintaining pavement friction—especially at locations where vehicles are frequently turning, slowing, and stopping—can prevent many roadway departure, intersection, and pedestrian-related crashes.

Pavement friction treatments, such as High Friction Surface Treatment (HFST), can be better targeted and result in more efficient and effective installations when using continuous pavement friction data along with crash and roadway data.

Continuous Pavement Friction
Measurement
Friction data for safety performance
is best measured with Continuous
Pavement Friction Measurement
(CPFM) equipment. Spot friction
measurement devices, like locked-
wheel skid trailers, cannot safely and
accurately collect friction data in
curves or intersections, where the
pavement polishes more quickly and
adequate friction is so much more
critical. Without CPFM equipment,
agencies will assume the same
friction over a mile or more.

CPFM technology measures friction
continuously at highway speeds and
provides both network and segment
level data. Practitioners can analyze
the friction, crash, and roadway data
to better understand and predict
where friction-related crashes will
occur to better target locations and
more effectively install treatments.1
High Friction Surface Treatment
HFST consists of a layer of durable,
anti-abrasion, and polish-resistant
aggregate over a thermosetting
polymer resin binder that locks the
aggregate in place to restore or
enhance friction and skid resistance.

Calcined bauxite is the aggregate
shown to yield the best results
and should be used with HFST
applications.

Applications
HFST should be applied in locations
with increased friction demand,
including:
• Horizontal curves.
• Interchange ramps.
• Intersection approaches.
o Higher-speed signalized and
stop-controlled intersections.
o Steep downward grades.
• Locations with a history of rear-end,
failure to yield, wet-weather, or red-
light-running crashes.
• Crosswalk approaches.

Considerations
• HFST is applied on existing pavement,
so no new pavement is added.
• If the underlying pavement
structure is unstable, then the
HFST life cycle may be shortened,
resulting in pre-mature failure.
• The automated installation method
is preferred as it minimizes issues
often associated with manual
installation: human error due to
fatigue, inadequate binder mixing,
improper and uneven binder
thickness, delayed aggregate
placement, and inadequate
aggregate coverage.
• The cost can be reduced when
bundling installations at multiple
locations.

FHWA-SA-21-052
Automated application of HFST.

Source: FHWA
HFST can reduce
crashes up to:
for injury crashes at ramps.2
63%
for injury crashes at
horizontal curves.2
48%
for total crashes at
intersections.3
20%
Safety Benefits:
1 Izeppi et al. Continuous Friction Measurement Equipment as a Tool for Improving Crash Rate Prediction: A Pilot Study. Virginia Department of Transportation, (2016). 2 (CMF ID:
10342,10333
) Merritt et al. Development of Crash Modification Factors for High Friction Surface Treatments. FHWA, (2020).
3 (CMF ID:
2259
) NCHRP Report 617: Accident Modification Factors for Traffic Engineering and ITS Improvements, (2008).

OFFICE OF SAFETY
Proven Safety
Countermeasures
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://
highways.dot.gov/safety/
rwd/keep-vehicles-road/
pavement-friction/hfst. Page 296 of 363
1 (CMF ID: 436 ,433,192 ) Elvik, R. and Vaa, T., “Handbook of Road Safety Measures.” Oxford, United Kingdom, Elsevier, (2004). 2 (CMF ID:
2376
) Ye et al. A Simultaneous Equations Model of Crash Frequency By Collision Type for Rural Intersections, 87th Annual Meeting of the Transportation Research Board, (2008).FHWA-SA-21-050
Lighting
The number of fatal crashes occurring in daylight is about the same as those that occur in darkness. However, the nighttime fatality rate is three times the daytime rate because only 25 percent of vehicle miles traveled (VMT) occur at night. At nighttime, vehicles traveling at higher speeds may not have the ability to stop once a hazard or change in the road ahead becomes visible by the headlights. Therefore, lighting can be applied continuously along segments and at spot locations such as intersections and pedestrian crossings in order to reduce the chances of a crash.

Adequate lighting (i.e., at or above minimum acceptable standards) is based on research recommending horizontal and vertical illuminance levels to provide safety benefits to all users of the roadway environment. Adequate lighting can also provide benefits in terms of personal security for pedestrians, wheelchair and other mobility device users, bicyclists, and transit users as they travel along and across roadways.

Applications
Roadway Segments
Research indicates that continuous
lighting on both rural and urban
highways (including freeways) has
an established safety benefit for
motorized vehicles.1 Agencies can
provide adequate visibility of the
roadway and its users through the
uniform application of lighting that
provides full coverage along the
roadway and the strategic placement
of lighting where it is needed the most.

Intersections and Pedestrian
Crossings
Increased visibility at intersections at
nighttime is important since various
modes of travel cross paths at these
locations. Agencies should consider
providing lighting to intersections
based on factors such as a history of
crashes at nighttime, traffic volume,
the volume of non-motorized users,
the presence of crosswalks and raised
medians, and the presence of transit
stops and boarding volumes.

Considerations
Most new lighting installations are
made with breakaway features,
shielded, or placed far enough
from the roadway to reduce
the probability and/or severity
of fixed-object crashes. Modern
lighting technology gives precise
control with minimal excessive
light affecting the nighttime sky or
spilling over to adjacent properties.

Agencies can equitably engage
with underserved communities to
determine where and how new and
improved lighting can most benefit
the community by considering their
priorities, including eliminating crash
disparities, connecting to essential
neighborhood services, improving
active transportation routes, and
promoting personal safety.

Source: WSDOT
28%
for nighttime injury crashes
on rural and urban
highways.1
42%
for nighttime injury pedestrian
crashes at intersections.1
33-38%
for nighttime crashes at rural
and urban intersections.2,1
Source: FHWA
Safety Benefits:

Lighting can reduce
crashes up to:

OFFICE OF SAFETY
Proven Safety
Countermeasures
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://
highways.dot.gov/safety/
other/visibility/roadway-
lighting-resources. Page 297 of 363
FHWA-SA-21-033
Local Road
Safety Plans
A local road safety plan (LRSP) provides a framework for identifying, analyzing, and prioritizing roadway safety improvements on local roads.

The LRSP development process and content are tailored to local issues and needs. The process results in a prioritized list of issues, risks, actions, and improvements that can be used to reduce fatalities and serious injuries on local roads. FHWA has developed several resources including an LRSP Do- It-Yourself website which further explains the process and includes resources local agencies and their partners need to create and implement an LRSP.1 1 https://highways.dot.gov/safety/local-rural/local-road-safety-plans 2 Anderson et al. Noteworthy Practices: Addressing Safety on Locally-Owned and Maintained Roads A Domestic Scan, FHWA-SA-09-019, (2010). 3 Developing Safety Plans: A Manual for Local Rural Road Owners, FHWA-SA-12-017, provides guidance on developing an LRSP.

Approximately 75 percent of rural
roads are owned by local agencies.2
While local roads are less traveled
than State highways, they have a
much higher rate of fatal and serious
injury crashes.2 Developing an LRSP is
an effective strategy to improve
local road safety for all road users
and support the goals of a State’s
overall Strategic Highway Safety Plan
(SHSP).

Although the development process
and resulting plan can vary
depending on the local agency’s
needs, available resources, and
targeted crash types, aspects
common to LRSPs include:
• Stakeholder engagement
representing the 4E’s:
engineering,
enforcement,
education, and
emergency
medical services.
• Collaboration
among
municipal,
county, Tribal,
State, and/or
Federal entities
to leverage
expertise and
resources.
• Identification of target crash types
and crash risk with corresponding
recommended proven safety
countermeasures.
• Timeline and goals for
implementation and evaluation.

Local road agencies should consider
developing an LRSP to be used as a
tool for reducing roadway fatalities,
injuries, and crashes.3 LRSPs can
help agencies create a prioritized
list of improvements. LRSPs are
also a proactive risk management
technique to demonstrate an
agency’s responsiveness. The
plan should be viewed as a living
document that can be updated to
reflect changing local needs and
priorities.

Infographic showing the LRSP process. Source: FHWA
Safety Benefits:

OFFICE OF SAFETY
Proven Safety
Countermeasures
Agencies have experienced
the following benefits after
LRSP implementation:
25%
reduction in county road
fatalities in Minnesota.
17%
reduction in fatal and
serious injury crashes on
county-owned roads in
Washington State.
35%
reduction in severe
curve crashes in Thurston
County, WA.

Page 298 of 363 ends

FHWA-SA-21-048
Road Safety Audit
While most transportation agencies have established traditional safety review procedures, a road safety audit (RSA) or assessment is unique. RSAs are performed by a multidisciplinary team independent of the project. RSAs consider all road users, account for human factors and road user capabilities, are documented in a formal report, and require a formal response from the road owner. (See the eight steps for conducting an RSA below.) RSAs provide the following
benefits:
• Reduced number and severity of
crashes due to safer designs.
• Reduced costs resulting from early
identification and mitigation of
safety issues before projects are
built.
• Increased opportunities to
integrate multimodal safety
strategies and proven safety
countermeasures.
• Expanded ability to consider
human factors in all facets of
design.
• Increased communication and
collaboration among safety
stakeholders.
• Objective review by independent
multidisciplinary team.

RSAs can be performed in any
phase of project development,
from planning through construction.

Agencies may focus RSAs
specifically on motorized vehicles,
pedestrians, bicyclists, motorcyclists,
or a combination of these roadway
users. Agencies are encouraged
to conduct an RSA at the earliest
stage possible, as all roadway design
options and alternatives are being
explored.

Multidisciplinary team performs field review
during an RSA. Source: FHWA
10-60%
reduction in total crashes.1
Source: FHWA
Safety Benefits:
1 Road Safety Audits: An Evaluation of RSA Programs and Projects, FHWA-SA-12-037; and FHWA Road Safety Audit Guidelines, FHWA-SA-06-06.

Page 299 of 363 ends

FHWA-SA-21-071
https://safety.fhwa.dot.gov/provencountermeasures/

Page 300 of 363 ends

No. Improvement Locations Description Unit Unit Cost Quantity Subtotal Total 1 Clayton Rd Safety Improvements Clayton Rd: SR-242 to Washington Blvd Various Improvements along Corridor. See Breakdown. LS 5,497,030.00$ 1 5,497,030.00$ 2 Monument Blvd Safety Improvements Monument Blvd: Cowell Rd to Mohr Ln Various Improvements along Corridor. See Breakdown. LS 2,609,620.00$ 1 2,609,620.00$ 3 Willow Pass Rd Safety Improvements Willow Pass Rd: I-680 to Avila Rd Various Improvements along Corridor. See Breakdown. LS 2,002,960.00$ 1 2,002,960.00$ 4 Concord Ave Safety Improvements Concord Ave: John Glenn Dr to Salvio St Various Improvements along Corridor. See Breakdown. LS 1,146,310.00$ 1 1,146,310.00$ 5 Galindo St Safety Improvements Galindo St: Salvio St to Cowell Rd Various Improvements along Corridor. See Breakdown. LS 3,234,500.00$ 1 3,234,500.00$ 14,490,420.00$
2,898,084.00$
17,388,600.00$
869,430.00$
2,608,290.00$
1,738,860.00$
22,605,180.00$
14,490,420.00$

CITY OF CONCORD
Safety Action Plan - Cost Estimate
Project 1: High Injury Network Corridor Improvements
Project 1: High Injury Network Corridor Improvements
Project Cost Total
Contingency Cost(20%)
Subtotal
Environmental (5%)
PS&E (15%)
Construction Engineering (10%)
Total

Page 301 of 363 ends

No. Improvement Locations Description Unit Unit Cost Quantity Subtotal Total 1 Speed Feedback Sign Clayton Rd: SR-242 to Washington Boulevard Install Dynamic/Variable Speed Warning Sign (Solar- Powered) EA 15,000.00$ 8 120,000.00$ 120,000.00$ 2 Safety Lighting Upgrades
Clayton Rd & Detroit Ave
Clayton Rd & Ellis St
Clayton Rd & Galindo St
Clayton Rd & Grant St
Clayton Rd & Colfax St
Clayton Rd & Oakland Ave
Clayton Rd & Treat Blvd
Clayton Rd & Bailey Rd
Clayton Rd & Ayers Rd
Replace Existing Luminaire Fixture EA 750.00$ 48 36,000.00$ 36,000.00$ Install Street Light Pole, Foundation and Luminaire
Fixture EA 20,000.00$ 1 20,000.00$
Install Street Light Pull Box EA 1,500.00$ 1 1,500.00$ Install Conduit and Cabling LF 110.00$ 75 8,250.00$ Clayton Rd and Roslyn Dr Upgrade Existing Fixtures EA 500.00$ 4 2,000.00$ Install Street Light Pole, Foundation and Luminaire
Fixture EA 20,000.00$ 3 60,000.00$
Install Street Light Pull Box EA 1,500.00$ 3 4,500.00$ Install Conduit and Cabling LF 110.00$ 225 24,750.00$ 4 Intersection Safety Analytics
Clayton Rd & Galindo St
Clayton Rd & Treat Blvd
Clayton Rd and Thornwood Dr
Clayton Rd and Fry Way
Clayton Rd and Ayers Rd
Clayton Rd and Ellis St
Intersection Safety Analystics Camera and System LS 40,000.00$ 6 240,000.00$ 240,000.00$ 5 CV2X Improvements
Clayton Rd & Galindo St
Clayton Rd & Treat Blvd
Clayton Rd & Fry Way
Clayton Rd & Ellis St
CV2X Roadside Unit System EA 35,000.00$ 4 140,000.00$ 140,000.00$ 6 EVP GPS Clayton Rd: SR-242 to Washington Boulevard Install GPS-Based EVP system EA 20,000.00$ 28 560,000.00$ 560,000.00$ Install High Friction Surface Treatment SF 6.00$ 30000 180,000.00$ Install striping LF 4.00$ 1200 4,800.00$ Install Pavement Marking EA 500.00$ 5 2,500.00$ Install Pedestrian Light Pole, Foundation and Luminaire Fixture EA 15,000.00$ 27 405,000.00$
Install Pull Box EA 2,000.00$ 27 54,000.00$ Install Conduit and Cabling LF 110.00$ 675 74,250.00$ Install PPLS System EA 5,000.00$ 8 40,000.00$ Clayton Rd & Detroit Ave
Clayton Rd & Ellis St
Clayton Rd & Galindo St
Clayton Rd & Oakland Ave
Clayton Rd & Treat Blvd
Clayton Rd & Bailey Rd
Clayton Rd & Claycord Ave
Clayton Rd & Ayers Rd
PPLS 8

CITY OF CONCORD
Safety Action Plan - Cost Estimate
Project 1: High Injury Network Corridor Improvements
Street Lighting Improvements3
Clayton Rd and San Carlos Ave
Between Bailey Rd and Matheson Rd
High Friction Surface Treatment Clayton and Farm Bureau Rd7

