PPIC Staff Report with Attachments - 3/26/2026 — Manhattan Beach City Council, May 5, 2026

Agenda Date: 3/26/2026
TO:

Honorable Parking and Public Improvements Commission Chair and Commissioners THROUGH:

Masa Alkire, AICP, Community Development Director
FROM:

Erik Zandvliet, T.E., City Traffic Engineer
SUBJECT:

Consideration of Traffic, Bicycle and Pedestrian Safety Measures along Sepulveda Boulevard

DISCUSS AND PROVIDE DIRECTION
_________________________________________________________ RECOMMENDATION:

Staff recommends that the Commission pass a motion to recommend that the City Council consider a list of potential safety measures on Sepulveda Boulevard to be implemented or studied further for future consideration.

BACKGROUND:

On May 20, 2025, the City Council directed staff to provide a comprehensive report on potential safety measures on Sepulveda Boulevard (State Route 1) in response to three fatal crashes on December 16, 2024, January 8, 2025, and May 4, 2025, along this corridor, two of which were pedestrian fatalities. The City also reached out to Caltrans immediately following the second collision to initiate a joint effort to conduct a safety investigation.

Since June 2025, the City has been collaboratively working with Caltrans District 7 Division of Transportation Safety & Operations to evaluate and implement long-term safety solutions. City and Caltrans staff from multiple departments have been holding tri-weekly meetings to expedite a comprehensive safety evaluation along the Sepulveda Boulevard corridor. This staff task force has identified more than 40 potential safety countermeasures that are described later in this report.

In addition, the Manhattan Beach Police Department has significantly expanded its safety and enforcement efforts, including the following actions:
· Conducted a DUI checkpoint in July, with another planned next month; · Conducted increased educational outreach with message boards and social media; · Increased police presence on Sepulveda Boulevard with high-visibility enforcement and DUI patrols; and
· Deployed surveillance cameras to monitor traffic and pedestrian behavior.

This staff report summarizes the actions that have already been taken, describes the safety study methodology and process, and proposes numerous safety countermeasures that could be

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implemented by the City and Caltrans that would reduce the risk of fatal and injury crashes along Sepulveda Boulevard in the future. The Parking and Public Improvements Commission (Commission) should review and discuss these potential traffic safety measures and recommend that the City Council further pursue those measures that it believes warrant further evaluation.

DISCUSSION:

Study Methodology
At the City Council direction, staff has conducted an extensive safety analysis of the Sepulveda Boulevard corridor. This safety analysis follows the Safe System Approach (SSA), which is a federally adopted multi-faceted strategy aimed at reducing fatalities and serious injuries on public roads. The SSA identifies six interconnected elements to achieve the goal of zero traffic fatalities and serious injuries on all of California’s public roadways: Safe Road Users, Safe Vehicles, Safe Speeds, Safe Roads, Post-Crash Care and Safer Land Use. The SSA is designed to accommodate human mistakes and injury tolerances, ensuring that all road users can travel safely. It is part of the California Strategic Highway Safety Plan (SHSP), which is a federally required plan that guides resource and investment decisions to achieve zero traffic fatalities and serious injuries. The SHSP utilizes a data-driven process to identify key safety needs and guides resource and investment decisions that provide the greatest potential to achieve the plan’s goal of zero traffic fatalities and serious injuries on all of California’s public roadways.

A number of local, state and federal road safety resources were reviewed to determine potential safety measures that may be appropriate based on the location, circumstances and primary collision factors of recent injury and fatal collisions along the study segment. The resources are listed below with additional information attached to this report:
· Making our Roads Safer-28 Proven Safety Countermeasures (FHWA) · Safe Systems Approach (FHWA)
· Crash Modification Factor Clearinghouse Guide
· Countermeasures That Work (NHSTA)
· AASHTO Highway Safety Manual
· Implementing the Safe Systems Approach (CalBerkley SafeTREC) · Traffic Calming Guide (Caltrans)
· Caltrans Highway Design Manual
· City of Manhattan Beach Neighborhood Traffic Calming Program · City of Manhattan Beach Mobility Element
Existing Conditions
Sepulveda Boulevard (State Route 1) within the City limits is a six-lane conventional State highway in a retail and commercial zone with raised median islands separating the northbound and southbound lanes. There is also a residential overlay district on both sides of Sepulveda Boulevard that allows high density residential projects on properties that are zoned “General Commercial”. The Manhattan Village Shopping Center is located on the east side of Sepulveda between Marine Avenue and Rosecrans Avenue. The Skechers headquarters occupies several large buildings on both sides of Sepulveda Boulevard between Tennyson Street and Ronda Drive. Residential homes are located in neighborhoods directly behind the commercial and retail properties fronting Sepulveda Boulevard.

There are ten signalized intersections and 20 unsignalized intersections within the City limits, with exclusive left turn lanes (left turn pockets) at all intersections. Private driveways are located on both sides of the street at closely spaced intervals. Sepulveda Boulevard has an average daily traffic volume of 41,500 vehicles per day between Artesia Boulevard and Manhattan Beach Boulevard, and

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41,500 vehicles per day between Manhattan Beach Boulevard and Rosecrans Avenue. Parking is allowed in the curb lane in each direction during certain hours between Artesia Boulevard and 33rd Street adjacent to commercial properties. Sidewalks are generally less than 10 feet wide and some areas have high pedestrian volumes. Roadway lighting is provided along most of the street length.

Engineering and Traffic Survey
In 2023, Caltrans conducted an Engineering and Traffic Survey on this segment of Sepulveda Boulevard. California Vehicle Code Sections 40801 and 40802 require Engineering and Traffic Surveys (ETS) to establish or revise prima facie speed limits on certain streets within a local jurisdiction before law enforcement can utilize radar or other electronic speed measuring devices for speed enforcement. These surveys must be updated every five, seven, or ten years to ensure the speeds reflect current conditions as dictated by the California Vehicle Code.

A key element in the Survey is the identification of the 85th percentile speed. The 85th percentile speed, also known as the critical speed, is the speed at or below which 85 percent of the traffic travels. This threshold represents what is historically found to be a safe and reasonable speed for most drivers based on normal roadway conditions. The 10-mile an hour (MPH) pace speed is the 10-mile range with the highest concentration of speed samples, meaning that most drivers are driving within this 10-mile speed range. The speed study conducted for the Survey found the following critical and 10-MPH pace speeds:

SEGMENT 85TH %TILE SPEED 10 MPH PACE

NB SB NB SB
Artesia Blvd. to Longfellow Ave. 37 34 28-37 26-35
Longfellow Ave. to 2nd St. 31 39 22-31 30-39
2nd St. to 8th St 37 34 26-35 25-34
8th St. to Manhattan Beach Blvd. 41 39 32-41 30-39
Manhattan Beach Blvd. to Marine Ave. 39 40 27-36 31-40
Marine Ave. to Rosecrans Ave. 39 38 26-35 29-38
Source: State of California 2023 Engineering and Traffic Survey The Survey also evaluated the crash history during a three-year period between October 1, 2019 and September 30, 2022, and found the following crash rates:

Crash Rate:

Date Range: 3 Years (10/02/2019 - 9/30/2022)
Artesia Bl. to 22nd Street 0.73 crashes/Million Vehicle Miles 22nd St. to Rosecrans Avenue 0.48 crashes/Million Vehicle Miles Statewide Average Crash Rate: 0.97 crashes/Million Vehicle Miles The Caltrans Engineering and Traffic Survey determined that the appropriate posted speed limit pursuant to State guidelines is 35 miles per hour (MPH) in both directions. The approved Survey is attached to this report.

Crash History Analysis
An extensive review of the crash history was conducted for Sepulveda Boulevard between Artesia Boulevard and Rosecrans Avenue. Crash data was obtained from the State of California’s Traffic Incident Management System (TIMS) database. For this study, crash data from the latest 4.75 years of reported crashes between January 1, 2021 and September 30, 2025 was used. Crash rates for

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each street segment are expressed in crashes per million vehicle miles (MVM). The segment’s actual collision rate was then compared to the average statewide collision rate for that particular roadway type, as obtained from the “Collision Data on California State Highways” report published by Caltrans in 2023. It should be noted that property damage only crash data is not recorded in the State’s database.

The crash history review reveals that there were three fatal crashes in this 4.5 year period, as summarized below:
· Fatal collision on December 16, 2024, (6:28AM) involving with a northbound driver on Sepulveda Blvd colliding with an eastbound pedestrian outside the crosswalk at 8th St. . · Fatal collision on January 8, 2025, (11:25PM) involving a speeding southbound driver on Sepulveda Boulevard colliding with a westbound driver at 5th Street making a left turn. · Fatal collision on May 4, 2025, (12:45AM) involving a northbound driver on Sepulveda Boulevard colliding with a westbound pedestrian at Ronda Drive.

The following table identifies the number of fatal and injury crashes by street segment and year, with

4.75 year averages as well as a comparison of actual versus statewide crash rates:

SEGMENT FATAL AND INJURY CRASHES
2021 2022 2023 2024 2025* Ave.

Artesia Blvd. to Longfellow Ave. 3 3 3 2 0 2.31
Longfellow Ave. to 2nd St. 0 2 0 0 3 0.63
2nd St. to 8th St 1 1 1 2 2 1.47
8th St. to Manhattan Beach Blvd. 2 2 2 1 1 1.68
Manhattan Beach Blvd. to Marine Ave. 4 1 6 3 6 4.21
Marine Ave. to Rosecrans Ave. 3 4 6 3 2 3.79
TOTAL 13 13 18 11 14 14.53
Fatal 0 0 0 1 2 0.63
# Injured 24 18 28 12 19 21.26
Pedestrian 1 1 3 2 3 2.10
Bicycle 2 1 1 0 2 1.26
Motorcycle 0 0 3 2 2 1.47
Fatal/Injury Crashes per MVM 0.36 0.36 0.50 0.30 0.39 0.41 Statewide Ave. F/I Crashes/MVM 0.50 0.50 0.50 0.50 0.50 0.50 Fatal Crashes per MVM 0 0 0 0.28 0.56 0.084
Statewide Avg. Fatal Crashes/MVM 0.013 0.013 0.013 0.013 0.013 0.013 MVM = Million Vehicle Miles
* - Incomplete (1-9/2025)
This 4.75 year analysis found the following crash types breakdown:

Fatal and Injury Crash Type:

Automobile Only - 66.9%
Pedestrian Involved - 14.4%
Bicycle Involved - 8.6%
Motorcycle Involved - 10.1%
A map of Fatal and Injury collisions within the study period is attached to this report.

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Potential Safety Countermeasures
The FHWA has identified and is promoting widespread use of a set of 28 Proven Safety Countermeasures that can offer significant, measurable impacts as part of any agency’s data-driven, systemic approach to improving safety. These strategies are designed to enhance safety on all kinds of roads. Each countermeasure addresses speed management, intersections, roadway departures, or pedestrians/ bicyclists- along with crosscutting strategies that address all four safety focus areas.

A detailed description of countermeasures is attached to this report.

This safety study analyzed potential countermeasures using the FHWA Crash Modification Factors (CMF) Clearinghouse Guide. The CMF Clearinghouse is a comprehensive and searchable database of published CMFs. It contains all CMFs from a variety of research documents, including the AASHTO Highway Safety Manual and the FHWA Desktop Reference for Crash Reduction Factors.

This safety evaluation also reviewed the City’s Neighborhood Traffic Management Program for potential safety measures that could address the primary collision factors for the crashes along Sepulveda Boulevard, particularly injury and fatal crashes.

