AGENDA REPORT
City Council
MEETING
DATE:
September 23, 2026
PREPARED
BY:
Ben Stryker, PE
Principal Engineer
Abe Bandegan, PE
City Traffic Engineer
DEPARTMENT
DIRECTOR:
Dan Nutter, PE
DEPARTMENT: Engineering CITY
MANAGER:
Jennifer Campbell
SUBJECT:
Consider City Projects for possible grant applications for San Diego Association of Governments (SANDAG) Active Transportation Program (ATP) Cycle 8 & Highway Safety Improvement Program (HSIP) Cycle 13
RECOMMENDED ACTIONS:
1. Authorize the City Manager, or designee, to apply for, accept, and administer funding from the SANDAG ATP Cycle 8 program for selected City Projects.
2. Authorize the City Manager, or designee, to apply for, accept, and administer funding from the HSIP Cycle 13 program for selected City Projects.
ENVIRONMENTAL CONSIDERATIONS:
The action being considered by the City Council is exempt from the California Environmental Quality Act (CEQA) because it is not a “project” under Section 15061(b)(3) of the CEQA Guidelines because it can be seen with certainty that there is no possibility that the activity in question may have a significant effect on the environment. The action is also exempt from CEQA under Section 15378(b)(5) of the CEQA Guidelines because it involves an organizational or administrative activity of government that will not result in the direct or indirect physical change in the environment.
GENERAL PLAN/CITY COUNCIL FOCUS AREAS:
This item aligns with Fiscal Year 2026-27 City Council Work Plan Focus Area 3 of the City Council Annual Plan by prioritizing safe and efficient mobility and circulations for all modes of transportation.
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FISCAL CONSIDERATIONS:
The estimated cost to prepare applications would be $20,000 per application for the SANDAG ATP Program and $15,000 per application for the HSIP Program. There is sufficient funding for the application(s) within the adopted FY 2026-27 Engineering Department’s Operating Budget.
BACKGROUND:
SANDAG ATP Cycle 8
On August 21, 2026, SANDAG issued a Notice of Funding Opportunity (NOFO) for the 2027 ATP funding cycle (Attachment 1). The purpose of the ATP is to encourage active modes of transportation, such as biking and walking throughout the County.
The program goals for this ATP Transportation Program are as follows:
• Increase the proportion of trips accomplished by biking and walking • Increase the safety and mobility for nonmotorized users • Advance the active transportation efforts to achieve greenhouse gas reduction goals • Enhance public health, including reduction of childhood obesity through the use of programs including but not limited to, projects eligible for Safe Routes to School Program funding
• Provide a broad spectrum of projects to benefit many types of active transportation users.
The program does not have a match requirement – but including a local match improves the project score.
Applications for the regional grant cycle are due November 20, 2026.
HSIP Cycle 13
On July 1, 2026, the California Department of Transportation (Caltrans) issued a Call for Projects and application instructions for HSIP Cycle 13 funding (Attachment 2). The purpose of the HSIP is to fund infrastructure improvements that reduce traffic-related fatalities and serious injuries on public roads. Eligible projects are generally required to be supported by crash experience, crash potential, crash rates, or other data-driven safety analysis.
The goals of the HSIP are to:
• Reduce traffic fatalities and serious injuries
• Improve roadway safety for all users
• Address documented roadway safety concerns through data-driven safety improvements • Implement proven safety countermeasures with demonstrated potential to reduce collisions and their severity
HSIP Cycle 13 applications are due November 2, 2026. Based on previous HSIP Cycles, staff anticipate approved projects to be announced in early 2027.
ANALYSIS:
SANDAG ATP Cycle 8
Staff has evaluated current shovel ready City projects that align with the NOFO criteria. The Trail 82 project was determined to be the closest aligned with the grant program. More information about each project is provided below.
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Trail 82: This project would construct a recreational trail on the east side of Rancho Santa Fe Rd between Encinitas Blvd and El Camino del Norte. The project completed the design phase in February 2025. The table below highlights the project’s current status and estimated cost.
Project Project Status Estimated Total
Project Cost
Estimated 10%
Local Match
Trail 82 Design Complete $6M $600,000
City Council may direct staff to submit a grant application for the above-mentioned project.
HSIP Cycle 13
Staff selected four (4) projects for grant applications using the HSIP grant program criteria. HSIP includes two (2) categories of grants, Benefit Cost Ratio (BCR) grants and Set-Aside grants. BCR grants focus on implementation of data-driven safety improvements in locations with a history of severe collisions. The BCR Analyzer for grant applications is included as Attachment 3. Typically projects with a BCR at or above 10 are competitive for funding. Benefits are calculated based on collision history, versus the cost and effectiveness of different countermeasures (safety improvements) at each location. Projects were evaluated based on the City’s Local Roadway Safety Plan (LRSP) and calculated BCRs for different potential projects.
HSIP may also fund one (1) Set-Aside project per agency that addresses safety in one (1) of the following project categories: Guardrails, Pedestrians Crossings, Edgelines, and Bike Safety.
Guardrail Upgrades is selected as a Set-Aside potential project, and agencies are able to request up to a maximum amount of $1,125,000 for that project.
BCR Grant: Citywide Pedestrian Safety Enhancements at Unsignalized Intersections This project would implement pedestrian safety improvements at locations throughout the City, including Rectangular Rapid Flashing Beacons (RRFBs), pedestrian refuge islands, and other crossing enhancements. Improvements would increase pedestrian visibility and provide safer opportunities to cross at unsignalized intersections.
BCR Grant: Leucadia Boulevard Sidewalk Infill
This project would construct missing sidewalk segments along Leucadia Boulevard between Neptune Avenue (Beacon’s Beach) and Eolus Avenue. The improvements would provide a continuous pedestrian connection and improve safety and accessibility along the corridor.
BCR Grant: Nardo Road Sidewalk Infill
This project would construct missing sidewalk along the west side of Nardo Road between Melba Road and Santa Fe Drive. The improvements would provide a continuous pedestrian facility and improve safety for people walking along the corridor, along with substantial drainage improvements.
Set Aside Grant: Guardrail Upgrades
This project would upgrade existing guardrail and roadside safety features at locations throughout the City where improvements are warranted. The upgrades would improve protection for motorists by reducing the severity of potential roadway departure collisions. 2026-09-23 Item #12C Page 3 of 127
Detailed information for each of the HSIP projects is shown in the table below.
Project Name Location Estimated
Project Cost
Estimated 10%
Local Match
Citywide
Pedestrian
Safety
Enhancements
at Unsignalized
Intersections
Citywide $3,000,000 $300,000
Leucadia
Boulevard
Sidewalk Infill
Leucadia Boulevard between Coast
Highway 101 and Eolus Avenue $2,400,000 $240,000
Nardo Road
Sidewalk Infill
Nardo Road between Melba Road
and Santa Fe Drive $1,750,000 $175,000
Citywide
Guardrail
Upgrades
Citywide $1,125,000 $112,500
ATTACHMENTS:
1. SANDAG ATP Cycle 8 Program Call for Projects
2. HSIP Cycle 13 Application Instructions
3. HSIP Analyzer
4. Vicinity Map – ATP Project
5. Vicinity Map for HSIP Projects
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Active Transportation Grant Programs Call for Projects
Regional Active Transportation Program (ATP) Cycle 8 and Active Transportation Grant Program (ATGP) Cycle 5
Program Websites
Regional ATP
SANDAG
https://www.sandag.org/funding/grantprograms/active-transportation/california-activetransportation-program CTC
https://catc.ca.gov/programs/active-transportationprogram Caltrans
https://dot.ca.gov/programs/local-assistance/fed-andstate-programs/active-transportation-program/cycle8 ATGP
https://www.sandag.org/funding/grantprograms/active-transportation/transnet-activetransportation-grant-program Program Contact
SANDAG Grants Distribution Team
[email protected]
Eligible Applicants
Regional ATP
• Local, Regional, or State Agencies
• Caltrans
• Transit Agencies
• Natural Resources or Public Land Agencies.
• Public Schools or school districts.
• Tribal Governments
• Private nonprofit tax-exempt organizations that are
responsible for the management of public lands
ATGP
• Local jurisdictions in the San Diego region (the 18
cities and the County of San Diego)
Program Description
Regional ATP
The Regional Active Transportation Program (ATP)
funds projects that encourage increased use of active
modes of transportation, such as biking and walking,
increase safety and mobility for non-motorized users,
and advance active transportation efforts of regional
agencies to achieve greenhouse gas reduction goals.
Active Transportation Grant Program
The Active Transportation Grant Program (ATGP)
provides funding for bike and pedestrian infrastructure improvements, as well as for plans and programs that
educate, encourage, and/or raise awareness of the use
of bike and pedestrian facilities.
Funding
Regional ATP
• Source: State and federal funds from the California
Transportation Commission
• Fiscal Years of Funding: 2028-2031
• Amount of Funding Available: $22,530,000
ATGP
• Source: Transportation Development Act
• Amount of Funding Available: $8 million
Funding Requirements
Minimum Grant Award
• Regional ATP: $250,000 minimum per project
(except for Non-infrastructure projects, Safe Routes
To School, Recreational Trail projects, and Plans)
• ATGP: $250,000 for infrastructure
Match Requirement
A match is not required; however, points are awarded
based on evidence of Matching Funds
Timeline
Activity Date
Release of the Call for Projects 8/21/2026
Deadline to Protest the Call for Projects contents 8/28/2026 CTC posts staff recommendations for Statewide Competition 11/2/2026 Call for Projects Question Deadline (by 5 p.m.) 11/6/2026 Deadline to request application assistance 11/6/2026
Responses to all questions released in BidNet 11/13/2026 Application Deadline (by 5 p.m.) 11/20/2026
CTC adopts Statewide Competition funding recommendations 12/3-12/4/2026 SANDAG Transportation Committee Meeting (proposed funding recommendations) 3/19/2027 SANDAG Board of Directors Meeting (proposed funding recommendations) 3/26/2027 CTC considers adoption of the Regional Competition projects June 2027 RTIP Amendment Approval July 2027
ATGP Grant Agreements Executed/Notices to Proceed Issued September 2027 2026-09-23 Item #12C Page 5 of 127
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Table of Contents
1. Glossary of Key Terms .......................................................................................................................... 1
2. List of Resources ................................................................................................................................... 8
3. Background ...........................................................................................................................................10
3.1 About SANDAG...................................................................................................................................................................10
3.2Active Transportation Programs............................................................................................................................10
3.2.1 ATP.................................................................................................................................................................................10
3.2.2 ATGP..............................................................................................................................................................................11
3.3Goals of the Grant Programs .....................................................................................................................................11
3.3.1 ATP..................................................................................................................................................................................11
3.3.2 ATGP..............................................................................................................................................................................11
4. Eligibility .................................................................................................................................................12
4.1 Eligible Applicants............................................................................................................................................................12
4.1.1 ATP.................................................................................................................................................................................12
4.1.2 ATGP.............................................................................................................................................................................12
4.2 Eligible Project Types.................................................................................................................................................13
4.3Other Project Eligibility Requirements .............................................................................................................13
4.3.1 ATP.................................................................................................................................................................................13
4.3.2 ATGP.............................................................................................................................................................................14
5. Funding ...................................................................................................................................................17
5.1 Available Funding.............................................................................................................................................................17
5.2Minimum and Maximum Grant Awards ..........................................................................................................17
5.3Matching Funds Requirement................................................................................................................................17
6. Application and Submittal Process ...............................................................................................18
6.1 Application Materials......................................................................................................................................................18
6.1.1 Applications Submitted through Statewide Competition....................................................18
6.1.2 Applications Submitted for Regional Competition....................................................................18
6.2ATP Application Portal Workshop, Questions, and Application Assistance ...........................19
6.2.1 ATP Application Portal Workshop...........................................................................................................19
6.2.2 CFP Questions.......................................................................................................................................................19
6.2.3 Application Assistance.....................................................................................................................................19
6.3Submittal Process.............................................................................................................................................................19
7. Application Evaluation Process ......................................................................................................19 2026-09-23 Item #12C Page 7 of 127
ii
7.1 Responsiveness and Eligibility Review.............................................................................................................20
7.1.1 Responsiveness Review................................................................................................................................. 20
7.1.2 Eligibility Review.................................................................................................................................................20
7.1.3 Notice to Cure Application Deficiencies ............................................................................................20
7.2Scoring and Awarding of Funds.............................................................................................................................21
7.2.1 Qualitative Scoring.............................................................................................................................................21
7.2.2 Quantitative Scoring.........................................................................................................................................21
7.2.3 Calculation of Total Application Scores...............................................................................................21
7.2.4 Tiebreakers..............................................................................................................................................................22
7.2.5 Minimum Total Application Score..........................................................................................................22
7.2.6 Recommendations and Geographic Funding Distribution................................................22
7.2.7 Partial Awards.......................................................................................................................................................23
7.2.8 Designation of Award Source....................................................................................................................23
7.2.9 Disadvantaged Communities Adjustment .....................................................................................23
7.2.10 Notice of Intent to Award.............................................................................................................................23
7.2.11 Protests......................................................................................................................................................................24
7.2.12 ITOC Review of Project Eligibility............................................................................................................24
7.2.13 Approval of the Funding Recommendations and Contingency List............................24
7.2.14 Programming of Funds................................................................................................................................. 24
7.2.15 Application Debriefs.........................................................................................................................................24
7.3Grant Agreement.............................................................................................................................................................24
7.3.1 ATP................................................................................................................................................................................24
7.3.2 ATGP............................................................................................................................................................................25 2026-09-23 Item #12C Page 8 of 127
1 1. Glossary of Key Terms
Active Transportation Grant Program (ATGP) is a competitive grant program, funded and administered by SANDAG, to support bike and pedestrian infrastructure improvements, as well as plans and programs that seek to educate, encourage, and/or raise awareness about the use of bike and pedestrian facilities.
Active Transportation Program (ATP) is a competitive funding program, administered by the California Transportation Commission (CTC), to encourage increased use of active modes of transportation, such as walking and biking.
Applicant is an organization that is considering or has submitted an application in response to a Call for Projects.
Application Deadline is the date and time when applications must be submitted to the CTC’s ATP Application Portal in order to be considered for this CFP. Applications submitted after the Application Deadline will not be considered. The Application Deadline is located on the first page of this CFP.
ATGP Grantee is an organization that has been awarded ATGP funding by the SANDAG Board of Directors and entered into a grant agreement with SANDAG.
ATP Grantee is an organization that has been awarded ATP funding by the CTC and entered into a grant agreement with Caltrans.
ATP Guidelines is the CTC document that describes the policies, standards, Statewide Competition evaluation criteria, and procedures for the development, adoption, and management of the ATP. The Guidelines provide additional information beyond what is described in this document and should be reviewed by Applicants prior to submitting an application for ATP funding.
Average Qualitative Score is the sum of all evaluator scores for an application divided by the number of evaluators. The score is added to the application’s Quantitative scores to produce the Total Application Score.
California Communities Environmental Health Screening Tool (CalEnviroScreen) is a mapping tool that ranks census tracts in the state based on potential exposures to pollutants, adverse environmental conditions, socioeconomic factors, and the prevalence of certain health conditions. The most recent version of the tool is available at https://oehha.ca.gov/calenviroscreen/report/calenviroscreen-40.
California Department of Transportation (Caltrans) is the state agency responsible for administering ATP projects. Applicants selected to receive ATP funds will enter into a grant agreement with Caltrans to receive their ATP funding and will follow Caltrans policies and procedures during the implementation of their project.
California Healthy Places Index (HPI) is an interactive tool that combines 25 community characteristics, such as access to healthcare, housing, and education, into a single indexed HPI score. The healthier a community, the higher the HPI score. The tool is available here:
https://map.healthyplacesindex.org
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2 California State Transportation Agency (CalSTA) is one of the state government’s executive agencies responsible for transportation-related departments, including the California Highway Patrol, CTC, Caltrans, and others.
California Transportation Commission (CTC) is the state agency responsible for programming and allocating the ATP funds.
Call for Projects (CFP) is the document that SANDAG releases to solicit applications to receive grant funding. The CFP includes information on Applicant and project eligibility, application submission requirements, the evaluation criteria, and the process SANDAG uses to select applications for funding.
Climate Action Plan (CAP) is a comprehensive policy document that outlines the actions a local jurisdiction is taking or will take to reduce community-wide greenhouse gas (GHG) emissions.
Climate Action Plan for Transportation Infrastructure (CAPTI) is the plan adopted by CalSTA that describes how the state will invest discretionary transportation funds in sustainable infrastructure projects that align with its climate, health, and social equity goals.
More information is available here: https://calsta.ca.gov/subject-areas/climate-action-plan.
Complete Streets is a regional planning approach that designs roadways to be safe, comfortable, and accessible for everyone, regardless of age, physical ability, or mode of transportation.
Contingency List projects are projects that were submitted through this CFP that could be awarded funding should additional grant funds be made available as a result of the procedures in Board Policy No. 035, or other circumstances.
CTC ATP Application Portal is the web-based portal where Applicants will submit their applications for consideration. Applicants will use the portal that aligns with their proposed project’s type and size. The portals are available here:
• Large Infrastructure Project Application
• Large Infrastructure/Non-Infrastructure Combination Project Application • Medium Infrastructure Project Application
• Medium Infrastructure/Non-Infrastructure Combination Project Application • Small Infrastructure Project Application
• Small Infrastructure/Non-Infrastructure Combination Project Application • Non-Infrastructure Project Application
• Plan Project Application
Direct Cost is an expense that can be directly assigned to a grant relatively easily and with high accuracy. It typically consists of items such as salaries, consultant or contractor services, and other expenses that would not otherwise exist if the project were not in existence.
Disadvantaged Community means the community served by the project must meet at least one of the following criteria:
• An area with a median household income less than 80% of the statewide median based on the most current Census Tract (ID 140) level data from the 2020-2024 American Community Survey. Communities with a population of less than 15,000 may use data at 2026-09-23 Item #12C Page 10 of 127
3 the Census Block Group (ID 150) level. Unincorporated communities may use data at the Census Place (ID 160) level. Data is available on the United States Census Bureau Website.
The median household income in the project area must be less than $79,297.60 for this ATP cycle.
• An area identified as among the most disadvantaged 25% in the state according to the CalEPA and based on CalEnviroScreen 4.0 scores. The score must be greater than or equal to 40.05 for this cycle of the ATP. The EPA’s list is available under “SB 535 List of Disadvantaged Communities”.
• At least 75% of public school students in the project area are eligible to receive free or reduced-price meals under the National School Lunch Program for the 2024-2025 school year. Data is available at the California Department of Education website. Applicants using this measure must indicate how the project benefits the school students in the project area. The project must also be located within 2 miles of the school(s) for this criterion to apply.
• A census tract in the 25th or lower percentile in the California Healthy Places Index. The index is available here: https://map.healthyplacesindex.org/. • Projects located within Federally Recognized Tribal Lands and projects submitted by tribal governments (Federally Recognized Native American Tribes) • An area identified in Appendix E of the 2025 Regional Plan as a disadvantaged community. The Regional Plan defines disadvantaged communities as minority, lowincome, and senior populations. o The Census defines “minority” as a person who is Black (having origins in any of the black racial groups of Africa); Hispanic (of Mexican, Puerto Rican, Cuban, Central or South American or other Spanish culture or origin, regardless of race); Asian American (having origins in any of the original peoples of the Far East, Southeast Asia, the Indian subcontinent, or the Pacific Islands); or American Indian and Alaskan Native (having origins in any of the original people of North America and who maintains cultural identification through tribal affiliation or community recognition). o Low-income populations are those with household income levels below 200 percent of the 2016 federal poverty level.
o Senior populations include anyone 75 years old and older.
Federal Highway Administration (FHWA) is an agency within the US Department of Transportation that supports state and local governments in the design, construction, and maintenance of the Nation’s highway system and various federally and tribal-owned lands.
Through financial and technical assistance to State and local governments, the FHWA is responsible for ensuring that America’s roads and highways continue to be among the safest and most technologically sound in the world.
Federally Negotiated Indirect Cost Rate (FNICR) is an Indirect Cost rate applicable to a specified past period that a federal agency has approved for use. All federal agencies and pass-through entities must accept the rate. An agency typically receives a Negotiated Indirect Cost Rate Agreement that includes the rate.
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4 Generally Accepted Accounting Principles (GAAP) consists of a common set of accounting rules, requirements, and practices issued by the Financial Accounting Standards Board and the Governmental Accounting Standards Board that ATGP Grantees are required to follow.
GAAP is located in the Financial Accounting Standards Board Accounting Standards Codification, which is available at https://www.fasb.org/standards.
Geographic Distribution is a mechanism used by SANDAG to reduce the concentration of awards among Applicants with more than one high-scoring application, allowing other Applicants an opportunity to receive an award before multiple awards are made to Applicants with multiple higher-scoring projects. This allows funding to be distributed more broadly across the region rather than concentrated in a particular geographic area.
Grant Award is financial assistance by a government entity to an eligible recipient to provide support or stimulation to accomplish a public purpose. The maximum Grant Award is outlined in this CFP. Grant Awards are formalized in grant agreements or other contracts that outline the terms, conditions, and requirements of the Grant Award.
Grant Term is the period of time during which expenses for project-related activities can be incurred to be eligible for reimbursement.
Greenhouse Gas Emissions (GHG) are the release of water vapor, ozone, carbon dioxide, methane, nitrous oxide, hydrofluorocarbons, chlorofluorocarbons, perfluorocarbons, and sulfur hexafluoride that influence global climate change.
Independent Taxpayer Oversight Committee (ITOC) is a group of community members appointed by SANDAG to provide an enhanced level of accountability for expenditures of TransNet funds, as outlined in the TransNet Extension Ordinance and Expenditure Plan. The ITOC helps ensure that all voter mandates are carried out as required and develops recommendations to improve the TransNet program's financial integrity and performance.
The ITOC meetings are generally held on the second Wednesday of every month. More details on ITOC are available here.
Indirect Cost Allocation Plan (ICAP) is the documentation prepared by an agency that is used to substantiate its request for the establishment of an Indirect Cost Rate.
Indirect Cost is an expense incurred for a common or joint purpose benefiting more than one cost objective or project and cannot be readily assigned to a specific grant, contract, or other activity. Indirect Costs typically include rent, insurance, copying expenses, fringe benefits, and other costs not directly charged to the grant project that the organization’s general fund typically supports.
Indirect Cost Rate is the ratio (expressed as a percentage) of the Indirect Costs to a Direct Cost base.
Infrastructure (I) project is a capital project that will further the goals of the ATP and ATGP.
This typically includes the environmental, design, right-of-way, and construction phases of a capital (facilities) project.
Infrastructure project with Non-infrastructure component is a capital project with an education or encouragement component. The Non-infrastructure component should be mentioned throughout the application and enhance the Infrastructure project.
Large project is a project with a total cost of greater than $10 million. 2026-09-23 Item #12C Page 12 of 127
5 Match Percentage is calculated by dividing the total Matching Funds by the sum of the Matching Funds and the Grant Award.
Matching Funds is the amount of funding other than the Grant Award that goes towards the Total Project Cost. It is often represented as a percentage of the Total Project Cost.
Medium project has a total cost of more than $3.5 million but less than or equal to $10 million.
Metropolitan Planning Organization (MPO) is a federally mandated and federally funded transportation policy-making body composed of representatives from local governments and transportation authorities. MPOs were created to ensure regional cooperation in transportation planning. SANDAG is the MPO for the San Diego region.
Minimum Total Application Score is the Total Application Score value that an application must be equal to or greater than to be eligible to receive funding from this CFP.
National School Lunch Program is a federally-assisted meal program operating in public and nonprofit private schools and residential childcare institutions that provides nutritionally balanced, low-cost, or free lunches to children each school day.
Negotiated Indirect Cost Rate Agreement (NICRA) is a formal document that establishes an organization's Indirect Cost Rate with a federal agency. To obtain a NICRA, an organization must submit an Indirect Cost Rate proposal to its cognizant federal agency for review and negotiation, a process that typically takes several months. All federal agencies and passthrough entities must accept a NICRA.
Non-infrastructure (NI) project is a type of project with education and encouragement programs that further the goals of the ATP and ATGP. All ATP-funded NI projects must demonstrate that the program is sustainable and will continue after ATP funding is exhausted.
Notice to Proceed (NTP) is a written notice issued by SANDAG that allows the ATGP Grantee to begin working on the project and marks the beginning of the Grant Term.
Performance Measure is the numeric value assigned to the performance metric to show the quantity or extent of the item being observed by the metric. For example, the number of participants that attend an outreach meeting for a project is the Performance Measure that could be used to demonstrate the Performance Metric on increased stakeholder engagement.
Performance Metric is the specific, quantifiable unit of measurement that will be used to determine a project’s success in meeting the goals and objectives of the ATGP. For example, a performance metric could be the number of linear feet of class IV bicycle facilities constructed in the project area.
Plan project is a type of project that will develop a community-wide active transportation plan that is located in or encompasses a Disadvantaged Community. Eligible Plan types include bicycle, pedestrian, Safe Routes to School, and comprehensive active transportation plans.
Project Milestone and Completion Deadlines are outlined in SANDAG Board Policy No. 035 and require ATGP Grantees to complete and implement projects quickly so the public can 2026-09-23 Item #12C Page 13 of 127
6 benefit from project deliverables as soon as possible. Failure to meet the deadlines following SANDAG’s issuance of the NTP on the ATGP-funded project may result in the revocation of all grant funds not already expended.
Qualitative Criteria are subjective criteria in which discretion is needed to provide a score.
Often, Qualitative Criteria seek to evaluate how well an Applicant responded to an application question or how well the proposed project will achieve a stated goal. These criteria are subjective, and scores are determined at the evaluator's discretion.
Quantitative Criteria are objective criteria for which a formula or conditional statement is used to provide a score. Often, Quantitative Criteria evaluate a project-related data point or metric against a range or scale and assign a point value based on its position within that range or scale. Other Quantitative Criteria assign a point value based on responses to a conditional statement, such as a yes/no question or the presence or absence of a condition.
Quick-Build project is a type of project that requires minor construction activities and is typically built with durable, low- to moderate-cost materials. These projects are typically designed to last from one to five years and to immediately address safety needs, allowing a community to benefit quickly from improvements and enabling the people affected by the project to provide input and test the improvements before they are permanently constructed.
Recreational Trail project is a type of project that benefits motorized and nonmotorized recreation, including hiking, bicycling, in-line skating, equestrian use, cross-country skiing, snowmobiling, off-road motorcycling, all-terrain vehicle riding, four-wheel driving, or using other off-road motorized vehicles.
Recreational Trails Program is a funding program administered by the FHWA to develop and maintain Recreational Trails and trail-related facilities for both nonmotorized and motorized Recreational Trail uses.
Regional Competition is one component of the ATP that allocates 40% of ATP funds to MPOs in urban areas with populations over 200,000. These funds are distributed based on the total MPO population. The projects allocated funding under this portion of the ATP must be selected through a competitive process facilitated by the MPOs. SANDAG is the administrator for the San Diego Regional Competition.
Regional Plan refers to the SANDAG Regional Transportation Plan, a federal- and statemandated planning document prepared by SANDAG that describes existing and projected transportation needs, conditions, and financing affecting all modes of transportation over a planning period of at least 20 years. The most recently adopted version, the 2025 Regional Plan, was approved in December 2025. More information on the Regional Plan is available here: https://www.sandag.org/regional-plan.
Regional Transportation Improvement Program (RTIP) is a multi-billion-dollar, multi-year program of proposed major transportation projects in the San Diego region. Projects funded with federal, state, or local money must be included in an approved RTIP before a grant agreement can be executed. More information can be found on the SANDAG website.
Safe Routes to School (SRTS) is a movement to promote walking and bicycling to school through infrastructure improvements, enforcement, tools, safety education, and incentives.
Funding for SRTS projects in California is provided through the ATP. 2026-09-23 Item #12C Page 14 of 127
7 Safe Routes to School project is a type of project that directly increases safety and convenience for public school students to walk and/or bike to school. • Infrastructure projects must be located within two miles of a public school or within the vicinity of a public school bus stop, and the school community, including students, parents, caregivers, teachers, and staff, must be the intended beneficiaries of the project. • For Non-infrastructure projects, the program must benefit school students, parents, caregivers, teachers, and/or staff and primarily be based at the school.
Small project is a project with a total cost of $3.5 million or less.
Small Urban/Rural Competition is one component of the ATP that distributes 10% of ATP funds to small urban and rural areas with populations of 200,000 or less. This competitive process is administered jointly by the CTC and Caltrans. Small urban areas have populations of 5,001 to 200,000. Rural areas are those with populations of 5,000 or less. Projects from the San Diego region are not eligible for funding in the Small Urban/Rural Competition.
Statewide Competition is one component of the ATP that distributes 50% of ATP funds to projects across the state. This competitive process is administered jointly by the CTC and Caltrans. Projects not selected for programming in the Statewide Competition must be considered in the Regional ATP Competition.
Sub-applicant is an entity that would serve as a third-party contractor or consultant under an Applicant if the Applicant’s proposed project is awarded funding.
Subregion is a geographic subdivision of the larger San Diego Region that shares the region’s characteristics but has its own distinct features, such as climate, culture, policies, and community goals. There are six Subregions:
• North County Coastal, which includes locations within the cities of Oceanside, Carlsbad, Encinitas, Solana Beach, and Del Mar.
• North County Inland, which includes locations within the cities of Vista, San Marcos, Escondido, and Poway.
• East County, which includes locations within the cities of Santee, El Cajon, La Mesa, and Lemon Grove.
• South County, which includes locations within the cities of Coronado, Imperial Beach, National City, and Chula Vista.
• City of San Diego, which includes locations within the entire geographic boundaries of the City of San Diego.
• Unincorporated, which includes locations within the unincorporated areas of the region, represented by the County of San Diego.
Total Application Score is the sum of an application’s Average Qualitative Score and the application’s Quantitative scores. The score determines the order in which projects are recommended to receive funding through this CFP.
Total Project Cost is calculated as the sum of the Grant Award and the Matching Funds. 2026-09-23 Item #12C Page 15 of 127
8 Transportation Committee (TC) is one of six policy advisory committees at SANDAG that advises the Board of Directors on policy-level matters related to transportation, including the Regional Plan. The TC reviews and recommends to the Board the eligibility and evaluation criteria for the CFP and which Applicants should be awarded grant funding. More details on TC are available here.
Transportation Development Act (TDA) is a California state law enacted in 1971 to improve public transportation services and encourage regional transportation coordination. It provides funding for both transit and certain non-transit transportation purposes that align with approved Regional Plans.
United States Department of Transportation (US DOT) is one of the executive departments of the federal government whose mission is to ensure the United States has the safest, most efficient, and modern transportation system in the world. The US DOT has 11 operating administrations, including the Federal Highway Administration, Federal Railroad Administration, Federal Transit Administration, and National Highway Traffic Safety Administration, among others.
2. List of Resources
Below is a list of resources referenced in this CFP, along with a description of how to use them.
Resource/Links What to do?
ATGP Performance Metrics
Review the examples of performance
metrics that can be used to measure a
project’s success in meeting the ATGP goals.
Awarded ATGP Grantees will select the
metrics that apply to the project scope of
work. This resource is available in BidNet
with the CFP materials.
ATP Application Portal (Submittable)
• Large Infrastructure Project Application
• Large Infrastructure/Non-Infrastructure
Project Application
• Medium Infrastructure Project
Application
• Medium Infrastructure/NonInfrastructure Project Application • Small Infrastructure Project Application
• Small Infrastructure/Non-Infrastructure
Project Application
• Non-Infrastructure Project Application
• Plan Project Application
Use these online application portals, hosted
by the CTC, to access ATP application
templates and related forms, and to submit
your application for consideration.
Applicants will utilize the Portal that
matches the type and size of their proposed
project.
2026-09-23 Item #12C Page 16 of 127
9 ATP Cycle 8 Disadvantaged Communities
Mapping Tool
Use this map to help determine if a project
is located in a Disadvantaged Community.
ATP Guidelines Learn about the policies and procedures
that govern the ATP.
BidNet
Access the CFP materials, submit and
receive responses to questions, and receive
any updates to the CFP.
Caltrans ATP Cycle 8 webpage
Review the resources and relevant
information, including the dates for the
Statewide Competition and Regional
Competition, the ATP application templates
and attachments, application instructions,
Statewide Competition scoring rubrics, and
other guidance and resources.
Caltrans Local Assistance Procedures
Manual (LAPM) and Caltrans Local
Assistance Program Guidelines (Chapter 25)
Review these two documents to understand
the various procedures required to
implement ATP projects.