1.1-Clayton Rd: SR-242 to Washington Boulevard
121,000.00$
187,300.00$
573,250.00$

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9 ADA Compliant Curb Ramps Clayton Rd and Washington Blvd (NE & NW) Install Curb Ramp EA 10,000.00$ 2 20,000.00$ 20,000.00$ Clayton Rd and Galindo St Install High Visibility Crosswalk EA 1,000.00$ 4 4,000.00$ Install High Visibility Crosswalk EA 1,000.00$ 4 4,000.00$ Install Stop Bar LF 8.00$ 130 1,040.00$ Modify Signal Phasing to Implement a Lead Pedestrian
Interval LS 3,000.00$ 8 24,000.00$
Install Pedestrian Passive Detection LS 20,000.00$ 8 160,000.00$ Install Blankout Sign EA 7,500.00$ 27 202,500.00$ Clayton Rd and Thornwood Dr Curb line Reconfiguration EA 25,000.00$ 2 50,000.00$ Clayton Rd and Galindo St, NE & NW Curb line Reconfiguration EA 25,000.00$ 2 50,000.00$ Clayton Rd & Bailey Rd Curb line Reconfiguration EA 25,000.00$ 2 50,000.00$ Site Preparation and Removal SF 20.00$ 3925 78,500.00$ Install Sidewalk SF 40.00$ 3925 157,000.00$ Install Curb and Gutter LF 80.00$ 785 62,800.00$ Install Curb Ramp EA 10,000.00$ 7 70,000.00$ Striping Reconfiguration LS 4.00$ 3925 15,700.00$ Curb line Reconfiguration EA 25,000.00$ 2 50,000.00$ Install Pull Box EA 2,000.00$ 2 4,000.00$ Install Conduit and Cabling LF 110.00$ 100 11,000.00$ Install Pole and Foundation EA 13,000.00$ 2 26,000.00$ Install New 3- Section Signal Head EA 3,000.00$ 2 6,000.00$ 9,040.00$
13 384,000.00$
Clayton Rd and Oakland Ave
Crosswalk Enhancements Clayton and Mt Diablo Mid Block Crossing14 97,000.00$ Pedestrian Passive Detection and LPI11
Clayton Rd & Detroit Ave
Clayton Rd & Ellis St
Clayton Rd and Galindo St
Clayton Rd and Oakland Ave
Clayton Rd and Treat Blvd
Clayton Rd & Bailey Rd
Clayton Rd & Claycord Ave
Clayton Rd & Ayers Rd
386,500.00$
Fill Sidewalk Gaps Fabian Way to Julia Ln
High Visibility Crosswalks and Advance Stop Bar10
Curb Line Reconfiguration12 150,000.00$

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Site Preparation and Removal SF 8.00$ 24000 192,000.00$ Install Sign and Post EA 750.00$ 20 15,000.00$ Remove Striping LF 2.50$ 16800 42,000.00$ Install Striping LF 4.00$ 16800 67,200.00$ Remove Curb and Gutter LF 30.00$ 2400 72,000.00$ Install Curb and Gutter LF 80.00$ 2400 192,000.00$ Install Curb Ramp EA 10,000.00$ 20 200,000.00$ Install PCC Shared Use Path SF 45.00$ 24000 1,080,000.00$ Site Preparation and Removal SF 8.00$ 780 6,240.00$ Install Curb and Gutter LF 80.00$ 130 10,400.00$ Install Sidewalk SF 40.00$ 480 19,200.00$ Install Stamped Concrete SF 30.00$ 480 14,400.00$ Install Curb Ramp EA 10,000.00$ 1 10,000.00$ Remove Existing Mast Arm Pole and Equipment EA 7,500.00$ 1 7,500.00$ Install New Mast arm pole and Equipment EA 45,000.00$ 1 45,000.00$ 17 Protected Bike Intersection Clayton and Galindo
Clayton and Grant Install Bike Protected Intersection EA 250,000.00$ 2 500,000.00$ 500,000.00$ 5,497,030.00$
1,099,406.00$
6,596,500.00$
329,830.00$
989,470.00$
659,650.00$
8,575,450.00$
Environmental (5%)
PS&E (15%)
Construction Engineering (10%)
Total
Subtotal
1,860,200.00$
16 Remove Slip Lane Clayton Rd and Farm Bureau Rd 112,740.00$ Project Cost Total
Contingency Cost(20%)
Install Shared Use Path15 Ellis St to Grant St

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No. Improvement Locations Description Unit Unit Cost Quantity Subtotal Total 1 Speed Feedback Sign Cowell Road to Mohr Lane Install Dynamic/Variable Speed Warning Sign (Solar- Powered) EA 15,000.00$ 4 60,000.00$ 60,000.00$ 2 Safety Lighting Upgrades
Mohr Ln
Carey Dr
Reganti Dr
Virginia Ln
Oak Grove Rd
Systron Dr
Cowell Rd
Replace Existing Luminaire Fixture EA 750.00$ 29 21,750.00$ 21,750.00$ Install Street Light Pole, Foundation and Luminaire
Fixture EA 20,000.00$ 3 60,000.00$
Install Street Light Pull Box EA 1,500.00$ 3 4,500.00$ Install Conduit and Cabling LF 110.00$ 450 49,500.00$ 4 Intersection Safety Analysis
Monument Boulevard & Oak Grove/Meadow
Lane
Monument Boulevard & Virginia Lane
Cowell Rd and Cowell Rd
Monument Blvd & Mohr Ln
Monument Blvd & Systron Dr
Intersection Safety Analystics Camera and System LS 40,000.00$ 6 240,000.00$ 240,000.00$ 5 CV2X Monument Boulevard & Meadow Lane
Monument Boulevard & Virginia Lane CV2X Roadside Unit System EA 35,000.00$ 2 70,000.00$ 70,000.00$ 6 EVP GPS Corridor Wide Install GPS-Based EVP system EA 20,000.00$ 10 200,000.00$ 200,000.00$ Site Preparation and Removal SF 8.00$ 35090 280,720.00$ Landscaping SF 10.00$ 31900 319,000.00$ Install Median Curb LF 60.00$ 6380 382,800.00$ Install Sign and Post EA 750.00$ 12 9,000.00$ Install Pedestrian Light Pole, Foundation and Luminaire Fixture EA 15,000.00$ 19 285,000.00$
Install Pull Box EA 2,000.00$ 19 38,000.00$ Install Conduit and Cabling LF 110.00$ 475 52,250.00$ Install PPLS System EA 5,000.00$ 5 25,000.00$ 9 Curb Ramps Monument Blvd & Mohr Ln
Monument Blvd & Carey Dr Install Curb Ramp EA 10,000.00$ 5 50,000.00$ 50,000.00$ Modify Signal Phasing to Implement a Lead Pedestrian
Interval LS 3,000.00$ 5 15,000.00$
Install Pedestrian Passive Detection LS 20,000.00$ 5 100,000.00$ Install Blankout Sign EA 7,500.00$ 19 142,500.00$ 11 Curb line Reconfiguration Monument Blvd and Lacey Ln Curb line Reconfiguration EA 25,000.00$ 2 50,000.00$ 50,000.00$ 12 Bus Stop Improvements Cowell Road to Mohr Lane Install Bus Shelter, Trash Can and Bench LS 15,000.00$ 10 150,000.00$ 150,000.00$ Install High Visibility Crosswalk EA 1,000.00$ 4 4,000.00$ Install Stop Bar LF 8.00$ 75 600.00$ 2,609,620.00$
521,924.00$
3,131,600.00$
156,580.00$
469,740.00$
313,160.00$
4,071,080.00$
Subtotal
Environmental (5%)
PS&E (15%)
Construction Engineering (10%)
Total
Contingency Cost(20%)
7 Access Management (Median) Mohr Ln to Virginia Ln 991,520.00$ 10 Pedestrian Passive Detection & Leading Pedestrian Interval Monument Blvd & Mohr Ln
Monument Blvd & Carey Dr
Monument Blvd & Reganti Dr
Monument Blvd & Virginia Ln
Monument Blvd & Systron Dr
257,500.00$
13 Crosswalk Enhancements Monument Blvd and Mohr Lane 4,600.00$ Project Cost Total
400,250.00$
Monument Blvd & Mohr Ln
Monument Blvd & Carey Dr
Monument Blvd & Reganti Dr
Monument Blvd & Virginia Ln
Monument Blvd & Systron Dr
PPLS 8

CITY OF CONCORD
Safety Action Plan - Cost Estimate
Project 1: High Injury Network Corridor Improvements

1.2-Monument Blvd: Cowell Road to Mohr Lane
3 Street Lighting Improvements Mohr to Detroit 114,000.00$

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No. Improvement Locations Description Unit Unit Cost Quantity Subtotal Total 1 Speed Feedback Sign I-680 to Avila Road Install Dynamic/Variable Speed Warning Sign (Solar- Powered) EA 15,000.00$ 4 60,000.00$ 60,000.00$ 2 Safety Lighting Upgrades
Diamond Blvd
Franquette Ave
Market St
Mt Diablo
East St
Port Chicago Hwy
Replace Existing Luminaire Fixture EA 750.00$ 22 16,500.00$ 16,500.00$ Install Street Light Pole, Foundation and Luminaire
Fixture EA 20,000.00$ 6 120,000.00$
Install Street Light Pull Box EA 1,500.00$ 6 9,000.00$ Install Conduit and Cabling LF 110.00$ 600 66,000.00$ 4 Intersection Safety Analysis
Willow Pass Rd & Fry Way
Willow Pass Road & I-680
Willow Pass Road & Farm Bureau Road
Willow Pass Road & Market Street
Intersection Safety Analystics Camera and System LS 40,000.00$ 4 160,000.00$ 160,000.00$ 5 CV2X
Willow Pass Rd & Fry Way
Willow Pass Road & I-680
Willow Pass Road & Farm Bureau Road
Willow Pass Road & Market Street
CV2X Roadside Unit System EA 20,000.00$ 4 80,000.00$ 80,000.00$ 6 EVP GPS Corridor Wide Install GPS-Based EVP system EA 20,000.00$ 18 360,000.00$ 360,000.00$ Site Preparation and Removal SF 8.00$ 30070 240,560.00$ Landscaping SF 10.00$ 27320 273,200.00$ Install Median Curb LF 60.00$ 5320 319,200.00$ Install Sign and Post EA 750.00$ 6 4,500.00$ Install Pedestrian Light Pole, Foundation and
Luminaire Fixture EA 15,000.00$ 8 120,000.00$ Install Pull Box EA 2,000.00$ 8 16,000.00$ Install Conduit and Cabling LF 110.00$ 200 22,000.00$ Install PPLS System EA 5,000.00$ 2 10,000.00$ 9 Curb Ramps Willow Pass Rd & Diamond Blvd Install Curb Ramp EA 10,000.00$ 2 20,000.00$ 20,000.00$ Modify Signal Phasing to Implement a Lead Pedestrian
Interval LS 3,000.00$ 2 6,000.00$
Install Pedestrian Passive Detection LS 20,000.00$ 2 40,000.00$ Install Blankout Sign EA 7,500.00$ 8 60,000.00$ 2,002,960.00$
400,592.00$
2,403,600.00$
120,180.00$
360,540.00$
240,360.00$
3,124,680.00$

CITY OF CONCORD
Safety Action Plan - Cost Estimate
Project 1: High Injury Network Corridor Improvements

1.3-Willow Pass Rd: I-680 to Avila Road
3 Street Lighting Improvements
Saint Philips Ct
Between 5th and 6th St
3rd St
North of Lynwood
195,000.00$
837,460.00$
10 Pedestrian Passive Detection & Leading Pedestrian Interval Willow Pass Rd & Diamond Blvd Willow Pass Rd & Fry Way 106,000.00$
168,000.00$
Project Cost Total
Contingency Cost(20%)
7 Access Management (Median) Parkside - Farm Bureau
Willow Pass Rd & Diamond Blvd
Willow Pass Rd & Fry WayPPLS 8
Subtotal
Environmental (5%)
PS&E (15%)
Construction Engineering (10%)
Total

Page 306 of 363 ends

No. Improvement Locations Description Unit Unit Cost Quantity Subtotal Total 1 Speed Feedback Sign Concord Ave: John Glenn Drive to Salvio Street Install Dynamic/Variable Speed Warning Sign (Solar- Powered) EA 15,000.00$ 2 30,000.00$ 30,000.00$ 2 Safety Lighting Upgrades
Pacheco St
Via De Mercados
New Dr
Replace Existing Luminaire Fixture EA 750.00$ 8 6,000.00$ 6,000.00$ Install Street Light Pole, Foundation and Luminaire
Fixture EA 20,000.00$ 3 60,000.00$
Install Street Light Pull Box EA 1,500.00$ 3 4,500.00$ Install Conduit and Cabling LF 110.00$ 750 82,500.00$ 4 Intersection Safety Analysis Concord Ave & Market St
Concord Avenue & Salvio Street Intersection Safety Analystics Camera and System LS 40,000.00$ 2 80,000.00$ 80,000.00$ 5 CV2X Concord Ave & Market St
Concord Avenue & Salvio Street CV2X Roadside Unit System EA 20,000.00$ 2 40,000.00$ 40,000.00$ 6 EVP GPS Corridor Wide Install GPS-Based EVP system EA 20,000.00$ 8 160,000.00$ 160,000.00$ Install Pedestrian Light Pole, Foundation and
Luminaire Fixture EA 15,000.00$ 19 285,000.00$ Install Pull Box EA 2,000.00$ 19 38,000.00$ Install Conduit and Cabling LF 110.00$ 475 52,250.00$ Install PPLS System EA 5,000.00$ 5 25,000.00$ 8 Curb Ramps Concord Ave and Fremont St Install Curb Ramp EA 10,000.00$ 2 20,000.00$ 20,000.00$ Install High Visibility Crosswalk EA 1,000.00$ 4 4,000.00$ Install Stop Bar LF 8.00$ 195 1,560.00$ Modify Signal Phasing to Implement a Lead Pedestrian
Interval LS 3,000.00$ 5 15,000.00$
Install Pedestrian Passive Detection LS 20,000.00$ 5 100,000.00$ Install Blankout Sign EA 7,500.00$ 19 142,500.00$ 1,146,310.00$
229,262.00$
1,375,600.00$
68,780.00$
206,340.00$
137,560.00$
1,788,280.00$

CITY OF CONCORD
Safety Action Plan - Cost Estimate
Project 1: High Injury Network Corridor Improvements