The potential safety measures specifically identified for Sepulveda Boulevard generally fall into the following countermeasure categories and sub-categories:
· Access management (to reduce points of conflict between vehicles) o Construct median barriers to prohibit high-conflict turning movements · Advanced technology and ITS (for driver education and crash prevention) o Install speed feedback signs
o Install traffic monitoring sensors
· Bicyclists (to improve safety for vulnerable road users) o Install bicycle lanes, sharrows and bike detection on specific cross-streets · Delineation (to channelize and separate traffic flow) o Install Keep Clear, speed and yield pavement markings o Add lane extension lines through intersection
o Restripe with high-reflectivity striping after resurfacing · Intersection geometry (for positive guidance through intersections) o Add dual left turn lanes at Manhattan Beach Blvd.
o Construct channelizing islands to prohibit illegal turns · Intersection traffic control (to improve pedestrian safety and reduce points of conflict) o Install leading pedestrian signal timing at all traffic signals o Add vehicle detection at signalized intersections
o Prohibit left turns at some unsignalized intersections o Install right turn only restrictions on some high-conflict side streets · Pedestrians (to improve pedestrian safety, give positive guidance and driver awareness) o Install high-visibility crosswalks
o Construct sidewalks, remove barriers
o Construct directional access ramps
o Construct ADA compliant ramps
o Install pedestrian crossing prohibition signs
· Pavement condition and friction (to improve braking performance and driver visibility) o Resurface roadway for all-weather, high contrast striping · Shoulder treatments (for positive lane control)

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o Reduce shoulder width restriping
· Signs (to educate drivers and reduce unsafe pedestrian activity) o Install pedestrian crossing prohibition signs
o Install speed limit signs
· Speed Management
o Install speed feedback signs
o Conduct targeted speed enforcement
o Conduct DUI and vehicle safety checkpoints
During the last nine months, the Caltrans and City staff task force have evaluated a wide range of safety countermeasures and analyzed their potential to reduce the crash risk of pedestrian, bicyclist and motorists along Sepulveda Boulevard in the City. Based on the history of crash types and locations, specific locations were then identified for potential countermeasures. The countermeasures with the greatest potential to reduce future crash rates were then plotted on a street plan and summarized in a table, both of which are attached to this Report.

As noted on the potential safety measures list and plan, many of the measures have already been initiated or are included in a current project. For example, a Caltrans street resurfacing project currently under construction includes or has been modified to include many safety measures, such as ADA curb ramps, high visibility crosswalks, pedestrian crossing treatments and signs, vehicle detection at traffic signals, leading pedestrian walk signals, and a variety of other striping changes.

Similarly, the City has two neighborhood traffic management plans (in the Gelsons Market Area and in the Sketchers Area) in progress that will be used to present potential traffic circulation changes and bike facilities to the adjacent neighborhoods for their consideration. The City has also purchased two new electronic speed feedback signs to be installed on Sepulveda Boulevard.

Other Safety Corridors in California
On October 15, 2025, the California State Transportation Agency (CalSTA) launched a new State Priority Safety Corridor initiative aimed at preventing fatal and serious injuries on the state’s roadways.

These corridors apply the Safe System Approach, now formally adopted through the Joint Secretary’s Policy on Road Safety, into action at the corridor scale. CalSTA has identified two priority corridors to date: Avalon Boulevard in Los Angeles and Varner Road in Thousand Oaks, as pilot projects. Each corridor is prioritized and supported by data as a high-injury location where State, regional, and local partners will apply the Safe System principles of prevention, shared responsibility, and equity to reduce harm and save lives.

The “Go Safely PCH” campaign is Malibu’s major safety initiative aimed at slowing drivers down, increasing enforcement, and reducing the severe crashes on a 21-mile section of Pacific Coast Highway. It was launched after a series of deadly incidents, including the 2023 crash that killed four Pepperdine students, and combines public education, infrastructure upgrades, and stepped-up law enforcement to protect residents, visitors, cyclists, and pedestrians. The campaign included State legislation to authorize the installation of five speed camera systems along the segment, a long term agreement with the California Highway Patrol for speed enforcement, public safety awareness campaign, DUI checkpoints, and $4.3 million in road, bicycle and pedestrian infrastructure safety improvements.

CONCLUSION:

The goal of this report has been to conduct a data-driven safety evaluation of the Sepulveda Boulevard corridor, introduce a variety of relevant safety countermeasures, and propose locations where they could be implemented for the Commission’s consideration. Further analysis and public outreach will be necessary before any potential safety measures that might impact access to neighborhood or commercial properties are implemented. It is recommended that the Commission discuss the

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potential traffic safety measures, hear public testimony and pass a motion to recommend a list of potential measures that should be implemented or studied further for future consideration.

PUBLIC OUTREACH:

The public has been informed of this agenda item as part of the City’s standard meeting notice practices via public bulletin boards, website calendar, and social media. In addition, the Chamber of Commerce and all persons previously expressing an interest in this subject have been sent an email inviting them to this meeting.

ENVIRONMENTAL REVIEW:

The City has reviewed the proposed activity for compliance with the California Environmental Quality Act (CEQA) and has determined that the project falls under the statutory exemption pursuant for a “Feasibility and Planning Study” as defined under Section 15262 of the State CEQA Guidelines. Thus, no environmental review is necessary.

ATTACHMENTS:

1. Potential Sepulveda Boulevard Safety Measures Table (Draft)

2. Safety Study Potential Measures Concept Plan

3. Crash History Map 1/1/2021-9/30/2025

4. Sepulveda Boulevard Engineering and Traffic Survey 7/19/2023

5. California State Priority Safety Corridor Initiative

6. Making Our Roads Safer-28 Proven Safety Countermeasures (FHWA)

7. Implementing the Safe Systems Approach (CalBerkley SafeTREC)

8. PowerPoint Presentation

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City of Manhattan Beach
Potential Sepulveda Boulevard Safety Measures (DRAFT)

FOR PLANNING PURPOSES ONLY

# DESCRIPTION LEAD AGENCY SCHEDULE COST NOTES
1 Construct ADA accessible curb ramps (various locations) Caltrans Shor t $$$ CAPM pro ject 2 Install hi gh visibility crosswalks (various locations) Caltrans Short $$ CAPM pro ject 3 Install hi gh visibility crosswalks (various locations) Cit y Shor t $$ 4 Install pedestrian curb/barrier at corners (various locations) Caltrans Shor t $$ Part of CAPM project 5 Install yield line, pedestrian warning and yield signs at Artesia Bl.

Adjust and add extension lines in intersection. Caltrans Short $$ CCO to CAPM project 6 Install vehicle sensor loops at three intersections (2nd Street, 8th Street, and Longfellow Ave) Caltrans Short $$ CCO to CAPM project 7 Install leading pedestrian interval at intersections Caltrans Short $ Completed. This is standard operation for Caltrans.
8 Prohibit WB left turns at Tenn yson St.* City Medium $ Skechers NTMP 9 Install limit line, KEEP CLEAR pavement markings NB and high visibility crosswalk at Keats St. Caltrans Short $ CCO to CAPM project 10 Prohibit EB left turns at 30th St (Hermosa Beach) Hermosa Beach Short $ In Hermosa Beach 11 Install bike lanes and sharrows on Lon gfellow Ave. City Medium $ Skechers NTMP (Remove parking) 12 Install No Ped Xin g signs at Ronda Dr. in the center median. Caltrans Shor t $ CCO to CAPM project 13 Prohibit WB left turns at Ronda St. * City Medium $ Skechers NTMP 14 Install bike lanes and sharrows on 2 nd Street Cit y Shor t $ Gelsons NTMP (Remove parking) 15 Install 35 MPH pavement markings NB and SB between 2nd St. and 6th St. Caltrans Short $ CCO to CAPM project
16 Install 35 MPH speed limit sign on NB and add additional sign prohibitin
g NB left turns 3-7PM M-F at 3rd St. Caltrans Short $ CCO to CAPM project 17 Relocate speed feedback si gn from 8th St. to 3rd St. City Shor t $ TBD 18 Install limit line and KEEP CLEAR pavement markin gs for NB lanes. Caltrans Shor t $ CCO to CAPM 18b Prohibit EB left turns at 3 rd St.* City Shor t $ Gelsons NTMP 19 Prohibit WB left turns at 5 th St.* City Medium $ Gelsons NTMP 20 Prohibit EB left turns at 6 th St.* City Medium $ Gelsons NTMP 21 Install limit line and KEEP CLEAR pavement markings for NB lanes at 6th St.* Caltrans Short $ CCO to CAPM
21b Prohibit WB left turns at 6 th St.* City Shor t $ Gelsons NTMP 22 Install NB shoulder dia gonal markings between 8th St. to 9th St. Caltrans Shor t $ CCO to CAPM project 23 Install bike lanes and sharrows on 8 th St. City Medium $$ Gelsons NTMP (Widen street) 24 Prohibit WB and EB left turns at 10 th St.* City Medium $ Gelsons NTMP 25 Prohibit EB and WB left turns at 11 th St.* City Medium $$ Existin g City Project at MBB 26 Construct dual NB, EB and WB left turn pockets at MBB City Medium $$$$ Existin g City Project at MBB 27 Prohibit EB and WB left turns at 14 th St.* City Medium $ 28 Prohibit EB and WB left turns at 17 th St.* City Medium $ 29 Prohibit EB and WB left turns at 19 th St.* City Medium $ 30 Prohibit WB left turns at 22 nd St.* City Medium $
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31 Install bike lanes and sharrows on Marine Ave. Cit y Lon g $$$ Widen Stree t 32 Install bike lanes and sharrows on 30 th St. City Lon g $$$ MV shoppin g center driveway 33 Install sidewalks on 33 rd Street City Medium $$$ Existin g City Project 34 Relocate poles and fire h ydrant in sidewalk on 33rd Street Cit y Lon g $$$ 35 Construct bike path west of Veterans Parkwa y bridge Cit y Lon g $$$ 36 Prohibit EB left turns at Valle y Dr.* City Shor t $ 37 Reconfi gure crosswalks at Rosecrans Ave with dual curb ramp City Medium $$$ New curb ramps, si gnal modification 38 Center median landscapin g beautification on entire corridor City Medium $$$$ Drou ght tolerant, remove obstructions 39 Construct pedestrian brid ge between Duncan Dr and Ronda Skechers Lon g $$$$ Proposed b y Skechers # ENFORCEMENT LEAD AGENCY SCHEDULE COST NOTES
40 Conduct DUI checkpoints City Shor t $ Jul y 2025, More in progress 41 Deplo y video surveillance cameras with targeted enforcement City Shor t $ In pro gress 42 Pursue State Priorit y Corridor status City
# EDUCATION LEAD AGENCY SCHEDULE COST NOTES
43 Deplo y changeable message boards with educational messaging Cit y Shor t $ In pro gress 44 Conduct social media and online educational campai gn City Medium $ Consider lo go and identity NOTE * - Future raised center median to prohibit left turns. Additional studies required.

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Sepulveda Boulevard (SR-1)
Safety Study Potential Measures
Sheet 1 of 4
City of Manhattan Beach
Community Development
Traffic Engineering Division
LPI
LPI
Future Ped Bridge
Panda Express
Skechers
Skechers Skechers
Skechers Skechers
Skechers
Chase Bank
Crest of Hill
Skechers Neighborhood Traffic Management Study Area
Skechers Neighborhood Traffic Management Study Area
Install KEEP CLEAR
Markings and limit lines
(CCO)
LEGEND

LPI
Install yield line, pedestrian
warning and yield signs.