CTC ATP website
Review the CTC resources and relevant
information on the ATP, including the ATP
Guidelines, scoring rubrics, workshops, and
historical records from past ATP cycles.
Eligible Infrastructure Costs Guidance
Review this guide to determine whether a
proposed cost for an Infrastructure project
would be eligible for ATP reimbursement.
Non-Infrastructure Program Expenditure
and Cost Guidance
Review this guide to determine whether a
proposed cost for a Non-infrastructure
project would be eligible for ATP
reimbursement.
Project Study Report Guidelines Review the Guidelines that outline the requirements for a Project Study Report.
SANDAG ATGP Webpage
Learn about the ATGP program, including
program goals, past Grant cycles, and
awarded projects.
SANDAG ATP Webpage
Learn about the ATP program, including
program requirements, past Grant Awards,
and resources.
SANDAG Board Policy No. 035
Review the Board Policy governing the
ATGP and outlining the milestone and
completion deadlines for each project type.
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10 SANDAG Grants Webpage
Explore SANDAG’s grant programs, review
grant project progress reports, access
documents applicable across all grant
programs, such as the Grant Program
Protest Procedures, and BidNet registration
and navigation information.
SANDAG Traffic Safety Dashboard
Interactive site with crash data from the
Statewide Integrated Traffic Records
System, National Transit Database, and
Federal Railroad Administration.
3. Background
3.1 About SANDAG
The San Diego Association of Governments (SANDAG) is the primary public planning, transportation, and research agency for the San Diego region, which consists of the 18 cities and the County of San Diego. SANDAG serves as the public forum for regional policy decisions about growth, transportation, environmental management, housing, open space, energy, public safety, and binational collaboration.
SANDAG’s vision is to pursue a brighter future for all people living, working, or recreating in the San Diego region. To this end, SANDAG plans and implements projects that seek to use land more wisely, build a more efficient and accessible transportation system, protect the environment, improve public health, promote a strong regional economy, better manage access to energy, incorporate equity into the planning process, address pressing needs on tribal lands, and support a vibrant international border.
SANDAG receives local, state, and federal funds to implement regional policies, programs, and projects that advance its vision. SANDAG passes through a portion of the funding it receives through several competitive grant programs. These grant programs provide local, state, and federal funding to local jurisdictions, nonprofits, and other partners to accomplish regional goals at the local level. Grants awarded range from infrastructure projects to habitat management and monitoring efforts to specialized transportation services for senior and disabled populations. While each individual grant program maintains a particular focus, all work together to enhance our region’s quality of life.
3.2 Active Transportation Programs
3.2.1 ATP
The ATP is a state program created in 2013 to encourage the increased use of active modes of transportation, such as biking and walking. In 2017, state legislation added an additional $100 million per year in funding to the Program. The CTC administers the ATP, while Caltrans administers project implementation.
State and federal law separate the ATP into multiple overlapping components. ATP funds are distributed through three separate competitive programs: the Small Urban/Rural Competition, Statewide Competition, and Regional Competitions. 2026-09-23 Item #12C Page 18 of 127
11 A minimum of 25% of the funds distributed by each of the three competitions must benefit Disadvantaged Communities, per the ATP Guidelines.
3.2.2 ATGP
The ATGP provides funding to the region’s 18 cities and the County of San Diego for projects that encourage the increased use of active modes of transportation, including biking and walking. Since the program was launched in 2009, four funding cycles have supported dozens of bike and pedestrian projects that improve travel choices for the region’s residents.
The ATGP has awarded nearly $29 million in funding throughout the San Diego region. A total of 85 projects have been awarded funding, with approximately 75 percent of the funds spent on Infrastructure grants and the remaining 25 percent on Non-infrastructure and Plan projects.
Proposed projects must be aligned with the Regional Plan.
3.3 Goals of the Grant Programs
3.3.1 ATP
• Increase the proportion of trips accomplished by biking and walking. • Increase safety and mobility for non-motorized users. • Advance active transportation efforts of regional agencies to achieve greenhouse gas reduction goals as established pursuant to Senate Bill 375 (Chapter 728, Statutes of 2008) and Senate Bill 391 (Chapter 585, Statutes of 2009).
• Enhance public health, including the reduction of childhood obesity through the use of programs, including, but not limited to, projects eligible for Safe Routes to School funding.
• Ensure that Disadvantaged Communities fully share in the benefits of the program. • Provide a broad spectrum of projects to benefit many types of active transportation users.
In addition to the goals listed in the statutes, the ATP will also consider state goals and provisions set forth in CAPTI.
3.3.2 ATGP
• Encourage the planning and development of Complete Streets. • Provide multiple travel choices for the region’s residents, visitors, and businesses through safe and well-connected bike and pedestrian networks.
• Increase connectivity and safety for people walking and biking.
Projects funded by the ATGP must support the objectives outlined above and implement the Regional Plan.
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12 4. Eligibility
4.1 Eligible Applicants
4.1.1 ATP
The following entities within the State of California are eligible to apply for ATP funds:
• Local, Regional, or State Agencies. Examples include city, county, MPO*, and Regional Transportation Planning Agency.
• Caltrans*
o Caltrans-nominated projects must be coordinated and aligned with local and regional priorities. Caltrans is required to submit documentation that local communities are supportive of and have provided feedback on the proposed Caltrans ATP project. o Caltrans must submit documentation to support the need to address the project with ATP funds, rather than other available funding sources such as the State Highway Operations and Protection Program (SHOPP).
• Transit Agencies. Any agency responsible for public transportation that is eligible for funds under the Federal Transit Administration.
• Natural Resources or Public Land Agencies. A Federal, Tribal, State, or local agency responsible for natural resources or public land administration. Examples include:
o State or local park or forest agencies
o State or local fish and game or wildlife agencies
o Department of the Interior Land Management agencies
o U.S. Forest Service
• Public Schools or school districts.
• Tribal Governments. federally recognized Native American Tribes • Private nonprofit tax-exempt organizations that are responsible for the management of public lands may only apply if they have projects eligible for Recreational Trails Program funds. Eligible project types include Recreational Trails and trailheads, park projects that facilitate trail linkages or connectivity to nonmotorized corridors, and conversion of abandoned railroad corridors to trails. Projects must benefit the general public, not only a private entity.
* Caltrans and MPOs, except for MPOs that are also regional transportation planning agencies, are not eligible Applicants for the federal Transportation Alternative Program funds appropriated to ATP. Therefore, funding awarded to projects submitted directly by Caltrans and MPOs is limited to other ATP funds. Caltrans and MPOs may partner with an eligible entity to expand funding opportunities.
4.1.2 ATGP
The following entities are eligible to apply for ATGP funds: Local jurisdictions in the San Diego region, which include the 18 cities and the County of San Diego. 2026-09-23 Item #12C Page 20 of 127
13 4.1.2.1 Competitive Procurement Requirements for ATGP Sub-applicants, Consultants and Contractors
Any third-party contract for a non-public agency Sub-applicant, consultant, or contractor for which an Applicant intends to seek reimbursement must be awarded competitively.
Applicants are advised not to name any non-public agency Sub-applicant, consultant, or contractor in the application unless the third-party contractor has been selected in compliance with competitive procurement requirements. SANDAG does not accept requests for sole source contracts based on a third-party contractor’s role in preparing an application or an existing relationship that an Applicant may have established without complying with competitive procurement requirements. See the grant agreement for additional details regarding third-party contracting requirements.
4.2 Eligible Project Types
• Infrastructure projects
• Plan projects
• Non-infrastructure projects
• Infrastructure projects with Non-infrastructure components See the Glossary for examples of each project type. Quick-Build projects are not eligible under this CFP.
4.3 Other Project Eligibility Requirements
4.3.1 ATP
All ATP projects must meet the following eligibility requirements:
• Projects must be consistent with the Regional Plan.
• Project scopes must have independent utility (must have standalone benefits). • Projects must have a complete Project Study Report (PSR) or PSR Equivalent. See the ATP Guidelines for additional details.
• ATP funds cannot be used to supplant other committed funds. A Plan or NonInfrastructure project that is already funded through the ATP will not be considered for additional ATP funding. An Infrastructure project that has already received ATP funding in a phase will only be considered for ATP funding in other phases that have not yet received ATP funding.
• With the exceptions outlined in the CTC ATP Guidelines and Applicants using the Large Infrastructure Application, Applicants for pre-construction phases must also apply for funding in the construction phase.
The ATP will not fund:
• A project that proposes installing new sharrows on a roadway that has a posted speed limit greater than 30 miles per hour. (Streets and Highways Code Section 891.9) • A project that creates a Class III bikeway, unless, pursuant to Streets and Highways Code Section 2384 (b), any of the following apply:
2026-09-23 Item #12C Page 21 of 127
14 o The Class III bikeway or marking is on a highway with a design speed limit of 25 miles per hour or less.
o The project will implement improvements to reduce the design speed limit to 25 miles per hour or less.
o The project Applicant demonstrates that the use of the Class III bikeway or marking is appropriate for the local community context and advances a lower-stress environment or a low-stress network.
• Projects that are proposing to use ATP funds to supplant other committed funds. • Ongoing or existing Non-infrastructure projects and related operations. • Cost increases.
• Projects that are a capital improvement required as a condition for private development approval or permits.
4.3.2 ATGP
4.3.2.1 Project Milestone and Completion Deadlines
When signing an ATGP grant agreement, ATGP Grantees agree to the project deliverables and schedule in the agreement. In addition, an ATGP Grantee’s project schedule must adhere to the deadlines listed below. Failure to meet the Project Milestone and Completion Deadlines following SANDAG’s issuance of the NTP on the project may result in the revocation of all grant funds not already expended.
• Infrastructure Projects. If the grant will fund the construction of a public facility, the project must be completed as follows:
o Any capital project requiring a construction contract must be open to the public within three and a half years following SANDAG’s issuance of the NTP on the project.
Completion of construction for purposes of this policy shall be when the prime construction contractor is relieved from its maintenance responsibilities. o If no construction contract is necessary, the project must be open to the public within eighteen months following SANDAG’s issuance of the NTP on the project. • Plan and Non-infrastructure Projects. If the grant will fund Plan or Non-infrastructure activities, the project must be completed:
o Any Plan or Non-infrastructure project requiring a consultant contract must be completed within three years following SANDAG’s issuance of the NTP on the project.
Completion for purposes of this policy shall be when the ATGP Grantee approves the final Plan or Non-Infrastructure project deliverable specified in the grant agreement. o If no consultant contract is necessary, the project must be completed within two years of SANDAG’s issuance of the NTP on the project.
ATGP Grantees may request and be granted a twelve-month extension at the SANDAG staff level. This twelve-month period is cumulative over the entire grant period. ATGP Grantees must request and receive approval from the ITOC and TC for time extensions exceeding 12 months. In all instances, an ATGP Grantee seeking an extension must document prior efforts to maintain the project schedule, explain the reasons for the delay and why the delay is 2026-09-23 Item #12C Page 22 of 127
15 unavoidable, and demonstrate the ability to succeed within the extended timeframe the ATGP Grantee proposes.
4.3.2.2 Indirect Costs
ATGP grant funds may be used toward Indirect Costs if they are related to the project scope of work. ATGP Grantees must use one of the following options to receive reimbursement for Indirect Costs:
• If the ATGP Grantee has a FNICR recognized by the federal government, that rate must be used, and the approval must be submitted to SANDAG.
• Elect the de minimis rate under 2 CFR 200 if the ATGP Grantee has never received a FNICR. The current de minimis rate is 15%. ATGP Grantees who have an ICAP approved by their elected body (City Council or Board of Supervisors), management, another individual within the agency, or any other non-federally approved agency must choose to elect the de minimis rate when charging Indirect Costs.
4.3.2.3 Performance Measures
SANDAG has identified performance metrics that can be used to measure a project’s success in meeting the ATGP goals and objectives. ATGP Grantees must review the ATGP Performance Metrics, select the metrics that apply to their project, and provide baseline data to SANDAG to measure their project’s success at the end of the grant agreement. The ATGP Performance Metrics are available in BidNet.
All ATGP Grantees must meet the Performance Measures they select, which are included in the grant agreement. The ATGP Grantee must report on its progress toward meeting the Performance Measures in its quarterly progress report. If SANDAG believes the grantee will not be able to achieve the Performance Measures in its grant agreement, SANDAG will require the ATGP Grantee to submit a plan outlining how the ATGP Grantee will meet those Performance Measures and a timeline for doing so. If the ATGP Grantee cannot meet its stated Performance Measures, the ITOC and TC may be asked to provide direction to SANDAG staff, including whether to terminate the grant and for the ATGP Grantee to repay any previously reimbursed expenses.
4.3.2.4Baseline Data Collection (Infrastructure projects only) Before constructing grant-funded improvements, the ATGP Grantee must work with SANDAG and its consultant to develop a baseline data collection plan to gather information on walking and biking activity in the project area.
4.3.2.5 Reports and Invoices
Quarterly Progress Reports
ATGP Grantees must complete and submit quarterly progress reports that illustrate the grantee’s efforts to make timely progress on their project, including meeting the Performance Measures. SANDAG will provide a standard progress report template that the ATGP Grantee must use. Quarterly reports will be due on the last day of the month following the quarter's close. SANDAG will summarize the information in the ATGP Grantee’s progress report, which will be provided to the TC at its next meeting. Staff also provides semi-annual progress reports to the ITOC in January and June.
2026-09-23 Item #12C Page 23 of 127
16 Quarter Performance Period Report Due Date TC Meeting Date 1 7/1 – 9/30 10/31 November
2 10/1 – 12/31 1/31 February
3 1/1 – 3/31 4/30 May
4 4/1 – 6/30 7/31 September
SANDAG will monitor the ATGP Grantee's progress and performance against the scope of work and schedule in the grant agreement. If SANDAG believes the grantee is not making timely progress or is not adhering to the terms of the grant agreement, this information will be reported to the ITOC and TC. SANDAG will notify the ATGP Grantee if it believes the ATGP Grantee’s performance warrants notification of ITOC and TC. Poor performance may be grounds for termination of the grant agreement and revocation of the grant, as determined by the TC.
Invoices
Grant funding is by reimbursement only. Funds will not be disbursed until SANDAG and the ATGP Grantee have fully executed a grant agreement, and project expenses incurred by the ATGP Grantee prior to the issuance of the NTP are not eligible for reimbursement.
To be reimbursed for project expenses, the ATGP Grantee must submit an invoice packet consisting of an invoice coversheet, expense summary, and invoice history. ATGP Grantees are required to use the invoice template provided by SANDAG. Invoices submitted without a corresponding progress report will not be processed. Any third-party consultant or contractor expenses must be accompanied by proof of a competitive procurement or a sole source justification signed by the SANDAG Grants Program Manager to be eligible for reimbursement.
To qualify for reimbursement, the following requirements must be met:
• Staff costs must be submitted with payroll documentation. Personally identifiable information (social security numbers, home addresses, etc.) must not be provided to SANDAG.
• Third-party vendor (consultant or contractor) invoices must be submitted with:
o Proof of payment, such as a copy of a check provided to the vendor or a printout for the ATGP Grantee’s financial system showing the funds were dispersed. o The vendor’s invoice and backup documentation (schedule of values, receipts for expenses)
• Clearly identify all grant-related expenses that include non-related costs. ATGP Grantees can highlight, circle, or use a separate document/spreadsheet to differentiate grantrelated costs from other, non-grant-related costs. • All receipts and invoices must be detailed, dated, directly related to the project scope of work, and incurred after the NTP date and before the grant expiration date.
SANDAG will make payments for undisputed, eligible invoices within 30 days upon receipt of the ATGP Grantee’s invoice packet, backup documentation, deliverables, and confirmation by the ATGP Program Manager that the ATGP Grantee is in compliance with the requirements in the grant agreement. SANDAG shall retain 10 percent of the amounts invoiced until the project is completed.
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17 Final Progress Report, Invoice, and Project Closeout Once the ATGP Grantee determines the project is complete, a final progress report and invoice will be submitted to SANDAG. SANDAG will provide the final progress report template that the ATGP Grantee must use. Final progress reports should detail all completed project activities, challenges, successes, and a description of how the project is expected to continue to support ATGP program goals. The report will also include the Performance Measures listed in the grant agreement and document the ATGP Grantee’s ability to achieve them. The ATGP Grantee should provide the deliverables listed in the scope of work with the final progress report. The final progress report should accompany the final invoice and include all remaining project expenses.
Upon receipt of the final progress report, invoice, and deliverables, SANDAG will verify that the full scope of work in the grant agreement has been completed and that the Performance Measures have been met. For Infrastructure projects, SANDAG will conduct a site visit to ensure the entire scope of work is completed. Photos of the completed project will be taken and provided to the ITOC and TC. SANDAG will also confirm whether the contractor and the ATGP Grantee have met all labor compliance requirements.
Once SANDG verifies that the project has been completed and can be closed out, the ATGP Grantee will be asked to submit an invoice for the retention amounts withheld. Following SANDAG’s payment of the ATGP Grantee’s retention invoice, the project will be closed.
5. Funding
5.1 Available Funding
$30,530,000 is available through this CFP, including $22,530,000 from the ATP and $8,000,000 from the ATGP. SANDAG reserves the right to partially fund applications. See the section titled “Partial Awards”.
5.2 Minimum and Maximum Grant Awards
The minimum and maximum Grant Awards for each project type are listed in the table below.
Project Type Minimum Award Maximum Award
Infrastructure $250,000 No maximum established
Non-infrastructure No minimum established No maximum established Plan No minimum established $450,600
5.3 Matching Funds Requirement
No Matching Funds are required; however, points will be awarded based on evidence of Matching Funds.
2026-09-23 Item #12C Page 25 of 127
18 6. Application and Submittal Process
6.1 Application Materials
Applications must be submitted using the CTC’s ATP Application Portal. Different applications and portals are available depending on the project type and size. The Applicant is responsible for completing the appropriate application for their project. Applicants with infrastructure projects must utilize the application type based on the entire project cost, not the ATP request amount. The CTC ATP Application Portals are available here:
• Large Infrastructure Project Application
• Large Infrastructure/Non-Infrastructure Combination Project Application • Medium Infrastructure Project Application
• Medium Infrastructure/Non-Infrastructure Combination Project Application • Small Infrastructure Project Application
• Small Infrastructure/Non-Infrastructure Combination Project Application • Non-Infrastructure Project Application
• Plan Project Application
Applicants can download a Word version of each application template from the CTC ATP webpage. This can assist Applicants in preparing their applications before entering the final responses in the CTC ATP Application Portal.
Applicants will submit their completed application through the CTC’s ATP Application Portal by the Application Deadline. An incomplete application may be considered nonresponsive.
For an application to be considered complete, it must include all the materials described in the Application and be submitted through the CTC’s ATP Application Portal prior to the Application Deadline.
SANDAG reserves the right to cancel or revise, for any or no reason, in part or in its entirety, this CFP. If SANDAG revises and/or cancels the CFP prior to the Application Deadline, Applicants who have downloaded the CFP materials in BidNet will be notified by email.
6.1.1 Applications Submitted through Statewide Competition Project applications submitted for the Statewide Competition will automatically be considered for the Regional Competition. Applicants do not need to submit another copy of their application to SANDAG if they have already provided one as part of the Statewide Competition.
As part of this CFP, Applicants may revise their Statewide Competition application, including adding or removing scope or providing a scalability plan. If an Applicant makes any changes to an application submitted through the Statewide Competition, the Statewide Competition application will become invalid, and only the Regional Competition application will be considered in this CFP.
6.1.2 Applications Submitted for Regional Competition
Applicants can submit projects solely for consideration in the Regional Competition. To apply for the Regional Competition, Applicants must complete and submit an application utilizing the CTC’s ATP Application Portal.
2026-09-23 Item #12C Page 26 of 127
19 6.2 ATP Application Portal Workshop, Questions, and Application Assistance
6.2.1 ATP Application Portal Workshop
The CTC hosted a workshop for the CTC’s ATP Application Portal on March 25, 2026, to provide an overview of the CTC’s ATP Application Portal and the application process and to address any questions. The presentation, workshop recording, and frequently asked questions are available on the CTC ATP webpage.
6.2.2 CFP Questions
Potential Applicants may submit questions through the SANDAG web-based vendor portal BidNet, available at https://www.bidnetdirect.com/sandag/sandag-grants. Questions submitted after the Question Deadline or outside of BidNet will not be answered.
See the Timeline for the deadline to submit questions.
6.2.3 Application Assistance
Potential Applicants may request a meeting with SANDAG Grants staff to obtain assistance with an application, including a discussion of a possible project or assistance with utilizing BidNet. See the Timeline for the deadline to request a meeting.
6.3 Submittal Process
Applicants shall submit application documents via the CTC’s ATP Application Portal.
Applications submitted anywhere other than the CTC’s ATP Application Portal will not be accepted and may be considered nonresponsive.
Applicants are responsible for fully completing their entire application before the stated deadline. It is the Applicant’s sole responsibility to contact the CTC’s ATP Application Portal provider, “Submittable”, to resolve any technical issues related to electronic submittal, including, but not limited to, registering as a vendor, updating an account password, updating profiles, uploading/downloading documents, and submitting an electronic application, prior to the submission deadline. Submittable is available Monday through Friday from 8 a.m. to 4 p.m. Pacific Time at https://www.submittable.com/help/submitter/.
7. Application Evaluation Process
This CFP does not commit SANDAG to award a contract, defray any costs incurred in the preparation of an application pursuant to this CFP, or procure or contract for work. SANDAG may reject applications without providing the reason(s) underlying the rejection. Failure by Caltrans or the CTC to award an ATP funding agreement to Applicants will not result in a cause of action against SANDAG.
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20 7.1 Responsiveness and Eligibility Review
7.1.1 Responsiveness Review
SANDAG Grants staff will review submitted applications to ensure they are responsive to the requirements outlined in this CFP. Below is a list of Application materials that, if not submitted before the Application Deadline, will render the Application nonresponsive. These items are not permitted after the Application Deadline, as doing so would compromise the integrity of the competitive selection process.
• Completed CTC Application
SANDAG Grants staff will notify an Applicant in writing if their application is deemed nonresponsive. Applicants may protest a nonresponsive determination pursuant to the protest procedures (see the section entitled “Protest Procedures”). A nonresponsive application will not continue in the competitive selection process unless a protest is filed and substantiated.
7.1.2 Eligibility Review
Following the application submittal period and concurrently with the responsiveness review, SANDAG staff will conduct an eligibility review of all Applicants and projects against the eligibility requirements set forth in this CFP and the ATP Guidelines. During the eligibility screening process, SANDAG reserves the right to request additional information and/or clarification from an Applicant, but is not required to do so. Staff may also seek input from the ITOC to determine ATGP eligibility. Applications deemed eligible will proceed to the competitive selection process.
Any Applicant deemed ineligible or whose project has been deemed ineligible during the eligibility review will be notified in writing when the determination is made. Applicants may protest the eligibility determination pursuant to the protest procedures (see the section entitled “Protest Procedures”). Unless a protest is filed and substantiated, an ineligible application will not continue in the competitive selection process.
7.1.3 Notice to Cure Application Deficiencies
During the responsiveness and eligibility review phase, SANDAG staff also verify that eligible and responsive applications are consistent with the CFP instructions and that the submitted data and information are accurate. SANDAG may provide an Applicant with identified deficiencies an opportunity to correct or cure their applications if those corrections do not impact the competitive selection process. SANDAG staff, in their sole discretion, will determine whether an application can be cured without impacting the competitive selection process.
If staff identifies application deficiencies that an Applicant may cure without affecting the competitive process, SANDAG staff will send the Applicant a written notice to cure the Application deficiencies. This notice identifies the Application deficiencies, outlines the required corrections, and sets a deadline for the Applicant to make the corrections. 2026-09-23 Item #12C Page 28 of 127
21 7.2 Scoring and Awarding of Funds
Responsive and eligible Applications will be scored using the Qualitative and Quantitative criteria approved by the SANDAG Board of Directors and included in this CFP. There are three sets of scoring criteria: Infrastructure, Non-infrastructure, and Plan. The type of application used will dictate which of the scoring criteria are used by the Evaluation Committee:
• Infrastructure Scoring Criteria
o Large, Medium, or Small Infrastructure Applications
• Non-infrastructure Scoring Criteria
o Non-Infrastructure Applications
• Plan Scoring Criteria
o Plan Applications
7.2.1 Qualitative Scoring
An evaluation panel will provide the Qualitative criteria scores for eligible applications. The evaluation panel will typically consist of at least three but no more than five members of the public who:
• Are familiar with the San Diego region and the ATP and ATGP goals and objectives, • Have expertise in bicycling and pedestrian transportation, Safe Routes to Schools, and projects benefiting Disadvantaged Communities
• Do not have a prohibited conflict of interest with any of the Applicants or proposed projects that would preclude a fair evaluation, and
• Agree to keep confidential information related to this CFP protected from disclosure.
Evaluators will not review or comment on applications from their own organization or, in the case of the County of San Diego, from their own department. Additionally, evaluators will not have participated in the development of project applications. Individuals who work for a private company that could potentially receive a future contract from an Applicant as a result of the project being selected for funding will not be permitted to serve as evaluators due to a potential conflict of interest.
7.2.2 Quantitative Scoring
SANDAG Grants and Data Science staff will provide the Quantitative Criteria scores for each project. Points associated with Quantitative Criteria undergo a quality assurance/quality control review to ensure that the data used in the Quantitative scoring process is accurate and points are awarded appropriately.
7.2.3 Calculation of Total Application Scores
An application’s Average Qualitative Score will be calculated by summing all evaluator scores for that application and dividing by the number of evaluators. The application’s Average 2026-09-23 Item #12C Page 29 of 127
22 Qualitative Score will then be added to the Quantitative scores to produce the Total Application Score.
7.2.4 Tiebreakers
In the event that two or more projects receive the same Total Application Score, the following methodology, in descending order, will be used as the tiebreaker:
• Infrastructure projects will be prioritized above Non-infrastructure or Plan projects. • Infrastructure projects that have completed environmental clearance will be prioritized above other Infrastructure projects that have not completed environmental clearance.
If there still remains a tie, the score of each application for the following criterion in descending order will be used as the tiebreaker:
• Highest score on the following question:
o Infrastructure projects: Criteria #3 - Project Readiness/Completion of Major Milestones o Non-infrastructure projects: Criteria #2 – Methodology o Plan projects: Criteria #2 – Methodology
• Highest score on the following question:
o Infrastructure Projects: Criteria #2 – Safety and Quality of the Project o Non-infrastructure projects: Criteria #1 - Comprehensiveness and Greenhouse Gas Emission Reductions
o Plan projects: Criteria #1 - Comprehensiveness and Greenhouse Gas Emission Reductions
7.2.5 Minimum Total Application Score
To ensure grant funds support quality projects, an Application must receive a Total Application Score of at least 75 points to be eligible for funding.
7.2.6 Recommendations and Geographic Funding Distribution Following the scoring process outlined above, applications will be placed in descending order by Total Application Score (from the highest to lowest). Projects will be recommended to receive funding based on the following process:
• First, the application with the highest Total Application Score for each Applicant that is above the Minimum Total Application Score will be recommended to receive funding, in descending Total Application Score order, until funding is exhausted. • If funding remains, the next highest-scoring applications – including secondary projects from previously funded Applicants - will be recommended to receive funding in descending Total Application Score order until funding is exhausted. 2026-09-23 Item #12C Page 30 of 127
23 7.2.7 Partial Awards
Given the competitive nature of this grant program and the finite amount of funds available through this CFP, Applicants may receive partial awards in one of two ways:
• Applicants with an Infrastructure project that requested funding for pre-construction phases (PA&ED, PS&E, and Right-of-Way) may be offered a partial award where one or more of the pre-construction phases are funded by the ATP or ATGP, up to the amount of funding available. The Applicant will be required to contribute Matching Funds to ensure each ATP- or ATGP-funded phase of the project is fully funded. The Application will also be added to the Contingency List so that the remaining unfunded phases can be considered should additional ATP or ATGP funding become available. • Applicants with an Infrastructure project that did not request funding for preconstruction phases, a Non-infrastructure project, or a Plan project will be asked if they would like to accept the partial funding award with the condition that the entire project, as proposed in the Application, must be completed. Applicants will be required to contribute Matching Funds to ensure the project is fully funded. The project will not be placed on the Contingency list.
If an Applicant cannot provide the Matching Funds requested by SANDAG and declines the partial funding award, the award will be offered to the project with the next-highest Total Application Score. (See the section entitled “Application Evaluation Process.”) If no Applicant accepts the funding, it will be returned to the CTC or to the ATGP.
7.2.8 Designation of Award Source
Due to the limited amount of ATGP funding available, all projects will be considered for ATP funding first. The following factors will be taken into consideration when determining which project(s) could receive ATGP funding:
• Projects that do not benefit Disadvantaged Communities, so that the 25% CTC requirement for ATP funding can be met (See the section entitled “Disadvantaged Communities Adjustment”.)
• Projects that requested ATP funding in 2028
• Projects whose schedule can comply with Board Policy No. 035 requirements (See the section entitled “Project Milestone and Completion Deadlines” • Projects whose Grant Award could be fully funded with the ATGP and do not require separate funding by the ATP.
7.2.9 Disadvantaged Communities Adjustment
The ATP funding recommendations will be reviewed to ensure that 25% of available funds are dedicated to projects and programs that benefit Disadvantaged Communities, as identified in the CTC Guidelines.
7.2.10 Notice of Intent to Award
Once the funding recommendations have been finalized, staff will email all Applicants a Notice of Intent to Award. The Notice will include detailed scores for each Application and the funding recommendations to be presented to the TC and Board of Directors. Applicants may protest the funding recommendations pursuant to the protest procedures (see the section 2026-09-23 Item #12C Page 31 of 127
24 entitled “Protest Procedures”). See the Timeline for the anticipated date of issuance of the Notice of Intent to Award.
7.2.11 Protests
SANDAG grant program protest procedures are available on the SANDAG website at https://www.sandag.org/funding/grant-programs.
7.2.12 ITOC Review of Project Eligibility
Prior to presenting the ATGP funding recommendations to the TC and Board of Directors, ITOC will be asked to review the recommended ATGP projects and verify that they are consistent with the TransNet Extension Ordinance and eligible for ATGP funding.
7.2.13 Approval of the Funding Recommendations and Contingency List Following the ITOC eligibility review of the ATGP projects, the ATGP and ATP funding recommendations will be presented to the TC for recommendation to the Board of Directors.
The Board of Directors will then be asked to approve the proposed funding recommendations. The funding recommendations and contingency project list for the ATP will be provided to the CTC for consideration.
7.2.14 Programming of Funds
Once the Board and CTC have approved the ATP and ATGP funding recommendations, SANDAG staff will add the awarded projects to the RTIP. This process includes preparing the RTIP amendment, holding a 15-day comment period, and presenting it to the Board of Directors for approval.
• For ATGP-funded projects, once the Board of Directors has approved the RTIP amendment, funding becomes available for use in an ATGP grant agreement. • For ATP-awarded projects, once the Board has approved the RTIP amendment, it will be submitted to Caltrans for inclusion in the FSTIP for approval by the FHWA and FTA. Once these federal agencies have approved the FSTIP, funding becomes available for use in an ATP grant agreement.
See the Timeline for the anticipated date of the RTIP amendment.
7.2.15 Application Debriefs
Following the Board of Directors' approval of the proposed funding recommendations, SANDAG can provide Applicants with a debrief on the strengths and weaknesses of their application. SANDAG can also provide copies of a grant application to any requester under the California Public Records Act.
7.3 Grant Agreement
7.3.1 ATP
If awarded ATP funds by the CTC, an Applicant will enter into a grant agreement with Caltrans for the approved project scope of services and become a Caltrans ATP Grantee. 2026-09-23 Item #12C Page 32 of 127
25 Caltrans and the CTC will monitor the ATP Grantee’s progress and compliance with the ATP rules and regulations. SANDAG will not have any involvement in the awarded project unless requested by the CTC or Caltrans.
7.3.2 ATGP
If awarded ATGP funds by SANDAG, the Applicant will enter into a grant agreement with SANDAG and become an ATGP Grantee. A sample grant agreement is included with the CFP.
Applicants are encouraged to review the sample grant agreement within their organization prior to submitting an application. Aside from any potential errors or omissions, the terms of the grant agreement will be substantially the same as those in the sample grant agreement and are non-negotiable.
7.3.2.1 Grant Agreement Signature
SANDAG will prepare the ATGP grant agreement utilizing the sample provided with the CFP.