1.4 - Concord Ave: John Glenn Drive to Salvio Street
400,250.00$
3 Street Lighting Improvements
Fremont St
Between Pacheco and Salvio
Between Stanwell and Sams Club Signal
147,000.00$
Project Cost Total
Contingency Cost(20%)
7 PPLS
Concord Ave and New Dr
Concord Ave and Commerce Ave
Concord Ave and Harrison St Concord Ave and
Pacheco St
Concord Ave and Salvio St
5,560.00$ Concord Ave and New Dr High Visibility Crosswalks & Advance Stop Bar9 10 Pedestrian Passive Detection & Leading Pedestrian Interval Concord Ave and New Dr
Concord Ave and Commerce Ave
Concord Ave and Harrison St Concord Ave and
Pacheco St
Concord Ave and Salvio St
257,500.00$
Subtotal
Environmental (5%)
PS&E (15%)
Construction Engineering (10%)
Total

Page 307 of 363 ends

No. Improvement Locations Description Unit Unit Cost Quantity Subtotal Total 1 Speed Feedback Sign Salvio St to Cowell Rd Install Dynamic/Variable Speed Warning Sign (Solar- Powered) EA 15,000.00$ 2 30,000.00$ 30,000.00$ 2 Safety Lighting Upgrades
Salvio St
Clayton Rd
Laguna St
Replace Existing Luminaire Fixture EA 750.00$ 10 7,500.00$ 7,500.00$ 3 Intersection Safety Analysis Galindo St & Clayton Rd
Galindo St & Concord Blvd Intersection Safety Analystics Camera and System LS 40,000.00$ 2 80,000.00$ 80,000.00$ 4 CV2X Galindo St & Clayton Rd
Galindo St & Concord Blvd CV2X Roadside Unit System EA 20,000.00$ 2 40,000.00$ 40,000.00$ 5 EVP GPS Corridor Wide Install GPS-Based EVP system EA 20,000.00$ 6 120,000.00$ 120,000.00$ 6 Optimize change and Clearance Interval Galindo St & Clayton Rd Galindo St & Concord Blvd Modify Signal Timing LS 5,000.00$ 2 10,000.00$ 10,000.00$ Install Pedestrian Light Pole, Foundation and
Luminaire Fixture EA 15,000.00$ 8 120,000.00$ Install Pull Box EA 2,000.00$ 8 16,000.00$ Install Conduit and Cabling LF 110.00$ 200 22,000.00$ Install PPLS System EA 5,000.00$ 2 10,000.00$ Site Preparation and Removal SF 25.00$ 38400 960,000.00$ Install PCC Shared Use Path SF 45.00$ 38400 1,728,000.00$ Modify Signal Phasing to Implement a Lead Pedestrian
Interval LS 3,000.00$ 2 6,000.00$
Install Pedestrian Passive Detection LS 20,000.00$ 2 40,000.00$ Install Blankout Sign EA 7,500.00$ 6 45,000.00$ 3,234,500.00$
646,900.00$
3,881,400.00$
194,070.00$
582,210.00$
388,140.00$
5,045,820.00$

CITY OF CONCORD
Safety Action Plan - Cost Estimate
Project 1: High Injury Network Corridor Improvements

1.5 - Galindo St: Salvio St to Cowell Rd
7 PPLS Galindo St & Clayton Rd
Galindo St & Concord Blvd 168,000.00$
Environmental (5%)
PS&E (15%)
Construction Engineering (10%)
Total
9 Pedestrian Passive Detection & Leading Pedestrian Interval Galindo St & Clayton Rd Galindo St & Concord Blvd
Project Cost Total
Contingency Cost(20%)
2,688,000.00$ Galindo Street: Salvio Street to Cowell RoadClass-I Shared Use Path8 Subtotal
91,000.00$

Page 308 of 363 ends

No. Improvement Locations Description Unit Unit Cost Quantity Subtotal Total 1 Cowell Rd Complete Streets Improvements Cowell Rd: Monument Boulevard to Ygnacio Valley Road Complete Streets Design and Construction LS $10,000,000.00 1 10,000,000.00$ 2 Monument Blvd Complete Streets Improvements Monument Boulevard: Cowell Road to Mohr Lane Complete Streets Design and Construction LS $20,000,000.00 1 30,000,000.00$ 3 Galindo St Complete Streets Improvements Galindo Street: Concord Blvd to Cowell Road Complete Streets Design and Construction LS $5,000,000.00 1 5,000,000.00$ 45,000,000.00$
9,000,000.00$
54,000,000.00$
2,700,000.00$
10,800,000.00$
5,400,000.00$
72,900,000.00$

CITY OF CONCORD
Safety Action Plan - Cost Estimate
Project 2: Complete Streets Design and Construction
2-Complete Streets Design and Construction
Total
45,000,000.00$
Project Cost Total
Contingency Cost(20%)
Subtotal
Environmental (5%)
PS&E (20%)
Construction Engineering (10%)

Page 309 of 363 ends

No. Improvement Locations Description Unit Unit Cost Quantity Subtotal Total Site Preparation and Removal SF 8.00$ 5500 44,000.00$ Install Curb and Gutter LF 80.00$ 550 44,000.00$ Landscaping SF 10.00$ 2750 27,500.00$ Install ADA Compliant Curb Ramp EA 10,000.00$ 3 30,000.00$ Install Sidewalk SF 40.00$ 2750 110,000.00$ Site Preparation and Removal SF 8.00$ 3900 31,200.00$ Install Sidewalk SF 40.00$ 3900 156,000.00$ Install HAWK Signal LS 650,000.00$ 1 650,000.00$ Remove Sign and Post EA 400.00$ 2 800.00$ Install Advance LED Flashing Pedestrian Crossing
Warning Sign EA 7,500.00$ 2 15,000.00$
Remove and Salvage Existing RRFB System LS 3,000.00$ 1 3,000.00$ Remove Sign and Post EA 400.00$ 2 800.00$ Install Advance LED Flashing Pedestrian Crossing
Warning Sign EA 7,500.00$ 2 15,000.00$
3 Sight Distance Improvements
Minor Approaches with broadside collisions
having sight distance issues due to trees, poles
and objects
Relocate Obstruction EA 10,000.00$ 10 100,000.00$ 100,000.00$ 4 Speed Feedback Signs Concord Blvd: Highway 242 to Kirker Pass Rd Install Dynamic/Variable Speed Warning Sign (Solar- Powered) EA 15,000.00$ 10 150,000.00$ 150,000.00$ 1,377,300.00$
275,460.00$
1,652,800.00$
82,640.00$
330,560.00$
165,280.00$
2,231,280.00$

CITY OF CONCORD
Safety Action Plan - Cost Estimate
Project 5: Concord Blvd Safety Improvements
5 - Concord Boulevard: Galindo Street to Yolanda Cir
Total
240' West of Alary Dr to Woodside Ct
Sutter St to Galindo St (North Side of Island)
Fill Sidewalk Gaps 442,700.00$ 1 Project Cost Total
Contingency Cost(20%)
Subtotal
Environmental (5%)
PS&E (20%)
Construction Engineering (10%)
Contra Costa Trail Crossing
Install Advance LED Flashing Warning Sign for Ex
PED Crossing
At 2nd St
Convert Existing RRFB controlled Crosswalk to
HAWK with Advance LED Flashing Warning SignEnhance Pedestrian Crossings2 684,600.00$

Page 310 of 363 ends

No. Improvement Locations Description Unit Unit Cost Quantity Subtotal Total 1 Speed Feedback Signs North of High School Ave Install Dynamic/Variable Speed Warning Sign (Solar- EA 15,000.00$ 2 30,000.00$ 30,000.00$ 2 Sight Distance Improvements
Minor Approaches with broadside collisions
having sight distance issues due to trees, poles
and objects
Relocate Obstruction EA 10,000.00$ 5 50,000.00$ 50,000.00$ Site Preparation and Removal SF 8.00$ 6760 54,080.00$ Landscaping SF 10.00$ 5000 50,000.00$ Install Median Curb LF 60.00$ 1130 67,800.00$ Install Median Concrete SF 40.00$ 630 25,200.00$ Install Sign and Post EA 750.00$ 5 3,750.00$ Remove Existing Signal Head EA 500.00$ 2 1,000.00$ Remove Existing Pole and Equipment EA 2,500.00$ 2 5,000.00$ Install New Mast arm pole and Equipment EA 45,000.00$ 2 90,000.00$ Modify Signal Timing LS 5,000.00$ 1 5,000.00$ Install New 4- Section Signal Head EA 3,000.00$ 2 6,000.00$ Install New 3-Section Signal Head EA 3,500.00$ 4 14,000.00$ Remove Existing Signal Head EA 500.00$ 2 1,000.00$ Modify Signal Timing LS 5,000.00$ 1 5,000.00$ Install New 3-Section Signal Head EA 3,500.00$ 4 14,000.00$ Install ADA Compliant Curb Ramp EA 10,000.00$ 4 40,000.00$ Install Stop Bar LF 8.00$ 180 1,440.00$ Install High Visibility Crosswalk EA 1,000.00$ 7 7,000.00$ 470,270.00$
94,054.00$
564,400.00$
28,220.00$
112,880.00$
56,440.00$
761,940.00$
48,440.00$ Pedestrian Crossing Improvements Bonifacio St E Olivera Rd

CITY OF CONCORD
Safety Action Plan - Cost Estimate
Project 6: Port Chicago Hwy Safety Improvements
6 - Port Chicago Hwy Safety Improvements
Project Cost Total
Contingency Cost(20%)
6 3
4 5
Subtotal
Environmental (5%)
PS&E (20%)
Construction Engineering (10%)
Total
200,830.00$
Modify Signal Timing and Hardware Bonifacio St
N 6th StProtected Left Turn
Median and Access Management 6th St to Gehringer
121,000.00$
20,000.00$

Page 311 of 363 ends

No. Improvement Locations Description Unit Unit Cost Quantity Subtotal Total Install Edgeline Rumble Strips EA 5.00$ 11420 57,100.00$ Remove Striping LF 2.50$ 12800 32,000.00$ Install Wider Edge Lines LF 8.00$ 12800 102,400.00$ Install Delineators EA 75.00$ 85 6,400.00$ Install Street Light Pole, Foundation and Luminaire
Fixture EA 20,000.00$ 3 60,000.00$
Install Street Light Pull Box EA 1,500.00$ 3 4,500.00$ Install Conduit and Cabling LF 110.00$ 900 99,000.00$ Install Service Point EA 15,000.00$ 1 15,000.00$ Remove Sign and Post EA 400.00$ 2 800.00$ Install Flashing Beacon System (per pole) with curve
warning Signs EA 15,000.00$ 2 30,000.00$
Install Sign on Existing Post EA 300.00$ 6 1,800.00$ Install Delineators EA 75.00$ 24 1,750.00$ Install Object Markers EA 250.00$ 20 5,000.00$ Instll Reflectors on Existing Guardrail EA 50.00$ 50 2,500.00$ 418,250.00$
83,650.00$
501,900.00$
25,100.00$
100,380.00$
50,190.00$
677,570.00$ Total
197,900.00$ Delineators, Wider Edgeline, and Rumble Strips1 $ 178,500.00 Street Lighting2 Enhance Curve Delineation3 $ 34,350.00 Project Cost Total
Contingency Cost(20%)
Subtotal
Environmental (5%)
PS&E (20%)
Construction Engineering (10%)
4 CITY OF CONCORD
Safety Action Plan - Cost Estimate
Project 7: Willow Pass Rd Northern Improvements
7 - Willow Pass Rd Northern Improvements
North of Lynwood to City Limits
North of Lynwood to City Limits
North of Lynwood to City Limits
North of Lynwood to City Limits $ 7,500.00 Signs and Object Markers

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No. Improvement Locations Description Unit Unit Cost Quantity Subtotal Total Remove Existing Pole and Equipment EA 2,500.00$ 12 30,000.00$ Modify Signal Timing LS 5,000.00$ 6 30,000.00$ Install New Mast arm pole and Equipment EA 75,000.00$ 10 750,000.00$ Install 1-A Pole and Equipment EA 15,000.00$ 7 105,000.00$ Site Preparation and Removal SF 8.00$ 45150 361,200.00$ Install Sidewalk SF 40.00$ 45150 1,806,000.00$ Install Curb and Gutter LF 80.00$ 1600 128,000.00$ Install Curb Ramp EA 10,000.00$ 27 270,000.00$ Install Mast Arm Pole and Warning Beacons EA 75,000.00$ 1 75,000.00$ Install Conduit and Cabling LF 110.00$ 500 55,000.00$ 4 Leading Pedestrian Interval Corridor Wide Traffic Signals with Crossings Modify Signal Phasing to Implement a Lead Pedestrian Interval LS 3,000.00$ 9 27,000.00$ 27,000.00$ 5 HAWK Signal Blarney Ave Install HAWK Signal LS 650,000.00$ 1 650,000.00$ 650,000.00$ 6 Speed Feedback Signs Corridor Wide Install Dynamic/Variable Speed Warning Sign (Solar- EA 15,000.00$ 6 90,000.00$ 90,000.00$ Install LED Signs or Beacons EA 13,000.00$ 4 52,000.00$ Install Sign and Post EA 500.00$ 20 10,000.00$ 4,439,200.00$
887,840.00$
5,327,100.00$
266,360.00$
1,065,420.00$
532,710.00$
7,191,590.00$

CITY OF CONCORD
Safety Action Plan - Cost Estimate
Project 8: Treat Blvd Safety Improvements
8 - Treat Blvd Safety Improvements
915,000.00$ Winton Dr, San Simeon Dr, San Miguel Rd, Navaronne Way, Turtle Creek, Bel Air Dr
Upgrading pedestal mounted left turn heads to mast arm
mounted1
3 2
Total
Enhanced Curve Delineation
Project Cost Total
Contingency Cost(20%)
Subtotal
Environmental (5%)
PS&E (20%)
Construction Engineering (10%)
7 Between Navaronne Way and Cowell Rd 62,000.00$
Advanced Traffic Signal beacon Navaronne Way WB 130,000.00$ 2,565,200.00$ Lancelot Dr to San Miguel RdFill Sidewalk Gaps

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No. Improvement Locations Description Unit Unit Cost Quantity Subtotal Total Site Preparation and Removal SF 8.00$ 32580 260,640.00$ Landscaping SF 50.00$ 32580 1,629,000.00$ Install Median Curb LF 60.00$ 5430 325,800.00$ Install Sign and Post EA 500.00$ 40 20,000.00$ 2 Speed Feedback Signs Various Locations Throughout Corridor Install Dynamic/Variable Speed Warning Sign (Solar- Powered) EA 15,000.00$ 6 90,000.00$ 90,000.00$ 3 Sight Distance Improvements Unsignalized Intersections Remove Obstruction EA 10,000.00$ 8 80,000.00$ 80,000.00$ Install Curb Ramp EA 10,000.00$ 2 20,000.00$ Install Median Refuge EA 10,000.00$ 2 20,000.00$ Install High Visibility Crosswalk EA 1,000.00$ 1 1,000.00$ 2,446,440.00$
489,288.00$
2,935,800.00$
146,790.00$
587,160.00$
293,580.00$
3,963,330.00$