Adjust and add extension
lines through intersection
(CCO)
Install vehicle sensors in NB
and SB through lanes (CCO)
Install No Pedestrian
Crossing signs (CCO)
Adjust and add extension lines
through intersection (CCO)

FOR PLANNING PURPOSES ONLY
Revised 03/16/2026
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Sepulveda Boulevard (SR-1)
Safety Study Potential Measures
Sheet 2 of 4
City of Manhattan Beach
Community Development
Traffic Engineering Division
Funded City Project

LPI LPI
LPI
LEGEND

ADA Curb Ramp (Caltrans)
High Visibility Crosswalk (Caltrans)
High Visibility Crosswalk (Manhattan Beach)
Pedestrian Curb/Barrier (Caltrans)
Landscaping Beautification for Visibility
Turn Restriction Island
Bike Lanes
Leading Ped Signal
Street Lighting
LPI
Funded Dual Left Turn
Lane City Project
Wells Fargo
Jiffy-Lube
Crest of Hill
Add shoulder striping
(CCO) (Caltrans)
Gelsons Neighborhood Traffic Management Study Area
Install vehicle sensors in NB
and SB through lanes (CCO)
Install 35 MPH pavement
markings (CCO)
Install KEEP CLEAR
Markings and limit lines
(CCO)
Relocate speed feedback sign and
35 MPH speed limit sign (TBD)
Install No Left Turn 3-7PM
Mon-Fri sign(CCO)
Install 35 MPH pavement
markings (CCO)
Install KEEP CLEAR
Markings and limit lines
(CCO)
Install vehicle sensors in NB
and SB through lanes (CCO)

FOR PLANNING PURPOSES ONLY
Revised 03/16/2026
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Sepulveda Boulevard (SR-1)
Safety Study Potential Measures
Sheet 3 of 4
City of Manhattan Beach
Community Development
Traffic Engineering Division
Ex. No RT on Red
LPI
LPI
LEGEND

FOR PLANNING PURPOSES ONLY
Revised 03/16/2026
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Sepulveda Boulevard (SR-1)
Safety Study Potential Measures
Sheet 4 of 4
City of Manhattan Beach
Community Development
Traffic Engineering Division
Relocate fire hydrant in s/w.

LPI LPI
LPI
LEGEND

FOR PLANNING PURPOSES ONLY
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Fatal and Injury Crashes
1/1/2021 to 9/30/2025

See Lower Right
See Next Page
See Upper Le/ft
Legend
Injury Crash
Fatal Crash
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See Lower Right
See Upper Le/ft See Previous Page
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7 – LA – 001 – PM 21 .919/25.921
Office of Transportation Safety
Division of Transportation Safety
Engineering and Traffic Survey (E&TS)
Prepared by:

Lena Levinson, P.E.

Transportation Engineer
Office of Transportation Safety
Approved by:

Jamal Fakih, P.E. DATE
Senior Transportation Engineer
Office of Transportation Safety
Concurred by:

DATE Sheik Moinuddin, P.E.

Chief (Acting)
Office of Transportation Safety
Lena
07/19/2023
Lena Levinson
66750
09/30/24
07/20/2023
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Office of Transportation Safety
Engineering and Traffic Survey (E&TS) Division of Transportation Safety Pag e | 1
I. BACKGROUND
Thi
s Engineering and Traffic Survey (E&TS) was conducted on State Route 1 ( SR-1, Sepulveda Boulevard, Pacific Coast Highway, PCH ), from north of Artesia Boulevard (PM

21.919) in the City of Manhattan Beach to Imperial H wy (PM 25.921) in the City of El Segundo. The purpose of this E&TS is to update or revise the established s peed limits as appropriate; the previous E&TS for the limits was conducted in August 2007.

Thi
s E&TS consists of obtaining vehicle speed samples and field survey data necessary to complete the vehicle speed survey sheets, including recommendation of appropriate speed based upon but not limited to field observations, critical speed, and accident history.

II. EXI

STING CONDITIONS
A. GENE
RAL
SR-1 b
etween Artesia Boulevard and Imperial H wy is a part of major coastal artery that provided access to the major beach cities along the coast, an urban area and traverses through retail, commercial, industrial, and residential areas in the Cities of Manhattan Beach and El Segundo. Since the 2007 E&TS, there have been new housing developments and businesses along Sepulveda Boulevard.

B. TYP

E OF FACILITY
Se
pulveda Boulevard in the City of Manhattan Beach form Artesia Boulevard (PM 21.919) to Rosecrans Avenue (PM 23.924) is a six -lane conventional highway with raised median islands separating the northbound (NB) and southbound (SB) lanes. This segment of the highway has numerous driveways and alleys with a high number of pedestrians. There are left-turn pockets at all in tersections and curb parking is allowed in some segments of Sepulveda Boulevard during non-peak hours.

Paci
fic Coast Highway (PCH) in the City of El Segundo from Rosecrans Avenue (PM 23.924) to Imperial Highway (PM 25.921) is eight-lane conventional highw ay with left -turn lanes.

Raised median islands separating the NB and SB lanes. In this segment curb parking during non-peak hours is permitted on southbound from Grand Avenue to Sycamore Avenue only.

C. TR
AFFIC
Th
e highway carries a mix of residential, commuter, and through traffic. The 2020 Annual Average Daily Traffic (AADT) ranges from 41,500 to 56,000 vehicles per day.

D. EXI

STING SPEED ZONES
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Office of Transportation Safety
Engineering and Traffic Survey (E&TS) Division of Transportation Safety Pag e | 2
The posted speed limits through the section are as follows:

Limits Speed Limit
From
(Postmile)
To
(Postmile)
NB
MPH
SB
MPH
Artesia Boulevard (PM 21.919) Rosecrans Avenue (PM 23.924) 35 35 Rosecrans Avenue (PM 23.924) El Segundo Boulevard
(PM 24.911) 45 45
El Segundo Boulevard
(PM 24.911) Imperial Hwy (PM 25.921) 40 40
MPH – Miles Per hour
E. AC

CIDENT RATES
The a
ccident rates from the Traffic Accident Surveillance and Analysis System (TASAS) for the three-year period between, October 1, 2019, to September 30, 2022, for SR-1 within the survey limits are as follows:

Hi
ghway Segment
(Postmile)
Accident Rate
(Accidents/MVM)
Fatality Rate
(Accidents/MVM)
Actual Average Actual Average
Artesia Blvd
(PM 21.919)
South of 22nd Street
(PM 23.331) 0.73 0.93 0.00 0.013
22nd Street
(PM 23.331)
Imperial Hwy
(PM 25.921) 0.48 0.87 0.006 0.009
MVM = Million Vehicle Miles
F. ENF

ORCEMENT JURISDICTION
Th
e City of Manhattan Beach Police Department and the City of El Segundo Police Department are the enforcement agencies within their respective city boundaries; these agencies use radar for speed enforcement.

G. SP

EED ZONE FIELD DATA
Sp
eed measurements were taken on February 17, February 19 and February 22, 2021. The results are shown in Attachment A.

III. COM

MUNITY INVOLVEMENT
The
results of this E&TS were shared with both City of Manhattan Beach and City of El Segundo for review and comment.

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Office of Transportation Safety
Engineering and Traffic Survey (E&TS) Division of Transportation Safety Page | 3
IV. CONCLUSIONS AND RECOMMENDATIONS
Bas
ed on field speed measurements, the 85th Percentile and 10 MPH Pace Speeds are shown in the table below:

Loca
tion of Speed Measurements 85th Percentile Speed 10 MPH Pace Speed

NB SB NB SB
Artesia Blvd (PM. 21.919) 37 34 28-37 26- 35
Longfellow Avenue
(PM 22.161) 31 39 22-31 30-39
3rd Street (PM 22.461) 37 34 26-35 25-34
11th Street (PM. 22.841) 41 39 32-41 30-39
Between 18 th (PM 23.191) and 22nd
Street (PM 23.3) 39 40 27-36 31-40
Rosecrans Avenue (PM 23.924) 39 38 26-35 29-38
El Segundo Boulevard (24.911) 47 42 37-46 31-40
N/O Mariposa (PM 25.441) 38 36 30-39 28-37
Imperial Highway (PM 25.921) 38 42 30-39 30-39
N/O = North of; S/O = South of
Bas
ed on the review of collision history, highway surveillance, traffic analysis, and roadway geometry, the proposed speed limits are shown in the table below:

City of Manhattan Beac h, Artesia Boulevard to Rosecrans Avenue (PM 21.919 to PM 23.92) :

The average 85th percentile speed for this segment is 37 MPH in the NB direction and 38 MPH
in the SB direction. The actual accident rate is lower than state average for similar fa
cilities. It is recommended that the existing NB and SB speed limit of 35 MPH be retained for this segment
Limit
s Existing Speed
Limit
Proposed Speed
Limits
From
(Postmile)
To
(Postmile)
NB
MPH
SB
MPH
NB
MPH
SB
MPH
Artesia Blvd
(PM. 21.919)
Rosecrans Avenue
(PM 23.924) 35 35 35 35
Rosecrans Avenue
(PM 23.924)
El Segundo Blvd
(PM 24.911) 45 45 40 40
El Segundo Blvd
(PM 24.911)
Imperial Hwy
(PM 25.921) 40 40 40 40
Parking and Public Improvements Commission
March 26, 2026
32 of 165
7 – LA – 001 – PM 21.919/25.921
Office of Transportation Safety
Engineering and Traffic Survey (E&TS) Division of Transportation Safety Page | 4
City
of El Segundo, Rosecrans Avenue to El Segundo Boulevard (PM 23.924 to PM 24.911):

The av
erage 85th percentile speed on this segment is 43 MPH in the NB direction and 40 MPH in SB direction. It is recommended that the existing speed of 45 MPH be reduced to 40 MPH for the NB and SB directions due to the following factors:
• The 85 th percentile average speed is 4 3 MPH in the NB direction and 40 MPH in SB direction.
• There are horizontal curves along the roadway that may pose visibility issue at higher speed.
• There are driveways with restricted visibility.
• Railroad in the area may increase potentials for traffic conflicts.

City
of El Segundo, El Segundo Boulevard to Imperial Hwy (PM 24.911 to PM 25.921):

The averag
e 85th percentile speed on this segment is 41 MPH in the NB direction and 40 MPH in the SB direction. It is recommended that the existing NB and SB speed limit of 40 MPH be retained for this segment
V. ATTACH
MENTS
A. Vehicle Speed Survey Sheets
B. Speed Zone Survey Layout Sheets
Parking and Public Improvements Commission
March 26, 2026
33 of 165
7 – LA – 001 – PM 21.919/25.921
Office of Transportation Safety
Division of Transportation Safety

ATTACHMENT A

VEHICLE SPEED SURVEY SHEETS
Parking and Public Improvements Commission
March 26, 2026
34 of 165
7 – LA – 001 – PM 21.919/25.921
Office of Transportation Safety
Division of Transportation Safety

ATTACHMENT B

SPEED ZONE SURVEY LAYOUT SHEETS
Parking and Public Improvements Commission
March 26, 2026
35 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 21.919 DEPARTMENT OF TRANSPORTATION DIRECTION(S): NB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/17/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 35 OBSERVER:

WEATHER:
50th Percentile Speed 33.0 10 MPH Pace Speed 28 to 37
85th Percentile Speed 37.0 Percent in Pace Speed 78
Number of Vehicles Observed 100 Percent over Pace Speed 14 Average Speed 33 Percent under Pace Speed 8
Range of Speeds 23 to 42
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
20 0 0 0
21 0 0 0
22 0 0 0
23 2 2 2
24 0 0 2
25 0 0 2
26 2 2 4
27 4 4 8
28 2 2 10
29 11 11 21
30 6 6 27
31 10 10 37
32 12 12 49
33 11 11 60
34 10 10 70
35 5 5 75
36 6 6 81
37 5 5 86
38 2 2 88
39 6 6 94
40 3 3 97
41 2 2 99
42 1 1 100
43 0 0 100
44 0 0 100
45 0 0 100
46 0 0 100
47 0 0 100
48 0 0 100
49 0 0 100
50 0 0 100
51 0 0 100
52 0 0 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100