Once the draft has been approved by SANDAG staff for signature, it will be sent electronically to the ATGP Grantee’s designated signatory. Failure by the ATGP Grantee to sign and return the grant agreement within 45 days of receipt from SANDAG may result in revocation of the Grant Award. See the section entitled “SANDAG Board Policy No. 035.”
7.3.2.2 Notice to Proceed and Grant Term
ATGP Grantees cannot begin work on their grant-funded project until they receive a written NTP from SANDAG. The NTP specifies the date on which the ATGP Grantee may begin work on the project and marks the beginning of the Grant Term. Any work performed before the NTP is not eligible for reimbursement.
2026-09-23 Item #12C Page 33 of 127
July 2026 HSIP Cycle 13 Application Instructions
Highway Safety Improvement Program (HSIP) Cycle 13
Application Instructions
CONTENTS
GENERAL INFORMATION....................................................................................................................................... 1 ELIGIBLE APPLICANTS ..................................................................................................................................... 1 APPLICATION PREPARATION ............................................................................................................................ 2 PROCESS TO SUBMIT AN APPLICATION: .............................................................................................................. 3 FUNDING LEVEL AND FUNDING TYPE.................................................................................................................. 4 APPLICATION CATEGORIES: BENEFIT COST RATIO (BCR) AND SET-ASIDES (SA)........................................................... 4 Benefit Cost Ratio (BCR) .................................................................................................... 4 Funding Set-asides (SA) ..................................................................................................... 4 a) Set-aside for Guardrail Upgrades................................................................................... 5 b) Set-aside for Pedestrian Crossing Enhancements........................................................... 5 c) Set-aside for Lane Departure Prevention ....................................................................... 5 d) Set-aside for Bike Safety Improvements........................................................................ 6 e) Set-aside for Tribes........................................................................................................ 6 MULTIPLE APPLICATIONS FOR THE SAME PROJECT................................................................................................. 6 HSIP ANALYZER ........................................................................................................................................... 7 DETAILED INSTRUCTIONS FOR APPLICATION FORM...................................................................................................... 8 APPLICATION SUMMARY (COVER PAGE) ............................................................................................................. 8 BASIC INFORMATION..................................................................................................................................... 8 PROJECT INFORMATION ................................................................................................................................. 9 NARRATIVE QUESTIONS ................................................................................................................................. 9 APPLICATION ATTACHMENTS......................................................................................................................... 10 2026-09-23 Item #12C Page 34 of 127
July 2026 HSIP Cycle 13 Application Instructions
1 GENERAL INFORMATION
The instructions in this file help applicants complete their applications for the Highway Safety Improvement Program (HSIP) Cycle 13 Call-for-projects. Applicants must prepare their electronic applications and attachments as defined in these instructions. Failure to follow this procedure will result in the application being rejected or not received properly. The Call-for-projects was announced on Wednesday, July 1, 2026. The application deadline is Monday, November 2, 2026 (midnight).
At a minimum, Adobe Acrobat Reader DC is needed to complete, save, and submit the application form. You may download Adobe Acrobat Reader DC for free at https://www.adobe.com/acrobat/pdf-reader.html.
Eligible applicants
Any local public agency (LPA) that owns, operates, and maintains public roadways in California may be eligible to apply for the HSIP funding. This includes cities, counties, federally recognized tribes, and other local agencies that meet the criteria.
Local Roadway Safety Plan (LRSP)
Section 9.3 of the Local Assistance Program Guidelines (i.e. Local HSIP Guidelines):
In order to apply for the HSIP funds, an agency must have completed their LRSP or an equivalent of the LRSP, such as Systemic Safety Analysis Report (SSAR) or Vision Zero Action Plan. Other equivalents of the LRSP may be reviewed and determined on a case-by-case basis. The LRSP or its equivalent must be updated and validated at least every five years. When an agency submits an HSIP funding application, the agency must self-certify that an LRSP or its equivalent has been completed. The agency must provide a copy of the safety plan upon request.
It is strongly recommended that the LRSP (or its equivalent) and its update be approved by the agency's Board or Council. If an LPA has finalized their LRSP at the application due date of the call-for-projects but the LRSP has not yet been approved by the Board or Council, the LPA is eligible to submit project applications.
Local Roadway Safety Plan (LRSP) Certification is a required attachment as stated on the last page of the application form.
Agencies with existing HSIP projects that have been delayed in project implementation The following local agencies are not eligible to apply for HSIP funds in Cycle 13:
1) Local agencies that have existing HSIP projects red-flagged for not meeting the HSIP delivery requirements and the red-flags cannot be resolved by 11/30/2026;
2) Local agencies who have at least one existing HSIP project that has not been in construction phase within five years of project selection (as of 11/30/2026), even if a time extension has been approved by Caltrans.
If your agency has existing HSIP projects, please review the Project Delivery Requirements for Local HSIP Projects and delivery status reports.
2026-09-23 Item #12C Page 35 of 127
July 2026 HSIP Cycle 13 Application Instructions
2 Application preparation
• Read the entire instructions before attempting to prepare and submit any application. Applicants are expected to follow these step-by-step instructions to complete their applications. Completing an application without referencing these instructions may result in an incomplete application or an application with fatal flaws that will be excluded from the ranking and selection process. Due to time and resources constraints, the applicant will not be notified by Caltrans’ findings until after the selection process is complete. If an applicant has questions relating to potential fatal flaws in their application, they should seek assistance from their Caltrans District Local Assistance Engineer (DLAE) before submitting their application. • Please review Local Roadway Safety Manual for California’s Local Road Owners, which should help the applicant to select good safety projects to compete for the HSIP funds. This manual provides detailed information regarding what safety countermeasures are eligible for using the HSIP funds. • Please also review the Local HSIP Guidelines to understand the overall program as the program may have on-going changes.
Steps to complete an application in HSIP Cycle 13 Call-for-projects:
1) Download the Application Form, Application Instructions, HSIP Analyzer, HSIP Analyzer Manual, the LRSP Certification template and the Engineer’s Checklist template at https://dot.ca.gov/programs/local-assistance/fedand-state-programs/highway-safety-improvement-program/apply-now. 2) Review the HSIP Analyzer and its instructions to become familiar with the construction cost estimate, overall project cost estimate, calculations of the project benefit, and the Benefit Cost Ratio (BCR). 3) Review the Engineer’s Checklist. The checklist must be completed by a licensed Engineer who is in “responsible charge” of the preparation of the HSIP application. This checklist will help ensure all the primary elements of the application are included and the application is free of errors, so the application can be accurately ranked in the statewide selection process. Engineers are encouraged to print the checklist and then review the corresponding checklist items as they work through these instructions and prepare the final application. 4) Complete the application form and attach the required documents to the last page of the application form. Save the application form by using the Application ID as the file name, e.g. “03-Los Angeles-1.pdf”. If multiple applications are submitted for the same project (see “Multiple applications for the same project” for the reason why you may want to submit more than one application for the same project), please use a letter to differentiate.
For example, if you submit 3 applications for “07-Los Angeles-1”, use “07-Los Angeles-1a”, “07-Los Angeles1b” and “07-Los Angeles-1c” as their application IDs and application file names. 5) Click the “Validate and Save” button to validate the provided information and save the completed application. If some mandatory information is not provided, then a warning message will appear for the applicant to complete the unfilled mandatory fields identified with a red box. Complete these fields prior to clicking the “Validate and Save” button again.
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July 2026 HSIP Cycle 13 Application Instructions
3 Process to submit an application:
Smartsheet is used to submit your application. You do not need an account at Smartsheet to apply. The submittal is a two-step process:
1) Request a ticket at https://dot.ca.gov/programs/local-assistance/fed-and-state-programs/highway-safetyimprovement-program/form for submitting an application. A ticket needs to be created for each application to be submitted.
You will be requested to provide contact information, agency name and Application ID. After the "Submit" button is clicked, an automatic email will be sent to you requesting that you upload the completed Application Form. Please check the spam folder if you do not receive an email in your inbox. 2) Click on “Open request” in the email that you receive.
Follow the link. Click “Upload Files” to upload the completed and final Application Form.
When the file upload is complete, click on “Submit Update” to submit the application. The applicant will receive a confirmation email. Please keep a copy of the email as proof of the application submittal.
Applicants must submit the applications before the deadline. Any submittal after midnight of 11/2/2026 will not be accepted.
It is highly recommended that you submit the applications as early as possible upon completion. Early submittals will also help Caltrans to balance the workload and expedite the review process.
During the first step above, the applicant will be asked if the submittal is to replace an application that was previously submitted with the same Application ID in this Cycle 13 Call-for-projects. Therefore, the applicant can revise a previously submitted application prior to the deadline if necessary. 2026-09-23 Item #12C Page 37 of 127
July 2026 HSIP Cycle 13 Application Instructions
4 Funding level and funding type
The total funds available for HSIP Cycle 13 are estimated at $370 million. As SB 137 allows the exchange of State funds with federal funds, it is expected that $230 million of federal funds and $140 million of State funds will be used for all projects selected for funding in HSIP Cycle 13.
The Infrastructure Investment and Jobs Act (IIJA) continued the High-Risk Rural Roads (HRRR) Special Rule and established the Vulnerable Road User (VRU) Safety Special Rule.
Special Rule Trigger State Action
HRRR Special Rule The fatality rate on rural roads in a State increased over the most recent
two-year period.
Obligate in the next fiscal year for projects on high-risk rural roads an amount equal to at least 200 percent of the amount of funds the State received for fiscal year 2009 for high-risk rural roads.
VRU Safety Special Rule The total annual fatalities of
vulnerable road users (nonmotorists) in a State represents not less than 15 percent of the total
annual crash fatalities in the State.
Obligate not less than 15 percent of the amount apportioned to the State under section 104(b)(3) in the next fiscal year for highway safety improvement projects to address the safety of vulnerable road users.
The above Special Rules have been triggered in California. The HRRR eligible or VRU eligible projects selected for funding in HSIP Cycle 13 will be required to use federal funds.
In addition to the consideration of the above Special Rules, federal funds will be used for relatively large projects.
Application categories: Benefit Cost Ratio (BCR) and Set-asides (SA) There are two application categories in HSIP Cycle 13: Benefit Cost Ratio (BCR) and Funding Set-asides (SA). $306 million will be for BCR applications and $64 million for five (5) funding set-asides (Guardrail Upgrades, Pedestrian Crossing Enhancements, Lane Departure Prevention, Bike Safety Improvements and Tribes). Unlike BCR applications, SA applications do not require a BCR calculation.
Benefit Cost Ratio (BCR)
For applications under the BCR category, a benefit cost analysis must be performed to have a BCR using the HSIP Analyzer. Applications in this category will be prioritized for funding based on the BCRs, with selection proceeding from those with the largest to those with the smallest. A minimum BCR of 5.0 is required for a BCR application to be submitted. Please do not submit any application with a BCR lower than 5.0.
There is no limit to the number of applications an agency may submit under the BCR category in Cycle 13.
However, the maximum HSIP funds that one agency may be awarded under the BCR category is $10 million.
There are 3 different categories of locations: Signalized Intersections (SI), Non-Signalized Intersections (NS) and Roadway Segments (R). Normally a BCR application only includes locations from one of the above three categories (SI, NS, or R). However, it is permissible to select multiple categories if the application includes corridor safety improvements, uses a systemic approach, or if the applicant chooses to consolidate several nearby locations within one application.
Funding Set-asides (SA)
For applications under the Funding Set-asides (SA) category, a benefit cost analysis or a BCR is not needed. In Cycle 13, there are five (5) Funding Set-asides:
• Set-aside for Guardrail Upgrades (total funding: $22.5 million; max. $1.125 million per agency) • Set-aside for Pedestrian Crossing Enhancements (total funding $23.4 million; max. $360,000 per agency)
• Set-aside for Lane Departure Prevention (total funding: $7.2 million; max. $360,000 per agency) 2026-09-23 Item #12C Page 38 of 127
July 2026 HSIP Cycle 13 Application Instructions
5 • Set-aside for Bike Safety Improvements (total funding: $7.2 million; max. $360,000 per agency) • Set-aside for Tribes (total funding: $3.6 million; max. $360,000 per tribe). The applicants must be federally recognized tribes in California.
The funding level of the Funding Set-asides may be adjusted based on the applications received. However, the total funding of the Set-asides should not be more than 25% of the total funds in Cycle 13, or $92 million.
For project selection in the SA category, the agencies listed below will be given priority in the specified order:
• The agencies who did not have any projects awarded in HSIP Cycles 11&12; • The agencies who did not have projects awarded under the same Set-aside in HSIP Cycles 11&12; • The agencies who have had more Fatal & Severe Injury (F+SI) crashes within the boundaries of their jurisdictions in the last three years with data available from California Highway Patrol (CHP) Statewide Integrated Traffic Records System (SWITRS). (The applicant does not need to provide this number as Caltrans will obtain from the SWITRS if needed.)
Eligible work items under each Set-aside are:
a) Set-aside for Guardrail Upgrades
Upgrade existing guardrails and end treatments. New guardrail installations and bridge rail upgrades are not eligible.
b) Set-aside for Pedestrian Crossing Enhancements
Install pedestrian countdown signal heads, pedestrian signals, Rectangular Rapid Flashing Beacons (RRFB) and other flashing beacons, pedestrian crossing/signs, advanced yield lines/signs, and other signs/striping.
Basically, any work consistent with the safety countermeasures below is eligible:
o SI12PB: Install pedestrian median fencing on approaches o SI18PB: Install pedestrian countdown signal heads
o SI19PB: Install/upgrade pedestrian crossing (S.I.)
o SI20PB: Pedestrian scramble
o SI21PB: Install advance stop bar before crosswalk (Bicycle Box) o SI22PB: Modify signal phasing to implement a Leading Pedestrian Interval (LPI) o NS21PB: Install raised medians/refuge islands (NS.I.) o NS22PB: Install/upgrade pedestrian crossing at uncontrolled locations (new signs and markings only)
o NS23PB: Install/upgrade pedestrian crossing at uncontrolled locations (with enhanced safety features)
o NS24PB: Install Rectangular Rapid Flashing Beacon (RRFB) o NS25PB: Install Pedestrian Signal (including Pedestrian Hybrid Beacon (HAWK)) o R10PB: Install pedestrian median fencing on approaches o R35PB: Install sidewalk/pathway (to avoid walking along roadway) o R36PB: Install/upgrade pedestrian crossing (with enhanced safety features) o R37PB: Install raised pedestrian crossing
o R38PB: Install Rectangular Rapid Flashing Beacon (RRFB) Other work relating to pedestrian crossing enhancements may be permitted provided that the associated costs do not exceed 20% of the total project cost.
c) Set-aside for Lane Departure Prevention
Any work consistent with the safety countermeasures below is eligible:
o R02: Remove or relocate fixed objects outside of clear recovery zone o R21: Improve pavement friction (High Friction Surface Treatments) o R22: Install/upgrade signs with new fluorescent sheeting o R23: Install chevron signs on horizontal curves
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July 2026 HSIP Cycle 13 Application Instructions
6 o R24: Install curve advance warning signs
o R25: Install curve advance warning signs (flashing beacon) o R26: Install dynamic/variable speed warning signs
o R27: Install delineators, reflectors and/or object markers o R28: Install edge-lines and centerlines
o R30: Install centerline rumble strips/stripes
o R31: Install edgeline rumble strips/stripes
Other work along the same roadways is permitted provided that the associated costs do not exceed 20% of the total project cost.
d) Set-aside for Bike Safety Improvements
Installing bike lanes (countermeasure number R33PB) or installing separated bike lanes (countermeasure number R34PB). Installing signs is considered part of the bike lane work thus it is an eligible cost. Other safety work along the same roadways is permitted provided that the associated costs do not exceed 20% of the total project cost.
For multi-use paths, removing fixed objects from the travel way and installing route-finding signs are deemed eligible under this set-aside as this can increase safety for bicyclists. e) Set-aside for Tribes
All work items under the four set-asides listed above are eligible, as well as the following:
• Install/Upgrade signs with new fluorescent sheeting (regulatory or warning); • Install chevron signs on horizontal curves;
• Install curve advance warning signs/flashing beacons; • Install dynamic/variable speed warning signs;
• Install delineators, reflectors and/or object markers; • Install edge-lines, centerlines, no-passing lines; and • Install centerline/edge-line rumble strips/stripes.
Summary of Application Categories for HSIP Cycle 13
Application
Category Description Total Funding
Statewide
Max Number of
applications
per agency
Max amount per
agency
Benefit Cost Ratio
(BCR)
Benefit Cost Ratio
(BCR) $306 million No Limit $10 million
Funding Set-asides
(SA)
Guardrail Upgrades $22.5 million 1 $1.125 million
Pedestrian Crossing
Enhancements $23.4 million 1 $360,000
Lane Departure
Prevention $7.2 million 1 $360,000
Bike Safety
Improvements $7.2 million 1 $360,000
Tribes $3.6 million 1 $360,000
Multiple applications for the same project
Multiple applications may be submitted for the same project under two different situations:
1) A BCR project that uses a “systemic approach” and includes multiple locations. 2026-09-23 Item #12C Page 40 of 127
July 2026 HSIP Cycle 13 Application Instructions
7 The systemic approach is to identify multiple locations with similar geometric features and experiencing similar crash types and treat these locations systemically with low-cost, proven safety countermeasures. The systemic approach is proactive since the approach addresses locations with recorded crashes as well as improves safety at comparable locations that have yet to experience a high incidence of crashes. The systemic approach offers several advantages, which include the widespread effect by improving the safety of a group of comparable locations, preventing specific types of crashes, providing cost efficiency, and requiring less data collection.
An example of this type of project could be upgrading pavement delineation and warning signs along a rural corridor. Crashes may not have occurred on every curve or segment along the corridor, but all the corridor’s pavement delineation and warning signs can be upgraded at one time. For urban applications, an example could be the protected left-turn phase of signalized intersections with existing left-turn pockets. Severe crashes may not have occurred at each of the intersections without left-turn phase; however, all or many of the local agency’s unprotected left-turn phases can be protected with one safety project. For more information regarding the systemic approach, please refer to the Local Roadway Safety Manual (LRSM).
The HSIP project selection for funding is based on the BCR with each application having a single BCR. While individual locations may have experienced varying levels of crashes, it is possible for some locations to not experience any crashes at all, despite having the same crash potential. The BCR of the project may differ depending on the number of similar locations that are included in the project. For example, if a project includes 5 locations with the highest numbers of crashes, the BCR may be 14. If a project includes 7 or 11 locations, then the project’s BCR may be 10 or 5 respectively. The challenge is that the BCR cutoff for the call for projects is not disclosed until the conclusion of the call. By adding more locations to a systemic project, the risk is that the project may not be selected for funding due to the lower BCR because of having more locations. To resolve this dilemma, we allow applicants to submit more than one application for the same project.
Prioritization of the BCR projects ensures that this project will receive funding provided that the highest BCR of the applications exceeds the established cutoff.
Please use the Application IDs to identify the multiple applications submitted for the same project.
For example, if three applications are submitted for the same project “07-Los Angeles-1”, please use “07-Los Angeles-1a”, “07-Los Angeles-1b” and “07-Los Angeles-1c” as the Application IDs. 2) Local agencies may choose to submit the same project twice, one as a funding set-aside application and the other as a BCR application. If this is the case, please also use the Application IDs to identify them, such as “07-Los Angeles-1a” and “07-Los Angeles-1b”. In the project selection process, the BCR application will be considered first. If it does not make the BCR cutoff, then the funding set-aside application will be considered.
HSIP Analyzer
Using the HSIP Analyzer is required for all applications for HSIP Cycle 13 Call-for-projects. The completed HSIP Analyzer is one of the required attachments for the HSIP Application Form. There are two HSIP Analyzers:
• HSIP Analyzer for BCR applications streamlines the cost estimate process, safety countermeasure evaluation, crash data input, and BCR calculation.
• HSIP Analyzer for Funding Set-aside applications requests the general project information, project schedule, construction cost estimate, and overall project cost. 2026-09-23 Item #12C Page 41 of 127
July 2026 HSIP Cycle 13 Application Instructions
8 DETAILED INSTRUCTIONS FOR APPLICATION FORM
Application Summary (cover page)
This summary page is automatically populated once the application is completed.
NOTE: The Application ID shown on this summary page is generated automatically based on the Caltrans District, the agency name, and the Application Number. The designated Application ID should be used as the file name when saving the final Application Form. In addition, this Application ID must be entered into the HSIP Analyzer.
Basic Information
Date
Select date from calendar.
Caltrans District
Select from the drop-down list.
MPO
From the drop-down list, select the MPO (Metropolitan Planning Organization) that will be involved with the programming of the project in the Federal Transportation Improvement Program (FTIP). Select “Other” if not applicable.
Agency
From the drop-down list, select your agency name. You may enter your agency’s name as text if it is not available in the drop-down list.
County
Select from the drop-down list.
Total Number of Applications
The total number will include BCR applications, Funding Set-asides applications, and multiple applications for the same project.
Application Number
If multiple applications are submitted from your agency, each application must have a unique number (1, 2, 3, etc).
As stated above, this number is used to generate a unique Application ID. It does not imply any priority among the applications from your agency.
If you submit multiple applications for the same project (Please see “Multiple applications for the same project” of this document), please add a letter to the application number. For example, if you submit 3 applications for your number 2 project, enter “2a”, “2b” or “2c” here.
Contact Person Information
This information will be used to contact the agency relating to project selection results and subsequent inquiries related to project delivery.
Application Category
Select one of the two application categories from the drop-down list: Benefit Cost Ratio (BCR) or Funding Set-asides (the specific set-aside name is provided in the HSIP Analyzer). 2026-09-23 Item #12C Page 42 of 127
July 2026 HSIP Cycle 13 Application Instructions
9 Project Information
Project Title
Provide a brief title for the project (limited to 100 characters).
Project Location
Provide road name, intersection cross road names, and/or geographical references of where the project is located. Be brief (limited to 250 characters). Examples: “On Elm St. between Oak Ave. and Cherry Blvd.” or “The Intersection of Elm St. with Oak Ave.” or “Various locations along Oak Ave.” or “Various locations throughout the County.” Project Description
Describe, in general, the types of work that are proposed for the project. Be brief (limited to 250 characters).
Examples: “Install traffic signal; Construct curb, gutter, sidewalk, and curb ramps” or “Install traffic signs, stripes and pavement markings”
Total Project Cost
Copy from the HSIP Analyzer.
HSIP Funds Requested
Copy from the HSIP Analyzer.
Benefit Cost Ratio (BCR)
Copy from the HSIP Analyzer. Required for a BCR application. Skip for Funding Set-Aside application.
Narrative Questions
These narrative questions are intended to provide additional project details for the application reviewers and project files. Application reviewers will use this information in their assessment of the application. If significant inconsistencies are found in the application information, Caltrans reviewers may conclude that the application includes “fatal flaws”, and the application will be dropped from further funding considerations.
Each answer is limited to 5000 characters. The objective is to ensure the answers remain concise and focused.
Bulleted answers are acceptable. Applicants can type the answers directly into the fields or copy text from other documents and paste.
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July 2026 HSIP Cycle 13 Application Instructions
10 Application Attachments
Attach all documents needed for this application. Many of the attachments are listed as “Required for all projects” or “Required for this project” (based on the information you have entered in the Application Form). Failure to include the required attachments will result in the disqualification/rejection of the application.
Files may not be attachable when they are open. Make sure to close the files then attach. For each item, only one file can be uploaded. Combine multiple files into one as needed (for example, put all photos in a single PDF file).
The maximum size of the application file that can be submitted is 500MB. Compress the attachments when necessary.
For items (1), (2) and (6), applicants must use the existing templates or files which are available for downloading at the Call-for-projects website.
(1) Local Roadway Safety Plan (LRSP) Certification
a) In order to apply for the HSIP funds, an agency must have completed their LRSP or an equivalent of the LRSP.
b) Applicants must use Caltrans template. Download the template at the Call-for-projects website. Complete and attach.
(2) Engineer’s Checklist (Required for all projects)
a) The checklist is to be completed by the engineer in “responsible charge” of the preparation of this HSIP application to ensure all the primary elements of the application are included and the application are free of errors.
b) Applicants must use Caltrans template. Download the template at the Call-for-projects website. Complete and attach.
(3) Vicinity map/Location map (Required for all projects) The application reviewers and the Program Managers must be able to quickly pinpoint the project's location in the local agency. This map needs to show where the project is located within the overall agency. It is not intended to show the specific project limits.
(4) Project maps/plans showing existing and proposed conditions (Required for all projects) a) These plans need to show the limits of the proposed improvements and that the proposed improvements are technically feasible and design standard are expected to be met including: lane widths, turning movements, lane transitions/off-sets sight distance, etc.
b) The application reviewers must be able to confirm whether the proposed improvements fall within the existing right-of-way or they require new right-of-way acquisition. If the project encroaches on right-of-way of State Highway System, railroad or other agencies, include a copy of an email or letter of support from the owner.
(5) Pictures of existing condition (Required for all projects) A minimum of two pictures is required, showing the existing safety conditions/concerns that will be altered by project. If the project proposes the same treatments for a large number of similar locations, you may just provide the pictures of some typical locations.
(6) HSIP Analyzer (Required for all projects)
Download the blank HSIP Analyzer at the Call-for-projects website. Attach the completed fillable HSIP Analyzer pdf form, not its printed/scanned copy.
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11 (7) Collision Diagram(s) (Required for a BCR application) Application reviewers will be looking for a pattern of collisions amongst the various collision types within the collision diagram that are susceptible to being reduced by the countermeasure being proposed. (8) Collision List(s) (Required for a BCR application)
a) Applicants must include a list of crashes (by location) that matches the crashes shown on the collision diagrams and applied to a countermeasure in the BCR calculation. This list is often a direct output from SWITRS, Crossroads, TIMS or other crash databases.
b) If the output list includes crashes that were not appropriate to include in the BCR calculation, these crashes must be crossed out.
c) This report/list must show the total number of crashes (not number of victims) summarized by crash severity. (9) Warrant studies (Required when applicable)
a) If the project includes a new installation of non-RRFB traffic control devices (traffic signals or pedestrian signals), it is the responsibility of the applicants to ensure all requirements of the latest California Manual on Uniform Traffic Control Devices (CA MUTCD) are met. Failure to include required warrants per CA MUTCD will result in the project being disqualified. See the Engineer’s Checklist for more details on Warrant Studies.
b) For new traffic signals, Traffic Signal Warrant 4, 5 or 7 must be met (CA MUTCD Chapter 4C). c) For pedestrian signals (including Pedestrian Hybrid Beacon (HAWK)), the justification may be Warrant 4, 5 or 7, or passing the test in Figure 4F-1/4F-2 in Chapter 4F of CA MUTCD. Please refer to Chapter 4F of CA MUTCD for more details.
(10) Letter/email of Support from Caltrans (Required when applicable) Work on the State Highway System (SHS):
a) All projects that encroach within Caltrans' rights-of-way must have a letter or email from Caltrans conveying district Traffic Operations Office's "support" or at least "neutral support" for the project. Projects that do not contain documentation of Caltrans' position will be disqualified. b) All "joint funded" projects with Caltrans must have a letter of support from Caltrans indicating the project’s scope, schedule, cost and cost sharing ratios. Applications for joint funded projects that do not contain a letter of support will be disqualified.
c) For intersection improvements on state highways, an Intersection Control Evaluation (ICE) analysis and a cost sharing agreement with Caltrans are required. For more information regarding the ICE analysis, see Chapter 4C, Traffic Control Signal Needs Studies, of the California Manual on Uniform Traffic Control Devices (CA MUTCD).
Caltrans District Local Assistance Engineer (DLAE) will assist the applicants in coordinating with CaltransDistrict Traffic Operations staff. If no SHS is involved in this project, this attachment is not required. (11) Additional narration, documentation, letters of support, etc. (Optional) a) These may be used to help illustrate the safety concerns within the project limits. b) These should be directly related to documenting the merits of the need, purpose, and scope of the project. c) General documents and/or full reports should not be included. 2026-09-23 Item #12C Page 45 of 127
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HSIP ANALYZER MANUAL
(FOR BCR APPLICATIONS)
The use of the HSIP Analyzer is required for all applications for Highway Safety Improvement Program (HSIP) Cycle 13 Call for Projects. The completed HSIP Analyzer is one of the required attachments to the HSIP Application Form.
There are two HSIP application categories: Benefit Cost Ratio (BCR) and Funding Set-asides. This manual provides instructions for using the HSIP Analyzer to prepare a BCR application. Please use the other manual for Funding Set-aside Applications.
HSIP Analyzer (for BCR applications) is a PDF form that streamlines the process of cost estimate, safety improvement countermeasure evaluation, crash data input and Benefit Cost Ratio (BCR) calculation.
Please review these instructions thoroughly before you start to prepare a BCR application.
For more information regarding the HSIP program, please review the HSIP Guidelines, Local Roadway Safety Manual for California Local Road Owners and other related information at https://dot.ca.gov/programs/local-assistance/fed-and-state-programs/highway-safety-improvementprogram.
Table of Contents
SECTION I: GENERAL INFORMATION....................................................................................................................................... 3 SECTION II: PROJECT SCHEDULE ............................................................................................................................................ 5 SECTION III: SAFETY COUNTERMEASURES, CRASH DATA AND PROJECT BENEFIT CALCULATION..................................... 6 SECTION IV: CONSTRUCTION COST ESTIMATE AND COST BREAKDOWN............................................................................ 14 SECTION V: PROJECT COST ESTIMATE................................................................................................................................. 15 SECTION VI: SUMMARY ......................................................................................................................................................... 16 APPENDIX................................................................................................................................................................................ 17 LRSM LIST OF COUNTERMEASURES ............................................................................................................................................................................... 17 LRSM APPENDIX D: BENEFIT COST RATIO (BCR) CALCULATIONS ............................................................................................................................ 17 LRSM APPENDIX B: DETAILED TABLES OF COUNTERMEASURES ................................................................................................................................. 17 2026-09-23 Item #12C Page 46 of 127
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The HSIP Analyzer (for BCR Applications) consists of the following sections:
Section I: General Information
Enter Application ID, Project Location, Project Description, and other general information. Section II: Project Schedule
In this section, applicants are required to provide an estimated project schedule. Section III. Safety Countermeasures, Crash Data and Project Benefit Calculation In this section, applicants are required to identify safety countermeasures, provide a list of locations, and enter crash data. The project benefit is calculated in this section. Section IV: Construction Cost Estimate and Cost Breakdown This section is for providing an estimate for construction items and determining the project’s maximum Funding Reimbursement Ratio (FRR).
Section V: Project Cost Estimate
This section is for providing the cost estimate for the entire project, including all phases (Preliminary Engineering, Right-of-Way, Construction and Construction Engineering). Section VI. Summary
This section is a summary of data that is to be transferred to the application form. 2026-09-23 Item #12C Page 47 of 127
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Section I: General Information
Application ID:
Enter the exact Application ID from the Application Form, e.g. 03-Sacramento-1.
Save the completed HSIP Analyzer using file name as “HA” + Application ID (e.g. "HA03-Sacramento-1.pdf"). Attach the completed file to the last page of the Application Form.
Project Location:
Enter (copy & paste) the exact Project Location from the Application Form.
Project Description:
Enter (copy & paste) the exact Project Description from the Application Form.
Number of Intersections:
Enter number of intersections included in this project.
Miles of Roadways:
Enter miles of roadways included in this project. Do not include the length of the intersections that have been accounted for in the above "Number of Intersections” field.
Most of the information requested below is required for Caltrans to meet its annual safety program reporting requirements to the FHWA. Responses to these questions will NOT be used in the project selection process. The responses will be incorporated into statewide and national safety program assessments and used to determine the health of the overall program and potential areas of focus for future program improvements.
Some questions are self-explanatory so not all questions are explained here.
Functional Classification (FC):
Visit https://dot.ca.gov/programs/research-innovation-system-information/office-of-highway-system-informationperformance/functional-classification and determine the Functional Classification (FC) of the road(s) where most of the work will be constructed. If the amounts of work are equal among multiple FCs, use the highest FC. Select the FC from the drop-down list.
Urban/Rural Area:
Select “Urban” or “Rural” from the drop-down list when most of the proposed work is in urban or rural area.
What is the approximate total cost percentage that is HR3 eligible? Work in rural area and associated with roads functionally classified as “Major Collector”, “Minor Collector” and/or “Local”, is High-Risk-Rural-Roads (HR3) eligible. HR3 eligible projects, when selected for funding, will be tracked separately due to the FHWA’s special requirements. Provide an approximate total cost percentage that is HR3 eligible (rounded to the nearest ten percent).
