B.1 Intersection Countermeasures – Signalized
S01, Add intersection lighting (Signalized Intersection => S.I.) For HSIP Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% "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% S02, Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number
For HSIP Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% 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% 4/20/2020 Local Roadway Safety P a g e | Appendix-5
S13PB, Install pedestrian median fencing on approaches
For HSIP Calls-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% S14, Create directional median openings to allow (and restrict) left-turns and U-turns (S.I.) For HSIP Calls-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% 4/20/2020 Local Roadway Safety P a g e | Appendix-11
S20PB, Install advance stop bar before crosswalk (Bicycle Box) For HSIP Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% 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% S21PB, Modify signal phasing to implement a Leading Pedestrian Interval (LPI) For HSIP Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% 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 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% 4/20/2020 Local Roadway Safety P a g e | Appendix-15
B.2 Intersection Countermeasures – Non-signalized
NS01, Add intersection lighting (NS.I.)
For HSIP Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% 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 Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% 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% 4/20/2020 Local Roadway Safety P a g e | Appendix-16
NS05, Convert intersection to roundabout (from 2-way stop or Yield control) For HSIP Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% All Varies 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, 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 all-way stop-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-of-way 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. (For this reason, roundabouts may not be appropriate for California's Federal Safety Programs that have relatively short delivery requirements.) 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 % NS06, Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs
For HSIP Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% 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% 4/20/2020 Local Roadway Safety P a g e | Appendix-18
NS07, Upgrade intersection pavement markings (NS.I.)
For HSIP Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% 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% NS08, Install Flashing Beacons at Stop-Controlled Intersections For HSIP Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% 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% 4/20/2020 Local Roadway Safety P a g e | Appendix-19
NS19PB, Install raised medians (refuge islands)
For HSIP Calls-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 must not include the removal of the existing roadway structural section and must be doweled into the existing roadway surface. This new requirement is being implemented to maximize the safety-effectiveness of the limited HSIP funding and to minimize project impacts.
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 % NS20PB, Install pedestrian crossing at uncontrolled locations (signs and markings only) For HSIP Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% 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 % 4/20/2020 Local Roadway Safety P a g e | Appendix-26
NS21PB, Install/upgrade pedestrian crossing at uncontrolled locations (with enhanced safety features)
For HSIP Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% 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% NS22PB, Install Rectangular Rapid Flashing Beacon (RRFB) For HSIP Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% 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% 4/20/2020 Local Roadway Safety P a g e | Appendix-27
B.3 Roadway Countermeasures
R01, Add Segment Lighting
For HSIP Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% 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 Calls-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 % 4/20/2020 Local Roadway Safety P a g e | Appendix-29
R20, Convert from two-way to one-way traffic
For HSIP Calls-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 Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% 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 % 4/20/2020 Local Roadway Safety P a g e | Appendix-39
R22, Install/Upgrade signs with new fluorescent sheeting (regulatory or warning) For HSIP Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% 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%
4/20/2020 Local Roadway Safety P a g e | Appendix-40
R27, Install delineators, reflectors and/or object markers For HSIP Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% 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 % 4/20/2020 Local Roadway Safety P a g e | Appendix-43
R28, Install edge-lines and centerlines
For HSIP Calls-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 100% 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 % 4/20/2020 Local Roadway Safety P a g e | Appendix-44
R33PB, Install Separated Bike Lanes
For HSIP Calls-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 % R34PB, Install sidewalk/pathway (to avoid walking along roadway) For HSIP Calls-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 % 4/20/2020 Local Roadway Safety P a g e | Appendix-47
R35PB, Install/upgrade pedestrian crossing (with enhanced safety features) For HSIP Calls-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% 4/20/2020 Local Roadway Safety P a g e | Appendix-48