VEHICLE SPEED SURVEY SHEET
NB PCH at Artesia Blvd
11:35 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 11
12 13
20 22
24 26
28 30
32 34
36 38
40 42
44 46
48 50
52 54
56 58
60 62
64 Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
36 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 21.919 DEPARTMENT OF TRANSPORTATION DIRECTION(S): SB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/17/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 35 OBSERVER:

WEATHER:
50th Percentile Speed 30.0 10 MPH Pace Speed 26 to 35
85th Percentile Speed 34.0 Percent in Pace Speed 84
Number of Vehicles Observed 99 Percent over Pace Speed 10 Average Speed 31 Percent under Pace Speed 6
Range of Speeds 20 to 43
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
20 1 1 1
21 0 0 1
22 0 0 1
23 1 1 2
24 1 1 3
25 3 3 6
26 6 6 12
27 9 9 21
28 11 11 32
29 8 8 40
30 19 19 60
31 13 13 73
32 5 5 78
33 5 5 83
34 3 3 86
35 4 4 90
36 0 0 90
37 2 2 92
38 1 1 93
39 1 1 94
40 2 2 96
41 1 1 97
42 1 1 98
43 2 2 100
44 0 0 100
45 0 0 100
46 0 0 100
47 0 0 100
48 0 0 100
49 0 0 100
50 0 0 100
51 0 0 100
52 0 0 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100

VEHICLE SPEED SURVEY SHEET
NB PCH at Artesia Blvd
11:41 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 11
12 13
14 15
16 17
18 19
20 20
22 24
26 28
30 32
34 36
38 40
42 44
46 48
50 52
54 56
58 60
62 64
Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
37 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 22.161 DEPARTMENT OF TRANSPORTATION DIRECTION(S): NB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/17/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 35 OBSERVER:

WEATHER:
50th Percentile Speed 26.0 10 MPH Pace Speed 22 to 31
85th Percentile Speed 31.0 Percent in Pace Speed 90
Number of Vehicles Observed 100 Percent over Pace Speed 5 Average Speed 27 Percent under Pace Speed 5
Range of Speeds 19 to 39
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
15 0 0 0
16 0 0 0
17 0 0 0
18 0 0 0
19 2 2 2
20 2 2 4
21 1 1 5
22 3 3 8
23 13 13 21
24 7 7 28
25 13 13 41
26 12 12 53
27 10 10 63
28 6 6 69
29 7 7 76
30 8 8 84
31 11 11 95
32 2 2 97
33 0 0 97
34 2 2 99
35 0 0 99
36 0 0 99
37 0 0 99
38 0 0 99
39 1 1 100
40 0 0 100
41 0 0 100
42 0 0 100
43 0 0 100
44 0 0 100
45 0 0 100
46 0 0 100
47 0 0 100
48 0 0 100
49 0 0 100
50 0 0 100
51 0 0 100
52 0 0 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100

VEHICLE SPEED SURVEY SHEET
NB PCH at Longfellow Ave.
10:15 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 11
12 13
14 15
17 19
21 23
25 27
29 31
33 35
37 39
41 43
45 47
49 51
53 55
57 59
Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
38 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 22.161 DEPARTMENT OF TRANSPORTATION DIRECTION(S): SB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/17/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 35 OBSERVER:

WEATHER:
50th Percentile Speed 34.0 10 MPH Pace Speed 30 to 39
85th Percentile Speed 39.0 Percent in Pace Speed 75
Number of Vehicles Observed 99 Percent over Pace Speed 9 Average Speed 34 Percent under Pace Speed 16
Range of Speeds 25 to 46
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
25 1 1 1
26 3 3 4
27 6 6 10
28 1 1 11
29 5 5 16
30 9 9 25
31 9 9 34
32 5 5 39
33 7 7 46
34 6 6 53
35 12 12 65
36 4 4 69
37 8 8 77
38 5 5 82
39 9 9 91
40 2 2 93
41 3 3 96
42 0 0 96
43 1 1 97
44 1 1 98
45 0 0 98
46 2 2 100
47 0 0 100
48 0 0 100
49 0 0 100
50 0 0 100
51 0 0 100
52 0 0 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100
66 0 0 100
67 0 0 100
68 0 0 100
69 0 0 100
70 0 0 100

VEHICLE SPEED SURVEY SHEET
NB PCH at Longfellow Ave.
10:03 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 11
12 13
25 27
29 31
33 35
37 39
41 43
45 47
49 51
53 55
57 59
61 63
65 67
69 Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
39 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 22.461 DEPARTMENT OF TRANSPORTATION DIRECTION(S): SB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/17/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 35 OBSERVER:

WEATHER:
50th Percentile Speed 31.0 10 MPH Pace Speed 26 to 35
85th Percentile Speed 37.0 Percent in Pace Speed 73
Number of Vehicles Observed 100 Percent over Pace Speed 23 Average Speed 32 Percent under Pace Speed 4
Range of Speeds 24 to 45
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
20 0 0 0
21 0 0 0
22 0 0 0
23 0 0 0
24 1 1 1
25 3 3 4
26 7 7 11
27 6 6 17
28 8 8 25
29 7 7 32
30 7 7 39
31 12 12 51
32 5 5 56
33 7 7 63
34 8 8 71
35 6 6 77
36 5 5 82
37 4 4 86
38 4 4 90
39 5 5 95
40 1 1 96
41 1 1 97
42 1 1 98
43 1 1 99
44 0 0 99
45 1 1 100
46 0 0 100
47 0 0 100
48 0 0 100
49 0 0 100
50 0 0 100
51 0 0 100
52 0 0 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100

VEHICLE SPEED SURVEY SHEET
NB PCH at 3rd St.
10:20 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 11
12 13
20 22
24 26
28 30
32 34
36 38
40 42
44 46
48 50
52 54
56 58
60 62
64 Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
40 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 22.461 DEPARTMENT OF TRANSPORTATION DIRECTION(S): SB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/17/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 35 OBSERVER:

WEATHER:
50th Percentile Speed 29.0 10 MPH Pace Speed 25 to 34
85th Percentile Speed 34.0 Percent in Pace Speed 85
Number of Vehicles Observed 100 Percent over Pace Speed 7 Average Speed 29 Percent under Pace Speed 8
Range of Speeds 22 to 38
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
20 0 0 0
21 0 0 0
22 2 2 2
23 4 4 6
24 2 2 8
25 5 5 13
26 3 3 16
27 17 17 33
28 12 12 45
29 10 10 55
30 12 12 67
31 8 8 75
32 6 6 81
33 3 3 84
34 9 9 93
35 2 2 95
36 1 1 96
37 2 2 98
38 2 2 100
39 0 0 100
40 0 0 100
41 0 0 100
42 0 0 100
43 0 0 100
44 0 0 100
45 0 0 100
46 0 0 100
47 0 0 100
48 0 0 100
49 0 0 100
50 0 0 100
51 0 0 100
52 0 0 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100

VEHICLE SPEED SURVEY SHEET
NB PCH at 3rd St.
10:45 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 11
12 13
14 15
16 17
18 20
22 24
26 28
30 32
34 36
38 40
42 44
46 48
50 52
54 56
58 60
62 64
Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
41 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 22.841 DEPARTMENT OF TRANSPORTATION DIRECTION(S): NB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/17/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 35 OBSERVER:

WEATHER:
50th Percentile Speed 36.0 10 MPH Pace Speed 32 to 41
85th Percentile Speed 41.0 Percent in Pace Speed 81
Number of Vehicles Observed 100 Percent over Pace Speed 8 Average Speed 36 Percent under Pace Speed 11
Range of Speeds 24 to 46
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
20 0 0 0
21 0 0 0
22 0 0 0
23 0 0 0
24 1 1 1
25 0 0 1
26 0 0 1
27 0 0 1
28 0 0 1
29 1 1 2
30 4 4 6
31 5 5 11
32 6 6 17
33 5 5 22
34 8 8 30
35 15 15 45
36 5 5 50
37 7 7 57
38 12 12 69
39 9 9 78
40 6 6 84
41 8 8 92
42 3 3 95
43 3 3 98
44 0 0 98
45 1 1 99
46 1 1 100
47 0 0 100
48 0 0 100
49 0 0 100
50 0 0 100
51 0 0 100
52 0 0 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100

VEHICLE SPEED SURVEY SHEET
NB PCH at 11th St.
11:07 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 11
12 13
14 15
16 20
22 24
26 28
30 32
34 36
38 40
42 44
46 48
50 52
54 56
58 60
62 64
Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
42 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 22.841 DEPARTMENT OF TRANSPORTATION DIRECTION(S): SB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/17/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 35 OBSERVER:

WEATHER:
50th Percentile Speed 35.0 10 MPH Pace Speed 30 to 39
85th Percentile Speed 39.0 Percent in Pace Speed 84
Number of Vehicles Observed 100 Percent over Pace Speed 10 Average Speed 35 Percent under Pace Speed 6
Range of Speeds 23 to 46
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
20 0 0 0
21 0 0 0
22 0 0 0
23 2 2 2
24 0 0 2
25 0 0 2
26 0 0 2
27 1 1 3
28 0 0 3
29 3 3 6
30 4 4 10
31 6 6 16
32 6 6 22
33 7 7 29
34 12 12 41
35 14 14 55
36 12 12 67
37 9 9 76
38 7 7 83
39 7 7 90
40 4 4 94
41 0 0 94
42 2 2 96
43 1 1 97
44 2 2 99
45 0 0 99
46 1 1 100
47 0 0 100
48 0 0 100
49 0 0 100
50 0 0 100
51 0 0 100
52 0 0 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100

VEHICLE SPEED SURVEY SHEET
SB PCH at 11th St.
11:17 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 11
12 13
14 15
20 22
24 26
28 30
32 34
36 38
40 42
44 46
48 50
52 54
56 58
60 62
64 Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
43 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 23.231 DEPARTMENT OF TRANSPORTATION DIRECTION(S): NB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/19/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 35 OBSERVER:

WEATHER:
50th Percentile Speed 33.0 10 MPH Pace Speed 27 to 36
85th Percentile Speed 39.0 Percent in Pace Speed 72
Number of Vehicles Observed 100 Percent over Pace Speed 24 Average Speed 33 Percent under Pace Speed 4
Range of Speeds 22 to 45
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
20 0 0 0
21 0 0 0
22 1 1 1
23 0 0 1
24 1 1 2
25 0 0 2
26 2 2 4
27 7 7 11
28 7 7 18
29 4 4 22
30 11 11 33
31 11 11 44
32 5 5 49
33 10 10 59
34 11 11 70
35 3 3 73
36 3 3 76
37 3 3 79
38 3 3 82
39 4 4 86
40 3 3 89
41 3 3 92
42 1 1 93
43 1 1 94
44 5 5 99
45 1 1 100
46 0 0 100
47 0 0 100
48 0 0 100
49 0 0 100
50 0 0 100
51 0 0 100
52 0 0 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100

VEHICLE SPEED SURVEY SHEET
NB PCH between 18th and 22nd
10:03 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 11
12 20
22 24
26 28
30 32
34 36
38 40
42 44
46 48
50 52
54 56
58 60
62 64
Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
44 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 23.231 DEPARTMENT OF TRANSPORTATION DIRECTION(S): SB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/19/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 35 OBSERVER:

WEATHER:
50th Percentile Speed 37.0 10 MPH Pace Speed 31 to 40
85th Percentile Speed 40.0 Percent in Pace Speed 80
Number of Vehicles Observed 100 Percent over Pace Speed 13 Average Speed 37 Percent under Pace Speed 7
Range of Speeds 25 to 52
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
25 1 1 1
26 0 0 1
27 1 1 2
28 2 2 4
29 1 1 5
30 2 2 7
31 3 3 10
32 1 1 11
33 5 5 16
34 10 10 26
35 12 12 38
36 8 8 46
37 12 12 58
38 15 15 73
39 10 10 83
40 4 4 87
41 1 1 88
42 0 0 88
43 2 2 90
44 2 2 92
45 2 2 94
46 2 2 96
47 0 0 96
48 0 0 96
49 2 2 98
50 0 0 98
51 0 0 98
52 2 2 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100
66 0 0 100
67 0 0 100
68 0 0 100
69 0 0 100
70 0 0 100

VEHICLE SPEED SURVEY SHEET
NB PCH between 18th and 22nd
9:50 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 11
12 13
14 15
16 25
27 29
31 33
35 37
39 41
43 45
47 49
51 53
55 57
59 61
63 65
67 69
Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
45 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 23.924 DEPARTMENT OF TRANSPORTATION DIRECTION(S): NB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/19/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 35 OBSERVER:

WEATHER:
50th Percentile Speed 32.0 10 MPH Pace Speed 26 to 35
85th Percentile Speed 39.0 Percent in Pace Speed 67
Number of Vehicles Observed 100 Percent over Pace Speed 28 Average Speed 33 Percent under Pace Speed 5
Range of Speeds 23 to 51
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
20 0 0 0
21 0 0 0
22 0 0 0
23 2 2 2
24 0 0 2
25 3 3 5
26 6 6 11
27 6 6 17
28 5 5 22
29 7 7 29
30 9 9 38
31 6 6 44
32 9 9 53
33 8 8 61
34 5 5 66
35 6 6 72
36 4 4 76
37 4 4 80
38 1 1 81
39 5 5 86
40 1 1 87
41 2 2 89
42 1 1 90
43 3 3 93
44 4 4 97
45 0 0 97
46 0 0 97
47 0 0 97
48 1 1 98
49 0 0 98
50 1 1 99
51 1 1 100
52 0 0 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100

VEHICLE SPEED SURVEY SHEET
NB PCH south of Rosecrans
10:37 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 20
22 24
26 28
30 32
34 36
38 40
42 44
46 48
50 52
54 56
58 60
62 64
Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
46 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 23.924 DEPARTMENT OF TRANSPORTATION DIRECTION(S): SB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/19/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 35 OBSERVER:

WEATHER:
50th Percentile Speed 32.0 10 MPH Pace Speed 29 to 38
85th Percentile Speed 38.0 Percent in Pace Speed 72
Number of Vehicles Observed 100 Percent over Pace Speed 9 Average Speed 32 Percent under Pace Speed 19
Range of Speeds 22 to 52
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
20 0 0 0
21 0 0 0
22 1 1 1
23 1 1 2
24 2 2 4
25 4 4 8
26 4 4 12
27 3 3 15
28 4 4 19
29 9 9 28
30 5 5 33
31 13 13 46
32 9 9 55
33 4 4 59
34 9 9 68
35 7 7 75
36 4 4 79
37 5 5 84
38 7 7 91
39 2 2 93
40 2 2 95
41 2 2 97
42 1 1 98
43 0 0 98
44 0 0 98
45 1 1 99
46 0 0 99
47 0 0 99
48 0 0 99
49 0 0 99
50 0 0 99
51 0 0 99
52 1 1 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100

VEHICLE SPEED SURVEY SHEET
SB PCH south of Rosecrans
10:20 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 11
12 13
14 20
22 24
26 28
30 32
34 36
38 40
42 44
46 48
50 52
54 56
58 60
62 64
Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
47 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 24.911 DEPARTMENT OF TRANSPORTATION DIRECTION(S): NB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/19/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 45 OBSERVER:

WEATHER:
50th Percentile Speed 41.0 10 MPH Pace Speed 37 to 46
85th Percentile Speed 47.0 Percent in Pace Speed 60
Number of Vehicles Observed 100 Percent over Pace Speed 20 Average Speed 41 Percent under Pace Speed 20
Range of Speeds 30 to 55
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
30 1 1 1
31 2 2 3
32 2 2 5
33 1 1 6
34 7 7 13
35 6 6 19
36 1 1 20
37 8 8 28
38 7 7 35
39 4 4 39
40 7 7 46
41 5 5 51
42 9 9 60
43 5 5 65
44 4 4 69
45 8 8 77
46 3 3 80
47 6 6 86
48 6 6 92
49 2 2 94
50 2 2 96
51 1 1 97
52 0 0 97
53 2 2 99
54 0 0 99
55 1 1 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100
66 0 0 100
67 0 0 100
68 0 0 100
69 0 0 100
70 0 0 100
71 0 0 100
72 0 0 100
73 0 0 100
74 0 0 100
75 0 0 100

VEHICLE SPEED SURVEY SHEET
SB PCH south of El-Segundo
11:27 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 30
32 34
36 38
40 42
44 46
48 50
52 54
56 58
60 62
64 66
68 70
72 74
Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
48 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 24.911 DEPARTMENT OF TRANSPORTATION DIRECTION(S): SB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/19/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 45 OBSERVER:

WEATHER:
50th Percentile Speed 36.0 10 MPH Pace Speed 31 to 40
85th Percentile Speed 42.0 Percent in Pace Speed 70
Number of Vehicles Observed 100 Percent over Pace Speed 21 Average Speed 37 Percent under Pace Speed 9
Range of Speeds 27 to 51
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
25 0 0 0
26 0 0 0
27 1 1 1
28 2 2 3
29 1 1 4
30 5 5 9
31 7 7 16
32 4 4 20
33 5 5 25
34 7 7 32
35 8 8 40
36 10 10 50
37 5 5 55
38 9 9 64
39 7 7 71
40 8 8 79
41 5 5 84
42 3 3 87
43 4 4 91
44 3 3 94
45 1 1 95
46 0 0 95
47 1 1 96
48 1 1 97
49 1 1 98
50 1 1 99
51 1 1 100
52 0 0 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100
66 0 0 100
67 0 0 100
68 0 0 100
69 0 0 100
70 0 0 100

VEHICLE SPEED SURVEY SHEET
SB PCH south of El-Segundo
11:22 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 11
25 27
29 31
33 35
37 39
41 43
45 47
49 51
53 55
57 59
61 63
65 67
69 Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
49 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 25.441 DEPARTMENT OF TRANSPORTATION DIRECTION(S): NB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/22/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 40 OBSERVER:

WEATHER:
50th Percentile Speed 34.0 10 MPH Pace Speed 30 to 39
85th Percentile Speed 38.0 Percent in Pace Speed 75
Number of Vehicles Observed 100 Percent over Pace Speed 12 Average Speed 35 Percent under Pace Speed 13
Range of Speeds 25 to 50
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
25 1 1 1
26 2 2 3
27 2 2 5
28 7 7 12
29 1 1 13
30 6 6 19
31 10 10 29
32 8 8 37
33 7 7 44
34 6 6 50
35 10 10 60
36 9 9 69
37 8 8 77
38 8 8 85
39 3 3 88
40 2 2 90
41 3 3 93
42 2 2 95
43 0 0 95
44 0 0 95
45 1 1 96
46 1 1 97
47 0 0 97
48 1 1 98
49 0 0 98
50 2 2 100
51 0 0 100
52 0 0 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100
66 0 0 100
67 0 0 100
68 0 0 100
69 0 0 100
70 0 0 100

VEHICLE SPEED SURVEY SHEET
north of Mariposa Ave
10:05 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 11
25 27
29 31
33 35
37 39
41 43
45 47
49 51
53 55
57 59
61 63
65 67
69 Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
50 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 25.441 DEPARTMENT OF TRANSPORTATION DIRECTION(S): SB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/22/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 40 OBSERVER:

WEATHER:
50th Percentile Speed 32.0 10 MPH Pace Speed 28 to 37
85th Percentile Speed 36.0 Percent in Pace Speed 86
Number of Vehicles Observed 99 Percent over Pace Speed 7 Average Speed 32 Percent under Pace Speed 7
Range of Speeds 25 to 39
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
25 3 3 3
26 1 1 4
27 3 3 7
28 4 4 11
29 3 3 14
30 16 16 30
31 10 10 40
32 17 17 58
33 10 10 68
34 10 10 78
35 4 4 82
36 4 4 86
37 7 7 93
38 3 3 96
39 4 4 100
40 0 0 100
41 0 0 100
42 0 0 100
43 0 0 100
44 0 0 100
45 0 0 100
46 0 0 100
47 0 0 100
48 0 0 100
49 0 0 100
50 0 0 100
51 0 0 100
52 0 0 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100
66 0 0 100
67 0 0 100
68 0 0 100
69 0 0 100
70 0 0 100

VEHICLE SPEED SURVEY SHEET
north of Mariposa Ave
10:15 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 11
12 13
14 15
16 17
18 25
27 29
31 33
35 37
39 41
43 45
47 49
51 53
55 57
59 61
63 65
67 69
Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
51 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 25.921 DEPARTMENT OF TRANSPORTATION DIRECTION(S): NB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/22/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 40 OBSERVER:

WEATHER:
50th Percentile Speed 35.0 10 MPH Pace Speed 30 to 39
85th Percentile Speed 38.0 Percent in Pace Speed 84
Number of Vehicles Observed 100 Percent over Pace Speed 9 Average Speed 34 Percent under Pace Speed 7
Range of Speeds 24 to 48
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
20 0 0 0
21 0 0 0
22 0 0 0
23 0 0 0
24 1 1 1
25 0 0 1
26 0 0 1
27 1 1 2
28 4 4 6
29 1 1 7
30 9 9 16
31 13 13 29
32 7 7 36
33 4 4 40
34 6 6 46
35 17 17 63
36 9 9 72
37 9 9 81
38 8 8 89
39 2 2 91
40 3 3 94
41 1 1 95
42 2 2 97
43 0 0 97
44 1 1 98
45 1 1 99
46 0 0 99
47 0 0 99
48 1 1 100
49 0 0 100
50 0 0 100
51 0 0 100
52 0 0 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100

VEHICLE SPEED SURVEY SHEET
South of Imperial Hwy
10:45 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 11
12 13
14 15
16 17
18 20
22 24
26 28
30 32
34 36
38 40
42 44
46 48
50 52
54 56
58 60
62 64
Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
52 of 165
STATE OF CALIFORNIA LOCATION:

BUSINESS, TRANSPORTATION AND HOUSING AGENCY P.M.: 25.921 DEPARTMENT OF TRANSPORTATION DIRECTION(S): SB ROUTE: 1
CALTRANS DISTRICT 7 DATE: 2/22/2021 TIME:

OFFICE OF TRAFFIC MANAGEMENT POSTED SPEED LIMITS: 40 OBSERVER:

WEATHER:
50th Percentile Speed 36.0 10 MPH Pace Speed 30 to 39
85th Percentile Speed 42.0 Percent in Pace Speed 63
Number of Vehicles Observed 100 Percent over Pace Speed 24 Average Speed 36 Percent under Pace Speed 13
Range of Speeds 27 to 50
Speed NO. Pct. Cum. Pct.
(M PH) (cars) (%) (%)
25 0 0 0
26 0 0 0
27 5 5 5
28 6 6 11
29 2 2 13
30 8 8 21
31 8 8 29
32 2 2 31
33 3 3 34
34 5 5 39
35 8 8 47
36 7 7 54
37 13 13 67
38 5 5 72
39 4 4 76
40 6 6 82
41 2 2 84
42 4 4 88
43 2 2 90
44 2 2 92
45 5 5 97
46 0 0 97
47 2 2 99
48 0 0 99
49 0 0 99
50 1 1 100
51 0 0 100
52 0 0 100
53 0 0 100
54 0 0 100
55 0 0 100
56 0 0 100
57 0 0 100
58 0 0 100
59 0 0 100
60 0 0 100
61 0 0 100
62 0 0 100
63 0 0 100
64 0 0 100
65 0 0 100
66 0 0 100
67 0 0 100
68 0 0 100
69 0 0 100
70 0 0 100

VEHICLE SPEED SURVEY SHEET
South of Imperial Hwy
10:34 AM
AM, WH
Clear and sunny
0 5
10 15
20 25
30 35
40 45
50 55
60 65
70 75
80 85
90 95
100
105

CUMULATIVE SPEED CURVE
85th Percentile Speed
50th Percentile Speed
0 1
2 3
4 5
6 7
8 9
10 11
12 13
14 25
27 29
31 33
35 37
39 41
43 45
47 49
51 53
55 57
59 61
63 65
67 69
Cum. Pct.