CITY OF CONCORD
Safety Action Plan - Cost Estimate
Project 9: Oak Grove Rd Safety Improvements
9 - Oak Grove Road Safety Improvements
Total
1 Median and Access Management Gilly Ln to City Limits 2,235,440.00$ 4 Project Cost Total
Contingency Cost(20%)
Subtotal
Environmental (5%)
PS&E (20%)
Construction Engineering (10%)
Pedestrian Crossing Enhancements Contra Costa Trail 41,000.00$

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No. Improvement Locations Description Unit Unit Cost Quantity Subtotal Total Site Preparation and Removal SF 8.00$ 45000 360,000.00$ Install Sidewalk SF 40.00$ 45000 1,800,000.00$ Install Curb and Gutter LF 80.00$ 4500 360,000.00$ Install Curb Ramp EA 10,000.00$ 5 50,000.00$ Remove Median SF 15.00$ 3000 45,000.00$ Install Median Curb LF 60.00$ 500 30,000.00$ Site Preparation and Removal SF 8.00$ 6300 50,400.00$ Install Sidewalk SF 40.00$ 6300 252,000.00$ Install Curb Ramp EA 10,000.00$ 2 20,000.00$ Remove Curb LF 30.00$ 1050 31,500.00$ Install Curb and Gutter LF 80.00$ 1050 84,000.00$ Site Preparation and Removal SF 8.00$ 14400 115,200.00$ Install Sidewalk SF 40.00$ 14400 576,000.00$ Install Curb Ramp EA 10,000.00$ 9 90,000.00$ Install Mast Arm Pole and Warning Beacons
Equipment EA 75,000.00$ 1 75,000.00$
Remove Existing Pole and Equipment EA 2,500.00$ 2 5,000.00$ Install Conduit and Cabling LF 110.00$ 50 5,500.00$ Install High Friction Surface Treatment SF 6.00$ 20000 120,000.00$ Install Striping LF 4.00$ 1500 6,000.00$ Install Pavement Marking EA 500.00$ 8 4,000.00$ Install High Friction Surface Treatment SF 6.00$ 70000 420,000.00$ Install Striping LF 4.00$ 3600 14,400.00$ Install Pavement Marking EA 500.00$ 5 2,500.00$ Site Preparation and Removal SF 8.00$ 2500 20,000.00$ Install Median Concrete SF 40.00$ 18750 750,000.00$ Install Median Curb LF 60.00$ 2500 150,000.00$ Install Sign and Post EA 500.00$ 10 5,000.00$ Install Median Barrier LF 100.00$ 7000 700,000.00$ Install Street Light Pole, Foundation and Luminaire EA 20,000.00$ 28 560,000.00$ Install Street Light Pull Box EA 1,500.00$ 32 48,000.00$ Install Conduit and Cabling LF 110.00$ 16800 1,848,000.00$ Service Location EA 12,000.00$ 4 48,000.00$ Remove Striping LF 2.50$ 79200 198,000.00$ Install Striping LF 4.00$ 79200 316,800.00$ City East Limit Mast Arm Pole Install Guardrail LF 250.00$ 100 25,000.00$ East of Pavilion at Start of Median barrier Install Impact Attentuator EA 6,000.00$ 1 6,000.00$ Alberta Way/ Pine Hollow Road Install Curb Extension EA 25,000.00$ 3 75,000.00$ Alberta Way/ Pine Hollow Road Install Curb Ramp EA 10,000.00$ 6 60,000.00$ Alberta Way/ Pine Hollow Road Striping Improvements LS 5,000.00$ 1 5,000.00$ Park Highlands Blvd Install Curb Extension EA 25,000.00$ 1 25,000.00$ Park Highlands Blvd Install Curb Ramp EA 10,000.00$ 3 30,000.00$ Park Highlands Blvd Striping Improvements LS 2,000.00$ 1 2,000.00$ 9,385,800.00$
1,877,160.00$
11,263,000.00$
563,150.00$
2,252,600.00$
1,126,300.00$
15,205,050.00$

CITY OF CONCORD
Safety Action Plan - Cost Estimate
Project 10: Ygnacio Valley Rd/Kirker Pass Rd Safety Improvements 10 - Ygnacio Valley Rd/Kirker Pass Rd Safety Improvements Total
1 Fill Sidewalk Gaps 3,864,100.00$
Raised Median or Barrier4
Street Lighting5
Project Cost Total
Contingency Cost(20%)
Subtotal
Environmental (5%)
PS&E (20%)
Construction Engineering (10%)
8 Curb Line Reconfiguration
2 Traffic Signal Warning Beacons
7 Install Guardrail and Impact Attentuator
High Friction Surface Treatment3
Upgrade Striping6
City Limits to Michigan 2,504,000.00$
Corridor Limits 514,800.00$
197,000.00$
31,000.00$
Ayers/Alberta
Myrtle to 1,000 feet past ClearBrook
Ygnacio Valley Rd
Crystl Ranch to Pine Hollow
Kirker Pass Rd
Concord to Myrtle
Ygnacio Valley Rd
Michigan to Park Highlands
85,500.00$ Ygnacio and Cowell EB 564,400.00$
1,625,000.00$ City Limits to Michigan

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No. Improvement Locations Description Unit Unit Cost Quantity Subtotal Total Site Preparation and Removal SF 8.00$ 3041280 24,330,240.00$ Install Sidewalk SF 40.00$ 3041280 121,651,200.00$ Install Curb and Gutter LF 80.00$ 126720 10,137,600.00$ 156,119,040.00$
31,223,808.00$
187,342,900.00$
9,367,150.00$
37,468,580.00$
18,734,290.00$
252,912,920.00$

CITY OF CONCORD
Safety Action Plan - Cost Estimate
Project 11: Citywide Pedestrian Sidewalk Improvements
11 - Citywide Pedestrian Sidewalk Improvements
Environmental (5%)
PS&E (20%)
Construction Engineering (10%)
Total
Project Cost Total
Contingency Cost(20%)
Subtotal
1 Fill Sidewalk Gaps Citywide 156,119,040.00$

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No. Improvement Locations Description Unit Unit Cost Quantity Subtotal Total 1 Leading Pedestrian Interval Citywide (~15 Locations)
Modify Signal Phasing to Implement a Lead Pedestrian
Interval LS 12,000.00$ 15 180,000.00$ 180,000.00$ 180,000.00$
36,000.00$
216,000.00$
10,800.00$
43,200.00$
21,600.00$
291,600.00$

CITY OF CONCORD
Safety Action Plan - Cost Estimate
Project 12: Citywide Pedestrian Signal Improvements

1.3-Willow Pass Rd: I-680 to Avila Road
Total
Project Cost Total
Contingency Cost(20%)
Subtotal
Environmental (5%)
PS&E (20%)
Construction Engineering (10%)

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14 63
Speeding vehicles, poor visibility for pedestrians, blind curve in crosswalk and for cars turning left onto Solano Way from Hilltop Rd. In 2025 the STOP sign on Hillcrest at this corner of concern was actually run down by speeding vehicle.

Location needs Stop light or STOP signs / Speedbumps for BOTH directions.

Drivers are just heading into and out of town in this area making this strip of Solano Way a very dangerous raceway for drivers and pedestrians. I have personally witnessed many near misses of pedestrians in the crosswalk in the past 5 years in particular.

I have also been the victim of a head on collision in this very same area in 2020. The perpetrator was speeding into the area, lost control and crossed the center divide and collided with our vehicle just past the same Hilltop Rd/Solano Way location. Our car was totaled. I was 17 days post a major abdominal cancer surgery. My hospital bill was $58,000. The guilty driver had minimum insurance coverage.

My husband and I have lived on Hilltop Rd for 40 years and we have witnessed many many dangerous incidents at this location.

Though there is now a “Slow Down” sign past the crosswalk, it is only on one side of the rode. This is sorely inadequate and needs to be updated to a fulll STOP sign or traffic light AND/ or speed bumps on BOTH directions of Crosswalk.

Your attention and funding of this project is badly needed BEFORE someone is killed, not afterward.

37.99453032605385 -122.0520473 Pedestrian Solano Way Hilltop Rd Intersection Pedestrian Safety 14 63
Speeding vehicles, poor visibility for pedestrians, blind curve in crosswalk and for cars turning left onto Solano Way from Hilltop Rd. In 2025 the STOP sign on Hillcrest at this corner of concern was actually run down by speeding vehicle.

Location needs Stop light or STOP signs / Speedbumps for BOTH directions.

My husband and I have lived on Hilltop Rd for 40 years and we have witnessed many many dangerous incidents at this location.

Your attention and funding of this project is badly needed BEFORE someone is killed, not afterward.

37.99453032605385 -122.0520473 Vehicle Solano Way Hilltop Rd Intersection Speeding

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15 62
My wife and I have lived on Navaronne Way in Concord for over 40 years.

During this time, we have routinely hiked the paths/walkways from Concord to Walnut Creek. During the Pandemic, the paths/walkways were overtaken by Mountain Bikers flying down the hills. Now, young kids have taken over the paths/walkways on Electronic Bikes, flying down the paths/walkways at high rates of speed, with the only indication they are coming from behind you is from the loud sound of the knobby tires against the payment. Numerous times they have flown by us walking on the trails, barely dodging/missing us.

Furthermore, over time it appears as if the paths/walkways have become a throughway for kids commuting back and forth to school and/or friends' houses, as we see the same kids in the same areas constantly. Adults, 16 years of age and older, are required to have an operator's license to operate a motorized vehicle(car/motorcycle) on the streets, be it an internal combustion gas vehicle or an Electronic Vehicle. However, on the paths/walkways, kids with no instruction/operators' licenses, are flying at high rates of speed on Electronic Bikes, as if it were an open roadway for vehicles.

On numerous occasions I have seen people and/or their pets nearly struck by kids on Electronic Bikes and/or kids on the side of the pathways injured from wrecks. In conclusion, it is my belief that the pathways/trails in the Open Spaces are intended for people to walk and/or people to ride conventional bicycles and not have the pathways/trails overrun, by unlicensed kids on motorized vehicles.

37.93345200584385 -121.9898741 Pedestrian Buckeye Trl - Roadway Segment Pedestrian Safety

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15 62
My wife and I have lived on Navaronne Way in Concord for over 40 years.

37.93345200584385 -121.9898741 Pedestrian Buckeye Trl - Roadway Segment E-Bike Enforcement 16 61
A woman on a bicycle was just killed here recently.

Please extend the PH bike lane that ends at CCC all the way along Willow Pass. This area near the mall and 680 is deadly for anyone who's not in a car (and dangerous for car drivers as well).
i see people riding bicycles on the sidewalk here everyday. They should have their own safe lane to travel in the roadway.

37.96284927457624 -122.0609375 Bicycle Sunvalley Blvd B/w Contra Costa Blvd & Willow Pass Rd Roadway Segment Bike lane 17 60 Constant street racing at night during the week and weekends. Numerous homes being hit by out of control cars. 37.96203683568193 -121.994176 Vehicle Treat Blvd Bel Air Dr Roadway Segment Street Racing 18 59
This area is very dangerous for people on bicycles. Please consider finding a route either here or along Willow Pass that would accommodate non car travellers.

37.97928630113958 -122.0427459 Bicycle Willow Pass Rd - Roadway Segment Bike lane 19 58
This intersection is very dangerous for all road users. I drive it to go to my job in Concord from my home in Pleasant Hill and it's scary as a driver. I see crashes there a lot. I'm sure you have data on this.

I would actually prefer to ride my bicycle to my job on this route but I'm petrified of being on a bike at this intersection and along Willow Pass. Can you build out a protected bike lane along this route?

37.97197089607671 -122.0456894 All Willow Pass Rd Market St Intersection Intersection Safety

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19 58
This intersection is very dangerous for all road users. I drive it to go to my job in Concord from my home in Pleasant Hill and it's scary as a driver. I see crashes there a lot. I'm sure you have data on this.

37.97197089607671 -122.0456894 All Willow Pass Rd Market St Roadway Segment Bike Lane 20 57 poor road conditions 37.99021238385524 -122.0368131 Vehicle Hickory Dr - Roadway Segment Pavement 21 56 poor road conditions & end of street barrier needs repair 37.98832299920383 -122.0384214 Vehicle Mountain View Dr - Roadway Segment Pavement 22 55
Poor visibility, no sidewalks so when parents park on both sides, no safe route for residents to drive out of neighborhood. Unsafe for pedestrians. Should be no parking zone up one block

37.940865738463344 -121.9565989 All Krona Ln - Roadway Segment Poor Visibility 22 55
Poor visibility, no sidewalks so when parents park on both sides, no safe route for residents to drive out of neighborhood. Unsafe for pedestrians. Should be no parking zone up one block

37.940865738463344 -121.9565989 Pedestrian Krona Ln - Roadway Segment Sidewalk 22 55
Poor visibility, no sidewalks so when parents park on both sides, no safe route for residents to drive out of neighborhood. Unsafe for pedestrians. Should be no parking zone up one block

37.940865738463344 -121.9565989 Vehicle Krona Ln - Roadway Segment Unsafe/ Illegal Parking or Parking Violation
23 54
The L turn into the high school is still timed even on a weekend. We had to wait, with zero cars traveling, to have a green L turn into the high school for a track meet.

37.93712599024833 -122.0236389 Vehicle Oak Grove Rd Ygnacio Valley High School Driveway Intersection Signal Timing 24 53
The median cones on Oak Grove Rd, west of Treat, block cars from entering the left turn lanes to eastbound Treat Blvd. When the southbound OGR light is red. This results in many cars that want to turn left having to wait through an additional cycle.