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Annual Average Daily Traffic and Year Collected:
Indicate the existing (and most current) Annual Average Daily Traffic (AADT) volume at the project location and the year the data were collected.
• If the proposed improvement is on a road segment, the AADT is the number of vehicles that use that section of roadway, in both directions, on an average day. You may enter the same number for the Major Road and Minor Road.
• If the proposed improvement is at an intersection, separate the AADT volumes approaching the intersection into Major Road and Minor Road.
• If the proposed improvements span a large distance and/or are spread out over several routes/locations, provide the range of AADT volumes with the high-end input in the "Major Road" field and the low-end input in the "Minor Road" field.
Posted Speed Limit (mph):
Input the highest posted speed within the project limits.
SHSP Challenge Areas:
The goal of this question is to tie the improvements to California’s Strategy Highway Safety Plan (SHSP). Multiple Challenge Areas may be checked. For example, if this project is for pedestrian safety at intersections, both "Intersections" and "Pedestrians" should be checked. Visit https://dot.ca.gov/programs/safety-programs/shsp for more details on the California SHSP Challenge Areas.
Is the project focused primarily on “spot location(s)” or “systemic” improvements? The Local Roadway Safety Manual includes a detailed description of these two approaches. When more than one type of systemic improvements are proposed in one application, applicants need to select a single “primary type”.
Approximate percentage of project cost going to improvements related to motorized travel:
HSIP projects benefit a mix of roadway users and modes of travel. For statewide tracking purposes, Caltrans needs to approximate the percent of the overall project costs going to improvements for motorized vs. non-motorized roadway users. Please make the best approximation of the percentage related to motorized travel based on the estimated project cost and the primary objectives of the project.
State Senate District(s) and State Assembly District(s):
Based on project location(s), provide State Senate District(s) and State Assembly District(s) that will benefit from this project. Use commas to separate if there are multiple districts. 2026-09-23 Item #12C Page 49 of 127
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Section II: Project Schedule
The local agency is expected to deliver the project per the HSIP Program Delivery requirements. The delivery requirements for HSIP Cycle 13 projects are: (1) Preliminary Engineering (PE) Authorization by 3/31/2028; and (2) Construction (CON) Authorization by 6/30/2030.
The exceptions are:
• The milestone of PE authorization does not apply if the project will not use the HSIP funds for PE; • For a project that a consultant is used for the PE work, an additional time of 6 months is allowed for meeting the CON Authorization milestone. The additional time is for the agency to advertise and select the consultant for the work of the PE phase.
_____________________________________________________________________________________________ Please answer the below two questions:
• Will this project use HSIP funds for Preliminary Engineering (PE) Phase? • Will an external consultant be hired to do the PE work? Then specific delivery requirements for your proposed project, if selected for funding, will be displayed.
Please provide your best estimated dates for the following implementation milestones (leave blank if not applicable). Please make sure the proposed schedule will meet the above delivery requirements; if not, please explain in answer to question no. 3 in the application form. • PE Authorization Date;
• Environmental Clearance Date;
• Right of Way Clearance Date;
• Final PS&E Date;
• CON Authorization Date;
• Construction Contract Award Date;
• Construction Completion Date; and
• Project Close-Out Date.
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Section III: Safety Countermeasures, Crash Data and Project Benefit Calculation
The benefit of an HSIP safety project is achieved by reducing potential future crashes due to the implementation of the proposed safety countermeasures (CMs). In this section, you will need to provide information regarding the proposed CMs and the historical crash data at the project sites.
Please read the information below and explanations regarding CMs and crash data, and make sure the data provided is correct. Past HSIP calls for projects indicated that the most flaws found in disqualified applications are related to misinterpretation and misapplication of CMs and miscounting of crash data.
Safety CMs available for use in HSIP Analyzer
A total of 82 CMs are available for the use in the HSIP Analyzer. The available CMs are grouped into three categories: “Signalized Intersection (SI)” CMs, “Non-signalized Intersection (NS)” CMs, and “Roadway (R)” CMs.
Appendix A of this document provides a complete list of the CMs. Review Section 4.0 and Appendix B of the California Local Roadway Safety Manual (also included in this manual as Appendix B) before making the final selection of CMs that are utilized in the Benefit Cost Ratio (BCR) calculations. The detailed description of the CMs and guidance on how they can be applied will help applicants ensure utilizing the most appropriate CMs for the project.
Up to three CMs in each category may be used in a single project. When a CM of a major safety improvement is selected, other incidental elements of the major CM should be not used as separate CMs together with the major one. For example: A project location that proposes a new signal shall not include CMs for lighting, signing, striping, or minor median improvements as these are incidental elements of the new signal and do not represent standalone improvements.
Safety CMs vs. Crash Data Tables
For the use in the HSIP Analysis, there are 5 different crash types: “All” (any type), “Night” (night time), “Ped & Bike” (pedestrians and/or bicyclists involved), “Emergency Vehicle” (emergency vehicle involved) and “Animal” (animal involved). The later four are sub-datasets of the "All" dataset. Different CMs target different crash types.
For example, installing a new signal at an intersection intends to reduce crashes of all types, while installing pedestrian countdown signal heads only reduces crashes related to pedestrians and bicyclists, and adding intersection lighting targets at night crashes only. Among the 82 CMs listed in Appendix A, 59 are for crashes of all types, 18 for Ped & Bike crashes, 3 for night crashes, 1 for crashes with emergency vehicles, and 1 for crashes with animals involved.
Depending on the entire set of the CMs that are proposed for the project, you will be required to fill in one or more crash data tables: "All" , "Night" , Ped& Bike", "Emergency Vehicle", and "Animal".
Specific rules for some particular CMs
Please pay attention to the specific rules and requirements pertaining to CMs NS03, NS23PB and R14 (Refer to Appendix B of the California Local Roadway Safety Manual for more details):
1) NS03, Install signals:
All new signals must meet CA MUTCD "safety" warrants: 4, 5 or 7; No other intersection CMs can be applied to the intersection crashes in conjunction with this CM. 2) NS25PB, Install Pedestrian Signal (including Pedestrian Hybrid Beacon (HAWK)):
For HAWK or other pedestrian signals, the justification may be Warrant 4, 5 or 7, or passing the test in Figure 4F-1/4F-2 in Chapter 4F of CA MUTCD. Please refer to Chapter 4F of CA MUTCD for more details. 2026-09-23 Item #12C Page 51 of 127
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3) R14, Road Diet (Reduce travel lanes and add a two way left-turn and bike lanes):
This CM only applies to crashes occurring within the limits of the new lane striping. Intersection crashes can only be applied when they resulted from turning movements that had no designated turn lanes/phases in the existing condition and the Road Diet will provide turn lanes/phases for these movements. This CM does not apply to roadway sections with left turn lanes or two-way left turn lanes at its existing condition. New bike lanes are also expected to be part of this CM.
___________________________________________________________________________________________ In this section, the below two questions are to be answered prior to the CM selection and the crash data entry:
• Please indicate the sources of the crash data. Typical sources include Statewide Integrated Traffic Records System (SWITRS), UCBerkeley SafeTREC TIMS, your locally preferred mapping software (such as Crossroads) or any other data sources. • Please explain how “incremental approach” has been pursued If CM R15, R16, R17 or R18 is proposed. Please skip this question of none of these CMs are being proposed.
Countermeasure R15 (Widen shoulder), R16 ( Curve shoulder widening (outside only)), R17 (Improve horizontal alignment (flatten curves)) and R18 (Flatten crest vertical curve) are not eligible unless they are done as the last step of an "incremental approach".
Applicants need to document they have already installed lower cost and lower impact CMs but the crash rate is unacceptably high.
What safety improvements have been pursued and installed at the project sites within the last ten years? Applicants need to demonstrate the use of “incremental approach”, i.e. lower cost and lower impact CMs have already installed, such as signing/striping upgrades to MUTCD standards/recommendations, rumble strips, improving pavement friction (High Friction Surface Treatment, or HFST), etc. You have already monitored the crash occurrences after these improvements were installed, and the 'after' crash rate is still unacceptably high. In addition, a summary of the 'before' and 'after' crash analysis is preferred and provided as the last attachment to the HSIP Application Form.
If “incremental approach” has not been pursued while CM R15, R16, R17 or R18 is proposed, please explain why a special exception should be made to your application.
Step 1: Select safety countermeasures
Indicate if the application includes:
• Signalized Intersections (SI);
• Non-signalized Intersections (NS); and
• Roadway Segments (R).
If the answer is “Yes” for any location type, a table of all safety CMs for this location type displays. Up to 3 CMs may be selected for each location type. Once the CMs have been selected, click “Hide unselected countermeasures” button to save space. Click “View all countermeasures” button if you need to revisit the entire list.
Example: Screenshot for this step
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Step 2: Enter the project locations and select countermeasures for each location Enter all the project locations in the table. The table is divided into 3 sub-tables for the 3 categories: Signalized Intersections; Non-signalized Intersections and Roadway Segments. Any category that has been selected in Step 1 has a corresponding sub-table in this section. Enter the locations into their particular sub-tables. Click “+” button to add a new line or click “-“ to delete an existing line.
For each location line, enter a location description and check the CMs that apply. The CMs selected in Step 1 are available in this table. Location No. is auto-generated, i.e. SI_1, SI_2, … for signalized intersections, NSI_1, NSI_2, … for non-signalized intersections, and R_1, R_2, … for roadway segments.
The table only allows a maximum of 50 rows. If needed, please combine some locations and enter them into one row, e.g. 10 stop controlled intersections, 5 horizontal curves, etc., as long as they have similar features and the same CMs apply.
If any error messages are displayed in the last column, they must be resolved prior to proceeding to the next step.
The possible errors are:
o “No description entered”: location description must bet entered. o “No CMs selected”: at least one CM must be selected.
o “SI02 cannot be with SI07”: CMs SI07 and SI02 should not be used together.
The work of SI02 (“Improve signal hardware”) is considered as part of CM SI07 (“Convert signal to mast arm”).
o “NS03 must be the only CM”: CM NS03 should not be used with any other CM.
CM NS03 (“Install signals”) is comprehensive which should cover any other intersection improvements. o “SI16RA/SI17RA/NS04RA/NS05RA/NS06RA/NS07RA must be the only CM”: Roundabout, when selected, should be the only CM.
Installing roundabout is a comprehensive treatment which should cover all improvements at the intersection. It is not allowed to have roundabout and any other safety CMs together for any location.
Example: Screenshot for this step
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Step 3: Provide crash data.
1) Crash data time period:
The crash data time period must be a minimum of 3 years and a maximum of 5 years.
You may use one or two time periods. The total time periods must be between 3 and 5 years. The crash data to be entered are combined from both periods if two periods are used. For example, COVID pandemic may have impacted traffic volumes and crash patterns at project sites. Applicants are allowed to use crash data excluding the COVID pandemic time if desired.
2) Depending on the entries in Step 2, a maximum of 5 crash data tables may be displayed for data entry:
• All;
• Night;
• Ped & Bike;
• Emergency Vehicle; and
• Animal.
The location No. and Description are populated from the data entered in Step 2. Please enter crash data in line with the locations.
Note: Fill in yellow fields only. "Total" fields are calculated. Gray fields (if any) are locked as data are NOT needed for those fields.
3) In each crash data table, there are 5 crash severities: “ Fatal”, “Severe Injury”, “Other Visible Injury”, “Complaint of Pain” and “(PDO)” (Property Damage Only).
For the three sub-severities of injury crashes: “Severe Injury”, “Other Visible Injury” and “Complaint of Pain”: if the injury crashes in your agency’s crash database do not have more detailed sub-severities, all the injury crashes must be entered as “Other Visible Injury”.
Important notes for crash data:
1) Every occurrence of crash applied to the CMs is counted as one crash, regardless of the number of vehicles and the number of people involved in the crash. For example, if there is one crash which involved three vehicles and caused two injuries and one fatality, the crash would be entered as 1 fatal crash. 2) Collision Diagrams and Collision lists:
Applicants are required to provide Collision Diagrams and Collision Lists as supporting documents (attachments) to the application. The Collision Diagrams and the Collision Lists should be organized so application reviewers can easily identify the collision data and their corresponding project locations. 3) All crashes applied to a given CM must be within the CM’s influence-area. The following are some general criteria to guide the applicants in determining appropriate influence-areas for CMs. Before applying these general criteria, it is the applicant’s responsibility to ensure that they are reasonable for their particular application. (More guidance relating to each specific CM is included in Section 4 and Appendix B of the California Local Roadway Safety Manual).
a. New Traffic Signals: All crashes within 250 feet of the new signal. 2026-09-23 Item #12C Page 55 of 127
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b. For intersection improvements, collisions that occurred within 250 feet of the intersection in all directions affected by the improvement may be used. If the distance to the nearest intersection is less than 500 feet, only those collisions that occurred from mid-block may be used. c. Longitudinal Improvements (guardrail, raised median, turn pockets, etc): All crashes potentially effected by the CM and within the limits of the improvement. d. Signage, striping, delineators, or other warning devices: All crashes potentially effected by and within the limits of the driver's potential reaction to the improvements. e. The influence-area may be extended beyond the physical improvements and/or the limits if standard traffic engineering principles, as documented in Caltrans, American Association of State Highway and Transportation Officials (AASHTO) or FHWA publications, suggest it would be appropriate to do so.
When the influence-area of the project is not obvious and judgment has been used in identifying the influence-area, it is the applicant’s responsibility to provide additional documentation showing the reasonableness of the judgment.
4) Do not include collisions unreported by law enforcement. Collision summary reports that corroborate the collision numbers must be attached to the application. Do not attach the actual collision reports prepared by the law enforcement officer. For applicants using TIMS Query & Map tool to analyze and summarize SWITRS crash data, applicants may find it necessary to add in known crashes that were not included in the TIMS summaries. These crashes may be added manually as long as the agency’s safety managers include supporting documentation and a comment and/or signature attesting to the source of these crashes and the accuracy of the total crash data.
5) The safety CMs constructed by the project will not eliminate 100% of the safety risks and future crashes.
This is especially true for lower-cost systemic improvements, such as signing and striping projects. Based on this, it is often reasonable for an agency to construct follow-up improvements along a corridor or at a location that has already had an HSIP project constructed. (Example: an agency has completed a striping upgrade project on a corridor. In a later HSIP cycle, the agency proposes a signing project on the same corridor based on an overlapping set of crashes.) For this reason, Caltrans allows agencies to reuse crashes in a current call for projects that have been used in a prior call for projects. It is the agency’s responsibility to verify this and document it in the application in answers to the narrative questions or a separate backup documentation.
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Example: Screenshot for this step
Step 4: Calculate the project benefit.
Click to perform benefit calculation. Errors in crash data entered in Step 3 will be displayed if detected, which must be fixed prior to the next calculation attempt. Possible errors in crash data are:
• Crash data period is not between 3 and 5 years.
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• Num of crashes in a sub-dataset > the num in All dataset.
For at least one of the severities, the number of crashes in a subset (“Night”, “Ped & Bike”, “Emergency Vehicle”, or “Animal”) is more than that of the corresponding severity in “All” crashes.
If the benefit calculation is successful, two tables will show the calculation results:
• Benefit by Locations
• Benefit by Countermeasures
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Section IV: Construction Cost Estimate and Cost Breakdown The purpose of this section is to:
o Provide a detailed engineer's estimate for construction items. The costs for other phases i.e. Preliminary Engineering (PE), Right of Way (ROW), and Construction Engineering (CE) will be accounted for in the next section.
o Determine the maximum Funding Reimbursement Ratio (FRR) of the project. ********************************************************************************************* IV.1 Detailed Engineer's Estimate for Construction Items:
Table for Detailed Engineer’s Estimate:
Each line is for one construction item. Click + or – buttons to add a new line or delete an existing line.
The gray fields are calculated and read-only. In each line, enter the construction item description, unit, quantity, unit cost, and cost percentages for this project's safety countermeasures (CMs) and "Other Safety (OS)" respectively (e.g. enter 10 for 10%). The percentage for "Non-safety (NS)" is then calculated as 100% - CMs % - OS %. If an item is a general one (such as traffic control, mobilization, etc.), check the "General Item" box and the cost breakdown is not needed. A general item will NOT be used in determining the project's overall percentages of countermeasures, other safety and non-safety costs.
At the bottom of the table, an overall cost percentage will be calculated for CMs, OS and NS. Contingencies:
In general, not all project construction costs are well defined at the time when the application is being prepared. For this reason, applicants are allowed to include Construction Item Contingencies as a percentage of the known construction costs. This is the only project contingencies allowed in an HSIP application. When applicants calculate their Preliminary Engineering (PE) and Construction Engineering (CE) costs as a percentage of the Total Construction Cost, contingencies should be built within the PE and CE costs.
Total Construction Cost:
The total construction cost is the sum of the construction item costs and the contingencies, rounded up to the nearest hundreds.
IV.2 Funding Reimbursement Ratio
The project’s maximum Funding Reimbursement Ratio (FRR) is calculated as the smaller of 90% and (100% - NS %). For example, if the non-safety cost percentage is 5%, the project’s maximum FRR is 90%; if the nonsafety cost percentage is 35%, then the project’s maximum FRR is then 100% - 35% = 65%. This is the maximum value allowed to be entered in "HSIP/Total (%)" column in Section II (Project Cost Estimate).
After the completion of this section, the following data will be transferred to Section V (Project Cost Estimate) automatically: (1) Total Construction Cost; and (2) Maximum FRR. The maximum FRR will be used as the maximum "HSIP/Total" percentage allowed in Section V.
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Section V: Project Cost Estimate
This section is used for the overall project cost estimate including all applicable phases, i.e. Preliminary Engineering (PE), Right of Way (ROW), Construction (CON), and Construction Engineering (CE). All project costs (all phases and funding sources) must be accounted for in this section.
The costs included in the application represent the total project cost necessary to fully construct the proposed scope. The Total Project Cost from this section will be used in the later Benefit Cost Ratio (BCR) calculation.
The following data are transferred to this section from Section IV:
• Total Construction Cost;
• Maximum Funding Reimbursement Ratio (FRR), i.e. Maximum "HSIP/Total" percentage allowed for this project.
All the grey fields contain formulas and are read-only.
For each line in the table, enter the total cost (rounded up to the nearest hundred dollars) and the desired HSIP/Total Cost ratio. The desired HSIP/Total ratio cannot be more than the project’s maximum FRR. You may click the “Set” button on top of the table to set all "HSIP/Total" percentages to the project's maximum FRR. The amounts of HSIP Funds and Local/Other Funds will be calculated by the form.
Check Box indicating Agency does NOT request HSIP funds for PE Phase:
If no HSIP funds for the PE Phase are requested, this Check Box will be checked automatically. This information will be used for project delivery tracking.
Automatic Data Validation:
Once all costs and ratios are entered, a message will appear if errors are detected, based on the below criteria.
Please fix the errors unless justification for exceptions is provided in narrative question no. 3 in the Application Form.
1) The “HSIP Funds” for Construction Items must not be zero. 2) "HSIP Funds" for Preliminary Engineering may not exceed 25% of the HSIP Construction Cost.
Exception: for low-cost systematic projects such as Roadway Safety Signing Audits (RSSA), Caltrans anticipates approving PE costs over 25%. For more information on this type of project, see the example document at the HSIP website. 3) "HSIP Funds" for Right of Way may not exceed 10% of the HSIP Construction Cost. 4) "HSIP Funds" for Construction Engineering may not exceed 15% of the HSIP Construction Cost. 5) "HSIP Funds" may not exceed $10,000,000.
6) To maintain efficiency in the overall Program and Project Management, the "Total HSIP Funds" must be $100,000 or more. If needed, agencies should consider extending the project limits and /or adding another safety improvement in order to increase both the total project Benefits and Costs.
Exception: (1) Caltrans recognizes that for some rural agencies with extremely small numbers of crashes, this $100,000 minimum HSIP funding requirement may not be achievable without lowering the BCRs, which may not be fundable. If an agency believes their jurisdiction falls into this category, they may request an exception to this $100,000 minimum funding requirement through their District Local Assistance Engineer; (2) You may combine multiple applications (if selected for funding) in implementation, so the combined project has more than $100,000 of HSIP funds.
After the completion of the project cost estimate, “Total Project Cost” will be automatically transferred to Section V (Summary).
2026-09-23 Item #12C Page 60 of 127
HSIP Analyzer Manual for BCR Applications
July 2026
Section VI: Summary
This section provides a project summary, including the Total Project Cost, the HSIP Funds Requested, the project’s maximum Funding Reimbursement Ratio (FRR), the Total Expected Benefit, and the Benefit Cost Ratio (BCR). 2026-09-23 Item #12C Page 61 of 127
HSIP Analyzer Manual for BCR Applications
July 2026
Appendix
For reference, the below sections from the Local Roadway Safety Manual (LRSM) (https://dot.ca.gov/programs/local-assistance/fed-and-state-programs/highway-safety-improvement-program) are provided here. It is highly recommended to review the entire content of the manual.
LRSM Section 4.2. List of Countermeasures
LRSM Appendix D: Benefit Cost Ratio (BCR) Calculations
LRSM Appendix B: Detailed Tables of Countermeasures
2026-09-23 Item #12C Page 62 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 30
4.2 List of Countermeasures
The list of countermeasures discussed in this section is not an all-inclusive list and only includes those available in the Caltrans’ HSIP Cycle 13 Call-for-projects. Only thoroughly researched countermeasures with a readiness to be applied by local agencies on a statewide basis are utilized. In addition, the California Local HSIP program places further restrictions on the eligibility of some countermeasures to meet the most critical needs on California local roadways. Practitioners are encouraged to utilize the FHWA CMF Clearinghouse for a more comprehensive list as they establish their local agency specific set of proposed improvements and prioritize their projects.
The countermeasures listed in the following three tables have been sorted into 3 categories: Signalized Intersection, Non-Signalized Intersection, and Roadway Segment. Pedestrian and bicycle related countermeasures have been included in each of these categories, as the consideration of non-motorized travel is important for all roadway classifications and locations. The countermeasures included in these tables are also used in the HSIP Analyzer. When selecting countermeasures and CMFs to apply to their specific safety needs, local agency safety practitioners should consider the availability, applicability, and quality of CMFs, as discussed in section 4.1.
Only Crash Types, CRFs, Expected Life, and HSIP Funding Eligibility of the countermeasures for use in Caltrans local HSIP program are provided in this section. Fields in the countermeasure tables are:
• Crash Types - “All”, “P & B” (Pedestrian and Bicycle), “Night”, “Emergency Vehicle”, or “Animal”. • CRF - Crash Reduction Factor used for HSIP calls-for-projects. • Expected Life - 10 years or 20 years.
• Funding Eligibility – the maximum HSIP reimbursement ratio for HSIP Cycle 13 Call-for-projects (90%).
• Systemic Approach Opportunity - Opportunity to Implement Using a Systemic Approach: “Very High”, “High”, “Medium” or “Low”.
The list of countermeasures presented in this section is intended to be a quick-reference summary.
Appendix B of this manual provides more details on each of these countermeasures including Where to use, Why it works, General Qualities (Time, Cost and Effectiveness), and information from FHWA CMF Clearinghouse (Crash Types Addressed and range of Crash Reduction Factor).
Recommended Action: At this point, agencies should use all information and results obtained by completing the actions in Sections 2, 3 and 4 to select the appropriate countermeasures for their HCCLs and systemic improvements. As novice safety practitioners select countermeasures, they must realize that a reasonable level of traffic ‘engineering judgment’ is required and that this manual should not be used as a simple cheat-sheet for preparing and submitting applications for funding. 2026-09-23 Item #12C Page 63 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 31 Table 1. Countermeasures for Signalized Intersections
No. Type Countermeasure Name Crash Type CRF
Expected
Life
(Years)
HSIP
Funding
Eligibility
Systemic
Approach
Opportunity?
SI01NT Lighting Add intersection lighting (S.I.) Night 40% 20 90% Medium SI02 Signal Mod. Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number All 15% 10 90% Very High
SI03 Signal Mod. Improve signal timing (coordination, phases, red, yellow, or operation) All 15% 10 90% Very High SI04EV Signal Mod. Install emergency vehicle pre-emption systems Emergency Vehicle 70% 10 90% High
SI05 Signal Mod. Install left-turn lane and add turn phase (signal has no left-turn lane or phase before) All 55% 20 90% Low
SI06 Signal Mod. Provide protected left turn phase (left turn lane already exists) All 30% 20 90% High SI07 Signal Mod. Convert signal to mast arm (from pedestal-mounted) All 30% 20 90% Medium SI08 Operation/
Warning Install raised pavement markers and striping (Through Intersection) All 10% 10 90% Very High SI09 Operation/
Warning Install flashing beacons as advance warning (S.I.) All 30% 10 90% Medium SI10 Operation/
Warning Improve pavement friction (High Friction Surface Treatments) All 55% 10 90% Medium SI11 Geometric Mod. Install raised median on approaches (S.I.) All 25% 20 90% Medium SI12PB Geometric Mod. Install pedestrian median fencing on approaches P & B 35% 20 90% Low SI13 Geometric Mod. Create directional median openings to allow (and restrict) left-turns and u-turns (S.I.) All 50% 20 90% Medium
SI14 Geometric Mod. Install right‐turn lane (S.I.) All 15% 20 90% Medium SI15 Geometric Mod. Reduced Left-Turn Conflict Intersections (S.I.) All 50% 20 90% Medium SI16RA Geometric Mod. Convert intersection to roundabout (from signal) All 79%/35% 20 90% Low SI17RA Geometric Mod. Convert intersection to mini/compact roundabout (from signal) All 79%/35% 20 90% Low SI18PB Ped and Bike Install pedestrian countdown signal heads P & B 25% 20 90% Very High SI19PB Ped and Bike Install/upgrade pedestrian crossing (S.I.) P & B 25% 20 90% High SI20PB Ped and Bike Pedestrian Scramble P & B 40% 20 90% High SI21PB Ped and Bike Install advance stop bar before crosswalk (Bicycle Box) P & B 15% 10 90% Very High SI22PB Ped and Bike Modify signal phasing to implement a Leading Pedestrian Interval (LPI) P & B 60% 10 90% Very High 2026-09-23 Item #12C Page 64 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 32 Table 2. Countermeasures for Non-Signalized Intersections No. Type Countermeasure Name Crash Type CRF
Expecte
d Life
(Years)
HSIP
Funding
Eligibility
Systemic
Approach
Opportunity?
NS01NT Lighting Add intersection lighting (NS.I.) Night 40% 20 90% Medium NS02 Control Convert to all-way STOP control (from 2-way or Yield control) All 50% 10 90% High NS03 Control Install signals All 30% 20 90% Low
NS04RA Control Convert intersection to roundabout (from all way stop) All 79%/35% 20 90% Low NS05RA Control Convert intersection to roundabout (from stop or yield control on minor road) All 79%/35% 20 90% Low NS06RA Control Convert intersection to mini/compact roundabout (from all way stop) All 79%/35% 20 90% Medium NS07RA Control Convert intersection to mini/compact roundabout (from stop or yield control on minor road) All 79%/35% 20 90% Medium
NS08 Operation/ Warning Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs All 15% 10 90% Very High
NS09 Operation/ Warning Upgrade intersection pavement markings (NS.I.) All 25% 10 90% Very High NS10 Operation/ Warning Install Flashing Beacons at Stop-Controlled Intersections All 15% 10 90% High NS11 Operation/ Warning Install flashing beacons as advance warning (NS.I.) All 30% 10 90% High NS12 Operation/ Warning Install transverse rumble strips on approaches All 20% 10 90% High NS13 Operation/ Warning Improve sight distance to intersection (Clear Sight Triangles) All 20% 10 90% High NS14 Operation/ Warning Improve pavement friction (High Friction Surface Treatments) All 55% 10 90% Medium NS15 Geometric Mod. Install splitter-islands on the minor road approaches All 40% 20 90% Medium NS16 Geometric Mod. Install raised median on approaches (NS.I.) All 25% 20 90% Medium NS17 Geometric Mod. Create directional median openings to allow (and restrict) left-turns and uturns (NS.I.) All 50% 20 90% Medium NS18 Geometric Mod. Reduced Left-Turn Conflict Intersections (NS.I.) All 50% 20 90% Medium NS19 Geometric Mod. Install right-turn lane (NS.I.) All 20% 20 90% Low NS20 Geometric Mod. Install left-turn lane (where no left-turn lane exists) All 35% 20 90% Low NS21PB Ped and Bike Install raised medians / refuge islands (NS.I.) P & B 45% 20 90% Medium NS22PB Ped and Bike Install/upgrade pedestrian crossing at uncontrolled locations (new signs and markings only) P & B 25% 10 90% High
NS23PB Ped and Bike Install/upgrade pedestrian crossing at uncontrolled locations (with enhanced safety features) P & B 35% 20 90% Medium
NS24PB Ped and Bike Install Rectangular Rapid Flashing Beacon (RRFB) P & B 35% 20 90% Medium NS25PB Ped and Bike Install Pedestrian Signal (including Pedestrian Hybrid Beacon (HAWK)) P & B 55% 20 90% Low 2026-09-23 Item #12C Page 65 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 33 Table 3. Countermeasures for Roadways
No. Type Countermeasure Name Crash
Type CRF
Expected
Life
(Years)
HSIP
Funding
Eligibility
Systemic
Approach
Opportunity?
R01NT Lighting Add segment lighting Night 35% 20 90% Medium R02 Remove/ Shield Obstacles Remove or relocate fixed objects outside of Clear Recovery Zone All 35% 20 90% High R03 Remove/ Shield Obstacles Install Median Barrier All 25% 20 90% Medium R04 Remove/ Shield Obstacles Install Guardrail All 25% 20 90% High R05 Remove/ Shield Obstacles Install impact attenuators All 25% 10 90% High R06 Remove/ Shield Obstacles Flatten side slopes All 30% 20 90% Medium R07 Remove/ Shield Obstacles Flatten side slopes and remove guardrail All 40% 20 90% Medium R08 Geometric Mod. Install raised median All 25% 20 90% Medium R09 Geometric Mod. Install median (flush) All 15% 20 90% Medium R10PB Geometric Mod. Install pedestrian median fencing on approaches P & B 35% 20 90% Low R11 Geometric Mod. Install acceleration/ deceleration lanes All 25% 20 90% Low R12 Geometric Mod. Widen lane (initially less than 10 ft) All 25% 20 90% Medium R13 Geometric Mod. Add two-way left-turn lane All 30% 20 90% Medium R14 Geometric Mod. Road Diet (Reduce travel lanes and add a two way left-turn and bike lanes) All 35% 20 90% Medium
R15 Geometric Mod. Widen shoulder All 30% 20 90% Medium R16 Geometric Mod. Curve Shoulder widening (Outside Only) All 45% 20 90% Medium R17 Geometric Mod. Improve horizontal alignment (flatten curves) All 50% 20 90% Low R18 Geometric Mod. Flatten crest vertical curve All 25% 20 90% Low R19 Geometric Mod. Improve curve superelevation All 45% 20 90% Medium R20 Geometric Mod. Convert from two-way to one-way traffic All 35% 20 90% Medium R21 Geometric Mod. Improve pavement friction (High Friction Surface Treatments) All 55% 10 90% High 2026-09-23 Item #12C Page 66 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 34 Table 3. Countermeasures for Roadways (Continued)
No. Type Countermeasure Name Crash
Type CRF
Expected
Life
(Years)
HSIP
Funding
Eligibility
Systemic
Approach
Opportunity?