Speed (MPH)
Parking and Public Improvements Commission
March 26, 2026
53 of 165
REMARKS:

ROADWAY WIDTH
NO. OF STRIPED LANES

TYPE OF DIVISION STRIP

OBSERVED SPEED-CRITICAL

TRAFFIC SIGNAL DATA

AVERAGE DAILY TRAFFIC

OBSERVED SPEED-PACE

PROPOSED SPEED LIMIT
MPH

ACCIDENT RATE

DISTANCE IN FEET

GRADIENT
MPH

STATE OF CALIFORNIA

DEPARTMENT OF TRANSPORTATION

DIVISION OF HIGHWAYS

TRAFFIC BRANCH

SPEED ZONE SURVEY
DIST. CO. RTE. SEC.

CITY OR TOWN

STREET OR ROAD

FROM TO
SCALE
DATE
LEGEND

ROAD SIGNS

CRITICAL SPEED

LOWER LIMIT OF PACE

INDICATE

HOSPITALS, PUBLIC BUILDINGS,

AUDITORIUMS, PUBLIC PARKS,

SCHOOLS
(CODE NO.)

REGULATORY & WARNING

ALIGNMENT

EXISTING SIGNED ZONE

TANGENT
LEVEL
20 30
40 50 S
07 LA
1"=200'
50004000300020001000
20 30
40 50

ROADWAY WIDTH

NOT TO SCALE
A
R
T
E
S
I
A

B
L
V
D
24TH ST.
24TH PL

MANHATTAN BEACH
S

BUSINESS

RAISED MEDIAN
S A
41,500
01 MANHATTAN BCH

SEPULVEDA BLVD

TRAFFIC SIGNALS
/MVM
W4-2

0.94 R9-3A (B/B)
R73-2(CA) ON MA
R26(S)(CA)
R73 (MOD) ON MA
35 MPH
1 OF 5
APRIL 2023

21.00 22.00
35 MPH
6 ON STRUCTURE
G28-2(91)/R73(MOD)
37 26-35
34 28-37
80 N.S.A.T.

Parking and Public Improvements Commission
March 26, 2026
54 of 165
REMARKS:

ROADWAY WIDTH
NO. OF STRIPED LANES

TYPE OF DIVISION STRIP

OBSERVED SPEED-CRITICAL

TRAFFIC SIGNAL DATA

AVERAGE DAILY TRAFFIC

OBSERVED SPEED-PACE

PROPOSED SPEED LIMIT
MPH

ACCIDENT RATE

DISTANCE IN FEET

GRADIENT
MPH

STATE OF CALIFORNIA

DEPARTMENT OF TRANSPORTATION

DIVISION OF HIGHWAYS

TRAFFIC BRANCH

SPEED ZONE SURVEY
DIST. CO. RTE. SEC.

CITY OR TOWN

STREET OR ROAD

FROM TO
SCALE
DATE
LEGEND

ROAD SIGNS

TRAFFIC SIGNS

CRITICAL SPEED

LOWER LIMIT OF PACE

INDICATE

HOSPITALS, PUBLIC BUILDINGS,

AUDITORIUMS, PUBLIC PARKS,

SCHOOLS

EXISTING ZONESGREEN

RED PROPOSED ZONES
(CODE NO.)

REGULATORY & WARNING

ALIGNMENT

EXISTING SIGNED ZONE

CURVE LEFT TANGENT
LEVEL-%

CURVE RIGHT
+%

TANGENT
LEVEL
20 30
40 50 S
07 LA
1"=200'
50004000300020001000
20 30
40 50

ROADWAY WIDTH

NOT TO SCALE
TENNYSON ST.

KEATS ST.
30TH ST.

LONGFELLOW AVE.

R28(S)/R2-1(35)
R1-1
R26(S)(CA)
R3-18/R6-1
R1-1/R3-5(MOD)
R3-18/R82B(CA)
R6-1
R4-7/OM1-3
R3-2
R4-7/OM1-1
R3-18
S
R73-3(CA) ON MA
BOUNDARY PL.

DUNCAN DR.

DUNCAN PL.

RONDA DR.

FIRST ST.

SW44(CA)
R3-4 ON MA
R1-1
R10
DUNCAN AVE.

R36(3)
SECOND ST.

THIRD ST.

FIFTH ST.

R3-3
S
R3-3/R6-1
R2-1(35)/R37(CA)(MOD)
SIXTH ST.

SIXTH ST.

EIGTH ST.

R3-18
R73-3
NINTH ST.

TENTH ST.

ELEVENTH ST.

MANHATTAN BCH BL.

S
R3-7
R3-18
R38(S)(MOD)
R3-18/R3-3(MOD)
S
R3-4 ON MA
R73-6 ON MA
R3-7
001
MANHATTAN BCH.

SEPULVEDA BLVD.

22.00 23.00
APRIL 2023

MANHATTAN BEACH

SOLID BUSINESS/ RETAIL
74 6

RAISED MEDIAN

S AS A S A F A
44,000
R26(S)(CA)
R3-18
R4-7/OM1-1
R26(S)(CA)
R3-18
R37(CA)(MOD)
R1-1
R3-18
R3-2
R1-1
R1-1
R2-1(35)/R37(CA)(MOD)
R3-18/R82B(CA)
R4-7/OM1-1
R1-1
R37(CA)(MOD)
R37(CA)(MOD)
R37(CA)(MOD)
R37(CA)(MOD)
R37(CA)(MOD)
R37(CA)(MOD)
R37(CA)(MOD)
R37(CA)(MOD)
R37(CA)(MOD)
R37(CA)(MOD)
R37(CA)(MOD)
R37(CA)(MOD)
R37(CA)(MOD)
R26(S)(CA)
R3-18/R82B(CA)
R3-18/R82B(CA)
R37(CA)(MOD)
R1-1
R37(CA)(MOD)
R1-1
R37(CA)(MOD)
R37(CA)(MOD)
R2-1(35)/R37(CA)(MOD)
R1-1
R37(CA)(MOD)
R37(CA)(MOD)
R1-1
R37(CA)(MOD)
R37(CA)(MOD)
R1-1
R37(CA)(MOD)
R4-7/OM2-1H
R1-1
R3-18/R6-1
R3-18
R3-18/R82B(MOD)
R2-1(35)/R37(CA)(MOD)
R37(CA)(MOD)
R37(CA)(MOD)
R1-1
R37(CA)(MOD)
R37(CA)(MOD)
R3-18/R82B(MOD)

SOLID BUSINESS/ RETAIL
R37(CA)(MOD)
R37(CA)(MOD)
R1-1
R37(CA)(MOD)
R3-1/R6-1
R5-1/R1-1(B/B)
R6-1(MOD)(CA)
R37(CA)(MOD)
R1-1
R37(CA)(MOD)
R37(CA)(MOD)
R1-1
R37(CA)(MOD)
R1-1
R3-18/R3-2/R82B(MOD)
3139
30-39 22-31
3734
25-34 26-35
4139
30-39 32-41
2 OF 5
35 MPH
35 MPH
N.S.A.T.

0.94 Parking and Public Improvements Commission
March 26, 2026
55 of 165
REMARKS:

ROADWAY WIDTH
NO. OF STRIPED LANES

TYPE OF DIVISION STRIP

OBSERVED SPEED-CRITICAL

TRAFFIC SIGNAL DATA

AVERAGE DAILY TRAFFIC

OBSERVED SPEED-PACE

PROPOSED SPEED LIMIT
MPH

ACCIDENT RATE

DISTANCE IN FEET

GRADIENT
MPH

STATE OF CALIFORNIA

DEPARTMENT OF TRANSPORTATION

DIVISION OF HIGHWAYS

TRAFFIC BRANCH

SPEED ZONE SURVEY
DIST. CO. RTE. SEC.

CITY OR TOWN

STREET OR ROAD

FROM TO
SCALE
DATE
LEGEND

ROAD SIGNS

TRAFFIC SIGNS

CRITICAL SPEED

LOWER LIMIT OF PACE

INDICATE

HOSPITALS, PUBLIC BUILDINGS,

AUDITORIUMS, PUBLIC PARKS,

SCHOOLS
(CODE NO.)

REGULATORY & WARNING

ALIGNMENT

EXISTING SIGNED ZONE

CURVE LEFT TANGENT
LEVEL-%

CURVE RIGHT
+%

TANGENT
LEVEL
20 30
40 50 S
07 LA
1"=200'
APRIL 2023
50004000300020001000
20 30
40 50

ROADWAY WIDTH

NOT TO SCALE
14TH ST
17TH ST.
18TH ST
19TH ST
R26(S)(CA)
R26(S)(CA)/R2-1(35)
R6-1(B/B)
R1-1
R1-1
R6-1
R3-18/R82B(MOD)/R6-1
R3-5(R)
01 PCH

23.00 24.00
3 OF 5
R1-1/R3-2
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
22ND ST
30TH ST
33RD ST

ROSECRANS AVE

MARINE AVE
VA
LL
E
Y

D
R

S S S S S
27TH ST
R3-18/R6-1
OM1-3
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R3-18
R1-1/R3-2/R82B(MOD)
R26(S)(CA)
R3-18 ON MA
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R73-3(MOD) ON MA
R3-7/R26(S)(CA)
R26(S)(CA)
R3-7/R26(S)(CA)
R3-18/R82B(MOD)
R3-18 ON MA
R3-18
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)/R3-7
R13A(CA)
R13A(CA)
R26(S)(CA)
W74(CA)/R26(S)(CA)
R2-1(45)/R26(S)(CA)R3-7
R2-1(35)
R26(S)(CA)
R3-7
R73-6 ON MA
R26(S)(CA)/R2-1(35)
R26(S)(CA)
R1-1
R3-1
R5-1/R5-1a
R73-2 ON MA
R5-1/R5-1a
R107(CA)(MOD)
R73-2 ON MA
R9-3A (B/B)
R37(CA)(MOD)
R37(CA)(MOD)
R1-1/R3-5R
R3-7/R26L(CA)
R3-7
R3-18 ON MA
R73-6
R26L(CA)
R26L(CA)/R2-1(35)
R38(S)(CA)(MOD)
R3-18/R82B(MOD)
R38(S)(CA)(MOD)
R38(S)(CA)(MOD)
R3-2/R82B(MOD)
R37(CA)(MOD)
R10-11
R37(CA)(MOD)
R37(CA)(MOD)
R37(CA)(MOD)
R37(CA)(MOD)
OM1-3
R37(CA)(MOD)
R37(CA)(MOD)
R1-1
3940
31-40 27-36
3938
29-38 26-35

RAISED MEDIAN
7 74
S A
58,000

S A F A F A F A
6 86-7
35 MPH 45 MPH
35 MPH 40 MPH
N.S.A.T.