37.939240365335735 -122.025581 Vehicle Oak Grove Rd Treat Blvd Roadway Segment Lane Configuration 25 52
The intersection at concord blvd and denkinger is a hot spot for car accidents and a disaster waiting to happen. My family lives in the neighbor hood on the north side of this intersection (on denkinger where it dead ends). Whenever we leave our neighborhood (heading south on denkinger) we almost get a hit by oncoming traffic heading north on denkinger and turning west on concord blvd. Straight has the right of way yet people constantly turn in front of us and my family personally has come very close to be in an accident. There are signs saying left turn needs to yield yet people never do!! This light should be changed to flashing yellow left turn signal from denkinger (heading north) to concord blvd (heading west). This needs to be addressed before something serious happens. I have witnessed accidents myself and like I said have nearly been in accidents with my whole family in the car. My wife has reported the same thing to me while she’s driving our kids! It’s a simple fix that the city should implement to protect people obeying the law. This needs to be addressed if concord is serious about drivers safety! I have even seen a concord police officer not yielding to oncoming traffic at this intersection! Please do something to fix this hot spot

37.97498365848239 -121.9836582 Vehicle Concord Blvd Denkinger Rd Intersection Sign/Signal Violation

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26 51
The traffic near Willow Pass and Galindo is nasty much of the time and especially betwen 4 and 6 p.m. with cars blocking traffic because of the timing of the traffic lights. The City of Concord has gone overboard with traffic lights of obnoxiously long cycles so that we often wait for a green light even when there are no other cars. Other cities uses 4-way stop signs . Whenever the lights temporarily stop functioning, drivers take turns and get through intersections safely and faster. I walk and also ride my bicycle and find the cycles to be crummy for them, too. I am sorry we can't do better. I'd love to get a response about this. [email protected]

37.97575551556835 -122.0348713 Vehicle Willow Pass Rd Galindo St Intersection Signal Timing 27 50 People from both the Virginia side and Trees side often do not check for pedestrians when left turning into Mounment. 37.95052877233675 -122.0473087 Pedestrian Monument Blvd Victory Ln/Trees Dr Intersection Pedestrian Safety 28 49 People from Virginia left turning into Monument often do not check for pedestrians and I've seen them almost get hit more than once. 37.954628011198366 -122.0413378 Pedestrian Monument Blvd Virginia Ln Intersection Pedestrian Safety 29 48
When turning left from Victory Lane onto Brookview Circle (coming from Monument Boulevard), it is difficult to see oncoming traffic from the opposite direction of Victory Lane. The problem is worsened by cars often parked on the right side of that curve, which block the view for drivers attempting the left turn. It would be safer to install a mirror on the Brookview corner to improve visibility or to prohibit parking on the right side of Victory Lane at the curve.

37.95399228451298 -122.0505959 Victory Lane Brookview Circle Intersection Sight Distance 29 48
When turning left from Victory Lane onto Brookview Circle (coming from Monument Boulevard), it is difficult to see oncoming traffic from the opposite direction of Victory Lane. The problem is worsened by cars often parked on the right side of that curve, which block the view for drivers attempting the left turn. It would be safer to install a mirror on the Brookview corner to improve visibility or to prohibit parking on the right side of Victory Lane at the curve.

37.95399228451298 -122.0505959 Victory Lane Brookview Circle Intersection Unsafe/ Illegal Parking or Parking Violation
30 47
Speeding vehicles in a residential street. Possibly add a Stop Sign or speed bump. A lot of kids walk around the neighborhood. Vehicles (small, med & large trucks) are speeding at a consistent rate.

37.98726268855468 -122.0366506 Vehicle Fairfield Ave - Roadway Segment Speeding 31 46 The traffic light usually takes a long time for the light to turn green which causes traffic and annoying waiting. 37.95473560479566 -122.0414218 Vehicle Monument Blvd Virginia Ln Intersection Signal Timing 32 45 Pedestrian almost got hit, drivers going to right lane to Clayton Way to turn right, zooming even it is red light and pedestrian crossing. 37.977879360731734 -122.002031 Pedestrian Concord Blvd Clayton Way Intersection Pedestrian Safety 33 44 Cars running the stop signs and speeding resulting in parked cars being hit 37.96880399593722 -122.0366768 Vehicle Ellis St Toyon Dr Intersection Speeding 33 44 Cars running the stop signs and speeding resulting in parked cars being hit 37.96880399593722 -122.0366768 Vehicle Ellis St Toyon Dr Intersection Sign/Signal Violation 34 43
Speeding vehicles all hours of the day. Difficult to walk because there are no sidewalks and it’s a through street. Seen a lot of people texting while driving.

Many students walk home on Margo Drive and it’s unsafe for them.

37.97884157434895 -121.998531 Vehicle Morgo Dr - Roadway Segment Speeding

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34 43
Speeding vehicles all hours of the day. Difficult to walk because there are no sidewalks and it’s a through street. Seen a lot of people texting while driving.

Many students walk home on Margo Drive and it’s unsafe for them.

37.97884157434895 -121.998531 Pedestrian Morgo Dr - Roadway Segment Sidewalk 34 43
Speeding vehicles all hours of the day. Difficult to walk because there are no sidewalks and it’s a through street. Seen a lot of people texting while driving.

Many students walk home on Margo Drive and it’s unsafe for them.

37.97884157434895 -121.998531 All Morgo Dr - Roadway Segment Distracted Driving 35 42 This pole was involved in a traffic incident months ago, affecting the timer for the light. 37.94815300357165 -121.9782917 Vehicle Ygnacio Valley Rd Ayers Rd Intersection Signal Timing 36 41
I make a right turn from pine holloe on to comino solano. First you force all traffic into the left lane and then there is a right turning lane. People stay in the right lane and run right into the right turning lane. Those trying to follow the rules are in danger of being hit. It would be safer to just turn the right lane into a right turn only lane and not force us left and then right to make the turn.

37.94118117007163 -121.9598939 Vehicle Pine Hollow Rd Cam Solano Roadway Segment Lane Configuration 37 40
Now that the speed bumps have been installed on Glazier Dr the amount of excessive speed has increased on Baywood Dr between Glazier Dr and Wilson Ln. It's only a matter of time before a pedestrian, child or pet gets hit.

37.96844729042685 -121.9850144 Vehicle Baywood Dr - Roadway Segment Speeding 38 39
Throughout the stretch of Wilson Ln between Denkinger and Thornwood the amount of 4 way "Stop" runners is out of control. The 25 mph speed limit is rarely adhered to. I rarely see any police enforcement in this area.

37.96823786008903 -121.9867759 Vehicle Wilson Ln Denkinger Rd to Thornwood Dr Roadway Segment Speeding 38 39
Throughout the stretch of Wilson Ln between Denkinger and Thornwood the amount of 4 way "Stop" runners is out of control. The 25 mph speed limit is rarely adhered to. I rarely see any police enforcement in this area.

37.96823786008903 -121.9867759 Vehicle Wilson Ln Denkinger Rd to Thornwood Dr Roadway Segment Sign/Signal Violation 39 38
Cars are driving too fast between David and Hookston on the Bancroft Road. It is difficult for residents along the road to make a left turn to get on the Bancroft Road. Adding few speed bumps along the road will definitely help.

Thanks!

37.93812005346648 -122.0503751 Vehicle Bancroft Rd David Ave to Hookston Rd Roadway Segment Sign/Signal Violation 40 37
The parking signs on corner are of colfex st and concord blvd. are allowed to park 2 hrs but people are parking for whole day and not getting any citations. the businesses around that area are loosing customers because of these careless service. I am one of the business owner asking the city to change these signs to loading unloading signs so our customers can use that space. city is not loosing any money by doing that. our customers can park and shop at our business and go.

I will appreciate you help and we can grow our business and bring some funds to city.

Please we need your help.

37.977999214310785 -122.0318856 Vehicle Concord Blvd Colfax St Roadway Segment Unsafe/ Illegal Parking or Parking Violation
41 36
Once again, there is a giant access door open that drops a couple feet down into the sidewalk. Extremely dangerous for children and literally anybody walking. Should be addressed right away.

37.99895210454321 -122.0410777 Pedestrian Northwood Dr - Roadway Segment Pedestrian Safety

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42 35
On Bancroft Rd, between David St and Hookston St in Concord. Literally our properties are being depreciated due to the cars pass by so fast, I think over 55 mph. Please help. too many accidents in the intersection on Bancroft Rd and Mayhew Rd.

37.937493818097636 -122.049712 Vehicle Bancroft Rd David Ave to Hookston Rd Roadway Segment Speeding 42 35
On Bancroft Rd, between David St and Hookston St in Concord. Literally our properties are being depreciated due to the cars pass by so fast, I think over 55 mph. Please help. too many accidents in the intersection on Bancroft Rd and Mayhew Rd.

37.937493818097636 -122.049712 Vehicle Bancroft Rd Mayhew Way Intersection Intersection Safety 43 34
When is the traffic engineer going to drive round 3:00 pm to see how the 8 tier, traffic light system just backs up traffic, Maybe trying the 5 tier system to see if it work any better

37.97945853371064 -122.0226075 Vehicle Willow Pass Rd Parkside Dr Intersection Signal Timing 44 33 What is the timeline for putting street lines back in. It’s a multi lane road, with a center lane and it’s all unmarked currently 37.966784032701966 -121.9909758 Vehicle Denkinger Rd - Roadway Segment Lane Striping 45 32
6 vehicles parked on our narrow street with expired tags on their plates. Who is responsible to ticked these vehicles. I will gladly get the address & license plate of the vehicles & pass it on to the authorities. John

37.954840383037435 -122.018739 Vehicle Via Montanas y - Roadway Segment Unsafe/ Illegal Parking or Parking Violation
46 31
Why is this series of lights no longer synced together. Salvio -> willow pass -> concord blvd -> Clayton. One will be red and the others green and you catch every single red.

37.97552815992313 -122.034706 Vehicle Galindo St Salvio St to Concord Blvd Intersection Signal Cordination 47 30
The two lights at this intersection are not properly timed. Mesa street will be green but monument will be red, creating a huge backlog into the intersection and down cowell.

37.96845572768308 -122.0317716 Vehicle Cowell Rd Galindo St/ Monument Blvd to Mesa St Intersection Signal Cordination 48 29 This intersection lacks vehicle sensored lights, cycling through entire sequence even when there are no other vehicles 37.9461954 -121.969255 Vehicle Ygnacio Valley Rd Alberta Way Intersection Vehicle Detection 49 28
M-F 7:30 AM to 9:00 AM there is a lot of cut through traffic using Crystal Ranch Dr to avoid Ygnacio Valley Rd. Large percentage of vehicles coming off Rolling Wood on E/B Crystal Ranch Dr fail to stop at the stop sign controlled intersection endangering pedestrians and also not yielding to pedestrians in the crosswalk just east of the intersection.

37.93075289284954 -121.9728421 Vehicle Crystyl Ranch Dr Rolling Woods Way Intersection Sign/Signal Violation 49 28
M-F 7:30 AM to 9:00 AM there is a lot of cut through traffic using Crystal Ranch Dr to avoid Ygnacio Valley Rd. Large percentage of vehicles coming off Rolling Wood on E/B Crystal Ranch Dr fail to stop at the stop sign controlled intersection endangering pedestrians and also not yielding to pedestrians in the crosswalk just east of the intersection.

37.93075289284954 -121.9728421 Pedestrian Crystyl Ranch Dr Rolling Woods Way Intersection Pedestrian Safety 49 28
M-F 7:30 AM to 9:00 AM there is a lot of cut through traffic using Crystal Ranch Dr to avoid Ygnacio Valley Rd. Large percentage of vehicles coming off Rolling Wood on E/B Crystal Ranch Dr fail to stop at the stop sign controlled intersection endangering pedestrians and also not yielding to pedestrians in the crosswalk just east of the intersection.

37.93075289284954 -121.9728421 Pedestrian Crystyl Ranch Dr - Roadway Segment Cut Through Traffic 50 27
My kids walk to school here and it’s very dangerous. There are 3 schools in this vicinity and kids walking around all over the place every weekday morning. There needs to be a crossing guard. Please assign a crossing guard.

Kids have been hit in this area.

37.97547356564334 -121.9931746 Pedestrian West St Roland Dr Intersection School Safety

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51 26
West Street, between Concord BLVD and Wilson Lane. We continue to have safety issues for students preschool thru High School crossing the street and walking cross neighboring streets. There is an elementary school, preschool, middle school and high school here. Just a few weeks ago a middle school student was hit by a car when crossing the crosswalk to El Dorado MS. There is lots of car traffic in the morning and afternoon during pick up and drop off.

Many parents have complained and witness several close calls with students crossing and cars going too fast. We have 2 crosswalks but neither have cross walk guards. The lights on the ground are tempermental and don’t go off when someone is crossing and also have gone off in the evening when no one is crossing. Concord HS has 1200 students, El Dorado has 900 students and Westwood has -300 students and 50 Preschool students.

37.97585444108583 -121.9930224 Pedestrian West St Concord Blvd to Wilson Lane Roadway Segment School Safety 52 25
Asphalt has deteriorated at the corner of Elm Rd and Concord Blvd. Once it fills with water it is an extremely hazardous spot for bicycles and motorcycles turning from Elm to Concord Blvd.

37.97758461144906 -122.0144107 All Concord Blvd Elm Rd Intersection Pavement 53 24 The street is terrible. The middle of the street sinking in. Also Reganti is bad, Apple drive too. 37.94924200237823 -122.0431153 Vehicle Ernst Way - Roadway Segment Pavement 53 24 The street is terrible. The middle of the street sinking in. Also Reganti is bad, Apple drive too. 37.94924200237823 -122.0431153 Vehicle Apple Dr - Roadway Segment Pavement 53 24 The street is terrible. The middle of the street sinking in. Also Reganti is bad, Apple drive too. 37.94924200237823 -122.0431153 Vehicle Reganti Dr - Roadway Segment Pavement 54 23
Poor visibility intersection between commute hours. I’ve almost been into car accidents getting out of Ashdale Drive on to Willow pass road. You can’t see the on coming traffic on willow pass road. This intersection is also near Monte garden school, it needs to be safer. Their needs to be stops in both directions of willow pass road, instead of the keep clear no one stops there. Please fix this issue!

37.98878553028071 -122.0070341 Vehicle Willow Pass Rd Ashdale Dr Intersection Poor Visibility 54 23
Poor visibility intersection between commute hours. I’ve almost been into car accidents getting out of Ashdale Drive on to Willow pass road. You can’t see the on coming traffic on willow pass road. This intersection is also near Monte garden school, it needs to be safer. Their needs to be stops in both directions of willow pass road, instead of the keep clear no one stops there. Please fix this issue!

37.98878553028071 -122.0070341 Vehicle Willow Pass Rd Ashdale Dr Intersection Four Way Stop Sign 55 22
Poor visibility on Cobblestone turning right onto Treat.This is especially because drivers on Treat are always speeding! So the poor visibility + speeding has caused countless near misses not to mention a 3-car accident tonight.

37.96076323218438 -121.995251 Vehicle Treat Blvd Cobblestone Dr Intersection Poor Visibility 55 22
Poor visibility on Cobblestone turning right onto Treat.This is especially because drivers on Treat are always speeding! So the poor visibility + speeding has caused countless near misses not to mention a 3-car accident tonight.