R22 Operation/ Warning Install/Upgrade signs with new fluorescent sheeting (regulatory or warning) All 15% 10 90% Very High
R23 Operation/ Warning Install chevron signs on horizontal curves All 40% 10 90% Very High R24 Operation/ Warning Install curve advance warning signs All 25% 10 90% Very High R25 Operation/ Warning Install curve advance warning signs (flashing beacon) All 30% 10 90% High R26 Operation/ Warning Install dynamic/variable speed warning signs All 30% 10 90% High R27 Operation/ Warning Install delineators, reflectors and/or object markers All 15% 10 90% Very High R28 Operation/ Warning Install edge-lines and centerlines All 25% 10 90% Very High R29 Operation/ Warning Install no-passing line All 45% 10 90% Very High R30 Operation/ Warning Install centerline rumble strips/stripes All 20% 10 90% High R31 Operation/ Warning Install edgeline rumble strips/stripes All 15% 10 90% High R32 Operation/ Warning Speed Safety Cameras All 20% 10 90% High R33PB Ped and Bike Install bike lanes P & B 35% 20 90% High R34PB Ped and Bike Install Separated Bike Lanes P & B 45% 20 90% High R35PB Ped and Bike Install sidewalk/pathway (to avoid walking along roadway) P & B 80% 20 90% Medium R36PB Ped and Bike Install/upgrade pedestrian crossing (with enhanced safety features) P & B 35% 20 90% Medium R37PB Ped and Bike Install raised pedestrian crossing P & B 35% 20 90% Medium R38PB Ped and Bike Install Rectangular Rapid Flashing Beacon (RRFB) P & B 35% 20 90% Medium R39AL Animal Install animal fencing Animal 80% 20 90% Medium 2026-09-23 Item #12C Page 67 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 100 Appendix D: Benefit Cost Ratio (BCR) Calculations
This appendix includes the Benefit Cost methodology used in the Caltrans Calls-for-projects in the HSIP programs. The HSM, Part B - Chapter 7, includes more details on conducting Economic Appraisal for roadway safety projects. Local agencies will be required to utilize the HSIP Analyzer to calculate the Benefit Cost Ratio (BCR) as part of their application for HSIP funding.
Starting in Cycle 7 call for projects, the fatality and severe injury costs have been combined for calculating the benefit. Because fatality figures are small and are a matter of randomness, this change is being made to reduce the possibility of selecting an improvement project on the basis of randomness. 1) Combined Crash Reduction Factor (CRF) of multiple countermeasures (CMs):
Assume there are 3 CMs with CRF1, CRF2 and CRF3 as their individual CRFs:
CRFcombined = 1 – (1-CRF1)(1-CRF2)(1-CRF3).
2) Annual benefit of project = ∑ CRFcombined×𝑁𝑁𝑠𝑠×CCs
Y
3 s=0
o CRFcombined: Combined CRF of multiple CMs.
o S: Crash severity (0/1/2/3. See the below table.
o Ns: Number of crashes in each severity level.
o CCs: Crash cost of each severity level.
o Y: Crash data time period (year).
Severity (S) Crash Severity * Location Type Crash Cost *** 3 **Fatality and Severe Injury
Combined (KA)
Signalized Intersection $2,379,000
3 Non-Signalized Intersection $3,784,000
3 Roadway $3,276,000
2 Evident Injury – Other Visible (B) $213,000
1 Possible Injury–Complaint of Pain (C) $121,000
0 Property Damage Only (O) $20,000
* The letters in parenthesis (K, A, B, C and O) refer to the KABCO scale; it is commonly used by law enforcement agencies in their crash reporting efforts and is further documented in the HSM. ** Figures were calculated based on an average Fatality (K) / Severe Injury (A) ratio for each area type.
These costs are used in the HSIP Analyzer.
*** Based on Table 7-1, Highway Safety Manual (HSM), First Edition, 2010. Adjusted to 2026 Dollars. 3) Life benefit of project = Annual benefit of project x Service life of project (years) 4) Project BCR = Life benefit of project
Total project cost
2026-09-23 Item #12C Page 68 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 101 HSIP Analyzer automates the calculation of a project’s benefit. In this appendix, two examples are provided to demonstrate the steps of benefit calculation.
Example 1: Install left-turn lane and add turn phase; and install pedestrian countdown signal heads at a signalized intersection
1. Safety countermeasure selected:
2. Crash data provided for a period of 5 years:
2026-09-23 Item #12C Page 69 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 102
3. Benefit calculation for Countermeasure SI05:
Crash Severity Fatal Severe Injury
Other
Visible
Injury
Complaint of
Pain PDO
(a) Crashes provided for
5 years 1 2 3 5 10
(b)
Future crashes in 20
years (project life)
(a)/5*20
4 8 12 20 40
(c)
Crash Reduction
Factor (CRF)
(Countermeasure
SI05)
0.55 0.55 0.55 0.55 0.55
(d) Crashes reduced
(b)*(c) 2.2 4.4 6.6 11 22
(e)
Cost per Crash for a
signalized
intersection
$2,379,000 $2,379,000 $213,000 $121,000 $20,000
(f) Benefit
(d)*(e) $5,233,800 $10,467,600 $1,405,800 $1,331,000 $440,000 Total Benefit $18,878,200
2026-09-23 Item #12C Page 70 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 103
4. Benefit calculation for Countermeasure SI18PB:
Crash Severity Fatal Severe Injury
Other
Visible
Injury
Complaint of
Pain PDO
(a) Crashes provided for
5 years (P&B only) 1 1 2 3 4
(b)
Future crashes in 20
years (project life)
(a)/5*20
4 4 8 12 16
(c)
Crashes remaining
after being reduced
by Countermeasure
SI05
(b)*(1-0.55)
1.8 1.8 3.6 5.4 7.2
(d)
CRF
(Countermeasure
SI18PB)
0.25 0.25 0.25 0.25 0.25
(e) Crashes reduced
(c)*(d) 0.45 0.45 0.9 1.35 1.8
(f)
Cost per Crash for a
signalized
intersection
$2,379,000 $2,379,000 $213,000 $121,000 $20,000
(g) Benefit
(e)*(f) $1,070,550 $1,070,550 $191,700 $163,350 $36,000 Total Benefit $2,532,150
5. Project benefit = $18,878,200 + $2,532,150 = $21,410,350 2026-09-23 Item #12C Page 71 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 104 Example 2: Install a roundabout at a non-signalized intersection
1. Safety countermeasure selected:
2. Crash data provided for a period of 5 years:
3. Benefit calculation:
Crash Severity Fatal Severe Injury
Other
Visible
Injury
Complaint of
Pain PDO
(a) Crashes provided for
5 years 1 3 5 7 12
(b)
Future crashes in 20
years (project life)
(a)/5*20
4 12 20 28 48
(c)
CRF
(Countermeasure
NS06RA)
0.79 0.79 0.79 0.35 0.35
(d) Crashes reduced
(a)*(b) 3.16 9.48 15.8 9.8 16.8
(e)
Cost per Crash for a
non-signalized
intersection
$3,784,000 $3,784,000 $213,000 $121,000 $20,000
(f) Benefit
(d)*(e) $11,957,440 $35,872,320 $3,365,400 $1,185,800 $336,000 Project benefit $52,716,960
2026-09-23 Item #12C Page 72 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 43 Appendix B: Detailed Tables of Countermeasures
The intent of the information contained in this appendix is to provide local agency safety practitioners with a list of effective countermeasures that are appropriate remedies to many common safety issues.
The tables in Section 4.2 present a quick summary of the specific values that the Caltrans Division of Local Assistance uses to assess and select projects for its calls- for-projects. In addition to the same information as in Section 4.2, this appendix also includes notes for Caltrans HSIP calls-for-projects and “General information” regarding where the countermeasure should be used, why it works, the general qualities that can be used to suggest the potential complexity of installation, and information from FHWA CMF Clearinghouse on the type of crashes where the countermeasure is best used and a range of their expected overall effectiveness.
The countermeasures have been sorted into 3 categories: Signalized Intersection, Non-Signalized Intersection, and Roadway Segment. Pedestrian and bicycle related countermeasures have been included in each of these categories.
Caltrans gives careful consideration to the fair application of its calls-for-projects process. Starting in 2012, the award of safety funding has been solely based on a determined benefit-to-cost ratio for each project. The fixed set of countermeasures and CRFs included in these tables are intended to allow for all projects to be evaluated consistently and fairly throughout the project selection process. However, at this time, there are no CRFs/CMFs available for several safety improvements, such as: "dynamic/variable speed regulatory signs", "non-motorized signs and markings (regulatory and warning)", "Square-up (reduce curve radius) turn lanes" and non-infrastructure elements. These safety improvement items can be included in project applications, but they will not be included into the B/C ratio calculations, unless the safety improvements meet the intent of other separate countermeasures included in the attached lists. Caltrans is interested in adding these countermeasures (and many others) to these tables once CRFs/CMFs have been established. Caltrans will continue to periodically update this list of allowable countermeasures and CRFs as new safety research data becomes available. With this in mind, Caltrans is interested in feedback and suggestions from local agency safety practitioners on the overall countermeasure list as well as specific details of individual countermeasures, including locally developed safety effectiveness information.
Caltrans used the following references to assist its team in developing the information shown in the following tables. Safety Practitioners are encouraged to utilize these references for a more expansive list of countermeasures and CRFs / CMFs.
The Crash Modification Factors Clearinghouse
https://www.cmfclearinghouse.org/
NCHRP Report 500 Series: Volumes 4, 5, 6, 7, 10, 12, 13, and others https://www.trb.org/Main/Blurbs/152868.aspx
2026-09-23 Item #12C Page 73 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 44 Highway Safety Manual (HSM)
http://www.highwaysafetymanual.org
Pedestrian and Bicycle - Tools to Diagnose and Solve the Problem https://safety.fhwa.dot.gov/ped_bike/tools_solve/
FHWA Local and Rural Road / Training, Tools, Guidance and Countermeasures for Locals https://safety.fhwa.dot.gov/local_rural/training/
For each countermeasure (CM):
(Title) CM No., CM Name
• CM No. is
o SI01NT through SI22PB for Intersection Countermeasures – Signalized, o NS01NT through NS24PB for Intersection Countermeasures – Unsignalized, or o R01NT through R39AL for Roadway Countermeasures.
Some CM Numbers have two letters at the end – this is used to quickly identity the specific feature of the CM. For example, “NT” - reducing night crashes, “PB” – reducing Pedestrian and Bicycle crashes, “EV” – countermeasure toward Emergency Vehicle involved crashes, “AL”- countermeasure toward Animal involved crashes, and “RA” – roundabout.
For HSIP Calls-for-projects:
• Funding Eligibility - 90%.
• Crash Types Addressed - “All”, “Pedestrian and Bicycle”, “Night”, “Emergency Vehicle”, or “Animal”.
• CRF - Crash Reduction Factor used for HSIP calls-for-projects. • Expected Life - 10 years or 20 years.
• Notes - Specific requirements are provided for utilizing the countermeasure on applications for Caltrans statewide calls-for-projects.
•
General Information:
• Where to use – Roadway segments and intersections with specific common characteristics can be addressed with similar countermeasures that are most effective. • Why it works – A discussion of the benefit of a countermeasure is important to determine its appropriateness in addressing certain roadway crash types at areas with specific issues as determined by the data and roadway features.
• General Qualities (Time, Cost and Effectiveness) – This category is more subjective and can vary substantially. ‘Time’ refers to the approximate relative time it can take to implement the countermeasure. Costs can vary considerably due to local conditions, so ‘cost’ represents the relative cost of applying a countermeasure. A relative overall ‘effectiveness’ is also provided for some countermeasures. All of this subjective information may not be applicable to the unique circumstances for the agency and should not be utilized without verification by the safety practitioner.
2026-09-23 Item #12C Page 74 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 45 • FHWA CMF Clearinghouse
o Crash Types Addressed – In order to effectively reduce the number and severity of roadway crashes, it is necessary to match countermeasures to the crash types they are intended to address. Depending on the type of problem, one or more of a range of countermeasures could be the most effective way to reduce the number and severity of future crashes.
o Crash Reduction Factor – The crash reduction factor (CRF) is an indication of the effectiveness of a particular treatment, measured by the percentage of crashes it is expected to reduce. Note: As mentioned earlier in this section, the effectiveness of a countermeasure can also be expressed as a Crash Modification Factor (CMF), which is defined mathematically as 1 – CRF. However, this document uses CRFs as they can be more insightful when analyzing roadways for potential “reductions” in crashes. There is a range of CRF values that exist for each of the countermeasures (or similar countermeasures). The range of CRFs is provided to give local safety practitioners a clear understanding that they may need to go to the FHWA CMF Clearinghouse to find the most appropriate countermeasure and CRF for their specific projects and local prioritization.
2026-09-23 Item #12C Page 75 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 46 B.1 Intersection Countermeasures – Signalized
SI01NT, Add intersection lighting (Signalized Intersection => S.I.) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% "night" crashes 40% 20 years
Notes: This CM only applies to "night" crashes (all types) occurring within limits of the proposed roadway lighting 'engineered' area.
General information
Where to use:
Signalized intersections that have a disproportionate number of night-time crashes and do not currently provide lighting at the intersection or at its approaches. Crash data should be studied to ensure that safety at the intersection could be improved by providing lighting (this strategy would be supported by a significant number of crashes that occur at night).
Why it works:
Providing lighting at the intersection itself, or both at the intersection and on its approaches, improves the safety of an intersection during nighttime conditions by (1) making drivers more aware of the surroundings at an intersection, which improves drivers' perception-reaction times, (2) enhancing drivers' available sight distances, and (3) improving the visibility of non-motorists. Intersection lighting is of particular benefit to non-motorized users. Lighting not only helps them navigate the intersection, but also helps drivers see them better.
General Qualities (Time, Cost and Effectiveness):
A lighting project can usually be completed relatively quickly, but generally requires at least 1 year to implement because the lighting system must be designed and the provision of electrical power must be arranged. The provision of lighting involves both a fixed cost for lighting installation and an ongoing maintenance and power cost which results in a moderate to high cost.
Some locations can result in high B/C ratios, but due to higher costs, these projects often result in medium to low B/C ratios.
FHWA CMF Clearinghouse: Crash Types Addressed: Night, All CRF: 20-74% SI02, Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 15% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the upgraded signals. This CM does not apply to improvements like "battery backup systems", which do not provide better intersection/signal visibility or help drivers negotiate the intersection (unless applying past crashes that occurred when the signal lost power). If new signal mast arms are part of the proposed project, CM "S2" should not be used and the signal improvements would be included under CM "S7".
General information
Where to use:
Signalized intersections with a high frequency of right-angle and rear-end crashes occurring because drivers are unable to see traffic signals sufficiently in advance to safely negotiate the intersection being approached. Signal intersection improvements include new LED lighting, signal back plates, retro-reflective tape outlining the back plates, or visors to increase signal visibility, larger signal heads, relocation of the signal heads, or additional signal heads.
Why it works:
Providing better visibility of intersection signals aids the drivers’ advance perception of the upcoming intersection. Visibility and clarity of the signal should be improved without creating additional confusion for drivers.
General Qualities (Time, Cost and Effectiveness):
Installation costs and time should be minimal as these type strategies are classified as low cost and implementation does not typically require the approval process normally associated with more complex projects. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in low to moderate cost projects that are more appropriate to seek state or federal funding.
FHWA CMF Clearinghouse: Crash Types Addressed: Rear-End, Angle CRF: 0-46% 2026-09-23 Item #12C Page 76 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 47 SI03, Improve signal timing (coordination, phases, red, yellow, or operation) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 15% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new signal timing. For projects coordination signals along a corridor, the crashes related to side-street movements should not be applied. This CM does not apply to projects that only 'study' the signal network and do not make physical timing changes, including corridor operational studies and improvements to Traffic Operation Centers (TOCs).
In Caltrans calls for projects, this CM has a HSIP reimbursement ratio of 90%.
General information
Where to use:
Locations that have a crash history at multiple signalized intersections. Signalization improvements may include adding phases, lengthening clearance intervals, eliminating or restricting higher-risk movements, and coordinating signals at multiple locations.
Understanding the corridor or roadway's crash history can provide insight into the most appropriate strategy for improving safety.
Why it works:
Certain timing, phasing, and control strategies can produce multiple safety benefits. Sometimes capacity improvements come along with the safety improvements and other times adverse effects on delay or capacity occur. Corridor improvements often have the highest benefit but may take longer to implement. Projects focused on capacity improvements (without a separate focus on signal timing safety needs) may not result in a reduction in future crashes.
General Qualities (Time, Cost and Effectiveness):
In general, these low-cost improvements to multiple signalized intersections can be implemented in a short time. Typically these low cost improvements are funded through local funding by local maintenance crews. However, some projects requiring new interconnect infrastructure can have moderate to high costs making them more appropriate to seek state or federal funding.
The expected effectiveness of this CM must be assessed for each individual project.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 0 - 41% SI04EV, Install emergency vehicle pre-emption systems
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Emergency Vehicle - only 70% 10 years
Notes: This CM only applies to "E.V." crashes occurring on the approaches / influence area of the new pre-emption system.
General information
Where to use:
Corridors that have a history of crashes involving emergency response vehicles. The target of this strategy is signalized intersections where normal traffic operations impede emergency vehicles and where traffic conditions create a potential for conflicts between emergency and nonemergency vehicles. These conflicts could lead to almost any type of crash, due to the potential for erratic maneuvers of vehicles moving out of the paths of emergency vehicles Why it works:
Providing emergency vehicle preemption capability at a signal or along a corridor can be a highly effective strategy in two ways; any type of crash could occur as emergency vehicles try to navigate through intersections and as other vehicles try to maneuver out of the path of the emergency vehicles. In addition, a signal preemption system can decrease emergency vehicle response times therefore decreasing the time in receiving emergency medical attention, which is critical in the outcome of any crash.
When data is not available for past crashes with emergency vehicles, an agency may consider combining the E.V. pre-emption improvements into a comprehensive project that also makes significant signal hardware and/or signal timing improvements.
General Qualities (Time, Cost and Effectiveness):
Costs for installation of a signal preemption system will vary from medium to high, based upon the number of signalized intersections at which preemption will be installed and the number of emergency vehicles to be outfitted with the technology.
The number of detectors, a requirement for new signal controllers, and the intricacy of the preemption system could increase costs. This CM is considered systemic as it is usually implemented on a corridor-basis.
FHWA CMF Clearinghouse: Crash Types Addressed: Emergency Vehicle - only CRF: 70% 2026-09-23 Item #12C Page 77 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 48 SI05, Install left-turn lane and add turn phase (signal has no left-turn lane or phase before) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 55% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new left turn lanes. This CM does NOT apply to converting a single-left into double-left turn.
General information
Where to use:
Intersections that do not currently have a left turn lane or a related left-turn phase that are experiencing a large number of crashes. Many intersection safety problems can be traced to difficulties in accommodating left-turning vehicles, in particular where there is currently no accommodation for left turning traffic. A key strategy for minimizing collisions related to left-turning vehicles (angle, rear-end, sideswipe) is to provide exclusive left-turn lanes and the appropriate signal phasing, particularly on high-volume and high-speed major-road approaches. Agencies need to document their consideration of the MUTCD, Section 4D.19 guidelines; the section on implementing protected left-turn phases.
Why it works:
Left-turn lanes allow separation of left-turn and through-traffic streams, thus reducing the potential for rear-end collisions. Leftturn phasing also provides a safer opportunity for drivers to make a left-turn. The combination of left-turn storage and a left turn signal has the potential to reduce many collisions between left-turning vehicles and through vehicles and/or non-motorized road users.
General Qualities (Time, Cost and Effectiveness):
Implementation time may vary from months to years. At some locations, left-turn lanes can be quickly installed simply by restriping the roadway. At other locations, widening of the roadway, acquisition of additional right-of-way, and extensive environmental processes may be needed. Such projects require a substantial time for development and construction. Costs are highly variable and range from very low to high. Installing a protected left turn lane and phase where none exists results in a high Crash Reduction Factor and is often highly effective.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 17 - 58 % 2026-09-23 Item #12C Page 78 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 49 SI06, Provide protected left turn phase (left turn lane already exists) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new left turn phases. This CM does NOT apply to converting a single-left into double-left turn (unless the single left is unprotected and the proposed double left will be protected).
General information
Where to use:
Signalized intersections (with existing left turns pockets) that currently have a permissive left-turn or no left-turn protection that have a high frequency of angle crashes involving left turning, opposing through vehicles, and non-motorized road users. A properly timed protected left-turn phase can also help reduce rear-end and sideswipe crashes between left-turning vehicles and the through vehicles as well as vehicles behind them. Protected left-turn phases are warranted based on such factors as turning volumes, delay, visibility, opposing vehicle speed, distance to travel through the intersection, presence of non-motorized road users, and safety experience of the intersections. Agencies need to document their consideration of the MUTCD, Section 4D.19 guidelines; the section on implementing protected left-turn phases.
Why it works:
Left turns are widely recognized as the highest-risk movements at signalized intersections. Providing Protected left-turn phases (i.e., the provision for a specific phase for a turning movement) for signalized intersections with existing left turn pockets significantly improve the safety for left-turn maneuvers by removing the need for the drivers to navigate through gaps in oncoming/opposing through vehicles. Where left turn pockets are not protected, the pedestrian and bicyclist crossing phase often conflicts with these left turn maneuvers. Drivers focused on navigating the gaps of oncoming cars may not anticipate and/or perceive the non-motorized road users.
General Qualities (Time, Cost and Effectiveness):
If the existing traffic signal only requires a minor modification to allow for a protected left-turn phase, then the cost would also be low. The time to implement this countermeasure is short because there is no actual construction that has to take place. Inhouse signal maintainers can perform this operation once the proper signal phasing is determined so the cost is low. In addition, the countermeasure is tried and proven to be effective. Has the potential of being applied on a systemic/systematic approach.
FHWA CMF Clearinghouse: Crash Types Addressed: Rear-End, Sideswipe, Broadside CRF: 16 - 99% SI07, Convert signal to mast arm (from pedestal-mounted) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the converted signal heads that are relocated from median and/or outside shoulder pedestals to signal heads on master arms over the travel-lanes. Projects using CM "S7" should not also apply "S2" in the B/C calc.
General information
Where to use:
Intersections currently controlled by pedestal mounted traffic signals (in medians and/or on outside shoulder) that have a high frequency of right-angle and rear-end crashes occurring because drivers are unable to see traffic signals in advance to safely negotiate the intersection. Intersections that have pedestal-mounted signals may have poor visibility and can result in vehicles not being able to stop in time for a signal change. Care should be taken to place the new signal heads (with back plates) as close to directly over the center of the travel lanes as possible.
Why it works:
Providing better visibility of intersection signs and signals aids the drivers’ advance perception of the upcoming intersection.
Visibility and clarity of the signal should be improved without creating additional confusion or distraction for drivers.
General Qualities (Time, Cost and Effectiveness):
Dependent on the scope of the project. Costs are generally moderate for this type of project. There is usually no right-of-way costs, minimal roadway reconstruction costs, and a shorter project development timeline. At the same time, new mast arms can be expensive. Some locations can result in high B/C ratios, but due to moderate costs, some locations may result in medium to low B/C ratios.
FHWA CMF Clearinghouse: Crash Types Addressed: Rear-End, Angle CRF: 12 - 74% 2026-09-23 Item #12C Page 79 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 50 SI08, Install raised pavement markers and striping (Through Intersection) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 10% 10 years
Notes: This CM only applies to crashes occurring in the intersection and influence areas of the new pavement markers and/or markings.
General information
Where to use:
Intersections where the lane designations are not clearly visible to approaching motorists and/or intersections noted as being complex and experiencing crashes that could be attributed to a driver’s unsuccessful attempt to navigate the intersection.
Driver confusion can exist in regard to choosing the proper turn path or where through-lanes do not line up. This is especially relevant at intersections where the overall pavement area of the intersection is large, and multiple turning lanes are involved or other unfamiliar elements are presented to the driver.
Why it works:
Adding clear pavement markings can guide motorists through complex intersections. When drivers approach and traverse through complex intersections, drivers may be required to perform unusual or unexpected maneuvers. Providing more effective guidance through an intersection will minimize the likelihood of a vehicle leaving its appropriate lane and encroaching upon an adjacent lane.
General Qualities (Time, Cost and Effectiveness):
Costs of implementing this strategy will vary based on the scope and number of applications. Applying raised pavement markers is relatively low cost but can be variable and determined largely by the material used for pavement markings (paint, thermoplastic, epoxy, RPMs etc.). When using this type delineators, an issue of concern is the cost-to-service-life of the material. (Note: When HSIP safety funding is used for these installations in high-wear-locations, the local agency is expected to maintain the improvement for a minimum of 10 years.) When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.
FHWA CMF Clearinghouse: Crash Types Addressed: Wet, Night, All CRF: 10 - 33% SI09, Install flashing beacons as advance warning (S.I.) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new flashing beacons.
General information
Where to use:
At signalized intersections with crashes that are a result of drivers being unaware of the intersection or are unable to see the traffic control device in time to comply.
Why it works:
Increased driver awareness of an approaching signalized intersection and an increase in the driver's time to react. Driver awareness of both downstream intersections and traffic control devices is critical to intersection safety. Crashes often occur when the driver is unable to perceive an intersection, signal head or the back of a stopped queue in time to react. Advance flashing beacons can be used to supplement and call driver attention to intersection control signs. Most advance warning flashing beacons can be powered by solar, thus reducing the issues relating to power source.
General Qualities (Time, Cost and Effectiveness):
Before choosing this CM, the agency needs to confirm the ability to provide power to the site (solar may be an option). Flashing beacons can be constructed with minimal design, environmental and right-of-way issues and have relatively low costs. This combined with a relatively high CRF, can result in high B/Cs for locations with a history of crashes and lead to a high effectiveness.
FHWA CMF Clearinghouse: Crash Types Addressed: Rear End, Angle CRF: 36 - 62% 2026-09-23 Item #12C Page 80 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 51 SI10, Improve pavement friction (High Friction Surface Treatments) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 55% 10 years
Notes: This CM only applies to crashes occurring within the limits of the improved friction overlay. This CM is not intended to apply to standard chip-seal or open-graded maintenance projects for long segments of corridors or structure repaving projects intended to fix failed pavement.
General information
Where to use:
Nationally, this countermeasure is referred to as "High Friction Surface Treatments" or HFST. Signalized Intersections noted as having crashes on wet pavements or under dry conditions when the pavement friction available is significantly less than needed for the actual roadway approach speeds. This treatment is intended to target locations where skidding and failure to stop is determined to be a problem in wet or dry conditions and the target vehicle is unable to stop due to insufficient skid resistance.
Why it works:
Improving the skid resistance at locations with high frequencies of wet-road crashes and/or failure to stop crashes can result in reductions of 50 percent for wet-road crashes and 20 percent for total crashes. Applying HFST can double friction numbers, e.g. low 40s to high 80s. This CM represents a special focus area for both FHWA and Caltrans, which means there are extra resources available for agencies interested in more details on High Friction Surface Treatment projects.
General Qualities (Time, Cost and Effectiveness):
This strategy can be relatively inexpensive and implemented in a short timeframe. The installation would be done by either agency personnel or contractors and can be done by hand or machine. In general, This CM can be very effective and can be considered on a systematic approach.
FHWA CMF Clearinghouse: Crash Types Addressed: Wet, Night, ALL CRF: 10 - 62 % SI11, Install raised median on approaches (S.I.)
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new raised median. All new raised medians funded with HSIP funding should not include the removal of the existing roadway structural section and should be doweled into the existing roadway surface. This requirement is being implemented to maximize the safety-effectiveness of the limited HSIP funding and to minimize project impacts.
Landscaping, if included in the project, is considered non-participating.
General information
Where to use:
Intersections noted as having turning movement crashes near the intersection as a result of insufficient access control.
Application of this CM should be based on current crash data and a clearly defined need to restrict or accommodate the movement.
Why it works:
Raised medians next to left-turn lanes at intersections offer a cost-effective means for reducing crashes and improving operations at higher volume intersections. The raised medians prohibit left turns into and out of driveways that may be located too close to the functional area of the intersection.
General Qualities (Time, Cost and Effectiveness):
Raised medians at intersections may be most effective in retrofit situations where high volumes of turning vehicles have degraded operations and safety, and where more extensive CMs would be too expensive because of limited right-of-way and the constraints of the built environment. The result is This CM can be very effective and can be considered on a systematic approach. Raised medians can often be installed directly over the existing pavement. When agencies opt to install landscaping in conjunction with new raised medians, the portion of the cost for landscaping and other non-safety related items that exceeds 10% of the project total cost is not federally participated and must be funded by the applicant.
FHWA CMF Clearinghouse: Crash Types Addressed: Angle CRF: 21 -55 % 2026-09-23 Item #12C Page 81 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 52 SI12PB, Install pedestrian median fencing on approaches For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 35% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring on the approaches/influence area of the new pedestrian median fencing.
General information
Where to use:
Signalized Intersections with high pedestrian-generators nearby (e.g. transit stops) may experience a high volumes of pedestrians J-walking across the travel lanes at mid-block locations instead of walking to the intersection and waiting to cross during the walk-phase. When this safety issue cannot be mitigated with signal timing and shoulder/sidewalk treatments, then installing a continuous pedestrian barrier in the median may be a viable solution.
Why it works:
Adding pedestrian median fencing has the opportunity to enhance pedestrian safety at locations noted as being problematic involving pedestrians running/darting across the roadway outside the intersection crossings. Pedestrian median fencing can significantly reduce this safety issue by creating a positive barrier, forcing pedestrians to the designated pedestrian crossing.
General Qualities (Time, Cost and Effectiveness):
Costs associated with this strategy will vary widely depending on the type and placement of the median fencing. Impacts to transit and other land uses may need to be considered and controversy can delay the implementation. In general, this CM can be effective as a spot-location approach.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 25- 40% SI13, Create directional median openings to allow (and restrict) left-turns and U-turns (S.I.) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 50% 20 years
Notes: This CM only applies to crashes occurring in the intersection / influence area of the new directional openings.
General information
Where to use:
Crashes related to turning maneuvers include angle, rear-end, pedestrian, and sideswipe (involving opposing left turns) type crashes. If any of these crash types are an issue at an intersection, restriction or elimination of the turning maneuver may be the best way to improve the safety of the intersection.
Why it works:
Restricting turning movement into and out of an intersection can help reduce conflicts between through and turning traffic. The number of access points, coupled with the speed differential between vehicles traveling along the roadway, contributes to crashes. Affecting turning movements by either allowing them or restricting them, based on the application, can ensure safe movement of traffic.
General Qualities (Time, Cost and Effectiveness):
Turn prohibitions that are implemented by closing a median opening can be implemented quickly. The cost of this strategy will depend on the treatment. Impacts to businesses and other land uses must be considered and controversy can delay the implementation. In general, This CM can be very effective and can be considered on a systematic approach.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 51% 2026-09-23 Item #12C Page 82 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 53 SI14, Install right-turn lane (S.I.)
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 15% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new right-turn lanes.
General information
Where to use:
A right‐turn lane may be appropriate in situations where there are an unusually high number of rear‐end collisions on a single major road approach. The need for right turn lanes should be assessed on an individual approach basis. Many collisions at signalized intersections are related to right‐turn maneuvers. It is also important to ensure that the right‐turn lanes are of sufficient length to allow vehicles to decelerate and "queue up" before turning, ideally without affecting the flow of through traffic. When considering new right‐turn lanes, potential impacts to non‐motorized users should be considered and mitigated as appropriate.
Why it works:
The provision of right‐turn lanes can minimize collisions between vehicles turning right and following vehicles, particularly on high‐volume and high‐speed major roads. Installation of a right turn lane at a signalized intersection is expected to reduce total crashes and improve overall intersection delay.
General Qualities (Time, Cost and Effectiveness):
Implementing this strategy may take from months to years. At some locations, right‐turn lanes can be quickly and simply installed by restriping the roadway. At other locations, widening of the roadway, acquisition of additional right‐of‐way, and extensive environmental processes may be needed. Such projects require a substantial time for development and construction.
Costs are highly variable and range from very low to high. The expected effectiveness of this CM must be assessed for each individual location.
FHWA CMF Clearinghouse: Crash Types Addressed: Rear‐End CRF: 14-27% 2026-09-23 Item #12C Page 83 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 54 SI15, Reduced Left-Turn Conflict Intersections (S.I.)
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 50% 20 years
Notes: This CM only applies to crashes occurring in the intersection / influence area of the new Reduced Left-Turn Conflict.
General information
Where to use and Why it works:
Reduced left-turn conflict intersections are geometric designs that alter how left-turn movements occur in order to simplify decisions and minimize the potential for related crashes. 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 (RCUT):
The RCUT 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 a variety of circumstances, including along rural, high-speed, four-lane, divided highways or signalized routes. It also can be used as an alternative to signalization or constructing an interchange. RCUTs work well when consistently used along a corridor, but also can be used effectively at individual intersections.
Median U-turn (MUT)
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.
The MUT is an excellent choice for heavily traveled intersections with moderate left-turn volumes. 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.
General Qualities (Time, Cost and Effectiveness):
Implementing this strategy may take from months to years, depending on whether additional R/W is required. Such projects require a substantial time for development and construction. Costs are highly variable and range from very low to high. The expected effectiveness of this CM must be assessed for each individual location.