0.62 N.S.A.T.

MANHATTAN BEACH

SOLID BUSINESS/ RETAIL

EL SEGUNDO

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REMARKS:

ROADWAY WIDTH
NO. OF STRIPED LANES

TYPE OF DIVISION STRIP

OBSERVED SPEED-CRITICAL

TRAFFIC SIGNAL DATA

AVERAGE DAILY TRAFFIC

OBSERVED SPEED-PACE

PROPOSED SPEED LIMIT
MPH

ACCIDENT RATE

DISTANCE IN FEET

GRADIENT
MPH

STATE OF CALIFORNIA

DEPARTMENT OF TRANSPORTATION

DIVISION OF HIGHWAYS

TRAFFIC BRANCH

SPEED ZONE SURVEY
DIST. CO. RTE. SEC.

CITY OR TOWN

STREET OR ROAD

FROM TO
SCALE
DATE
LEGEND

ROAD SIGNS

TRAFFIC SIGNS

CRITICAL SPEED

LOWER LIMIT OF PACE

INDICATE

HOSPITALS, PUBLIC BUILDINGS,

AUDITORIUMS, PUBLIC PARKS,

SCHOOLS
(CODE NO.)

REGULATORY & WARNING

ALIGNMENT

EXISTING SIGNED ZONE

CURVE LEFT TANGENT
LEVEL-%

CURVE RIGHT
+%

TANGENT
LEVEL
20 30
40 50 S
07 LA
1"=200'
APRIL 2023
50004000300020001000
20 30
40 50

ROADWAY WIDTH

NOT TO SCALE
01 PCH

24.00 25.00
4 OF 5

PARK PL

SEPULVEDA BLVD

HUGHES WAY

EL SEGUNDO BLVD
R4-4
R3-7/R26(S)(CA)
R3-7/R26(S)(CA)
R3-7/R26(S)(CA)

RAILROAD
R26(S)(CA)
S S S
R26(S)(CA)
R26(S)(CA)
R3-7
R1-1/R3-5R(MOD)
R3-18 ON MA
R26(S)(CA)
R2-1(45)
R6-1
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R6-1
W3-3
R2-4(40)
R26(S)(CA)
R9-3A
R73(MOD)(CA)/R10-7 ON MA
R73-3(CA)
R26(S)(CA)
R26(S)(CA)
R3-7
R26(S)(CA)
R26(S)(CA)
R73-2(CA)/R10-7 ON MA
R9-3
R9-3
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R3-4/R82B(MOD)
R3-4/R82B(MOD)
R3-5R
R2-1(40)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
W74(CA)
R26(S)(CA)
R3-7
R3-7
R9-3(B/B)
R9-3(B/B)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
W10-1
R73-6
R73-6 ON MA
R26(S)(CA)
R4-7/OM1-3
W74(CA)
R26(S)(CA)
W3-3
R26(S)(CA)

S A F A F A

DOUBLE YELLOW STRIPERAISED MEDIAN RAISED MEDIAN
120
8 4742
31-40 37-46
55,000
45 MPH 40 MPH
40 MPH 40 MPH

0.62 N.S.A.T.

N.S.A.T.

SOLID BUSINESS/ RETAIL EL SEGUNDO GOLF COURSE

INDUSTRIAL SCATTERED BUSINESS

EL SEGUNDO
Parking and Public Improvements Commission
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REMARKS:

ROADWAY WIDTH
NO. OF STRIPED LANES

TYPE OF DIVISION STRIP

OBSERVED SPEED-CRITICAL

TRAFFIC SIGNAL DATA

AVERAGE DAILY TRAFFIC

OBSERVED SPEED-PACE

PROPOSED SPEED LIMIT
MPH

ACCIDENT RATE

DISTANCE IN FEET

GRADIENT
MPH

STATE OF CALIFORNIA

DEPARTMENT OF TRANSPORTATION

DIVISION OF HIGHWAYS

TRAFFIC BRANCH

SPEED ZONE SURVEY
DIST. CO. RTE. SEC.

CITY OR TOWN

STREET OR ROAD

FROM TO
SCALE
DATE
LEGEND

ROAD SIGNS

TRAFFIC SIGNS

CRITICAL SPEED

LOWER LIMIT OF PACE

INDICATE

HOSPITALS, PUBLIC BUILDINGS,

AUDITORIUMS, PUBLIC PARKS,

SCHOOLS
(CODE NO.)

REGULATORY & WARNING

ALIGNMENT

EXISTING SIGNED ZONE

CURVE LEFT TANGENT
LEVEL-%

CURVE RIGHT
+%

TANGENT
LEVEL
20 30
40 50 S
07 LA
1"=200'
APRIL 2023
50004000300020001000
20 30
40 50

ROADWAY WIDTH

NOT TO SCALE
01 PCH

25.00 26.00
5 OF 5

GRAND AVE

IMPERIAL HWY

HOLLY AVE

MARIPOSA AVE

PALM AVE

MAPLE AVE

SYCAMORE AVE

WALNUT AVE

RAISED MEDIAN

F AF AF AF AF A

S S S S S
R26(S)(CA)
W4-7
R3-7/R26(S)(CA)
R3-7/R26(S)(CA)
R3-7
R9-3/R9-3bP
R9-3/R9-3bP(B/B)
R10-7 ON MA
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R3-18/R82b(MOD)
R3-18/R82b(MOD)
R26(S)(CA)
R26(S)(CA)
R9-3/R9-3bP/R6-1
R26(S)(CA)
R9-3/R9-3bP
R26(S)(CA)
R3-7
R73-2(CA) ON MA
R26(S)(CA)
R26(S)(CA)
R3-18/R82b(MOD)
R3-18/R82b(MOD)
R9-3/R9-3bP
R6-1
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R10-7 ON MA
R73-2(CA)
R26(S)(CA)
R3-18/R82b(MOD)
R3-18/R82b(MOD)
R26(S)(CA)
R73-2(CA) ON MA
R73-2(CA)
R73-2(CA)
W74(CA)/R26(S)(CA)
M1-1(105)
R3-7/R26(S)(CA)
R73-2(CA) ON MA
JCT 105
JCT 105
R9-3/R9-3a MOD (B/B)
R26(S)(CA)
R9-3/R9-3aMOD/
R26(S)(CA)
R26(S)(CA)
2 R3-5 ON STRUCT
2 R73-3(CA) ON MA
R2-1(40)
R73-2(CA)
R10-7 ON MA
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R3-2/R3-18/
R2-1(40)
R26(S)(CA)
R1-1
R73-2(CA)
R31(S)(CA) MOD
R31(S)(CA) MOD
R10-1 ON MA
R73-2(CA)
R31(S)(CA) MOD
R31(S)(CA) MOD
R31(S)(CA) MOD
R6-2/R3-18
R9-3/R9-3bP
R1-1
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R73-5(CA) ON MA
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
R3-2/R82B(MOD)
R3-2/R82B(MOD)
R1-1
R73-2(CA)/R10-7 ON MA
R31(S)(CA)MOD
R31(S)(CA)MOD
R31(S)(CA)MOD
R73-2(CA)
R26(S)(CA)
R26(S)(CA)
R26(S)(CA)
3836
28-37 30-39
3842
30-39 30-39
110120
8 40 MPH40 MPH
56,000
40 MPH
N.S.A.T.

0.62 N.S.A.T.

SOLID BUSINESS/ RETAIL
N.S.A.T. N.S.A.T. N.S.A.T.

R82M(MOD)

SOLID BUSINESS/ RETAIL SOLID BUSINESS/ RETAILSOLID COMMERCIAL

LOS ANGELES
R3-9bP(B/B)

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OVERVIEW
The State Priority Safety Corridor initiative demonstrates California’s renewed commitment to preventing fatal
and serious injuries on our roadways. These corridors
apply the Safe System Approach, now formally adopted
through the Joint Secretary’s Policy on Road Safety, into action at the corridor scale. Each corridor is prioritized and supported by data as a high-injury location where
State, regional, and local partners will apply the Safe System principles of prevention, shared responsibility, and equity to reduce harm and save lives.

PURPOSE
To institutionalize injury prevention practice into corridor planning, design and operations, creating models for
institutionalizing safety statewide.

HOW CORRIDORS IMPLEMENT THE POLICY
Each corridor provides a great opportunity to apply and evaluate the Policy’s guiding principles.

EXPECTED OUTCOMES
• Demonstrate how upstream, system-level safety
measures deliver measurable reductions in fatalities
and serious injuries.
• Develop a framework for corridor-scale Safe
System planning and investment that can be used
throughout the state and nation.
• Build public trust through transparent collaboration
and joint leadership between CalSTA, CalHHS,
Caltrans, CHP, OTS, and local partners.
• Achieve a 30% reduction in fatalities and serious
injuries by 2035, as part of a longer term goal of
zero fatalities and serious injuries by 2050.

WHY IT MATTERS
Together, the Policy and the Corridor Initiative mark a turning point: safety becomes the organizing principle
of California’s transportation system. These corridors will show how coordinated, prevention-based action, across
agencies and communities, creates lasting change on
our roads.

STATE PRIORITY

SAFETY CORRIDOR INITIATIVE
Launching Oct. 15, 2025, In Conjunction with the Joint Secretary’s Policy on Road Safety

POLICY COMMITMENT CORRIDOR IMPLEMENTATION
Prevention first : Prioritize population level
prevention of harm
Apply the Safe System hierarchy (exposure, likelihood,
severity) to select upstream, system-level strategies rather than rely on individual behavior change
Safety for all users : Equitable access to safe travel Co-develop actions with community partners and address disproportionate risk for vulnerable road users
Institutiona l alignment : Integrate safety and apply
principles across programs, standards and operations
Align Caltrans, CHP, OTS, and local actions under one
coordinated Safe System implementation effort per
corridor
Investmen t discipline : Direct resources to strategically achieve the highest level of safety and return on
investment .

Use corridor data to prioritize and sequence investments that yield the greatest reduction in severe injury risk Parking and Public Improvements Commission
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MAKING OUR

ROADS SAFER
28 Proven Safety Countermeasures that offer significant and measurable impacts to improving safety
https://safety.fhwa.dot.gov/
One
Countermeasure
at a Time
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Technical Report Documentation Page

1. REPORT NO.

FHWA-SA-21-071

2. GOVERNMENT ACCESSION
NO.

3. RECIPIENT'S CATALOG NO.

4. TITLE AND SUBTITLE
Making Our Roads Safer | One Countermeasure at a Time

5. REPORT DATE
October 2021

6. PERFORMING ORGANIZATION
CODE

7. AUTHOR (S)
Matt Albee, Phillip Bobitz

8. PERFORMING ORGANIZATION
REPORT NO.

9. PERFORMING ORGANIZATION NAME & ADDRESS 10. WORK UNIT NO.

11. CONTRACT OR GRANT NO.

DTFH6116D00040-
693JJ320F000262
VHB
940 Main Campus Dr Ste 500
Raleigh, NC 27606

12. SPONSORING AGENCY NAME AND ADDRESS
Federal Highway Administration Office of Safety
1200 New Jersey Ave., SE
Washington, DC 20590

13. TYPE OF REPORT AND PERIOD
Final Report, July 2020 – August
2021

14. SPONSORING AGENCY CODE
HSST

15. SUPPLEMENTARY NOTES
The Contract Manager for this report was Phillip Bobitz (FHWA Office of Safety). Matt Albee (VHB) was the Principal Investigator.

An FHWA Technical Oversight Working Group included: Dick Albin, Usman Ali, Roya Amjadi, RosemarieAnderson, Eduardo Arispe, Tori Brinkly, Joe Cheung, Becky Crowe, Mike Griffith, Ken Kochevar, MichaelMatzke, Tara McLoughlin, Laura Mero, Anyesha Mookherjee, Elliott Moore, Norah Ocel, Tamara Redmon,Jerry Roche, Cate Satterfield, Jeff Shaw, Keith Sinclair, Karen Timpone, Guan Xu, and Abdul Zineddin.