37.96076323218438 -121.995251 Vehicle Treat Blvd Cobblestone Dr Intersection Speeding

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56 21
Cars regularly park on Pennsylvania directly next to the crosswalk (although now against state law). This makes it really difficult to see if kids are waiting to cross to get to highlands elementary. This could be fixed by painting the curb on either side of the crosswalk red.

37.94179561 -121.9562104 Vehicle Pennsylvania Blvd Alabama Dr Intersection Unsafe/ Illegal Parking or Parking Violation
57 20 this is one of many, many areas where reckless drivers with illegal exhaust mods. terrorize the community, specifically between 4 and 6 p.m. 37.97876795697724 -122.0311095 Vehicle East St - Roadway Segment Reckless Driving 58 19
I've lived in this area of Concord for the last 6 years and there has been concerning elements that have progressively continued or gotten even worse.

First, the 4 way intersection at the corner of Sunshine Dr. and Detroit Ave in front of the "Meadow Homes Park" sign needs to be turned into a traffic light.

This area is so heavily populated with children and pedestrians and I've witnessed countless people and children walking across the street to and from the park or school who have almost gotten hit by drivers running the stop signs all around, or not noticing people walking across the street. This area needs to have walking signals for pedestrians and a light that forces cars to stop or go that is metered. I've also personally experienced almost getting hit a few times walking a stroller with my child in it or walking my dog and it's starting to get out of hand. The park itself is wonderful, but also problematic for children and families most of the time. There are so many people sleeping in their cars around the park, doing drugs, drinking excessively and publicly during school hours while children at Meadow Homes School are present or playing outside. Additionally, people illegally park all up and down the streets surrounding the park, most notably on Sunshine Dr, Detroit Ave, and in all the cul de sacs surrounding Meadow Homes park. They illegally park inside cul de sacs during the week, (Charles Court, Haven Court, etc.) every weekend and most days during the week. We've had issues of people parking illegally inside the cul de sac during medical emergencies where abulances or firetrucks can't get through. Hit and runs of parked cars along Sunshine Drive happens constantly, during the day and during the night time. There aren't enough streetlights, or brighter streetlights on Sunshine Dr, so when people are driving drunk it's dark and they end up smashing into cars that are parked along the sides of homes. This area is also always scattered with broken and smashed alcohol bottles. Overall, this area has such high traffic of families, children and pedestrians and it 's just not safe and progressively gets worse I

37.964446690700115 -122.0387294 Vehicle Sunshine Dr Detroit Ave Intersection Traffic Light

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58 19
I've lived in this area of Concord for the last 6 years and there has been concerning elements that have progressively continued or gotten even worse.

First, the 4 way intersection at the corner of Sunshine Dr. and Detroit Ave in front of the "Meadow Homes Park" sign needs to be turned into a traffic light.

37.964446690700115 -122.0387294 Vehicle Sunshine Dr Detroit Ave Intersection Pedestrian Safety

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58 19
I've lived in this area of Concord for the last 6 years and there has been concerning elements that have progressively continued or gotten even worse.

First, the 4 way intersection at the corner of Sunshine Dr. and Detroit Ave in front of the "Meadow Homes Park" sign needs to be turned into a traffic light.

37.964446690700115 -122.0387294 Vehicle Sunshine Dr Detroit Ave Intersection Unsafe/ Illegal Parking or Parking Violation
59 18
This intersection has been a problem since we have moved in 6 years ago. I have seen many accidents and have almost been apart of them multiple times. For some reason people coming from Deckenger and turning left towards concord HS forget that they need to give on coming traffic (from the neighborhood ex Yeoman/ Deckenger drive) the right away. I have almost been hit several times leaving our neighborhood but now always have to proceed with caution. I have seen pedestrians also almost hit by turning cars.

There are several signs posted but that has done nothing. I think something as simple as a flashing yellow left hand signal would change this problem. Also, there are lots of cars driving on Concord BLVD that run yellow and red lights at this intersection. Is there something that can be done to lengthen the time a light turns red to green to prevent accidents? Thank you!

37.97493282307548 -121.9835809 Vehicle Concord Blvd Denkinger Rd Intersection Intersection Safety

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59 18
This intersection has been a problem since we have moved in 6 years ago. I have seen many accidents and have almost been apart of them multiple times. For some reason people coming from Deckenger and turning left towards concord HS forget that they need to give on coming traffic (from the neighborhood ex Yeoman/ Deckenger drive) the right away. I have almost been hit several times leaving our neighborhood but now always have to proceed with caution. I have seen pedestrians also almost hit by turning cars.

37.97493282307548 -121.9835809 Vehicle Concord Blvd - Roadway Segment Sign/Signal Violation 60 17
Vehicles entering Estates Drive do not know that the street is technically a dead end after crossing the Highland Drive intersection. It would help if the city install a “not a through street” sign before the intersection so people are aware of this.

37.994139264514374 -122.0460906 Vehicle Estates Dr - Roadway Segment Signage 61 16
I find the intersection of Estates Drive and Overhill road to be dangerous. Cars turning from estates cannot see incoming traffic. I was hoping that the city can install mirrors to help gauge overhill before committing to the turn.

37.99208709271994 -122.0471969 Vehicle Estates Dr Overhill Rd Intersection Sight Distance 62 15
The traffic light changes on Monument Blvd. have made for an absolutely ridiculous time to get from the freeway to Reganti Dr. Today it was 35 min at 3pm! Now people seem to love to gas it after they have passed Victory Ln. due to frustration. Removing the no turn on red at Reganti Dr recently has also made many pedestrians almost get hit. It will be happening soon enough.

Reganti Dr itself is in terrible condition. I would say it needs to be resurfaced with a higher weight limit or something since all the big rigs, fire trucks and large work vehicles go to El Molino and destroy the road with their weight.

There is always a yellow box truck on the corner of Reganti Dr. and Peach Pl. that covers the stop sign, especially on the weekends. I have seen many people not stop since they don’t see it as well as almost hit pedestrians since it makes it a blind corner.

37.948118508625925 -122.0509262 Vehicle Monument Blvd Reganti Dr to I680 Intersection Signal Timing

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62 15
The traffic light changes on Monument Blvd. have made for an absolutely ridiculous time to get from the freeway to Reganti Dr. Today it was 35 min at 3pm! Now people seem to love to gas it after they have passed Victory Ln. due to frustration. Removing the no turn on red at Reganti Dr recently has also made many pedestrians almost get hit. It will be happening soon enough.

37.948118508625925 -122.0509262 Vehicle Monument Blvd Reganti Dr Intersection Intersection Safety 62 15
The traffic light changes on Monument Blvd. have made for an absolutely ridiculous time to get from the freeway to Reganti Dr. Today it was 35 min at 3pm! Now people seem to love to gas it after they have passed Victory Ln. due to frustration. Removing the no turn on red at Reganti Dr recently has also made many pedestrians almost get hit. It will be happening soon enough.

37.948118508625925 -122.0509262 Vehicle Reganti Dr - Roadway Segment Pavement 63 14
Every single day hundreds if not thousands of drivers illegally make a U-Turn here at this light at panoramic drive during commute hours. If they don't do the U-Turn at the light they will turn on Panoramic and make an illegal turn at the first left which clearly states no u-turns. Super annoying and unsafe as a person who crosses this street every day!

38.00449592865223 -122.0239909 Vehicle Port Chicago Hwy Panoramic Dr Intersection Illegal U-Turn 64 13
A favorite dead end for racers to do donuts. Look no further than the street to see rubber evidence of unlimited donuts. Multiple vehicles all times of the day. Mostly a black Nissan 350Z and an older silver Mustang with a black stripe on the hood. More patrols in this area and enforcement of parking laws would help. Many vehicles double parked, on the sidewalk, on private property, leaking fluids into the gutter from the nearby auto body shop.

Racing up and down Cloverdale Ave., and extension of the street racing on Monument Blvd.

37.95974440798747 -122.0295745 Vehicle Cloverdale Ave - Roadway Segment Street Racing

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64 13
A favorite dead end for racers to do donuts. Look no further than the street to see rubber evidence of unlimited donuts. Multiple vehicles all times of the day. Mostly a black Nissan 350Z and an older silver Mustang with a black stripe on the hood. More patrols in this area and enforcement of parking laws would help. Many vehicles double parked, on the sidewalk, on private property, leaking fluids into the gutter from the nearby auto body shop.

Racing up and down Cloverdale Ave., and extension of the street racing on Monument Blvd.

37.95974440798747 -122.0295745 Vehicle Cloverdale Ave - Roadway Segment Unsafe/ Illegal Parking or Parking Violation
65 12
Constant street racers between Detroit and Cowell on Monument. Cars, motorcycles, especially evenings and weekends. I don't understand how they can race so close to the PD and not get noticed, pulled over and cited or towed. I've seen them race past a marked police unit and nothing was done.

There's already been a couple of bad accidents and a rollover at the curve near the cemetery, and trees never grow up very large between Systron and Cowell in the median because they're constantly being wiped out. Large trees in this median would protect opposing traffic from a head-on, but the trees never last that long. It's a matter of time before pedestrians are hit and killed in this vicinity or a gruesome head-on takes place.

37.96252793529845 -122.0319689 Vehicle Monument Blvd Cowell Rd to Detroit Ave Roadway Segment Street Racing 66 11
We have noticed lately that there has been quite a few accidents on Birch Ave. between Hickory and Fairfield. There is a dip on Birch Ave and Upland Dr and the cars don’t slow down and they speed up trying to avoid it. On the same spot there have been some cars doing donuts. As a matter of fact there was a big accident on the streets mentioned above on 3/14/26. We have seen an increase of traffic in a couple of years because people are trying to make a short cut because the heavy traffic on the freeway. On these streets there are a lot of potholes, these streets have not been paved in a long, long time. On the corner of 2297 Upland Dr and Birch Ave when it rains it collects a big puddle of water and the drainage is on the other side of the street and this is because the street hasn’t been paved for a long time. I got some pictures in case are needed. Thanking you in advance

37.989778345163174 -122.037835 Vehicle Birch Ave Hickory Dr to Fairfield Ave Roadway Segment Pavement 66 11
We have noticed lately that there has been quite a few accidents on Birch Ave. between Hickory and Fairfield. There is a dip on Birch Ave and Upland Dr and the cars don’t slow down and they speed up trying to avoid it. On the same spot there have been some cars doing donuts. As a matter of fact there was a big accident on the streets mentioned above on 3/14/26. We have seen an increase of traffic in a couple of years because people are trying to make a short cut because the heavy traffic on the freeway. On these streets there are a lot of potholes, these streets have not been paved in a long, long time. On the corner of 2297 Upland Dr and Birch Ave when it rains it collects a big puddle of water and the drainage is on the other side of the street and this is because the street hasn’t been paved for a long time. I got some pictures in case are needed. Thanking you in advance

37.989778345163174 -122.037835 Vehicle Birch Ave Hickory Dr to Fairfield Ave Roadway Segment Street Racing

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67 10 Black truck with flat tire and no plates parked on street; large ford transit bus parked on street with extension cord often plugged into it. 37.963962029239696 -121.9992637 Vehicle Joan Ave Cape Cod Way Roadway Segment Unsafe/ Illegal Parking or Parking Violation
68 9 Poor visibility and traffic concern due to blue pickup truck with large trailer parked alongside tree line 37.96437653690113 -121.9997403 Vehicle Rosal Ln Joan Ave Roadway Segment Unsafe/ Illegal Parking or Parking Violation
69 8
Frequently, cars are going the wrong way down 1 way street. Dogs are off leash at the park and in the Eichler neighborhood. Swim meet parking on Cowell are not ticketed even though they are over the 4hr parking limit.

37.96383699984628 -122.014494 Vehicle Cowell Rd - Roadway Segment Wrong Side of Rd 69 8
Frequently, cars are going the wrong way down 1 way street. Dogs are off leash at the park and in the Eichler neighborhood. Swim meet parking on Cowell are not ticketed even though they are over the 4hr parking limit.

37.96383699984628 -122.014494 Vehicle Cowell Rd - Roadway Segment Unsafe/ Illegal Parking or Parking Violation
70 7
Traffic light needs to be adjusted at Cowell and Babel. Frequently there is a long line of traffic on Cowell, but light is red d/t sensing of car turning left from Babel to Cowell. Onse the traffic on Cowell gets the green light, it once again turns red as soon as the Babel light senses another car needing to turn left onto Cowell. Sometimes, only 3 cars get to progress down Cowell after the green light only for the light to turn red once again. This leads to a long line at this intersection on Cowell street.

37.96096599779929 -122.0086676 Vehicle Cowell Rd Babel Ln Intersection Signal Timing 71 6 need a bike lane here to complete the throughway for bikes from Concord to Clayton. Car speeds are very scary 37.95856492407073 -121.9759312 Bicycle Clayton Rd - Roadway Segment Bike lane 72 5
Farm bureau Rd, from concord Blvd to Clayton Rd.

1. Unsafe auto speeds - speed limit is 30 mpg, yet cars and trucks repeatedly speed on this section, blowing past stop signs.

2. Large trucks using this short cut even though limit is 5 tons

3. No real sidewalks, what little asphalt paving serving as walkway is ALWAYS blocked by cars and trucks. This poses dangerous situation for pedestrians who have to walk close to , or in the street to get by.

4. Surface road is in desperatthis short cute need of new paving. Potholes, cracked asphalt. With so many cars/trucks using this shortcut, (especially during morning and evening rush hour, it is troubling that upgrades and safety is not a higher priority.

5. Non existing bike lanes - Hard to commute thru here with so many cars and such a narrow road. we've bee harassed numerous times, forcing us to alter our commutes and enjoyment of riding in our community

37.97290296354238 -122.0077198 Vehicle Farm Bureau Rd - Roadway Segment Speeding

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72 5
Farm bureau Rd, from concord Blvd to Clayton Rd.

1. Unsafe auto speeds - speed limit is 30 mpg, yet cars and trucks repeatedly speed on this section, blowing past stop signs.

2. Large trucks using this short cut even though limit is 5 tons

37.97290296354238 -122.0077198 Vehicle Farm Bureau Rd - Roadway Segment Cut Through Traffic 72 5
Farm bureau Rd, from concord Blvd to Clayton Rd.

1. Unsafe auto speeds - speed limit is 30 mpg, yet cars and trucks repeatedly speed on this section, blowing past stop signs.

2. Large trucks using this short cut even though limit is 5 tons

37.97290296354238 -122.0077198 Pedestrian Farm Bureau Rd - Roadway Segment Sidewalk 72 5
Farm bureau Rd, from concord Blvd to Clayton Rd.

1. Unsafe auto speeds - speed limit is 30 mpg, yet cars and trucks repeatedly speed on this section, blowing past stop signs.