FHWA CMF Clearinghouse: Crash Types Addressed: Angle/Left-turn/RearEnd/All CRF: 34.8-100% 2026-09-23 Item #12C Page 84 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 55 SI16RA, Convert intersection to roundabout (from signal) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types
Addressed
CRF Expected Life
90% All CRF=79% for fatal and
injury crashes/35% for
non-injury crashes
20 years
Notes: This CM only applies to crashes occurring in influence area of the new roundabout. This CM is not intended for mini/compact roundabouts (SI17RA).
The benefit of this CM is calculated using Caltrans procedure. The CRF is dependent on the ADT, project location (Rural/Urban) and the roundabout type (1 lane or 2 lanes). The benefit comes from both the reduction in the number and the severity of the crashes.
General information
Where to use:
Signalized intersections that have a significant crash problem and the only alternative is to change the nature of the intersection itself. Roundabouts can also be very effective at intersections with complex geometry and intersections with frequent left-turn movements.
Why it works:
The types of conflicts that occur at roundabouts are different from those occurring at conventional intersections; namely, conflicts from crossing and left-turn movements are not present in a roundabout. The geometry of a roundabout forces drivers to reduce speeds as they proceed through the intersection. This helps keep the range of vehicle speed narrow, which helps reduce the severity of crashes when they do occur. Pedestrians only have to cross one direction of traffic at a time at roundabouts, thus reducing their potential for conflicts.
General Qualities (Time, Cost and Effectiveness):
Provision of a roundabout requires substantial project development. The need to acquire right-of-way is likely and will vary from site to site and depends upon the geometric design. These activities may require up to 4 years or longer to implement. Costs are variable, but construction of a roundabout to replace an existing signalized intersection are relatively high. The result is this CM may have reduced relative-effectiveness compared to other CMs.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: Varies 2026-09-23 Item #12C Page 85 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 56 SI17RA, Convert intersection to mini/compact roundabout (from signal) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types
Addressed
CRF Expected Life
90% All CRF=79% for fatal and injury
crashes/35% for non-injury crashes
20 years
Notes: This CM only applies to crashes occurring in the intersection and/or influence area of the new control. The benefit of this CM is calculated using Caltrans procedure. The CRF is dependent on the ADT and the project location (Rural/Urban). The benefit comes from both the reduction in the number and the severity of the crashes.
General information
Where to use:
Mini/compact roundabouts are characterized by a small inscribed circle diameter (45-100 ft) and possibly traversable islands (central island and splitter islands) . Mini/compact roundabouts offer most of the benefits of regular roundabouts with the added benefit of a smaller footprint. They are best suited to environments where speeds are already low and environmental constraints would preclude the use of a larger roundabout. Mini/compact roundabouts may require minimal additional pavement, and in many cases existing curb or sidewalk can be left in place. As a result, mini/compact roundabouts rarely require the purchase of right of way. Mini/compact roundabouts are similar to single-lane roundabouts regarding design vehicle assumptions, ability to process traffic volumes, and signing.
Mini/compact roundabouts are intended to be pedestrian and bicyclist-friendly because their perpendicular approach legs require very low vehicle speeds to make a distinct right turn into and out of the circulatory roadway. Capacity should not be a critical issue for this type of roundabout to be considered.
Why it works:
Mini/compact roundabouts may be an optimal solution for a safety or operational issue at an existing intersection where there is insufficient right-of-way for a standard roundabout installation. The benefits of mini/compact roundabouts are the compact size, operational efficiency, traffic safety improvement and traffic Calming.
General Qualities (Time, Cost and Effectiveness):
Construction costs for mini/compact roundabouts vary widely depending upon the extent of sidewalk modifications or other geometric improvements and the types of materials used. In most cases, mini/compact roundabouts have been installed with little or no pavement widening. Construction costs can be moderate for mini/compact roundabouts that include raised islands and pedestrian improvements.
FHWA CMF Clearinghouse: Crash Types Addressed: NA CRF: NA SI18PB, Install pedestrian countdown signal heads
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 25% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersection/crossing with the new countdown heads.
General information
Where to use:
Signals that have signalized pedestrian crossing with walk/don't walk indicators and where there have been pedestrian vs. vehicle crashes.
Why it works:
A pedestrian countdown signal contains a timer display and counts down the number of seconds left to finish crossing the street. Countdown signals can reassure pedestrians who are in the crosswalk when the flashing "DON’T WALK" interval appears that they still have time to finish crossing. Countdown signals begin counting down either when the "WALK" or when the flashing "DON’T WALK" interval appears and stop at the beginning of the steady "DON’T WALK" interval. These signals also have been shown to encourage more pedestrians to use the pushbutton rather than jaywalk.
General Qualities (Time, Cost and Effectiveness):
Costs and time of installation will vary based on the number of intersections included in this strategy and if it requires new signal controllers capable of accommodating the enhancement. When considered at a single location, these low cost improvements are usually funded through local funding by local crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 25% 2026-09-23 Item #12C Page 86 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 57 SI19PB, Install/upgrade pedestrian crossing (S.I.)
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 25% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersection/crossing with the new crossing. This CM is not intended to be used for high-cost aesthetic enhancements to intersection crosswalks (i.e. stamped concrete or stamped asphalt).
General information
Where to use:
Signalized Intersections with no marked crossing and pedestrian signal heads or with only striping, where pedestrians are known to be crossing intersections that involve significant turning movements. They are especially important at intersections with (1) multiphase traffic signals, such as left-turn arrows and split phases, (2) school crossings, and (3) double-right or double-left turns. At signalized intersections, pedestrian crossings are often safer when the left turns have protected phases that do not overlap the pedestrian walk phase.
Why it works:
Adding pedestrian crossings or upgrading existing pedestrian crossing with curb extensions etc has the opportunity to enhance pedestrian safety at locations noted as being problematic. Nearly one-third of all pedestrian-related crashes occur at or within 50 feet of an intersection. Of these, 30 percent may involve a turning vehicle. Another 22 percent of pedestrian crashes involve a pedestrian either running across the intersection or darting out in front of a vehicle whose view was blocked just prior to the impact. Finally, 16 percent of these intersection-related crashes occur because of a driver violation (e.g., failure to yield right-ofway). When agencies opt to install aesthetic enhancement to intersection crosswalks like stamped concrete/asphalt, the project design and construction costs can significantly increase. For HSIP applications, these costs must be accounted for in the B/C calculation, but these costs (over standard crosswalk markings) must be tracked separately and are not federally reimbursable and will increase the agency's local-funding share for the project costs.
General Qualities (Time, Cost and Effectiveness):
Costs associated with this strategy will vary widely, depending if curb ramps and sidewalk modifications are required with the crossing. When considered at a single location, these low cost improvements may be funded through local funding by local crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate to high cost projects that are appropriate to seek state or federal funding.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 25% SI20PB, Pedestrian Scramble
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 40% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersection with the new pedestrian crossing.
General information
Where to use:
Pedestrian Scramble is a form of pedestrian "WALK" phase at a signalized intersection in which all vehicular traffic is required to stop, allowing pedestrians/bicyclists to safely cross through the intersection in any direction, including diagonally. Pedestrian Scramble may be considered at signalized intersections with very high pedestrian/bicycle volumes, e.g. in an urban business district.
Why it works:
Pedestrian Scramble has been shown to reduce injury risk and increase bicycle ridership due to its perceived safety and comfort.
General Qualities (Time, Cost and Effectiveness):
Not involving any additional R/W, Pedestrian Scramble should not require a long development process and should be implemented reasonably soon. A systemic approach may be used in implementing this CM, resulting in cost efficiency with low to moderate cost.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: -10% to 51% 2026-09-23 Item #12C Page 87 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 58 SI21PB, Install advance stop bar before crosswalk (Bicycle Box) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 15% 10 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersection-crossing with the new advanced stop bars.
General information
Where to use:
Signalized Intersections with a marked crossing, where significant bicycle and/or pedestrians volumes are known to occur.
Why it works:
Adding advance stop bar before the striped crosswalk has the opportunity to enhance both pedestrian and bicycle safety.
Stopping cars well before the crosswalk provides a buffer between the vehicles and the crossing pedestrians. It also allows for a dedicated space for cyclists, making them more visible to drivers (This dedicated space is often referred to as a bike-box.) General Qualities (Time, Cost and Effectiveness):
Costs and time of installation will vary based on the number of intersections included in this strategy and if it requires new signal controllers capable of accommodating the enhancement. When considered at a single location, these low cost improvements are usually funded through local funding by local crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 35% SI22PB, Modify signal phasing to implement a Leading Pedestrian Interval (LPI) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 60% 10 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersections with signalized pedestrian crossing with the newly implemented Leading Pedestrian Interval (LPI).
General information
Where to use:
Intersections with signalized pedestrian crossing that have high turning vehicles volumes and have had pedestrian vs. vehicle crashes.
Why it works:
A leading pedestrian interval (LPI) gives pedestrians the opportunity to enter an intersection 3-7 seconds before vehicles are given a green indication. With this head start, pedestrians can better establish their presence in the crosswalk before vehicles have priority to turn right or left. LPIs provide (1) increased visibility of crossing pedestrians; (2) reduced conflicts between pedestrians and vehicles; (3) Increased likelihood of motorists yielding to pedestrians; and (4) enhanced safety for pedestrians who may be slower to start into the intersection.
General Qualities (Time, Cost and Effectiveness):
Costs for implementing LPIs are very low, since only minor signal timing alteration is required. This makes it an easy and inexpensive countermeasure that can be incorporated into pedestrian safety action plans or policies and can become routine agency practice. When considered at a single location, the LPI is usually local-funded. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 59% 2026-09-23 Item #12C Page 88 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 59 B.2 Intersection Countermeasures – Non-signalized
NS01NT, Add intersection lighting (NS.I.)
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Night 40% 20 years
Notes: This CM only applies to "night" crashes (all types) occurring within limits of the proposed roadway lighting 'engineered' area.
General information
Where to use:
Non-signalized intersections that have a disproportionate number of night-time crashes and do not currently provide lighting at the intersection or at its approaches. Crash data should be studied to ensure that safety at the intersection could be improved by providing lighting (this strategy would be supported by a significant number of crashes that occur at night).
Why it works:
Providing lighting at the intersection itself, or both at the intersection and on its approaches, improves the safety of an intersection during nighttime conditions by (1) making drivers more aware of the surroundings at an intersection, which improves drivers' perception-reaction times, (2) enhancing drivers' available sight distances, and (3) improving the visibility of non-motorists. Intersection lighting is of particular benefit to non-motorized users as lighting not only helps them navigate the intersection, but also helps drivers see them better.
General Qualities (Time, Cost and Effectiveness):
A lighting project can usually be completed relatively quickly, but generally requires at least 1 year to implement because the lighting system must be designed and the provision of electrical power must be arranged. The provision of lighting involves both a fixed cost for lighting installation and an ongoing maintenance and power cost. For rural intersections, studies have shown the installation of streetlights reduced nighttime crashes at unlit intersections and can be more effective in reducing nighttime crashes than either rumble strips or overhead flashing beacons. Some locations can result in high B/C ratios, but due to higher costs, these projects often result in medium to low B/C ratios.
FHWA CMF Clearinghouse: Crash Types Addressed: Night, All CRF: 25- 50% NS02, Convert to all-way STOP control (from 2-way or Yield control) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 50% 10 years
Notes: This CM only applies to crashes occurring in the intersection and/or influence area of the new control. CA-MUTCD warrant must be met.
General information
Where to use:
Unsignalized intersection locations that have a crash history and have no controls on the major roadway approaches. However, all-way stop control is suitable only at intersections with moderate and relatively balanced volume levels on the intersection approaches. Under other conditions, the use of all-way stop control may create unnecessary delays and aggressive driver behavior. MUTCD warrants should always be followed.
Why it works:
All-way stop control can reduce right-angle and turning collisions at unsignalized intersections by providing more orderly movement at an intersection, reducing through and turning speeds, and minimizing the safety effect of any sight distance restrictions that may be present. Advance public notification of the change is critical in assuring compliance and reducing crashes.
General Qualities (Time, Cost and Effectiveness):
The costs involved in converting to all-way stop control are relatively low. All-way stop control can normally be implemented at multiple intersections with just a change in signing on intersection approaches, and typically are very quick to implement. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.
FHWA CMF Clearinghouse: Crash Types Addressed: Left-turn, Angle CRF: 6 - 80% 2026-09-23 Item #12C Page 89 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 60 NS03, Install signals
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 20 years
Notes: This CM only applies to crashes occurring in the intersection and/or influence area of the new signals. All new signals must meet MUTCD "safety" warrants: 4, 5 or 7. Given the over-arching operational changes that occur when an intersection is signalized, no other intersection CMs can be applied to the intersection crashes in conjunction with this CM.
General information
Where to use:
Traffic signals can be used to prevent the most severe type crashes (right-angle, left-turn). Consideration to signalize an unsignalized intersection should only be given after (1) less restrictive forms of traffic control have been utilized as the installation of a traffic signal often leads to an increased frequency of crashes (rear-end) on major roadways and introduces congestion and (2) signal warrants have been met. Refer to the CA MUTCD, Section 4C.01, Studies and Factors for Justifying Traffic Control Signals.
Why it works:
Traffic signals have the potential to reduce the most severe type crashes but will likely cause an increase in rear-end collisions. A reduction in overall injury severity is likely the largest benefit of traffic signal installation.
General Qualities (Time, Cost and Effectiveness):
Typical traffic signal costs fall in the medium to high category and are affected by application, type of signal and right-of-away considerations. Projects of this magnitude should only be considered after alternate and lesser means of correction have been evaluated. Some locations can result in high B/C ratios, but due to higher costs, these projects often result in medium to low B/C ratios.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 0 - 74% NS04RA/NS05RA, Convert intersection to roundabout
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All CRF=79% for fatal and injury
crashes/35% for non-injury
crashes
20 years
Notes: This CM only applies to crashes occurring in the intersection and/or influence area of the new control. This CM is not intended for mini/compact roundabouts (NS06RA/NS07RA).
The benefit of this CM is calculated using Caltrans procedure. The CRF is dependent on the ADT, project location (Rural/Urban) and the roundabout type (1 lane or 2 lanes). The benefit comes from both the reduction in the number and the severity of the crashes.
General information
Where to use:
Intersections that have a high frequency of right-angle and left-turn type crashes. Whether such intersections have existing crash patterns or not, a roundabout provides an alternative to signalization. The primary target locations for roundabouts should be moderate-volume unsignalized intersections. Roundabouts may not be a viable alternative in many suburban and urban settings where right-of-way is limited.
Why it works:
Roundabouts provide an important alternative to signalized and stop/yield-controlled intersections. Modern roundabouts differ from traditional traffic circles in that they operate in such a manner that traffic entering the roundabout must yield the right-ofway to traffic already in it. Roundabouts can serve moderate traffic volumes with less delay than all-way stop-controlled intersections and provide fewer conflict points. Crashes at roundabouts tend to be less severe because of the speed constraints and elimination of left-turn and right-angle movements.
General Qualities (Time, Cost and Effectiveness):
Construction of roundabouts are usually relatively costly and major projects, requiring the environmental process, right-of-way acquisition, and implementation under an agency’s long-term capital improvement program. Even with roundabouts higher costs, they still can have a relatively high effectiveness.
FHWA CMF Clearinghouse: Crash Types Addressed: Left-turn, Angle CRF: 12 - 78 % 2026-09-23 Item #12C Page 90 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 61 NS06RA/NS07RA, Convert intersection to mini/compact roundabout For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types
Addressed
CRF Expected Life
90% All CRF=79% for fatal and injury
crashes/35% for non-injury
crashes
20 years
Notes: This CM only applies to crashes occurring in the intersection and/or influence area of the new control. The benefit of this CM is calculated using Caltrans procedure. The CRF is dependent on the ADT and the project location (Rural/Urban). The benefit comes from both the reduction in the number and the severity of the crashes.
General information
Where to use:
Mini/compact roundabouts are characterized by a small inscribed circle diameter (45-100 ft) and possibly traversable islands (central island and splitter islands). Mini/compact roundabouts offer most of the benefits of regular roundabouts with the added benefit of a smaller footprint. They are best suited to environments where speeds are already low and environmental constraints would preclude the use of a larger roundabout. Mini/compact roundabouts may require minimal additional pavement, and in many cases existing curb or sidewalk can be left in place. As a result, mini/compact roundabouts rarely require the purchase of right of way. Mini/compact roundabouts are similar to single-lane roundabouts regarding design vehicle assumptions, ability to process traffic volumes, and signing.
Mini/compact roundabouts are intended to be pedestrian and bicyclist-friendly because their perpendicular approach legs require very low vehicle speeds to make a distinct right turn into and out of the circulatory roadway. Capacity should not be a critical issue for this type of roundabout to be considered.
Why it works:
Mini/compact roundabouts may be an optimal solution for a safety or operational issue at an existing intersection where there is insufficient right-of-way for a standard roundabout installation. The benefits of mini/compact roundabouts are the compact size, operational efficiency, traffic safety improvement and traffic Calming.
General Qualities (Time, Cost and Effectiveness):
Construction costs for mini/compact roundabouts vary widely depending upon the extent of sidewalk modifications or other geometric improvements and the types of materials used. In most cases, mini/compact roundabouts have been installed with little or no pavement widening. Construction costs can be moderate for mini/compact roundabouts that include raised islands and pedestrian improvements.
FHWA CMF Clearinghouse: Crash Types Addressed: NA CRF: NA NS08, Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 15% 10 years
Notes: This CM only applies to crashes occurring in the influence area of the new signs. The influence area must be determined on a location by location basis.
General information
Where to use:
The target for this strategy should be approaches to unsignalized intersections with patterns of rear-end, right-angle, or turning collisions related to lack of driver awareness of the presence of the intersection.
Why it works:
The visibility of intersections and, thus, the ability of approaching drivers to perceive them can be enhanced by installing larger regulatory and warning signs at or prior to intersections. A key to success in applying this strategy is to select a combination of regulatory and warning sign techniques appropriate for the conditions on a particular unsignalized intersection approach.
General Qualities (Time, Cost and Effectiveness):
Signing improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number of signs. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 11 - 55% 2026-09-23 Item #12C Page 91 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 62 NS09, Upgrade intersection pavement markings (NS.I.)
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new pavement markings. This CM is not intended to be used for general maintenance activities (i.e. the replacement of existing pavement markings in-kind) and must include upgraded safety features over the existing pavement markings and striping.
General information
Where to use:
Unsignalized intersections that are not clearly visible to approaching motorists, particularly approaching motorists on the major road. The strategy is particularly appropriate for intersections with patterns of rear-end, right-angle, or turning crashes related to lack of driver awareness of the presence of the intersection. Also at minor road approaches where conditions allow the stop bar to be seen by an approaching driver at a significant distance from the intersection. Typical improvements include "Stop Ahead" markings and the addition of Centerlines and Stop Bars.
Why it works:
The visibility of intersections and, thus, the ability of approaching drivers to perceive them can be enhanced by installing appropriate pavement delineation in advance of and at intersections will provide approaching motorists with additional information at these locations. Providing visible stop bars on minor road approaches to unsignalized intersections can help direct the attention of drivers to the presence of the intersection. Drivers should be more aware that the intersection is coming up, and therefore make safer decisions as they approach the intersection.
General Qualities (Time, Cost and Effectiveness):
Pavement marking improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number of markings. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding. Note: When federal safety funding is used for these installations in high-wear-locations, the local agency is expected to maintain the improvement for a minimum of 10 years.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 13 - 60% NS10, Install Flashing Beacons at Stop-Controlled Intersections For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 15% 10 years
Notes: This CM only applies to crashes occurring on the stop-controlled approaches / influence area of the new beacons.
General information
Where to use:
Flashing beacons can reinforce driver awareness of the Non-Signalized intersection control and can help mitigate patterns of right-angle crashes related to stop sign violations. Post-mounted advanced flashing beacons or overhead flashing beacons can be used at stop-controlled intersections to supplement and call driver attention to stop signs.
Why it works:
Flashing beacons provide a visible signal to the presence of an intersection and can be very effective in rural areas where there may be long stretches between intersections as well as locations where night-time visibility of intersections is an issue.
General Qualities (Time, Cost and Effectiveness):
Flashing beacons can be constructed with minimal design, environmental and right-of-way issues and have relatively low costs.
Before choosing this CM, the agency needs to confirm the ability to provide power to the site (solar may be an option). In general, This CM can be very effective and can be considered on a systematic approach.
FHWA CMF Clearinghouse: Crash Types Addressed: Angle, Rear-End CRF: 5-34% 2026-09-23 Item #12C Page 92 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 63 NS11, Install flashing beacons as advance warning (NS.I.) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new beacons placed in advance of the intersection.
General information
Where to use:
Non-Signalized Intersections with patterns of crashes that could be related to lack of a driver's awareness of approaching intersection or controls at a downstream intersection.
Why it works:
Advance flashing beacons can be used to supplement and call driver attention to intersection control signs. Flashing beacons are intended to reinforce driver awareness of the stop or yield signs and to help mitigate patterns of crashes related to intersection regulatory sign violations. Most advance warning flashing beacons can be powered by solar, thus reducing the issues relating to power source.
General Qualities (Time, Cost and Effectiveness):
Use of flashing beacons requires minimal development process, allowing flashing beacons to be installed within a short time period. Before choosing this CM, the agency needs to confirm the ability to provide power to the site (solar may be an option).
In general, This CM can be very effective and can be considered on a systematic approach.
FHWA CMF Clearinghouse: Crash Types Addressed: Angle, Rear-End CRF: 36 - 62% NS12, Install transverse rumble strips on approaches
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 20% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new rumble strips.
General information
Where to use:
Transverse rumble strips are installed in the travel lane for the purposes of providing an auditory and tactile sensation for each motorist approaching the intersection. They can be used at any stop or yield approach intersection, often in combination with advance signing to warn of the intersection ahead. Due to the noise generated by vehicles driving over the rumble strips, care must be taken to minimize disruption to nearby residences and businesses.
Why it works:
When motorists are traveling along the roadway, they are sometimes unaware they are approaching an intersection. This is especially true on rural roads, as there may be fewer clues indicating an intersection ahead. Transverse rumble strips warn motorists that something unexpected is ahead that they need to pay attention to.
General Qualities (Time, Cost and Effectiveness):
Use of transverse rumble strips requires minimal development process, allowing transverse rumble strips to be installed within a short time period. In general, This CM can be very effective and can be considered on a systematic approach, although care should be taken to not over-use this CM. Note: When federal safety funding is used for these installations in high-wearlocations, the local agency is expected to maintain the improvement for a minimum of 10 years.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 0 - 35% 2026-09-23 Item #12C Page 93 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 64 NS13, Improve sight distance to intersection (Clear Sight Triangles) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 20% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the significantly improved new sight distance. Minor/incidental improvements to sight distance would not likely result in the CRF shown below.
General information
Where to use:
Unsignalized intersections with restricted sight distance and patterns of crashes related to lack of sight distance where sight distance can be improved by clearing roadside obstructions without major reconstruction of the roadway.
Why it works:
Adequate sight distance for drivers at stop or yield-controlled approaches to intersections has long been recognized as among the most important factors contributing to overall safety at unsignalized intersections. By removing sight distance restrictions (e.g., vegetation, parked vehicles, signs, buildings) from the sight triangles at stop or yield-controlled intersection approaches, drivers will be able see approaching vehicles on the main line, without obstruction and therefore make better decisions about entering the intersection safely.
General Qualities (Time, Cost and Effectiveness):
Projects involving clearing sight obstructions on the highway right-of-way can typically be accomplished quickly, assuming the objects are readily moveable. Clearing sight obstructions on private property requires more time for discussions with the property owner. Costs will generally be low, assuming that in most cases the objects to be removed are within the right-of-way.
In general, this CMs can be very effective and can be implemented by agencies' maintenance staff and/or implemented on a systematic approach. Usually only high-cost removals would be good candidates for Caltrans Federal Safety Funding. Note:
When federal safety funding is used to remove vegetation that has the potential to grow back, the local agency is expected to maintain the improvement for a minimum of 10 years.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 11 - 56% NS14, Improve pavement friction (High Friction Surface Treatments) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 55% 10 years
Notes: This CM only applies to crashes occurring within the limits of the improved friction overlay. This CM is not intended to apply to standard chip-seal or open-graded maintenance projects for long segments of corridors or structure repaving projects intended to fix failed pavement.
General information
Where to use:
Nationally, this countermeasure is referred to as "High Friction Surface Treatments" or HFST. Non-signalized Intersections noted as having crashes on wet pavements or under dry conditions when the pavement friction available is significantly less than needed for the actual roadway approach speeds. This treatment is intended to target locations where skidding and failure to stop is determined to be a problem in wet or dry conditions and the target vehicle is unable to stop due to insufficient skid resistance.
Why it works:
Improving the skid resistance at locations with high frequencies of wet-road crashes and/or failure to stop crashes can result in reductions of 50 percent for wet-road crashes and 20 percent for total crashes. Applying HFST can double friction numbers, e.g. low 40s to high 80s. This CM represents a special focus area for both FHWA and Caltrans, which means there are extra resources available for agencies interested in more details on High Friction Surface Treatment projects.
General Qualities (Time, Cost and Effectiveness):
This strategy can be relatively inexpensive and implemented in a short timeframe. The installation would be done by either agency personnel or contractors and can be done by hand or machine. In general, This CM can be very effective and can be considered on a systematic approach.
FHWA CMF Clearinghouse: Crash Types Addressed: Wet, Night, ALL CRF: 10 - 62 % 2026-09-23 Item #12C Page 94 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 65 NS15, Install splitter-islands on the minor road approaches For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 40% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new splitter island on the minor road approaches.
General information
Where to use:
Minor road approaches to unsignalized intersections where the presence of the intersection or the stop sign is not readily visible to approaching motorists. The strategy is particularly appropriate for intersections where the speeds on the minor road are high. In creation of a splitter island allows for an additional stop sign to be placed in the median for the minor approach.
Why it works:
The installation of splitter islands allows for the addition of a stop sign in the median to make the intersection more conspicuous. Additionally, the splitter island on the minor-road provides for a positive separation between turning vehicles on the through road and vehicles stopped on the minor road approach.
General Qualities (Time, Cost and Effectiveness):
Splitter islands at non-signalized intersections can usually be installed with minimal roadway reconstruction and relatively quickly. In general, This CM can be very effective and can be considered on a systematic approach.
FHWA CMF Clearinghouse: Crash Types Addressed: Angle, Rear-End CRF: 35 - 100 % NS16, Install raised median on approaches (NS.I.)
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new raised median. All new raised medians funded with federal HSIP funding should not include the removal of the existing roadway structural section and should be doweled into the existing roadway surface. This requirement is being implemented to maximize the safety-effectiveness of the limited HSIP funding and to minimize project impacts. Landscaping, if included in the project, is considered nonparticipating.
General information
Where to use:
Where related or nearby turning movements affect the safety and operation of an intersection. Effective access management is key to improving safety at, and adjacent to, intersections. The number of intersection access points coupled with the speed differential between vehicles traveling along the roadway often contributes to crashes. Any access points within 250 feet upstream and downstream of an intersection are generally undesirable.
Why it works:
Raised medians with left-turn lanes at intersections offer a cost-effective means for reducing crashes and improving operations at higher volume intersections. The raised medians also prohibit left turns into and out of driveways that may be located too close to the functional area of the intersection.
General Qualities (Time, Cost and Effectiveness):
Raised medians at intersections may be most effective in retrofit situations where high volumes of turning vehicles have degraded operations and safety, and where more extensive approaches would be too expensive because of limited right-of-way and the constraints of the built environment. Because raised medians limit property access to right turns only, the need for providing alternative access ways should be considered. In general, This CM can be very effective and can be considered on a systematic approach. When agencies opt to install landscaping in conjunction with new raised medians, the portion of the cost for landscaping and other non-safety related items that exceeds 10% of the project total cost is not federally participated and must be funded by the applicant.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 20 - 39 % 2026-09-23 Item #12C Page 95 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 66 NS17, Create directional median openings to allow (and restrict) left-turns and u-turns (NS.I.) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 50% 20 years
Notes: This CM only applies to crashes occurring in the intersection / influence area of the new directional openings.
General information
Where to use:
Crashes related to turning maneuvers include angle, rear-end, pedestrian, and sideswipe (involving opposing left turns) type crashes. If any of these crash types are an issue at an intersection, restriction or elimination of the turning maneuver may be the best way to improve the safety of the intersection. Because raised medians limit property access to right turns only, they should be used in conjunction with efforts to provide alternative access ways and promote driveway spacing objectives.
Why it works:
Agencies are increasingly using access management techniques on urban and suburban arterials to manage the number of conflicts experienced at an intersection. A key element of access management is to restrict certain movements, create directional median openings, or close median openings that are deemed too close to an intersection.
General Qualities (Time, Cost and Effectiveness):
Turn prohibitions that are implemented by closing a median opening can usually be implemented quickly. Costs are highly variable but in many cases could be considered low. In some cases this strategy may involve acquiring access or constructing replacement access; those actions will significantly increase the cost of the project. Impacts to businesses and other land uses must be considered and controversy can delay the implementation. In general, This CM can be very effective and can be considered on a systematic approach.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 51% 2026-09-23 Item #12C Page 96 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 67 NS18, Reduced Left-Turn Conflict Intersections (NS.I.)
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 50% 20 years
Notes: This CM only applies to crashes occurring in the intersection / influence area of the new Reduced Left-Turn Conflict.
General information
Where to use and Why it works:
Reduced left-turn conflict intersections are geometric designs that alter how left-turn movements occur in order to simplify decisions and minimize the potential for related crashes. 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 (RCUT):
The RCUT 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 a variety of circumstances, including along rural, high-speed, four-lane, divided highways or signalized routes. It also can be used as an alternative to signalization or constructing an interchange. RCUTs work well when consistently used along a corridor, but also can be used effectively at individual intersections.
Median U-turn (MUT)
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.
The MUT is an excellent choice for heavily traveled intersections with moderate left-turn volumes. 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.
General Qualities (Time, Cost and Effectiveness):
Implementing this strategy may take from months to years, depending on whether additional R/W is required. Such projects require a substantial time for development and construction. Costs are highly variable and range from very low to high. The expected effectiveness of this CM must be assessed for each individual location.
FHWA CMF Clearinghouse: Crash Types Addressed: Angle/Left-turn/RearEnd/All CRF: 34.8-100% 2026-09-23 Item #12C Page 97 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 68 NS19, Install right-turn lane (NS.I.)
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 20% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new right-turn lanes. This CM is not eligible for use at existing all-way stop intersections.
General information
Where to use:
Many collisions at unsignalized intersections are related to right-turn maneuvers. A key strategy for minimizing such collisions is to provide exclusive right-turn lanes, particularly on high-volume and high-speed major-road approaches. When considering new right-turn lanes, potential impacts to non-motorized users should be considered and mitigated as appropriate. When considering new right-turn lanes, potential impacts to non-motorized users should be considered and mitigated as appropriate.
Why it works:
The strategy is targeted to reduce the frequency of rear-end collisions resulting from conflicts between vehicles turning right and following vehicles and vehicles turning right and through vehicles coming from the left on the cross street. Right-turn lanes also remove slow vehicles that are decelerating to turn right from the through-traffic stream, thus reducing the potential for rear-end collisions. Right-turn lanes can increase the length of the intersection crossing and create an additional potential conflict point for non-motorized users.
General Qualities (Time, Cost and Effectiveness):
Implementing this strategy may take from months to years. At some locations, right-turn lanes can be quickly and simply installed by restriping the roadway. At other locations, widening of the roadway, acquisition of additional right-of-way, and extensive environmental processes may be needed. Such projects require a substantial time for development and construction.
Costs are highly variable and range from very low to high. The expected effectiveness of this CM must be assessed for each individual location.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 14 - 26 % NS20, Install left-turn lane (where no left-turn lane exists) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 35% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new left-turn lanes. This CM does NOT apply to converting a single-left into double-left turn. This CM is not eligible for use at existing all-way stop intersections.
General information
Where to use:
Many collisions at unsignalized intersections are related to left-turn maneuvers. A key strategy for minimizing such collisions is to provide exclusive left-turn lanes, particularly on high-volume and high-speed major-road approaches. When considering new left-turn lanes, potential impacts to non-motorized users should be considered and mitigated as appropriate.
Why it works:
Adding left-turn lanes remove vehicles waiting to turn left from the through-traffic stream, thus reducing the potential for rearend collisions. Because they provide a sheltered location for drivers to wait for a gap in opposing traffic, left-turn lanes may encourage drivers to be more selective in choosing a gap to complete the left-turn maneuver. This strategy may reduce the potential for collisions between left-turn and opposing through vehicles.
General Qualities (Time, Cost and Effectiveness):
Implementing this strategy may take from months to years. At some locations, left-turn lanes can be quickly and simply installed by restriping the roadway. At other locations, widening of the roadway, acquisition of additional right-of-way, and extensive environmental processes may be needed. Such projects require a substantial time for development and construction. Costs are highly variable and range from very low to high. The expected effectiveness of this CM must be assessed for each individual location.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 9 -55 % 2026-09-23 Item #12C Page 98 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 69 NS21PB, Install raised medians (refuge islands)
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 45% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the crossing with the new islands. All new raised medians funded with federal HSIP funding should not include the removal of the existing roadway structural section and should be doweled into the existing roadway surface. This requirement is being implemented to maximize the safety-effectiveness of the limited HSIP funding and to minimize project impacts. Landscaping, if included in the project, is considered non-participating.
General information
Where to use:
Intersections that have a long pedestrian crossing distance, a higher number of pedestrians, or a crash history. Raised medians decrease the level of exposure for pedestrians and allow pedestrians to concentrate on (or cross) only one direction of traffic at a time.
Why it works:
Raised pedestrian refuge islands, or medians at crossing locations along roadways, are another strategy to reduce exposure between pedestrians and motor vehicles. Refuge islands and medians that are raised (i.e., not just painted) provide pedestrians more secure places of refuge during the street crossing. They can stop partway across the street and wait for an adequate gap in traffic before completing their crossing.
General Qualities (Time, Cost and Effectiveness):
Median and pedestrian refuge areas are a low-cost countermeasure to implement. This cost can be applied to retrofit improvements or if it is a new construction project, implementing this countermeasure is even more cost-effective. In general, This CM can be very effective and can be considered on a systematic approach. When agencies opt to install landscaping in conjunction with new raised medians, the portion of the cost for landscaping and other non-safety related items that exceeds 10% of the project total cost is not federally participated and must be funded by the applicant.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian and Bicycle CRF: 30 - 56 % NS22PB, Install/upgrade pedestrian crossing at uncontrolled locations (signs and markings only) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 25% 10 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersection/crossing with the new crossing. This CM is not intended to be used for high-cost aesthetic enhancements to intersection crosswalks (i.e. stamped concrete or stamped asphalt).
General information
Where to use:
Non-signalized intersections without a marked crossing, where pedestrians are known to be crossing intersections that involve significant vehicular traffic. They are especially important at school crossings and intersections with right and/or left turns pockets. See Zegeer study (Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Locations) for additional guidance regarding when to install a marked crosswalk.
Why it works:
Adding pedestrian crossings has the opportunity to enhance pedestrian safety at locations noted as being problematic. Pavement markings delineate a portion of the roadway that is designated for pedestrian crossing. These markings will often be different for controlled verses uncontrolled locations. The use of "ladder", "zebra" or other enhanced markings at uncontrolled crossings can increase both pedestrian and driver awareness to the increased exposure at the crossing. Incorporating advanced "stop" or “yield" markings provides an extra safety buffer and can be effective in reducing the 'multiple-threat' danger to pedestrians. Nearly one-third of all pedestrian-related crashes occur at or within 50 feet of an intersection. Of these, 30 percent may involve a turning vehicle. There are several types of pedestrian crosswalks, including:
continental, ladder, zebra, and standard. When agencies opt to install aesthetic enhancement to intersection crosswalks like stamped concrete/asphalt, the project design and construction costs can significantly increase. For HSIP applications, these costs must be accounted for in the B/C calculation, but these costs (over standard crosswalk markings) must be tracked separately and are not federally reimbursable and will increase the agency's local-funding share for the project costs.
General Qualities (Time, Cost and Effectiveness):
Costs associated with this strategy will vary widely, depending upon if curb ramps and sidewalk modifications are required with the crossing. When considered at a single location, these low cost improvements are usually funded through local funding by local crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian and Bicycle CRF: 25 % 2026-09-23 Item #12C Page 99 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 70 NS23PB, Install/upgrade pedestrian crossing at uncontrolled locations (with enhanced safety features)
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 35% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the new crossing (influence area) with enhanced safety features. This CM is not intended to be used for high-cost aesthetic enhancements to intersection crosswalks (i.e. stamped concrete or stamped asphalt).
General information
Where to use:
Non-signalized intersections where pedestrians are known to be crossing intersections that involve significant vehicular traffic.
They are especially important at school crossings and intersections with turn pockets. Based on the Zegeer study (Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Locations) at many locations, a marked crosswalk alone may not be sufficient to adequately protect non-motorized users. In these cases, flashing beacons, curb extensions, advanced "stop" or "yield" markings, and other safety features should be added to complement the standard crossing elements.
Why it works:
Adding pedestrian crossings that include enhances safety features has the opportunity to enhance pedestrian safety at locations noted as being especially problematic. The enhanced safety elements help delineate a portion of the roadway that is designated for pedestrian crossing. Incorporating advanced "yield" markings provide an extra safety buffer and can be effective in reducing the 'multiple-threat' danger to pedestrians. Nearly one-third of all pedestrian-related crashes occur at or within 50 feet of an intersection. When agencies opt to install aesthetic enhancement to intersection crosswalks like stamped concrete/asphalt, the project design and construction costs can significantly increase. For HSIP applications, these costs must be accounted for in the B/C calculation, but these costs (over standard crosswalk markings) must be tracked separately and are not federally reimbursable and will increase the agency's local-funding share for the project costs.
General Qualities (Time, Cost and Effectiveness):
Costs associated with this strategy will vary widely, depending upon the types of enhanced features that will be combined with the standard crossing improvements. The need for new curb ramps and sidewalk modifications will also be a factor. This CM may be effectively and efficiently implemented using a systematic approach with more than one location and can have relatively high B/C ratios based on past non-motorized crash history.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian and Bicycle CRF: 37% NS24PB, Install Rectangular Rapid Flashing Beacon (RRFB) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 35% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the influence area (expected to be a maximum of within 250') of the crossing which includes the RRFB.
General information
Where to use:
Rectangular Rapid Flashing Beacon (RRFB) includes pedestrian-activated flashing lights and additional signage that enhance the visibility of marked crosswalks and alert motorists to pedestrian crossings. It uses an irregular flash pattern that is similar to emergency flashers on police vehicles. RRFBs are installed at unsignalized intersections and mid-block pedestrian crossings.
Why it works:
RRFBs can enhance safety by increasing driver awareness of potential pedestrian conflicts and reducing crashes between vehicles and pedestrians at unsignalized intersections and mid-block pedestrian crossings. The addition of RRFB may also increase the safety effectiveness of other treatments, such as crossing warning signs and markings.
General Qualities (Time, Cost and Effectiveness):
RRFBs are a lower cost alternative to traffic signals and hybrid signals. This CM can often be effectively and efficiently implemented using a systematic approach with numerous locations.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 7 – 47.4% 2026-09-23 Item #12C Page 100 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 71 NS25PB, Install Pedestrian Signal (including Pedestrian Hybrid Beacon (HAWK)) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 55% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersection/crossing with the new signal.
For HAWK or other pedestrian signals, the justification may be Warrant 4, 5 and/or 7, or passing the test in Figure 4F-1/4F-2 in Chapter 4F of CA MUTCD. Please refer to Chapter 4F of CA MUTCD for more details
General information
Where to use:
Intersections noted as having a history of pedestrian vs. vehicle crashes and in areas where the likelihood of the pedestrian presence is high. Corridors should also be assessed to determine if there are adequate safe opportunities for non-motorists to cross and if a pedestrian signal, or a Pedestrian Hybrid Beacon (PHB) (also called High-Intensity Activated crossWalK beacon (HAWK)) are needed to provide an active warning to motorists when a pedestrian is in the crosswalk.
Why it works:
Adding a pedestrian signal has the opportunity to greatly enhance pedestrian safety at locations noted as being problematic.
Nearly one-third of all pedestrian-related crashes occur at or within 50 feet of an intersection. In combination with this CM, better guidance signs and markings for non-motorized and motorized roadway users should be considered, including: sign and markings directing pedestrians and cyclists on appropriate/legal travel paths and signs and markings warning motorists of nonmotorized uses of the roadway that should be expected.
General Qualities (Time, Cost and Effectiveness):
The cost of improvements are generally high, but can vary dependent on the type of signal and overall scope of the project. In most cases the project duration can be short. The expected effectiveness of this CM must be assessed for each individual location.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian and Bicycle CRF: 15 - 69% 2026-09-23 Item #12C Page 101 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 72 B.3 Roadway Countermeasures
R01NT, Add Segment Lighting
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Night 35% 20 years
Notes: This CM only applies to "night" crashes (all types) occurring within limits of the proposed roadway lighting 'engineered' area.
General information
Where to use:
Where to use: Noted substantial patterns of nighttime crashes. In particular, patterns of rear-end, right-angle, turning or roadway departure collisions on the roadways may indicate that night-time drivers can be unaware of the roadway characteristics.
Why it works:
Providing roadway lighting improves the safety during nighttime conditions by (1) making drivers more aware of the surroundings, which improves drivers' perception-reaction times, (2) enhancing drivers' available sight distances to perceive roadway characteristic in advance of the change, and (3) improving non-motorist's visibility and navigation.
General Qualities (Time, Cost and Effectiveness):
It expected that projects of this type may be constructed in a year or two and are relatively costly. There are several types of costs associated with providing lighting, including the cost of providing a permanent source of power to the location, the cost for the luminaire supports (i.e., poles), and the cost for routinely replacing the bulbs and maintenance of the luminaire supports.
Some locations can result in high B/C ratios, but due to higher costs, these projects often result in medium to low B/C ratios.
FHWA CMF Clearinghouse: Crash Types Addressed: Night, All CRF: 18 - 69 % R02, Remove or relocate fixed objects outside of Clear Recovery Zone For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 35% 20 years
Notes: This CM only applies to crashes occurring within the limits of the new clear recovery zone (per Caltrans' HDM).
General information
Where to use:
Known locations or roadway segments prone to collisions with fixed objects such as utility poles, drainage structures, trees, and other fixed objects, such as the outside of a curve, end of lane drops, and in traffic islands. A clear recovery zone should be developed on every roadway, as space is available. In situations where public right-of-way is limited, steps should be taken to request assistance from property owners, as appropriate.
Why it works:
While this strategy does not prevent the vehicle leaving the roadway, it does provide a mechanism to reduce the severity of a resulting crash. 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. Removing or moving fixed objects, flattening slopes, or providing recovery areas reduces the likelihood of a crash.
General Qualities (Time, Cost and Effectiveness):
Projects involving removing fixed objects from highway right-of-way can typically be accomplished quickly, assuming the objects are readily moveable. Clearing objects on private property requires more time for discussions with the property owner. Costs will generally be low, assuming that in most cases the objects to be removed are within the right-of-way. This CMs can be very effective and can be implemented by agencies' maintenance staff and/or implemented on a systematic approach. High-cost removals or removals implemented using a systematic approach would be good candidates for Caltrans Federal Safety Funding.
FHWA CMF Clearinghouse: Crash Types Addressed: Fixed Object CRF: 17 - 100 % 2026-09-23 Item #12C Page 102 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 73 R03, Install Median Barrier
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 20 years
Notes: Note: For Caltrans' statewide Calls-for-Projects, this CM only applies to crashes occurring within the limits of the new barrier.
General information
Where to use:
Areas where crash history indicates drivers are unintentionally crossing the median and the cross-overs are resulting in high severity crashes. The installation of median barriers can increase the number of PDO and non-severe injuries. The net result in safety from this countermeasure is connected more to reducing the severity of crashes not the number of crashes. It is recommended to review the warrants as outlined in Chapter 7 of the Caltrans Traffic Manual when considering whether to install median barriers.
Why it works:
This strategy is designed to prevent head-on collisions by providing a barrier between opposing lanes of traffic. The variety of median barriers available makes it easier to choose a site-specific solution. The main advantage is the reduction of the severity of the crashes. The key to success would be in selecting an appropriate barrier based on the site, previous crash history, maintenance needs, and median width.
General Qualities (Time, Cost and Effectiveness):
This strategy would in many cases be possible to implement within a short period after site selection. Costs will vary depending on the type of median barrier selected and whether the strategy is implemented as a stand-alone project or incorporated as part of a reconstruction or resurfacing effort. Maintenance costs and worker exposure will also vary depending on the type of barrier selected. The expected effectiveness of this CM must be assessed for each individual location.
FHWA CMF Clearinghouse: Crash Types Addressed: Head-on CRF: 0 - 94 % R04, Install Guardrail
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 20 years
Notes: This CM only applies to crashes occurring within the limits of the new guardrail. This CM is not intended to be used for general maintenance activities (i.e. the replacement of existing damaged rail).
For projects proposing to upgrade existing guardrail to current standards, this CM and corresponding CRF should only be applied to locations where past crash data or engineering judgment applied to the existing rail conditions suggests the upgraded guardrail may result in fewer or less severe crashes (justifying the use of the 25% CRF for this CM).
General information
Where to use:
Guardrail is installed to reduce the severity of lane departure crashes. However, guardrail can reduce crash severity only for those conditions where striking the guardrail is less severe than going down an embankment or striking a fixed object. Guardrail should only be installed where it is clear that crash severity will be reduced, or there is a history of run-off-the-road crashes at a given location that have resulted in severe crashes. New and upgraded guardrail and end-treatments must meet current safety standards; see Method for Assessing Safety Hardware (MASH) for more information. Caltrans (or other national accepted guidance) slope/height criteria need to be considered and documented.
Why it works:
Guardrail redirects a vehicle away from embankment slopes or fixed objects and dissipates the energy of an errant vehicle.
General Qualities (Time, Cost and Effectiveness):
Strategies range from relatively inexpensive too costly. Costly projects may include those that upgrade existing guardrail applications to more semi-rigid and rigid barrier systems over extended distances. In general, this CMs can be effective and can be implemented by agencies' maintenance staff and/or implemented on a systematic approach.
FHWA CMF Clearinghouse: Crash Types Addressed: Fixed Object, Run-off Road CRF: 11 - 78 % 2026-09-23 Item #12C Page 103 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 74 R05, Install impact attenuators
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 10 years
Notes: This CM only applies to crashes occurring within the limits of the new attenuators. This CM is not intended to be used for general maintenance activities (i.e. the replacement of existing damaged attenuators). For projects proposing to upgrade existing attenuators to current standards, this CM and corresponding CRF should only be applied to locations where past crash data or engineering judgment applied to the existing attenuator conditions suggests the upgraded attenuators may result in fewer or less severe crashes (justifying the use of the 25% CRF for this CM).
General information
Where to use:
Impact attenuators are typically used to shield rigid roadside objects such as concrete barrier ends, steel guardrail ends and bridge pillars from oncoming automobiles. Attenuators should only be installed where it is impractical for the objects to be removed. New and upgraded barrier end-treatments must meet current safety standards; see MASH for more information.
Why it works:
Attenuators bring an errant vehicle to a more-controlled stop or redirect the vehicle away from a rigid object. Attenuators are effective at absorbing impact energy and increasing occupant safety. They also tend to draw attention to the fixed object, which helps drivers steer clear of the fixed objects.
General Qualities (Time, Cost and Effectiveness):
Costs depending on the scope of the project, type(s) used, and associated ongoing maintenance costs. Time to install is fairly quick once site is identified.
FHWA CMF Clearinghouse: Crash Types Addressed: Fixed Object, Run-off Road CRF: 5 - 50 % R06, Flatten side slopes
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 20 years
Notes: This CM only applies to crashes occurring within the limits of the new side slopes. Minor/incidental flattening of side slopes would not likely result in the CRF shown below and may not be appropriate for use in Caltrans B/C calculations.
General information
Where to use:
Roadways experiencing frequent lane departure crashes that result in roll-over type crashes as a result of the roadway slope being so severe as to not accommodate a reasonable degree of driver correction. When there is a need to reduce the severity of lane departure crashes without installing a barrier system that could result in increased numbers of crashes.
Why it works:
Flattened slopes provide a greater area for a driver to regain control of a vehicle. Steep slopes, ditches or unprotected hazardous drops-offs adjacent to a travel lane offer little opportunities to correct an inappropriate action by a driver and can result in sever crashes.
General Qualities (Time, Cost and Effectiveness):
Roadside modifications range from relatively inexpensive to very costly. Strategies that include creating safer side slopes where none exists can be moderately expensive based on the scope of the project and the associated clearing, grading, etc. The potential for high environmental and right-of-way impacts is high which can take several years to clear. In other cases This CM can be effective and can be implemented by agencies' maintenance staff and/or implemented on a systematic approach.
FHWA CMF Clearinghouse: Crash Types Addressed: Fixed Object, Run-off Road CRF: 5 - 62 % 2026-09-23 Item #12C Page 104 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 75 R07, Flatten side slopes and remove guardrail
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 40% 20 years
Notes: This CM only applies to crashes occurring within the limits of both the removed guardrail and the new side slopes.
General information
Where to use:
Locations where high number of crashes originate as a lane departure and result in collision with guardrail or a fixed object located on the side slope shielded by guardrail. The guardrail may or may not meet current standards. Even though guardrails are generally installed to reduce the severity of departure crashes, they still can result in severe crashes in some locations.
Why it works:
Flattened side slopes and an unobstructed clear zone provide a greater area for a driver to regain control of a vehicle. The existing guardrail may help protect the steep slopes, fixed objects, or unprotected hazardous drops-offs adjacent to a travel lane, but removing all of these obstacles generally improves safety.
General Qualities (Time, Cost and Effectiveness):
Roadside modifications range from relatively inexpensive to very costly. Strategies that include creating safer side slopes where none exists can be moderately expensive based on the scope of the project and the associated clearing, grading, etc. The potential for high environmental and right-of-way impacts is high which can take several years to clear.
FHWA CMF Clearinghouse: Crash Types Addressed: Roll Over, Fixed Object CRF: 42% R08, Install raised median
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 20 years
Notes: This CM only applies to crashes occurring within the limits of the new raised median. All new raised medians funded with federal HSIP funding should not include the removal of the existing roadway structural section and should be doweled into the existing roadway surface. This requirement is being implemented to maximize the safety-effectiveness of the limited HSIP funding and to minimize project impacts. Landscaping, if included in the project, is considered non-participating.
General information
Where to use:
Areas experiencing head-on collisions that may be affected by both the number of vehicles that cross the centerline and by the speed of oncoming vehicles. Installing a raised median is a more restrictive approach in that it represents a more rigid barrier between opposing traffic. Application of raised medians on roadways with higher speeds is not advised - instead a median barrier should be considered. Including landscaping in new raised medians can be counterproductive to the HSIP safety goals and should only be done in ways that do not increase drivers’ exposure to fixed objects and that will maintain driver's sight distance needs throughout the life of the proposed landscaping. Agencies need to consider and document impacts of additional turning movements at nearby intersections.
Why it works:
Adding raised medians is a particularly effective strategy as it adds to or reallocates the existing cross section to incorporate a buffer between the opposing travel lanes and reinforces the limits of the travel lane. Raised median may also be used to limit unsafe turning movements along a roadway.
General Qualities (Time, Cost and Effectiveness):
In some cases this strategy may be a retrofit into the existing roadway by utilizing a portion of the existing paved shoulder.
These raised medians can be installed directly over the existing pavement. Cost and time to implement could significantly increase if the paved area is not sufficient to include a median. The surface treatment of the raised median also significantly affects their cost-effectiveness: standard concrete or other hardscape surfaces are usually more cost effective than landscaped medians. When agencies opt to install landscaping in conjunction with new raised medians, the project design and construction costs can significantly increase due to excavation, backfill/top-soil, water-connection, irrigation, planting, maintenance needed for the landscaping. When agencies opt to install landscaping in conjunction with new raised medians, the portion of the cost for landscaping and other non-safety related items that exceeds 10% of the project total cost is not federally participated and must be funded by the applicant.
FHWA CMF Clearinghouse: Crash Types Addressed: Head-on CRF: 20 - 75 % 2026-09-23 Item #12C Page 105 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 76 R09, Install median (flush)
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 15% 20 years
Notes: This CM only applies to crashes occurring within the limits of the new flush median. The new median must be a minimum of 4 feet wide (or "wider" if a narrow median exists before the proposed project).
General information
Where to use:
Areas experiencing head-on collisions that may be affected by both the number of vehicles that cross the centerline and by the speed of oncoming vehicles. Roadways with oversized lanes offer an opportunity to restripe the roadway to reduce the lanes to standard widths and use the extra width for the median.
Why it works:
Adding medians is a particularly effective strategy as it adds to or reallocates the existing cross section to incorporate a narrow buffer median between opposing flows, thereby providing a greater opportunity to correct an errant maneuver and further reinforce the limits of the travel lane. Application widths can vary based on the available cross section and intended application.
Additional safety can be provided by combining this CM with rumble strips.
General Qualities (Time, Cost and Effectiveness):
In some cases this strategy may be retrofitted into the existing roadway by utilizing a portion of the existing paved shoulder and can ultimately be as simple as restriping the roadway. Costs and time to implement could significantly increase if the paved area is not sufficient to include a median.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 15 - 78 % R10PB, Install pedestrian median fencing on approaches
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 35% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring on the approaches/influence area of the new pedestrian median fencing.
General information
Where to use:
Roadway segments with high pedestrian-generators and pedestrian-destinations nearby (e.g. transit stops) may experience a high volume of pedestrians J-walking across the travel lanes at mid-block locations instead of walking to the nearest intersection or designated mid-block crossing. When this safety issue cannot be mitigated with shoulder, sidewalk and/or crossing treatments, then installing a continuous pedestrian barrier in the median may be a viable solution.
Why it works:
Adding pedestrian median fencing has the opportunity to enhance pedestrian safety at locations noted as being problematic involving pedestrians running/darting across the roadway outside designated pedestrian crossings. Pedestrian median fencing can significantly reduce this safety issue by creating a positive barrier, forcing pedestrians to the designated pedestrian crossing.
General Qualities (Time, Cost and Effectiveness):
Costs associated with this strategy will vary widely depending on the type and placement of the median fencing. Impacts to transit and other land uses may need to be considered and controversy can delay the implementation. In general, this CM can be effective as a spot-location approach.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 25 - 40% 2026-09-23 Item #12C Page 106 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 77 R11, Install acceleration/ deceleration lanes
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 20 years
Notes: This CM only applies to crashes occurring within the limits of the new accel/decel lanes on high speed roadways. Significant improvements to the merge length for lane-drop locations is also an acceptable use of this CM.
General information
Where to use:
Areas proven to have crashes that are the result of drivers not being able to turn onto a high speed roadway to accelerate until the desired roadway speed is reached and areas that do not provide the opportunity to safety decelerate to negotiate a turning movement. This CM can also be used to improve the safety of merging vehicles at a lane-drop location.
Why it works:
A lane that does not provide enough deceleration length and storage space for turning traffic may cause the turn queue to back up into the adjacent through lane. This can contribute to rear-end and sideswipe crashes. An acceleration lane is an auxiliary or speed-change lane that allows vehicles to accelerate to highway speeds (high speed roadways) before entering the throughtraffic lanes of a highway. Additionally, if acceleration by entering traffic takes place directly on the traveled way, it may disrupt the flow of through-traffic and cause rear-end and sideswipe collisions.
General Qualities (Time, Cost and Effectiveness):
Costs are highly variable. Where sufficient median or shoulder space exists it may be possible to provide acceleration/deceleration lanes at a moderate cost. Where the roadway must be widened and additional right-of-way must be acquired, higher costs and a lengthy time-to-construct are likely. The expected effectiveness of this CM must be assessed for each individual location.
FHWA CMF Clearinghouse: Crash Types Addressed: Sideswipe, Rear-End CRF: 10 - 75 % R12, Widen lane (initially less than 10 ft)
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 20 years
Notes: Note: For Caltrans' statewide Calls-for-Projects, this CM only applies to crashes occurring within the limits of the widened lanes. Widening must a minimum of 1 foot.
General information
Where to use:
Horizontal curves or tangents and low speed or high speed roadways identified as having lane departure crashes, sideswipe or head-on crashes that can be attributed to an existing pavement width less than 10 feet.
Why it works:
Increasing pavement width can affect almost all crash types. A common practice is to widen the traveled way on horizontal curves to make operating conditions on curves comparable to those on tangents. Speed is a primary consideration when evaluating potential adverse impacts of lane width on safety. On high-speed, rural two-lane highways, an increased risk of cross-centerline head-on or cross-centerline sideswipe crashes is a concern because drivers may have more difficulty staying within the travel lane.
General Qualities (Time, Cost and Effectiveness):
Costs will depend on the amount of reconstruction necessary and on whether additional right-of-way is required. In general, this is one of the higher-cost strategies recommended, but it can also be very beneficial. Since this is a relatively expensive treatment, one of the keys to creating a cost effective project with at least a medium B/C ratio is targeting higher-hazard roadways.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 5 - 70 % 2026-09-23 Item #12C Page 107 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 78 R13, Add two-way left-turn lane
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 20 years
Notes: This CM only applies to crashes occurring within the limits of the new lane, where an existing median did not already exist.
General information
Where to use:
Roadways having a high frequency of drivers being rear-ended while attempting to make a left turn across oncoming traffic.
Also can be effective for drivers crossing the centerline of an undivided multilane roadway inadvertently.
Why it works:
Two-way left-turn lanes provide a buffer between opposing directions of travel and separate left turning traffic from through traffic. They can also help to allow vehicles to begin to accelerate before entering the through-traffic lanes. They reduce the disruption of flow of through-traffic and reducing rear-end and sideswipe collisions. For some roadways the option of converting a four-lane undivided arterials to two-vehicle-lane roadways with a center left-turn lane and bike lanes should be considered (see "Road Diet" CM.)
General Qualities (Time, Cost and Effectiveness):
In some cases this strategy may be retrofitted into the existing roadway by utilizing a portion of the existing paved shoulder and can ultimately be as simple as restriping the roadway. Costs and time to implement could significantly increase if the paved area is not sufficient to include a median, requiring new right-of-way, and having significant environmental impacts. The expected effectiveness of this CM must be assessed for each individual location as the B/C ratios will vary from low to high.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 8 - 50 % R14, Road Diet (Reduce travel lanes and add a two way left-turn and bike lanes) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 35% 20 years
Notes: This CM only applies to crashes occurring within the limits of the new lane striping. "Intersection" crashes can only be applied when they resulted from turning movements that had no designated turn lanes/phases in the existing condition and the Road Diet will provide turn lanes/phases for these movements. This CM does not apply to roadway sections that already included left turn lanes or two way left turn lanes before the lane reductions. New bike lanes are also expected to be part of these projects. if any pavement is planned to be removed for the purpose of adding landscaping, planterboxes, or other non-roadway user features, the cost should be non-participating.
General information
Where to use:
Areas noted as having a higher frequency of head-on, left-turn, and rear-end crashes with traffic volumes that can be handled by only 2 free flowing lanes. Using this strategy in locations with traffic volumes that are too high could result in diversion of traffic to routes less safe than the original four-lane design. It may also result in congestion levels that contribute to other crashes.
Why it works:
The application of this strategy usually reduces the roadway segment speeds and serious head-on crashes. In many cases the extra pavement width can be used for the installation of bike lanes. In addition to increasing bicycle safety, these bike lanes can improve the safety of on-street parking.
General Qualities (Time, Cost and Effectiveness):
Implementation would require more time than in other low-cost treatments to complete environmental analyses, traffic studies and public input. Projects that only require new lane markings and minor signalization modifications will have relatively low cost and can be very effective and can be considered on a systematic approach. These striping and signal modification costs should be considered part of this CM and not an additional CM. (If additional signal hardware improvements are being made, over what is needed for the road diet, then the Improve Signal Hardware CM may also be used.) Often road diet projects need a seal-coat placed on the roadway to fully remove the old striping. These seal coats are considered part of the proper installation of this CM. In contrast, structural-overlays should not be considered part of this CM and are not considered eligible for funding in the California Local HSIP.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 26 - 43 % 2026-09-23 Item #12C Page 108 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 79 R15, Widen shoulder
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 20 years
Notes: This CM only applies to crashes occurring within the limits of the new paved shoulder. A minimum of 2 feet width must be added and the new/resulting shoulders must be a minimum of 4 feet wide. This CM is not eligible unless it is done as the last step of an "incremental approach", for which the agency documents that: 1) they have already pursued and installed lower cost and lower impact CMs (i.e. signing/striping upgrades to MUTCD standards/recommendations, rumble strips, etc.), 2) they have already monitored the crash occurrences after these improvements were installed, and 3) the 'after' crash rate is still unacceptably high. This 'incremental approach' (or a special exception from the HSIP program manager) must be documented in the Narrative Questions in the application and a summary of the 'before' and 'after' crash analysis must be attached to the application.
General information
Where to use:
Roadways that have a frequent incidence of vehicles leaving the travel lane resulting in an unsuccessful attempt to reenter the roadway. The probability of a safe recovery is increased if an errant vehicle is provided with an increased paved area in which to initiate such a recovery.
Why it works:
Based on the best available research, adding shoulder or widening an existing shoulder provides a greater area to regain control of a vehicle, as well as lateral clearance to roadside objects such as guardrail, signs and poles. They may also provide space for disabled vehicles to stop or drive slowly, provide increased sight distance for through vehicles and for vehicles entering the roadway, and in some cases reduce passing conflicts between motor vehicles and bicyclists and pedestrians. The likely safety benefits for adding or widening an existing shoulder generally increase as the widening width increases - practitioners should refer to NCHRP Report 500 Series, the CMF Clearinghouse or other references for more details.
General Qualities (Time, Cost and Effectiveness):
Shoulder widening costs would depend on whether new right-of-way is required and whether extensive roadside modification is needed. Since shoulder widening can be a relatively expensive treatment, one of the keys to creating a cost effective project with at least a medium B/C ratio is targeting higher-hazard roadways.
FHWA CMF Clearinghouse: Crash Types Addressed: Fixed Object, Run-off Road, Sideswipe CRF: 15 - 75 %
R16, Curve Shoulder widening (Outside Only)
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 45% 20 years
Notes: This CM only applies to crashes occurring within the limits (or influence area) of the new shoulder widening at curves. A minimum of 2-4 feet width must be added to the outside of horizontal curves and the new traversable shoulder must be a minimum of 4 feet wide.
General information
Where to use:
Roadway curves noted as having frequent lane departure crashes due to inadequate or no shoulders, resulting in an unsuccessful attempt to reenter the roadway.
Why it works:
Adding shoulders (outside only) creates a recovery area in which a driver can regain control of a vehicle, as well as lateral clearance to roadside objects.
General Qualities (Time, Cost and Effectiveness):
To minimize the R/W needs and the cost, only outside shoulder at curves is to be widened. This CM can be implemented in a relatively short timeframe.
FHWA CMF Clearinghouse: NA
2026-09-23 Item #12C Page 109 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 80 R17, Improve horizontal alignment (flatten curves)
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 50% 20 years
Notes: This CM only applies to crashes occurring within the limits (or influence area) of the improved alignment. This CM is not eligible unless it is done as the last step of an "incremental approach", including: the agency documents that: 1) they have already pursued and installed lower cost and lower impact CMs (i.e. signing/striping upgrades to MUTCD standards/recommendations, rumble strips, etc.), 2) they have already monitored the crash occurrences after these improvements were installed, and 3) the 'after' crash rate is still unacceptably high. This 'incremental approach' (or a special exception from the HSIP program manager) must be documented in the Narrative Questions in the application and a summary of the agency's 'before' and 'after' crash analysis must be attached to the application.
General information
Where to use:
Roadways with horizontal curves that have experienced lane departure crashes as a result of a roadway segment having compound curves or a severe radius. This strategy should generally be considered only when less expensive strategies involving clearing of specific sight obstructions or modifying traffic control devices have been tried and have failed to ameliorate the crash patterns.
Why it works:
Increasing the radius of a horizontal curve can be very effective in improving the safety performance of the curve. Curve modification reduces the likelihood of a vehicle leaving its lane, crossing the roadway centerline, or leaving the roadway at a horizontal curve; and minimizes the adverse consequences of leaving the roadway. Horizontal alignment improvement projects are expected to include standard/improved superelevation elements, which should be considered part of this CM and not an additional CM.
General Qualities (Time, Cost and Effectiveness):
This strategy is a long-term, higher-cost alternative for improving the safety of a horizontal curve because it usually involves total reconstruction of the roadway. It may also require acquisition of additional right-of-way and an environmental review.