2. Large trucks using this short cut even though limit is 5 tons

37.97290296354238 -122.0077198 Vehicle Farm Bureau Rd - Roadway Segment Pavement

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72 5
Farm bureau Rd, from concord Blvd to Clayton Rd.

1. Unsafe auto speeds - speed limit is 30 mpg, yet cars and trucks repeatedly speed on this section, blowing past stop signs.

2. Large trucks using this short cut even though limit is 5 tons

37.97290296354238 -122.0077198 Bicycle Farm Bureau Rd - Roadway Segment Bike lane 73 4
I am an owner of a residence on Bel Air Drive. I find it very challenging to turn onto Bel Air from Treat Blvd or onto Treat Blvd from Bel Air Drive due to the timing of the street light. I understand that traffic on Bel Air is discouraged, however, why should I, a resident of that street be penalized.

37.962009739654235 -121.994132 Vehicle Treat Blvd Bel Air Dr Intersection Signal Timing

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C I T Y O F C O N C O R D
TRANSPORTATION DIVISION · MAY 12, 2026
Comprehensive Safety
Action
Plan (CSAP)

P R E S E N T E D B Y
Abhishek Parikh, TE

F U N D I N G
U.S. DOT SS4A

A C T I O N R E Q U E S T E D
Adopt CSAP
1

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G L O S S A R Y · A C R O N Y M S U S E D I N T H I S P R E S E N T A T I O N Glossary of Terms
Acronyms used throughout this presentation, organized for quick reference.

KSI Killed or Severely Injured
HIN High Injury Network
VRU Vulnerable Road User
CSAP Comprehensive Safety Action Plan
SS4A Safe Streets and Roads for All (federal)
ATP Active Transportation Program (state)
HSIP Highway Safety Improvement Program (federal)
OBAG One Bay Area Grant (regional / MTC)
OTS Office of Traffic Safety (state)
SRTS Safe Routes to School
MTC Metropolitan Transportation Commission
CCTA Contra Costa Transportation Authority
MDUSD Mt. Diablo Unified School District
BPAC Bicycle / Pedestrian Advisory Committee
USDOT U.S. Department of Transportation
FHWA Federal Highway Administration
CRF / CMF Crash Reduction Factor / Crash Modification Factor SWITRS Statewide Integrated Traffic Records System
TIMS Transportation Injury Mapping System
LPI Leading Pedestrian Interval
HAWK High-intensity Activated crossWalK beacon
RRFB Rectangular Rapid Flashing Beacon
HFST High Friction Surface Treatment
EVP Emergency Vehicle Pre-emption
CV2X Cellular Vehicle-to-Everything
ML / AI Machine Learning / Artificial Intelligence
TMC Traffic Management Center
ATMS Advanced Traffic Management System
ADA Americans with Disabilities Act
LRSM Local Roadway Safety Manual
HSM Highway Safety Manual
C I T Y O F C O N C O R D · C S A P G L O S S A R Y

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T O N I G H T
Recommended Action.

Adoption opens federal funding doors that close in 14 days.

R E C O M M E N D E D A C T I O N
Adopt the Comprehensive Safety Action Plan
and authorize SS4A grant submission.

F E D E R A L D E A D L I N E
May 26, 2026
14 days after tonight

F U N D I N G P R O G R A M S A D O P T I O N U N L O C K S SS4A Implementation Grant
Primary application
$15M –
$20M
ATP Cycle 8
Monument Trails to Transit App
Jun 22,
2026
HSIP Cycle 13
Various safety projects Caltrans
OBAG Cycle 4
TBD
MTC
regional
Awards require separate competitive applications and are not guaranteed by adoption alone.

CITY OF CONCORD · CSAP T O N I G H T · R E C O M M E N D E D A C T I O N 2

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O V E R V I E W
Before we dive into the data.

A short overview of what a Comprehensive Safety Action Plan is — and why Concord is adopting one tonight.

W H A T I T I S
A plan for safer
streets.

A federally-recognized roadmap that
identifies where serious crashes happen
in Concord, why they happen, and the
proven measures that prevent them —
built around the U.S. DOT Safe System
framework.

W H Y W E ’ R E H E R E
It unlocks federal
funding.

Adoption is the federal prerequisite to
apply for the U.S. DOT Safe Streets and
Roads for All program — including the
$15–20M implementation grant due May
26 — plus several state and regional
safety programs.

H O W I T ’ S B U I L T
Data + community
voice.

Five years of Concord-specific crash data,
651 community survey responses, 77
interactive map comments, and alignment
with 14 existing City and regional plans
inform every recommendation.

Tonight, you’ll hear how each of these elements comes together to make Concord safer.

CITY OF CONCORD · CSAP O V E R V I E W · W H A T I S A C S A P 3

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❑ Agenda
Introduction
Why CSAP matters · federal context
Existing Plans, Policies &
Processes
Builds on 14 existing City and regional plans
Safety Analysis & High-Injury
Network Identification
5 years of crash data · KSI · top-5 corridors
Engagement & Collaboration
651 survey responses · 77 map comments ·
public input
Safe Streets Toolkit
91 FHWA-aligned countermeasures
Safety Projects
16 projects · $15M–$20M target
Implementation, Evaluation &
Funding Strategy
Monitoring · phasing · grant strategy

T H I S D E C K
29 slides
Cover · agenda · key topics · recommended
action · Q&A
CITY OF CONCORD · CSAP A G E N D A 4

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Existing
Conditions

A T A G L A N C E
5-YEAR INJURY TOTAL
1,804
Total injury collisions · 164 KSI · 19 fatalities · 2021–2025

P R O G R E S S
E X I S T I N G C O N D I T I O N S 5

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E X I S T I N G C O N D I T I O N S
A five-year safety snapshot.
2021–2025 collision data · City of Concord · TIMS / SWITRS 1,804
Total injury collisions
164
Total KSI · 9% of total
145
Severe injury collisions
19 Fatal collisions
84%
at intersections
1,518 of 1,804 — primary locus
of risk
60%*
KSI: peds, bikes, motorcycle
Vulnerable users carry
disproportionate share
13%
nighttime KSI severity
44% above citywide average
12%
KSI involve alcohol
20 of 164 — DUI a major severity
driver
W H E R E · W H E N · W H Y K S I C O N C E N T R A T I O N P A T T E R N S 35% KSI within ¼ mi of a school 22% KSI in PM peak (2–5 PM) 78% KSI rooted in driver behavior:
speed + signal/turning/pedestrian
violations + DUI
CITY OF CONCORD · CSAP E X I S T I N G C O N D I T I O N S · S N A P S H O T 6 * Concord does not currently track citywide pedestrian, bicycle, or motorcycle volumes. This figure reflects mode distribution of KSI, not exposure-normalized risk per trip.

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E X I S T I N G C O N D I T I O N S
Vulnerable users carry a higher proportional share of severe outcomes.

KSI share vs. all-injury share by mode · 2021–2025
28%
13%
19%
10%
8%
7%
0%
5%
10%
15%
20%
25%
30%
Pedestrians Bicyclists Motorcyclists
KSI share All-injury share
Pedestrians
28% KSI share · 10% all-injury
Severity share 2.8× injury share — the largest gap of
any mode.

Bicyclists
13% KSI share · 8% all-injury
Severity share 1.6× injury share — elevated severity
skew.

Motorcyclists
19% KSI share · 7% all-injury
Severity share 2.7× injury share — comparable to
pedestrians.

K E Y I N S I G H T Broadside collisions - most frequent injury pattern (38% of injuries, 29% of KSI) Vehicle-pedestrian - most severity-skewed (28% of KSI from 10% of injuries).

CITY OF CONCORD · CSAP E X I S T I N G C O N D I T I O N S · V U L N E R A B L E U S E R S 7

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High Injury
Network

A T A G L A N C E
TOP-5 CORRIDORS
43%
• Five corridors carry 43% of citywide KSI.
• FHWA safe system scoring

P R O G R E S S
H I G H I N J U R Y N E T W O R K 8

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H I G H I N J U R Y N E T W O R K
Five corridors carry 43%* of all citywide KSI.

Ranked by FHWA Safe System weighted score

C O R R I D O R K S I I N J F H W A S A F E S Y S T E M S C O R E A Clayton Rd
SR-242 → Washington Blvd
16 224 11.36
B Monument Blvd
Cowell Rd → Mohr Ln
13 144 9.13
C Willow Pass Rd
I-680 → Avila Rd
17 181 9.02
D Concord Blvd
Galindo St → Yolanda Cir
10 159 6.87
E Treat Blvd
Argonne Dr → Clayton Rd
13 78 5.30

F H W A S A F E S Y S T E M S C O R I N G
How corridors are ranked.

KSI Collisions Wt 30
Pedestrian Collisions Wt 20
Bicycle Collisions Wt 20
Injury Collisions Wt 20
Intersection Collisions Wt 10

T O P I N T E R S E C T I O N S
Market & Concord Ave · 32 inj
Galindo & Clayton · 1 KSI · 27 inj
Galindo & Concord Blvd · 1 KSI · 26 inj
Monument & Meadow · 4 KSI · 23 inj
CITY OF CONCORD · CSAP H I G H I N J U R Y N E T W O R K · C O R R I D O R S 9 * These five corridors also carry the highest traffic volumes in Concord. FHWA Safe System ranking reflects both severity and exposure; higher volumes contribute to higher collision totals independent of corridor design.Page 344 of 363

H I G H I N J U R Y N E T W O R K
Ten collision profiles guide every countermeasure decision.

Collision-type priorities · KSI rate · top countermeasure (with FHWA CRF) # P R O F I L E I N J U R I E S K S I K S I R A T E T O P C O U N T E R M E A S U R E C R F 01 Improve Safety at Intersections 1518 142 9% Leading Pedestrian Interval 60% 02 Reduce Broadside Collisions 687 47 7% Left-Turn Lane + Protected Phase 55% 03 Address School Zone Collisions 667 57 9% LPI at School Crossings 60% 04 Reduce Nighttime Collisions 544 71 13% Intersection Lighting Upgrade 40% 05 Reduce Rear-End Collisions 450 16 4% Signal coordination — 06 Reduce Unsafe Speed 418 23 6% Speed feedback signs — 07 Address Signal & Sign Violations 292 23 8% All-red clearance — 08 Improve Pedestrian Safety 190 46 24% HAWK Pedestrian Signal 55% 09 Improve Bicycle Safety 149 21 14% Separated bike lanes 45% 10 Reduce DUI-Related Collisions 139 20 14% Targeted enforcement · lighting — KSI rate ≥ 13% KSI rate 8–12% CRF = Crash Reduction Factor (FHWA Proven Safety Standards) CITY OF CONCORD · CSAP H I G H I N J U R Y N E T W O R K · C O L L I S I O N P R O F I L E S 10

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Community
Engagement

A T A G L A N C E

SURVEY RESPONDENTS
651
• March 11 – April 20, 2026
• Plus 77 map comments
• Community input corroborates findings

P R O G R E S S
C O M M U N I T Y E N G A G E M E N T 11

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C O M M U N I T Y E N G A G E M E N T
Residents tell us what data alone cannot.
651 survey responses · 77 map comments · 3 Steering Committee mtgs · 3 community outreach mtgs · BPAC presentation 651
Total survey respondents
74%
Reported a traffic incident
71%
Concerned about school zones
52%
Requested enforcement first
T O P S A F E T Y C O N C E R N S · M U L T I - S E L E C T , N = 6 5 1 66%
60%
39%
37%
24%
18%
0% 10% 20% 30% 40% 50% 60% 70%
Speeding
Red light running
Distracted driving
Failure to yield
Illegal e-bike operation
Missing sidewalks / crossings

S U R V E Y C O R R O B O R A T E S C O L L I S I O N D A T A

M A T C H
Speeding & signal violations
Top survey concerns AND top 2 KSI factors — together
28% of all KSI

M A T C H
Cited corridors match HIN
Clayton Rd, Willow Pass, Monument — each a
confirmed top-5 HIN corridor
M A T C H PM peak highest-concern
63% cite 3–6 PM; data confirms 36 KSI in that window
N E W
E-bike safety — emerging signal
24% cite illegal e-bike ops — not yet visible in SWITRS data
CITY OF CONCORD · CSAP C O M M U N I T Y E N G A G E M E N T 12

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Safe Streets
Toolkit

A T A G L A N C E

FHWA-ALIGNED
91 Ninety-one countermeasures across signalized, unsignalized, segment, and program categories — each evaluated by CRF, service life, and systemic potential.

P R O G R E S S
S A F E S T R E E T S T O O L K I T 13

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S A F E S T R E E T S T O O L K I T
Intersection countermeasures.

Highest-CRF intersection treatments, drawn from the 91-measure FHWA-aligned toolkit. 01 Signalized
Leading Pedestrian Interval 60%
Accessible Pedestrian Signal 45%
Add Intersection Lighting 40%
High-Visibility Crosswalk 40%
Protected Left-Turn Phase 30%
Improve Signal Hardware (LED) 15%
02 Unsignalized
Pedestrian Crossing (Enhanced) 60%
Improve Sight Distance 55%
Raised Medians / Refuge Islands 45%
Advance Pedestrian Warning 40%
RRFB 35%
Curb Extensions / Bulb-outs 30%
E A C H C O U N T E R M E A S U R E E V A L U A T E D B Y C R F · S E R V I C E L I F E · S Y S T E M I C I M P L E M E N T A T I O N P O T E N T I A L C I T Y O F C O N C O R D · C S A P S A F E S T R E E T S T O O L K I T · I N T E R S E C T I O N S 14

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S A F E S T R E E T S T O O L K I T
Segment treatments and programs.