This strategy, albeit costly, has shown that increasing the radius of curvature can significantly reduce total curve-related crashes by up to 80 percent. The expected effectiveness of this CM must be assessed for each individual location.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 24 - 90% 2026-09-23 Item #12C Page 110 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 81 R18, Flatten crest vertical curve
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 20 years
Notes: This CM only applies to crashes occurring within the limits (or influence area) of the improved alignment. This CM is not eligible unless it is done as the last step of an "incremental approach", including: the agency documents that: 1) they have already pursued and installed lower cost and lower impact CMs (i.e. signing/striping upgrades to MUTCD standards/recommendations, rumble strips, etc.), 2) they have already monitored the crash occurrences after these improvements were installed, and 3) the 'after' crash rate is still unacceptably high. This 'incremental approach' (or a special exception from the HSIP program manager) must be documented in the Narrative Questions in the application and a summary of the agency's 'before' and 'after' crash analysis must be attached to the application.
General information
Where to use:
The target for this strategy is usually unsignalized intersections with restricted sight distance due to vertical geometry and with patterns of crashes related to that lack of sight distance that cannot be ameliorated by less expensive methods. This strategy should generally be considered only when less expensive strategies involving clearing of specific sight obstructions or modifying traffic control devices have been tried and have failed to ameliorate the crash patterns.
Why it works:
Adequate sight distance for drivers at stopped approaches to intersections has long been recognized as among the most important factors contributing to overall intersection safety. Vertical alignment improvement projects are expected to include standard/improved superelevation elements, which should be considered part of this CM and not an additional CM.
General Qualities (Time, Cost and Effectiveness):
Projects involving changing the horizontal and/or vertical alignment to provide more sight distance are quite extensive and usually take several years to accomplish. If additional right-of-way is required or environmental impacts are expected, these projects will require a substantial period of time. Since this is usually an expensive treatment, one of the keys to creating a cost effective project with at least a medium B/C ratio is targeting higher-hazard locations.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 20 - 51 % R19, Improve curve superelevation
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 45% 20 years
Notes: This CM only applies to crashes occurring within the limits (or influence area) of the improved superelevation. This CM does not apply to sections of roadways where the horizontal or vertical alignments are changing via another CM.
General information
Where to use:
Roadways noted as having frequent lane departure crashes and inadequate or no superelevation. Safety can be enhanced when the superelevation is improved or restored along curves where the actual superelevation is less than the optimal.
Why it works:
Superelevation works with friction between the tires and pavement to counteract the forces on the vehicle associated with cornering. Many curves may have inadequate superelevation because of vehicles traveling at higher speeds than were originally designed for, because of loss of effective superelevation after resurfacing, or because of changes in design policy after the curve was originally constructed.
General Qualities (Time, Cost and Effectiveness):
This strategy can be a higher-cost alternative for improving the safety of a curve because it involves reconstruction to some degree. Other projects may be able to be constructed by simple overlays and minimal reconstruction of roadways features.
When simple overlay fixes are pursued, a systematic installation approach may be appropriate. The expected effectiveness of this CM must be assessed for each individual location.
FHWA CMF Clearinghouse: Crash Types Addressed: Run-off Road, All CRF: 40 - 50 % 2026-09-23 Item #12C Page 111 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 82 R20, Convert from two-way to one-way traffic
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 35% 20 years
Notes: This CM only applies to crashes occurring within the limits of the new one-way sections.
General information
Where to use:
One-way streets can offer improved signal timing and accommodate odd-spaced signals. One-way streets can simplify crossings for pedestrians, who must look for traffic in only one direction. While studies have shown that conversion of two-way streets to one-way generally reduces pedestrian crashes and the number of conflict points, one-way streets tend to have higher speeds which creates new problems. Care must be taken not to create conditions that cause driver confusion and erratic maneuvers.
Why it works:
Studies have shown a 10 to 50-percent reduction in total crashes after conversion of a two-way street to one-way operation.
While studies have shown that con-version of two-way streets to one-way generally reduces pedestrian crashes, one-way streets tend to have higher speeds which creates new problems. At the same time, this strategy (1) increases capacity significantly and (2) can have safety-related drawbacks including pedestrian confusion and minor sideswipe crashes.
General Qualities (Time, Cost and Effectiveness):
The costs will vary depending on length of treatment and if the conversion requires modification to signals. Conversion costs can be high to build "crossovers" where the one-way streets convert back to two-way streets and to rebuild traffic signals. It's also likely that these types of modifications will require public involvement and could significantly add to the time it takes to complete the project. The expected effectiveness of this CM must be assessed for each individual location.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 26 - 43 % R21, Improve pavement friction (High Friction Surface Treatments) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 55% 10 years
Notes: This CM only applies to crashes occurring within the limits of the improved friction overlay. This CM is not intended to apply to standard chip-seal or open-graded maintenance projects for long segments of corridors or structure repaving projects intended to fix failed pavement.
General information
Where to use:
Nationally, this countermeasure is referred to as "High Friction Surface Treatments" or HFST. Areas as noted having crashes on wet pavements or under dry conditions when the pavement friction available is significantly less than actual roadway speeds; including but not limited to curves, loop ramps, intersections, and areas with short stopping or weaving distances. This treatment is intended to target locations where skidding is determined to be a problem, in wet or dry conditions and the target vehicle is one that runs (skids) off the road or is unable to stop due to insufficient skid resistance.
Why it works:
Improving the skid resistance at locations with high frequencies of wet-road crashes and/or failure to stop crashes can result in a reduction of 50 percent for wet-road crashes and 20 percent for total crashes. Applying HFST can double friction numbers, e.g. low 40s to high 80s. This CM represents a special focus area for both FHWA and Caltrans, which means there are extra resources available for agencies interested in more details on High Friction Surface Treatment projects.
General Qualities (Time, Cost and Effectiveness):
This strategy can be relatively inexpensive and implemented in a short timeframe. The installation would be done by either agency personnel or contractors and can be done by hand or machine. In general, This CM can be very effective and can be considered on a systematic approach.
FHWA CMF Clearinghouse: Crash Types Addressed: Wet, Rear-End, All CRF: 17 - 68 % 2026-09-23 Item #12C Page 112 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 83 R22, Install/Upgrade signs with new fluorescent sheeting (regulatory or warning) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 15% 10 years
Notes: This CM only applies to crashes occurring within the influence area of the new/upgraded signs. This CM is not intended for maintenance upgrades of street-name, parking, guide, or any other signs without a primary focus on roadway safety. This CM is not eligible unless it is done as part of a larger sign audit project, including the study of: 1) the existing signs' locations, sizes and information per MUTCD standards, 2) missing signs per MUTCD standards, and 3) sign retroreflectivity. The overall sign audit scope (or a special exception from the HSIP program manager) must be documented in the Narrative Questions in the application. Based on the scope of the project/audit, it may be appropriate to combine other CMs in the B/C calculation.
General information
Where to use:
The target for this strategy should be on roadway segments with patterns of head on, nighttime, non-intersection, run-off road, and sideswipe crashes related to lack of driver awareness of the presence of a specific roadway feature or regulatory requirement. Ideally this type of safety CM would be combined with other sign evaluations and upgrades (install chevrons, warning signs, delineators, markers, beacons, and relocation of existing signs per MUTCD standards.) Why it works:
This strategy primarily addresses crashes caused by lack of driver awareness (or compliance) roadway signing. It is intended to get the drivers attention and give them a visual warning by using fluorescent yellow sheeting (or other retroreflective material).
General Qualities (Time, Cost and Effectiveness):
Signing improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number of signs. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding. When considering any type of federally funded sign upgrade project, California local agencies are encouraged to consider "Roadway Safety Signing Audit (RSSA) and Upgrade Projects". Including RSSAs in the development phase of sign projects are expected to identify non-standard (per MUTCD) sign features and missing signs that may otherwise go unnoticed. More information on RSSA is available on the Local Assistance HSIP webpage.
FHWA CMF Clearinghouse: Crash Types Addressed: Head on, Run-off road, Sideswipe, Night CRF: 18 - 35%
2026-09-23 Item #12C Page 113 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 84 R23, Install chevron signs on horizontal curves
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 40% 10 years
Notes: This CM only applies to crashes occurring within the influence area of the new signs. (i.e. only through the curve).
General information
Where to use:
Roadways that have an unacceptable level of crashes on relatively sharp curves during periods of light and darkness. Ideally this type of safety CM would be combined with other sign evaluations and upgrades (install warning signs, delineators, markers, beacons, and relocation of existing signs per MUTCD standards.) Why it works:
Post-mounted chevrons are intended to warn drivers of an approaching curve and provide tracking information and guidance to the drivers. While they are intended to act as a warning, it should also be remembered that the posts, placed along the roadside, represent a possible object with which an errant vehicle can crash into. Design of posts to minimize damage and injury is an important part of the considerations to be made when selecting these treatments.
General Qualities (Time, Cost and Effectiveness):
Signing improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number of signs. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding. When considering any type of federally funded sign upgrade project, California local agencies are encouraged to consider "Roadway Safety Signing Audit (RSSA) and Upgrade Projects". Including RSSAs in the development phase of sign projects are expected to identify non-standard (per MUTCD) sign features and missing signs that may otherwise go unnoticed. More information on RSSA is available on the Local Assistance HSIP webpage.
FHWA CMF Clearinghouse: Crash Types Addressed: Run-off Road, All CRF: 6 - 64 % R24, Install curve advance warning signs
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 10 years
Notes: This CM only applies to crashes occurring within the influence area of the new signs. (i.e. only through the curve)
General information
Where to use:
Roadways that have an unacceptable level of crashes on relatively sharp curves during periods of light and darkness. This countermeasure may also include horizontal alignment and/or advisory speed warning signs. Ideally this type of safety CM would be combined with other sign evaluations and upgrades (install warning signs, chevrons, delineators, markers, beacons, and relocation of existing signs per MUTCD standards.)
Why it works:
This strategy primarily addresses problem curves, and serves as an advance warning of an unexpected or sharp curve. It provides advance information and gives drivers a visual warning that their added attention is needed.
General Qualities (Time, Cost and Effectiveness):
Signing improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number of signs. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding. When considering any type of federally funded sign upgrade project, California local agencies are encouraged to consider "Roadway Safety Signing Audit (RSSA) and Upgrade Projects". Including RSSAs in the development phase of sign projects are expected to identify non-standard (per MUTCD) sign features and missing signs that may otherwise go unnoticed. More information on RSSA is available on the Local Assistance HSIP webpage.
FHWA CMF Clearinghouse: Crash Types Addressed: Run-off Road, All CRF: 20 - 30 % 2026-09-23 Item #12C Page 114 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 85 R25, Install curve advance warning signs (flashing beacon) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 10 years
Notes: This CM only applies to crashes occurring within the influence area of the new signs. (i.e. only through the curve)
General information
Where to use:
Roadways that have an unacceptable level of crashes on relatively sharp curves. Flashing beacons in conjunction with warning signs should only be used on horizontal curves that have an established severe crash history to help maintain their effectiveness.
Why it works:
This strategy primarily addresses problem curves, and serves as an enhanced advance warning of an unexpected or sharp curve.
It provides advance information and gives drivers a visual warning that their added attention is needed. Flashing beacons are an added indication that a curve may be particularly challenging.
General Qualities (Time, Cost and Effectiveness):
Use of flashing beacons requires minimal development process, allowing flashing beacons to be installed within a short time period. Before choosing this CM, the agency needs to confirm the ability to provide power to the site (solar may be an option).
In general, This CM can be very effective and can be considered on a systematic approach.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 30 % R26, Install dynamic/variable speed warning signs
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 10 years
Notes: This CM only applies to crashes occurring within the influence area of the new signs. (i.e. through the curve) {This CM does not apply to dynamic regulatory speed warning signs. There are currently no nationally accepted CRFs for dynamic regulatory signs (also known as Radar Speed Feedback Signs).
CRFs are being developed and Caltrans hopes to include these CMs and CRFs in future calls for projects.}
General information
Where to use:
Curvilinear roadways that have an unacceptable level of crashes due to excessive speeds on relatively sharp curves.
Why it works:
This strategy primarily addresses crashes caused by motorists traveling too fast around sharp curves. It is intended to get the drivers attention and give them a visual warning that they may be traveling over the recommended speed for the approaching curve. Care should be taken to limit the placement of these signs to help maintain their effectiveness.
General Qualities (Time, Cost and Effectiveness):
Use of dynamic speed warning signs requires minimal development process, allowing them to be installed within a short time period. Before choosing this CM, the agency needs to confirm the ability to provide power to the site (solar may be an option).
In general, This CM can be very effective and can be considered on a systematic approach.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 0 - 41 % 2026-09-23 Item #12C Page 115 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 86 R27, Install delineators, reflectors and/or object markers For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 15% 10 years
Notes: This CM only applies to crashes occurring within the limits / influence area of the new features. {This is not a striping-related CM}
General information
Where to use:
Roadways that have an unacceptable level of crashes on curves (relatively flat to sharp) during periods of light and darkness.
Any road with a history of fixed object crashes is a candidate for this treatment, as are roadways with similar fixed objects along the roadside that have yet to experience crashes. If a fixed object cannot be relocated or made break-away, placing an object marker can provide additional information to motorists. Ideally this type of safety CM would be combined with other sign evaluations and upgrades (install warning signs, chevrons, beacons, and relocation of existing signs per MUTCD standards.) Why it works:
Delineators, reflectors and/or object markers are intended to warn drivers of an approaching curve or fixed object that cannot easily be removed. They are intended to provide tracking information and guidance to the drivers. They are generally less costly than Chevron Signs as they don't require posts to place along the roadside, avoiding an additional object with which an errant vehicle can crash into.
General Qualities (Time, Cost and Effectiveness):
These improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number of locations. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in low to moderate cost projects that are more appropriate to seek state or federal funding. When considering any type of federally funded sign upgrade project, California local agencies are encouraged to consider "Roadway Safety Signing Audit (RSSA) and Upgrade Projects". Including RSSAs in the development phase of sign projects are expected to identify non-standard (per MUTCD) sign features and missing signs that may otherwise go unnoticed. More information on RSSA is available on the Local Assistance HSIP webpage.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 0 - 30 % 2026-09-23 Item #12C Page 116 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 87 R28, Install edge-lines and centerlines
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 10 years
Notes: This CM only applies to crashes occurring within the limits of the new centerlines and/or edge-lines.
This CM is not intended to be used for general maintenance activities (i.e. the replacement of existing striping and RPMs in-kind) and must include upgraded safety features over the existing striping. For two lane roadways allowing passing, a striping audit must be done to ensure the passing limits meeting the MUTCD standards. Both the centerline and edge-lines are expected to be upgraded, unless prior approval is granted by Caltrans staff in writing and attached to application.
General information
Where to use:
Any road with a history of run-off-road right, head-on, opposite-direction-sideswipe, or run-off-road-left crashes is a candidate for this treatment - install where the existing lane delineation is not sufficient to assist the motorist in understanding the existing limits of the roadway. Depending on the width of the roadway, various combinations of edge line and/or center line pavement markings may be the most appropriate. Incorporating raised/reflective pavement markers (RPMs) into centerlines (and edge-lines) should be considered as it has been shown to improve safety.
Why it works:
Installing edge-lines and centerlines where none exists or making significant upgrades to existing lines (paint to thermoplastic, adding audible disks/bumps in the thermoplastic stripes, or adding RPMs) are intended/designed to help drivers who might leave the roadway because of their inability to see the edge of the roadway along the horizontal edge of the pavement or crossover the centerline of the roadway into oncoming traffic. New pavement marking products tend to be more durable, are allweather, more visible, and have a higher retroreflectivity than traditional pavement markings.
General Qualities (Time, Cost and Effectiveness):
These improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number and length of locations. This CM can be effectively and efficiently implemented using a systematic approach with numerous and long locations, resulting in low to moderate cost projects that are more appropriate to seek state or federal funding. When considering any type of federally funded striping upgrade project, California local agencies are encouraged to consider "Roadway Safety Striping Audit and Upgrade Projects".
Including wide-scale striping audits in the development phase of striping projects are expected to identify non-standard (per MUTCD) striping/marking features, no-passing zone limits needing adjustment, and missing striping/markings that may otherwise go unnoticed. More information on this concepts is available on the Local Assistance HSIP webpage under an RSSA example document. Note: When federal safety funding is used for these installations in high-wear-locations, the local agency is expected to maintain the improvement for a minimum of 10 years.
FHWA CMF Clearinghouse: Crash Types Addressed: Head-on, Run-off Road, All CRF: 0 - 44 % 2026-09-23 Item #12C Page 117 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 88 R29, Install no-passing line
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 45% 10 years
Notes: This CM only applies to crashes occurring within the limits of the new or extended no-passing zones.
General information
Where to use:
Roadways that have a high percentage of head-on crashes suggesting that many head-on crashes may relate to failed passing maneuvers. No-passing lines should be installed where drivers "passing sight distance" is not available due to horizontal or vertical obstructions. General restriping projects can be good opportunities to reevaluate and incorporate new no-passing zones limits. The incorporation 'No Passing Zone' pennants should also be considered when reevaluating the limits of nopassing zones. Installing no-passing limits in areas that are not warranted may reduce the overall safety of the corridor as drivers may become frustrated and attempt passing maneuvers at other locations without the necessary sight distance.
Why it works:
When the centerline markings do not differentiate between passing and no-passing areas, drivers may have difficulty determining where passing maneuvers can be completed safely. Providing clear and engineered passing and no-passing areas can encourage drivers to wait patiently for safe passing areas and avoid aggressively looking for passing opportunities.
General Qualities (Time, Cost and Effectiveness):
These improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number and length of locations. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous and long locations, resulting in low to moderate cost projects that are more appropriate to seek state or federal funding.
FHWA CMF Clearinghouse: Crash Types Addressed: Head-on, Side-swipe CRF: 40 - 53% R30, Install centerline rumble strips/stripes
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 20% 10 years
Notes: This CM only applies to crashes occurring within the limits of the new rumble strips/stripes.
General information
Where to use:
Center Line rumble strips/stripes can be used on virtually any roadway – especially those with a history of head-on crashes. It is recommended that rumble strips/stripes be applied systematically along an entire route instead of only at spot locations. For all rumble strips/stripes, pavement condition should be sufficient to accept milled rumble strips. Care should be taken when considering installing rumble strips in locations with residential land uses or in areas with high bicycle volumes.
Why it works:
Rumble strips provide an auditory indication and tactile rumble when driven on, alerting drivers that they are drifting out of their travel lane, giving them time to recover before they depart the roadway or cross the center line. Additionally, rumble stripes (pavement marking in the rumble itself) provide an enhanced marking, especially in wet dark conditions.
General Qualities (Time, Cost and Effectiveness):
These improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number and length of locations. This CM can be effectively and efficiently implemented using a systematic approach with numerous and long locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.
FHWA CMF Clearinghouse: Crash Types Addressed: Head-on, Side-swipe, All CRF: 15 - 68% 2026-09-23 Item #12C Page 118 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 89 R31, Install edgeline rumble strips/stripes
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 15% 10 years
Notes: This CM only applies to crashes occurring within the limits of the new rumble strips/stripes.
General information
Where to use:
Shoulder and edge line milled rumble strips/stripes should be used on roads with a history of roadway departure crashes. It is recommended that rumble strips/stripes be applied systematically along an entire route instead of only at spot locations. For all rumble strips/stripes, pavement condition should be sufficient to accept milled rumble strips. Special requirements may apply and care should be taken when considering installing rumble strips in locations with residential land uses or in areas with high bicycle volumes.
Why it works:
Rumble strips provide an auditory indication and tactile rumble when driven on, alerting drivers that they are drifting out of their travel lane, giving them time to recover before they depart the roadway or cross the center line. Additionally, rumble stripes (pavement marking in the rumble itself) provide an enhanced marking, especially in wet dark conditions.
General Qualities (Time, Cost and Effectiveness):
These improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number and length of locations. This CM can be effectively and efficiently implemented using a systematic approach with numerous and long locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.
FHWA CMF Clearinghouse: Crash Types Addressed: Run-off Road CRF: 10 - 41% R32, Speed Safety Cameras
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 20% 20 years
Notes: This CM only applies to crashes occurring within the limits of the road sections that Speed Safety Cameras are newly installed.
Agencies should conduct a legal and policy review to determine if Speed Safety Cameras (SSCs) are authorized within a jurisdiction and how the authorization and other traffic laws will affect an SSC program. Please refer to Speed Safety Camera Program Planning and Operations Guide. FHWA, (2023).
General information
Where to use:
Agencies should conduct a network analysis of speeding-related crashes to identify locations to implement SSCs. The analysis can include scope (e.g., widespread, localized), location types (e.g., urban/suburban/rural, work zones, residential, school zones), roadway types (e.g., expressways, arterials, local streets), times of day, and road users most affected by speed-related crashes (e.g., pedestrians, bicyclists). SSCs can be deployed as:
Fixed units—a single, stationary camera targeting one location.
Point-to-Point (P2P) units—multiple cameras to capture average speed over a certain distance.
Mobile units—a portable camera, generally in a vehicle or trailer.
Why it works:
Safe Speeds is a core principle of the Safe System Approach since humans are less likely to survive high-speed crashes. Enforcing safe speeds has been challenging; however, with more information and tools communities can make progress in reducing speeds. Agencies can use speed safety cameras (SSCs) as an effective and reliable technology to supplement more traditional methods of enforcement, engineering measures, and education to alter the social norms of speeding. SSCs use speed measurement devices to detect speeding and capture photographic or video evidence of vehicles that are violating a set speed threshold.
FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: -46 - 61 % 2026-09-23 Item #12C Page 119 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 90 R33PB, Install bike lanes
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 35% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring within the limits of the Class II (not Class III) bike lanes. When an off-street bike-path is proposed that is not adjacent to the roadway, the applicant must document the engineering judgment used to determine which "Ped & Bike" crashes to apply.
General information
Where to use:
Roadway segments noted as having crashes between bicycles and vehicles or crashes that may be preventable with a buffer/shoulder. Most studies suggest that bicycle lanes may provide protection against bicycle/motor vehicle collisions.
Striped bike lanes can be incorporated into a roadway when is desirable to delineate which available road space is for exclusive or preferential use by bicyclists.
Why it works:
Most studies present evidence that bicycle lanes provide protection against bicycle/motor vehicle collisions. Bicycle lanes provide marked areas for bicyclist to travel along the roadway and provide for more predictable movements for both bicyclist and motorist. Evidence also shows that riding with the flow of vehicular traffic reduces bicyclists’ chances of collision with a motor vehicle. Locations with bicycle lanes have lower rates of wrong-way riding. In combination with this CM, better guidance signs and markings for non-motorized and motorized roadway users should be considered, including: sign and markings directing cyclists on appropriate/legal travel paths and signs and markings warning motorists of non-motorized uses of the roadway that should be expected.
General Qualities (Time, Cost and Effectiveness):
Adding striped bicycle lanes can range from the simply restriping the roadway and minor signing to projects that require roadway widening, right-of-way, and environmental impacts. It is most cost efficient to create bike lanes during street reconstruction, street resurfacing, or at the time of original construction. The expected effectiveness of this CM must be assessed for each individual location. For simple installation scenarios, This CM can be very effective and can be considered on a systematic approach.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 0 - 53 % 2026-09-23 Item #12C Page 120 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 91 R34PB, Install Separated Bike Lanes
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 45% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring within the limits of the separated bike lanes.
When an off-street bike-path is proposed that is not adjacent to the roadway, the applicant must document the engineering judgment used to determine which "Ped & Bike" crashes to apply.
General information
Where to use:
Separated bikeways are most appropriate on streets with high volumes of bike traffic and/or high bike-vehicle collisions, presumably in an urban or suburban area. Separation types range from simple, painted buffers and flexible delineators, to more substantial separation measures including raised curbs, grade separation, bollards, planters, and parking lanes. These options range in feasibility due to roadway characteristics, available space, and cost. In some cases, it may be possible to provide additional space in areas where pedestrian and bicyclists may interact, such as the parking buffer, or loading zones, or extra bike lane width for cyclists to pass one another.
Why it works:
Separated bike lanes provide increased safety and comfort for bicyclists beyond conventional bicycle lanes. By separating bicyclists from motor traffic, “protected” or physically separated bike lanes can offer a higher level of comfort and are attractive to a wider spectrum of the public. Intersections and approaches must be carefully designed to promote safety and facilitate leftturns for bicyclists from the primary corridor to cross street.
In combination with this CM, better guidance signs and markings for non-motorized and motorized roadway users should be considered, including: sign and markings directing cyclists on appropriate/legal travel paths and signs and markings warning motorists of non-motorized uses of the roadway that should be expected.
General Qualities (Time, Cost and Effectiveness):
The cost of Installing separated bike lanes can be low to medium or high, depending on whether roadway widening, right-ofway and environmental impacts are involved. It is most cost efficient to create bike lanes during street reconstruction, street resurfacing, or at the time of original construction. The expected effectiveness of this CM must be assessed for each individual location.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 3.7 - 100 % 2026-09-23 Item #12C Page 121 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 92 R35PB, Install sidewalk/pathway (to avoid walking along roadway) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 80% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring within the limits of the new walkway. This CM is not intended to be used where an existing sidewalk is being replaced with a wider one, unless prior Caltrans approval is included in the application. When an off-street multi-use path is proposed that is not adjacent to the roadway, the applicant must document the engineering judgment used to determine which "Ped & Bike" crashes to apply.
General information
Where to use:
Areas noted as not having adequate or no sidewalks and a history of walking along roadway pedestrian crashes. In rural areas asphalt curbs and/or separated walkways may be appropriate.
Why it works:
Sidewalks and walkways provide people with space to travel within the public right-of-way that is separated from roadway vehicles. The presence of sidewalks on both sides of the street has been found to be related to significant reductions in the “walking along roadway” pedestrian crash risk compared to locations where no sidewalks or walkways exist. Reductions of 50 to 90 percent of these types of pedestrian crashes. In combination with this CM, better guidance signs and markings for nonmotorized and motorized roadway users should be considered, including: sign and markings directing pedestrians and cyclists on appropriate/legal travel paths and signs and markings warning motorists of non-motorized uses of the roadway that should be expected.
General Qualities (Time, Cost and Effectiveness):
Costs for sidewalks will vary, depending upon factors such as width, materials, and existing of curb, gutter and drainage.
Asphalt curbs and walkways are less expensive, but require more maintenance. The expected effectiveness of this CM must be assessed for each individual location. These projects can be very effective in areas of high-pedestrian volumes with a past history of crashes involving pedestrians.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 65 - 89 % 2026-09-23 Item #12C Page 122 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 93 R36PB, Install/upgrade pedestrian crossing (with enhanced safety features) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 35% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the influence area (expected to be a maximum of within 250') of the new crossing which includes new enhanced safety features. Note:
This CM is not intended to be combined with the "Install raised pedestrian crossing" when calculating the improvement's B/C ratio. This CM is not intended to be used for high-cost aesthetic enhancements (i.e. stamped concrete or stamped asphalt).
General information
Where to use:
Roadway segments with no controlled crossing for a significant distance in high-use midblock crossing areas and/or multilane roads locations. Based on the Zegeer study (Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Locations) at many locations, a marked crosswalk alone may not be sufficient to adequately protect non-motorized users. In these cases, flashing beacons, curb extensions, medians and pedestrian crossing islands and/or other safety features should be added to complement the standard crossing elements. For multi-lane roadways, advance "yield" markings can be effective in reducing the 'multiple-threat' danger to pedestrians.
Why it works:
Adding pedestrian crossings has the opportunity to greatly enhance pedestrian safety at locations noted as being problematic.
The enhanced safety elements, which may include curb extensions, medians and pedestrian crossing islands, beacons, and lighting, combined with pavement markings delineating a portion of the roadway that is designated for pedestrian crossing.
Care must be taken to warn drivers of the potential for pedestrians crossing the roadway and enhanced improvements added to the crossing increase the likelihood of pedestrians crossing in a safe manner. In combination with this CM, better guidance signs and markings for non-motorized and motorized roadway users should be considered, including: sign and markings directing pedestrians and cyclists on appropriate/legal travel paths and signs. When agencies opt to install aesthetic enhancement to crossing like stamped concrete/asphalt, the project design and construction costs can significantly increase. For HSIP applications, these costs must be accounted for in the B/C calculation, but these costs (over standard crosswalk markings) must be tracked separately and are not federally reimbursable and will increase the agency's local-funding share for the project costs.
General Qualities (Time, Cost and Effectiveness):
Costs associated with this strategy will vary widely, depending on the extent of the curb extensions, raised medians, flashing beacons, and other pedestrian safety elements that are needed with the crossing. When considered at a single location, these improvements can sometimes be low cost and funded through local funding by local crews. This CM can often be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate to high cost projects that are appropriate to seek state or federal funding.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 8 - 56% 2026-09-23 Item #12C Page 123 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 94 R37PB, Install raised pedestrian crossing
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 35% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the area with the new raised crossing. Note:
This CM is not intended to be combined with the "Install pedestrian crossing (with enhanced safety features)" when calculating the improvement's B/C ratio.
General information
Where to use:
On lower-speed roadways, where pedestrians are known to be crossing roadways that involve significant vehicular traffic. Based on the Zegeer study (Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Locations) at many locations, a marked crosswalk alone, may not be sufficient to adequately protect non-motorized users. In these cases, raised crossings can be added to complement the standard crossing elements. Special requirements may apply and extra care should be taken when considering installing raised crossings to ensure unintended safety issues are not created, such as: emergency vehicle access or truck route issues.
Why it works:
Adding a raised pedestrian crossing has the opportunity to enhance pedestrian safety at locations noted as being especially problematic. The raised crossing encourages motorists to reduce their speed and provides improved delineation for the portion of the roadway that is designated for pedestrian crossing. In combination with this CM, better guidance signs and markings for non-motorized and motorized roadway users should be considered, including: sign and markings directing pedestrians and cyclists on appropriate/legal travel paths.
General Qualities (Time, Cost and Effectiveness):
Costs associated with this strategy will vary widely, depending upon the elements of the raised crossing and the need for new curb ramps and sidewalk modifications. This CM may be effectively and efficiently implemented using a systematic approach with more than one location and can have medium to high B/C ratios based on past non-motorized crash history.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 30 - 46% R38PB, Install Rectangular Rapid Flashing Beacon (RRFB) For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 35% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the influence area (expected to be a maximum of within 250') of the crossing which includes the RRFB.
General information
Where to use:
Rectangular Rapid Flashing Beacon (RRFB) includes pedestrian-activated flashing lights and additional signage that enhance the visibility of marked crosswalks and alert motorists to pedestrian crossings. It uses an irregular flash pattern that is similar to emergency flashers on police vehicles. RRFBs are installed at unsignalized intersections and mid-block pedestrian crossings.
Why it works:
RRFBs can enhance safety by increasing driver awareness of potential pedestrian conflicts and reducing crashes between vehicles and pedestrians at unsignalized intersections and mid-block pedestrian crossings. The addition of RRFB may also increase the safety effectiveness of other treatments, such as crossing warning signs and markings.
General Qualities (Time, Cost and Effectiveness):
RRFBs are a lower cost alternative to traffic signals and hybrid signals. This CM can often be effectively and efficiently implemented using a systematic approach with numerous locations.
FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 7 – 47.4% 2026-09-23 Item #12C Page 124 of 127
5/11/2026 Local Roadway Safety Manual (Version 1.8) Page | 95 R39AL, Install Animal Fencing
For HSIP Cycle 13 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Animal 80% 20 years
Notes: This CM only applies to "animal" crashes occurring within the limits of the new fencing.
General information
Where to use:
At locations with high percent of vehicular/animal crashes (reactive) or where there is a known high percent of animals crossing due to migratory patterns (proactive).
Why it works:
Animal fencing helps to channelize the identified animals to a natural or man-made crossing, eliminating the conflict between vehicles and animals on the same place. Animal fencing is typically installed at a bridge location with its "run of need" dependent on the surrounding terrain.
General Qualities (Time, Cost and Effectiveness):
Time to install fencing can be moderate to lengthy depending on the environmental commitments and agreed upon solution to mitigating project impacts. Costs will be fairly low and depend on the "run of need" length. There will be minimal reoccurring maintenance costs on keeping the fence intact. The expected effectiveness of this CM must be assessed for each individual location.
FHWA CMF Clearinghouse: Crash Types Addressed: Animal CRF: 70 - 90 % 2026-09-23 Item #12C Page 125 of 127
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ATP Cycle 8 Projects
Attachment 5
2026-09-23 Item #12C Page 126 of 127
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Le ucadia Blvd
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Lake Dr
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2026-09-23 Item #12C Page 127 of 127