Highest-CRF segment treatments and supporting programs, drawn from the 91-measure FHWA-aligned toolkit. 03 Roadway Segments
Install / Upgrade Sidewalk 80%
High Friction Surface 55%
Pedestrian Signal (HAWK) 55%
Separated Bike Lanes 45%
Chevron Signs on Curves 40%
Segment Lighting 35%
Speed Feedback Signs 30%
04 Programs
High Visibility Enforcement —
Targeted Speed Enforcement —
Vision Zero Education —
Safe Routes to School —
Rapid Response Communication —
MDUSD Community Partnership —
Corridor Access Management —
E A C H C O U N T E R M E A S U R E E V A L U A T E D B Y C R F · S E R V I C E L I F E · S Y S T E M I C I M P L E M E N T A T I O N P O T E N T I A L C I T Y O F C O N C O R D · C S A P S A F E S T R E E T S T O O L K I T · S E G M E N T S & P R O G R A M S 15

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Recommended
Projects

A T A G L A N C E

RECOMMENDED PROJECTS

DATA DRIVEN
• Three Tiers
• Citywide programs
• Quick builds

P R O G R E S S
R E C O M M E N D E D P R O J E C T S 16

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R E C O M M E N D E D P R O J E C T S
A three-tier investment framework — 16 projects.
$15M–$20M target · funded across SS4A, ATP , HSIP , OBAG, OTS, CCTA, and local sources 16 Total projects
5 HIN corridors covered
$15–20M
SS4A funding target
Ongoing
Delivery horizon
T I E R 0 1
Major Capital
6 projects
P1 HIN Corridor Improvements
P2 Complete Street Construction
P3 Safe Routes to Schools
P4 Protected Bicycle Network
P8 Treat Blvd Improvements
P10 Kirker Pass / Ygnacio Valley
T I E R 0 2
Targeted Upgrades
6 projects
P5 Concord Blvd Safety Program
P6 Port Chicago Traffic Calming
P7 Willow Pass Northern Improvements
P9 Oak Grove Corridor Upgrades
P11 Citywide Sidewalk Program
P12 Pedestrian Signal Program
T I E R 0 3
Quick Wins & Studies
4 + studies
P13 Complete Street Feasibility
P14 Corridor Speed Management
P15 Traffic Calming Policy
P16 AI Near-Miss Analytics
Speed feedback · CV2X · LPI · ADA
CITY OF CONCORD · CSAP R E C O M M E N D E D P R O J E C T S · T I E R E D F R A M E W O R K 17

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T I E R 1 · M A J O R C A P I T A L P R O J E C T S · 1 o f 2 Six transformative projects on the High Injury Network. $2M–$30M per project · 5–7 Year Delivery · SS4A Implementation Grant Projects P1 V E H P E D BIKE
HIN Corridor Improvements
Clayton · Monument · Willow Pass · Concord Ave ·
Galindo · 687 collisions · 8 fatalities · 52 severe
■ Speed feedback · LPI · high-vis crosswalks ·
passive ped detection
■ ADA ramps · curb reconfiguration · access
medians · sidewalk gaps
■ CV2X · EVP GPS · near-miss analytics ·
HFST
■ Enhanced lighting · protected intersection
design
P2 M U L T I M O D A L
Complete Street Construction
Cowell Rd: Monument → Ygnacio Valley · Galindo
St: Clayton → Cowell Rd
■ Bike & pedestrian safety improvements
■ Transit connection & circulation upgrades
■ Based on completed feasibility study
■ Priority near schools & parks
P3 P E D BIKE
Safe Routes to Schools
Citywide · 131 ped/bike collisions · 4 fatalities · 21 severe
■ Curb reconfiguration · high-vis crosswalks
w/ stop bars
■ Raised crosswalks · dynamic warning
signage
■ Bike lanes · enhanced school zone
circulation
C I T Y O F C O N C O R D · C S A P R E C O M M E N D E D P R O J E C T S · T I E R 1 ( 1 o f 2 ) 18

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T I E R 1 · M A J O R C A P I T A L P R O J E C T S · 2 o f 2 Six transformative projects on the High Injury Network. $2M–$30M per project · 5–7 Year Delivery · SS4A Implementation Grant Projects P4 BIKE
Bicycle Safety Improvements
Monument (Systron–Mohr) · Galindo (Clayton –
Cowell) · Cowell Monument - YVR
■ Class I shared-use paths
■ Bike lane gap closures
■ Protected bike lane intersections
■ Crossings at major intersections
P8 V E H P E D BIKE
Treat Blvd Safety Improvements
Winton Dr → Clayton Rd · 3.1 mi · 76 collisions · 5
ped · 5 bike
■ Feasibility + preliminary design
■ Mast-arm signal upgrades · HAWK signal
■ Corridor-wide LPI · speed feedback
■ Sidewalk gap closures · HFST · San Miguel
Marietta bike/ped eval
P 1 0 V E H
Kirker Pass / Ygnacio Valley
Ygnacio: Alberta → Park Highlands · Kirker:

Concord Blvd → City Limits
■ Geometric revisions · HFST · raised
median
■ Sidewalk / shared-path gap closures
■ Full restriping · median lighting
■ Overhead beacons · guardrail · cushion
C I T Y O F C O N C O R D · C S A P R E C O M M E N D E D P R O J E C T S · T I E R 1 ( 2 o f 2 ) 19

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T I E R 2 · T A R G E T E D S A F E T Y U P G R A D E S · 1 o f 2 Six precision upgrades at known hotspots.
$500K–$2M per project · 2–5 Year Delivery · OBAG / HSIP / OTS / SRTS Grant Projects P5 C O R R I D O R
Concord Blvd Safety Program
SR-242 → Kirker Pass · 35 unsafe-speed · 29 rear-
end · 2 schools
■ Sidewalk gap closures (full corridor)
■ Crosswalk enhancements (HAWK / LED)
■ Sight triangle clearance
■ Speed feedback signs
P6 C A L M I N G
Port Chicago Traffic Calming
Port Chicago Hwy · Bonifacio · E. Olivera · N. 6th ·
13 broadside
■ Median expansion / curb extensions
■ Signal timing modifications (split phase)
■ Protected left-turn phasing · LPIs
■ High-vis crosswalks · ADA curb ramps
P7 C U R V E
Willow Pass Northern
N. of Lynwood Dr → City Limits · curve-related
collision pattern
■ Median delineators
■ Enhanced curve delineation
■ Widened edge lines · object markers
■ Rumble strips · streetlights
C I T Y O F C O N C O R D · C S A P R E C O M M E N D E D P R O J E C T S · T I E R 2 ( 1 o f 2 ) 20

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T I E R 2 · T A R G E T E D S A F E T Y U P G R A D E S · 2 o f 2 Six precision upgrades at known hotspots.
$500K–$2M per project · 2–5 Year Delivery · OBAG / HSIP / OTS / SRTS Grant Projects P9 S P E E D
Oak Grove Rd Improvements
City Limits → Monument Blvd · elevated speed &
sight distance
■ Raised median
■ Speed feedback signs
■ Crosswalk enhancements at CC Trail
■ Sight distance improvements
P 1 1 P E D
Pedestrian Sidewalk Improvements
Citywide · 187 ped collisions · 7 fatalities · 37 severe ■ Fill sidewalk gaps citywide, prioritize HIN
■ Clayton Rd: Fabian Way → Barbis Way
■ 6th St: Willow Pass → The Alameda
■ Cowell Rd: Galindo St → Treat Blvd
P 1 2 S I G N A L S
Pedestrian Signal Improvements
~15 locations · 159 ped intersection collisions · 6
fatalities · 31 severe
■ LPI at ~15 signalized intersections
■ Right-turn-on-red restrictions at risk
crossings
■ Priority at HIN intersections w/ ped
history
■ Coordinated implementation w/ P12
corridor work
C I T Y O F C O N C O R D · C S A P R E C O M M E N D E D P R O J E C T S · T I E R 2 ( 2 o f 2 ) 21

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T I E R 3 · Q U I C K W I N S & P L A N N I N G S T U D I E S Rapid-deploy improvements and studies that enable future capital. $50K–$500K per location · 1-3 Year Delivery · OBAG/HSIP/OTS Grant Projects

R A P I D - D E P L O Y S A F E T Y I M P R O V E M E N T S Quick Implementation or Stand Alone
Speed Feedback Signs
All 5 HIN corridors
Safety & Street Lighting
New lighting on dark segments
High-Vis Crosswalks
Advance stop bars at fatality
sites
ADA Curb Ramps
Across all HIN corridors
CV2X Smart Intersections
All fatality locations
AI Near-Miss Analytics
ML conflict detection
Emergency Vehicle Preempt
GPS preemption on all 5 HIN
Leading Pedestrian Intervals
All ped-conflict locations
P L A N N I N G S T U D I E S — E N A B L I N G F U T U R E C A P I T A L Foundational analyses for next-cycle capital projects.

P13
Complete Street Feasibility
7 corridors (12+ mi) · 667 collisions
Clayton · Treat · Concord Ave · Detroit · Diamond
P14
Corridor Speed Management
Unsafe speed in 483 of 1,804 collisions
Speed data collection and hotspot identification
P15
Traffic Calming Policy & Process
Citywide formal policy and program criteria
Define eligible treatments and request process
P16
Traffic Conflict Analysis & ATMS
Supports TMC vision · SMART grant aligned
ML sensors for VRU detection
CITY OF CONCORD · CSAP R E C O M M E N D E D P R O J E C T S · T I E R 3 22

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Implementation &
Funding

A T A G L A N C E

PLAN UPDATE CYCLE
2–5 yrs
Living document refreshed with new collision data,
project performance, and evolving funding
strategies. Performance is tracked annually.

P R O G R E S S
I M P L E M E N T A T I O N & F U N D I N G 23

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I M P L E M E N T A T I O N & F U N D I N G
A diversified funding strategy — adoption unlocks every door.

Adoption positions the City to apply. Awards require separate competitive applications and are not guaranteed.

P R O G R A M A G E N C Y A M O U N T D E A D L I N E P R I O R I T Y SS4A Implementation Grant USDOT / FHWA $15M – $20M target May 26, 2026 P R I M A R Y HSIP Cycle 13 Caltrans Varies TBD 2026 H I G H
ATP Cycle 8 Caltrans / CTC ~$540M statewide Jun 22, 2026 H I G H OBAG Cycle 4 MTC $750M – $800M Apr–Oct 2026 H I G H
OTS Grants CA Office of Traffic Safety Varies Jan 31 (annual) M E D CCTA Measure J CCTA Formula-based Ongoing M E D
SS4A: 80% federal / 20% local match · Significant considerations for local match funding CITY OF CONCORD · CSAP I M P L E M E N T A T I O N & F U N D I N G · F U N D I N G S T R A T E G Y 24

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P E R F O R M A N C E M O N I T O R I N G
Standardized data collection aligned with SS4A and FHWA Safe System.

CSAP is a living document · performance is tracked annually and reported publicly 01 Safety Performance
Total & KSI Collisions
164 KSI / 1,804 total (2021–25) · TIMS/SWITRS
Fatal Collisions
19 fatalities (2021–25) · annual tracking
Pedestrian & Bicycle KSI
Establish baseline
02 Implementation Output
Countermeasures Implemented
Collision dashboard tracking
Project Evaluation Reports
Per HSM methodology
Traffic Citation Data (CPD)
Annual enforcement baseline
Community Feedback
Ongoing via City website

O B S E R V A T I O N P E R I O D
1–3 years post-implementation

P L A N U P D A T E C Y C L E
Living document · every 2–5 years
C I T Y O F C O N C O R D · C S A P I M P L E M E N T A T I O N & F U N D I N G · M O N I T O R I N G 25

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I M P L E M E N T A T I O N & F U N D I N G
The path forward — milestones to grant submission.

From engagement to adoption to federal application

T O N I G H T
✓
Steering Committee
February 23
April 14
April 30
✓
Community Meeting
March 18
April 1
April 15
✓
Survey
March 11 – April 20
✓
BPAC Presentation
May 6
★
City Council Adoption
May 12
→
SS4A Action Plan Grant
May 26
L I V I N G D O C U M E N T After adoption, the CSAP is updated every 2–5 years with new collision data, project performance, and evolving funding strategies.

CITY OF CONCORD · CSAP I M P L E M E N T A T I O N & F U N D I N G · T I M E L I N E 26

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R E C O M M E N D E D A C T I O N · C I T Y C O U N C I L · M A Y 1 2 , 2 0 2 6 Adopt the City of Concord Comprehensive Safety Action Plan as developed under the U.S. DOT Safe Streets and Roads for All program; and authorize the City Manager to submit the adopted Plan to the US Department of Transportation in accordance with grant program requirements.

A D O P T I O N P O S I T I O N S C O N C O R D T O :

Submit SS4A grant
May 26, 2026
Pursue HSIP Cycle
13 September 2026
Supports ATP Cycle
8 June 22, 2026
27

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C I T Y C O U N C I L A D O P T I O N H E A R I N G · M A Y 1 2 , 2 0 2 6 Thank you.

P R E S E N T E D B Y
Abhishek Parikh, TE

P R O J E C T W E B S I T E
concordsafestreets.org

F U N D E D B Y
U.S. DOT SS4A
28

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May 5, 2026
Bay Area Air Quality Management District
Community Investments Office
375 Beale Street, Suite 600
San Francisco, CA 94105

Re: Letter of Support — White Pony Express, Bay REPAIR Local Community Benefits Fund (Seed Grant)

Dear Members of the Bay REPAIR Review Committee,

On behalf of the City of Concord Council, I strongly support White Pony Express (WPE) and their application for a Bay REPAIR Seed Grant. As Mayor of Concord, California, I have seen firsthand what this organization has built — and I am confident that WPE represents exactly the kind of community- led, results-driven work this fund was designed to support.

The Bay REPAIR program was created to direct penalty funds back into the communities that have borne the heaviest air quality burdens. Most of the nonprofits served by WPE are located in these areas.

This grant would allow them to sustain and expand their efforts.

WPE's food recovery model is an emissions reduction strategy. Every day, their volunteer-powered program rescues approximately 12,500 pounds of fresh food from over 100 local food donors — food that would otherwise decompose in landfills and generate methane and CO₂. The numbers are significant: WPE eliminates over 8,035 metric tons of CO₂-equivalent emissions annually. This is not a secondary benefit of their work. It is central to it.

WPE is a proven SB 1383 implementation partner. They have created a certified food recovery pathway for local businesses that did not previously exist — reducing organic waste diversion at the source while connecting surplus food to people who need it. Their track record as a multi-year recipient of the Keller Canyon Mitigation Fund reflects consistent recognition of this environmental impact by local funders.

Today, WPE delivers fresh, healthy food to a total of 56 nonprofit recipients located in communities identified to receive support with this funding— with a waitlist of 22 organizations in these areas alone waiting for free weekly food deliveries. The demand is real, and the capacity to meet it is within reach.

Bay REPAIR Seed Grant funding would allow WPE to expand daily food rescue operations into these underserved corridors, covering the fuel and fleet costs that currently limit their reach. More rescues mean more food diverted from landfills, more methane kept out of the atmosphere, and more healthy food reaching families who face both hunger and the health consequences of living in communities with compromised air quality.

These are not separate problems. WPE treats them as one.

7.a

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I fully and enthusiastically endorse White Pony Express's application for Bay REPAIR Seed Grant funding. They have earned this community's trust over more than a decade of service, and they are ready to put these resources to meaningful, measurable use.

Please feel free to contact my office with questions.

Sincerely,

Laura M. Nakamura
City of Concord Mayor

cc: Concord City Council
City Manager Valerie Barone
Assistant City Manager Justin Ezell
Community Relations Manager Colleen Awad
Concord City Clerk Joelle Fockler

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Concord City CouncilMay 12, 2026

Concord City Council
May 12, 2026