16. ABSTRACT
The Proven Safety Countermeasure Initiative (PSCi) is a collection of 28 countermeasures and strategieseffective in reducing roadway fatalities and serious injuries on our Nation’s highways. Transportationagencies are strongly encouraged to consider widespread implementation of PSCs to accelerate theachievement of local, State, and National safety goals. This booklet provides 1-page handouts for all 28PSCs, broken into the focus areas of speed management, roadway departure, intersections,pedestrians/bicyclists, and crosscutting for countermeasures that apply across categories.

17. KEY WORDS
safety, countermeasures, speed management, roadway departure, intersections, pedestrian, bicyclist

18. DISTRIBUTION STATEMENT
No restrictions.

19. SECURITY CLASSIF. (OF
THIS REPORT ) Unclassified

20. SECURITY CLASSIF. (OF
THIS PAGE ) Unclassified

21. NO. OF
PAGES 33

22. PRICE
Form DOT F 1700.7 (8-72) Reproduction of form and completed page is authorized.

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SPEED MANAGEMENT
Speed Safety
Cameras
Variable Speed Limits
Appropriate Speed
Limits for All Road Users

ROADWAY DEPARTURE
Wider Edge Lines
Enhanced Delineation
for Horizontal Curves
Longitudinal Rumble
Strips and Stripes on
Two-Lane Roads
SafetyEdgeSM
Roadside Design
Improvements at
Curves
Median Barriers

INTERSECTIONS
Backplates with
Retroreflective
Borders
Corridor Access
Management
Dedicated Left- and
Right-Turn Lanes at
Intersections
Reduced Left-Turn
Conflict Intersections
Roundabouts
Systemic Application
of Multiple Low-Cost
Countermeasures at
Stop-Controlled
Intersections
Yellow Change
Intervals

PEDESTRIANS/BICYCLES
Crosswalk Visibility
Enhancements
Bicycle Lanes
Rectangular Rapid
Flashing Beacons
(RRFB)
Leading Pedestrian
Interval
Medians and Pedestrian
Refuge Islands in Urban
and Suburban Areas
Pedestrian Hybrid
Beacons
Road Diets (Roadway
Reconfiguration)
Walkways
Crosscutting
Pavement Friction
Management
Lighting
Local Road Safety Plans
Road Safety Audit
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Introduction
Widespread use of the 28 Proven Safety Countermeasures (PSCs) identified in this booklet can offer significant, measurable impacts as part of any agency’s approach to improving safety.

These strategies are designed for all road users and all kinds of roads—from rural to urban, from high-volume freeways to less traveled two-lane State and county roads, from signalized crossings to horizontal curves, and everything in between. Each countermeasure addresses at least one safety focus area – speed management, intersections, roadway departures, or pedestrians/bicyclists – while others are crosscutting strategies that address multiple safety focus areas.

Between 2016 and 2020, 85 percent1 of all public highway fatalities occurred on Federal-aid highways, which represent 25 percent2 of the entire public highway network. FHWA’s partner agencies have invested in highway safety through the Highway Safety Improvement Program (HSIP), which provides targeted safety funding that is eligible for use on all public roads.

However, this dedicated funding source represents only about 6 percent of the total Federal- aid program.3 Every transportation project, whether or not the specific project purpose is safety related, is a new opportunity to save lives on our roadways. The FHWA’s Proven Safety Countermeasures are eligible under most Federal-aid highway funding programs, and can support state, local, and tribal agency efforts to effectively accomplish goals to reduce fatalities and serious injuries. These countermeasures should serve as the basis for what agencies consider and implement when designing any highway project to improve safety.

To assist practitioners with determining the most appropriate PSC for their location of interest, the PSC webpage includes a filter tool that allows users to obtain a tailored listing of potential PSCs. Users answer questions regarding area types, functional classification, traffic volumes, issue identified, targeted crash types, and other information to receive a list of PSCs meeting thecriteria. This search function is intended to better serve practitioners, including those with limited safety background, when identifying and considering treatments and strategies that can improve safety as part of their program or project.

The PSCs can support agencies with implementation of the Safe System Approach, which seeks to build and reinforce multiple layers of protection to both prevent crashes from happening and minimize the harm caused to those involved when crashes do occur.

Implementing a Safe System Approach requires collaborative engagement among a diverse group of stakeholders to increase safety for all road users. Accordingly, agencies should consider how the PSCs and National Highway Traffic Safety Administration’s (NHTSA) Countermeasures That Work4 can create a system with redundancies in place to protect all road users. Reaching our goal of zero deaths and serious injuries requires all of us to take ownership in safety. Together, we can consider the safety needs at every stage of the project development process, the safety impact of every investment decision, and the appropriate safety countermeasures for every Federal-aid project.
1 NHTSA Fatality Analysis Reporting System (FARS) 2016-2020 Final 2 FHWA Highway Statistics 2022 (https://www.fhwa.dot.gov/policyinformation/statistics/2022/hm16.cfm) 3 Federal-aid apportioned programs under the Infrastructure Investment and Jobs Act (IIJA) (https://www.fhwa.dot.gov/bipartisan-infrastructure-law/funding.cfm) 4 Countermeasures That Work (https://www.nhtsa.gov/book/countermeasures/countermeasures-that-work) Parking and Public Improvements Commission
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Speed
Safety Cameras
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.

Applications
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.

The table below describes suitable
circumstances for SSC deployment.
1 Considerations
• SSCs can produce a crash reduction
upstream and downstream, thus
generating a spillover effect.2
• Public trust is essential for any type of
enforcement. With proper controls in
place, SSCs can offer fair and
equitable enforcement of speeding,
regardless of driver age, race, gender,
or socio-economic status. SSCs should
be planned with community input and
equity impacts in mind.
• Using both overt (i.e., highly visible)
and covert (i.e., hidden) enforcement
may encourage drivers to comply with
limits everywhere, not only at sites they
are aware are enforced.
• Agencies should conduct
evaluations regularly to determine if
SSCs are accomplishing safety goals
and whether changes in strategy,
scheduling, communications, or public
engagement are necessary.
• Agencies should conduct a legal
and policy review to determine if SSCs
are authorized within a jurisdiction and
how the authorization and other traffic
laws will affect a SSC program.
• Agencies should develop an SSC
program plan with consideration of
the USDOT SSC guidelines for planning,
public involvement, stakeholder
coordination, implementation,
maintenance, evaluation, etc.
3 FHWA-SA-21-070
Fixed units can reduce
crashes on urban
principal arterials up to:
for all
crashes.454%
for injury
crashes.
448%
For more information on this
and other FHWA Proven
Safety Countermeasures,
please reference the:

Speed Safety Camera Program
Planning and Operations Guide.

Safety Benefits:

Considerations for Selection Fixed P2P Mobile
Problems are long-term and site-specific. X X —
Problems are network-wide, and shift based on enforcement efforts. — — X Speeds at enforcement site vary largely from downstream sites. — X X Overt enforcement is legally required. X X X
Sight distance for the enforcement unit is limited. X X — Enforcement sites are multilane facilities. X X —
1 Speed Safety Camera Program Planning and Operations Guide. FHWA, (2023). 2 (CMF ID: 7718) Montella et al. “Effects on speed and safety of point-to-point speed enforcement systems”.

Accident Analysis and Prevention, Vol. 75, (2015). Note that this is an international study. 3 Speed Enforcement Camera Systems Operational Guidelines. NHTSA, (2008). 4 (CMF ID: 2915,2921
) Shin et al. “Evaluation of the Scottsdale Loop 101 automated speed enforcement demonstration program.” Accident Analysis and Prevention, Vol. 41, (2009). 5 (CMF ID: 7582) Li et al. “A Before-and-After Empirical Bayes Evaluation of Automated Mobile Speed Enforcement on Urban Arterial Roads.” Presented at the 94th Annual Meeting of the Transportation Research Board, Paper No. 15-1563, Washington, D.C., (2015).

Note that this is an international study.
6 Automated Speed Enforcement Program Report 2014-2017. New York City DOT, (2018).

In New York City, fixed units
reduced speeding in school
zones up to 63% during
school hours.6
P2P units can reduce crashes on
urban expressways, freeways,
and principal arterials up to:
for fatal and injury crashes.2
37%
Mobile units can reduce
crashes on urban principal
arterials up to:
for fatal and injury crashes.5
20%
The contents of this Fact Sheet do not have the
force and effect of law and are not meant to
bind the public in any way. This Fact Sheet is
intended only to provide clarity regarding existing
requirements under the law or agency policies.

OFFICE OF SAFETY
Proven Safety
Countermeasures
Parking and Public Improvements Commission
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Variable Speed
Limits
Selecting appropriate speed limits on roadways is important in maintaining a safe and efficient transportation network. Speed limits are established with an engineering study based on inputs like traffic volumes, operating speeds, roadway characteristics, and crash history. However, conditions on the roadway are susceptible to change in a short amount of time (e.g., congestion, crashes, weather). Drivers typically determine their operating speeds under normal weather conditions on a straight roadway section with good pavement quality and adequate sight distances. If ideal conditions do not exist and the roadway does not meet the driver’s expectations, there is a greater chance that a driver error could result in a crash. Providing variable speeds limits (VSLs) capable of adapting to changing circumstances could reduce crash frequency and severity.

Speed management strategies, including VSLs, are integral to the Safe Speeds element of the Safe System Approach. Because humans are unlikely to survive high-speed crashes, VSLs reduce speeds so that human injury tolerances are accommodated in three ways: improving visibility, providing additional time for drivers to stop, and reducing impact forces.

Applications
VSLs use prevailing information on the
roadway, like traffic speed, volumes,
weather, and road surface conditions,
to determine appropriate speeds
and display them to drivers. This
strategy improves safety performance
and traffic flow by reducing speed
variance (i.e., improving speed
harmonization). VSLs may also improve
driver expectation by providing
information in advance of slowdowns
and potential lane closures, which
could reduce the probability for
secondary crashes. VSLs can mitigate
adverse weather conditions or to slow
faster-moving traffic as it approaches
a queue or bottleneck.

Agencies can implement VSLs for
the following applications:

CONGESTION INCIDENTS

WORK ZONES INCLEMENT WEATHER
Considerations
• Particularly effective on urban and
rural freeways and high-speed arterials
with posted speed limits greater than
40 mph.
• Often implemented as part of Active
Traffic Management (A TM) plans
or incorporated into existing Road
Weather Information Systems.
• When used with ATM, VSLs can
mitigate rear-end, sideswipe,
and other crashes on high-speed
roadways.
• May be implemented as a regulatory
and/or an advisory system.
• Can be applied to an entire
roadway segment or individual lanes.

Source: WSDOT
1 (CMF ID: 11002,11005,11003) Avelar et al. Developing Crash Modification Factors for Variable Speed Limit. FHWA, (2020).FHWA-SA-21-054

OFFICE OF SAFETY
Proven Safety
Countermeasures
Safety Benefits:

VSLs can reduce crashes
on freeways up to:
34%
for total crashes.1
65%
for rear-end crashes.1
51%
for fatal and injury crashes.1
Benefit/Cost Ratios
range between1
9:1- 40:1
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://
highways.dot.gov/safety/
speed-management/refer-
ence-materials.

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Appropriate Speed
Limits for All Road Users
There is broad consensus among global roadway safety experts that speed control is one of the most important methods for reducing fatalities and serious injuries.

Speed is an especially important factor on non-limited access roadways where vehicles and vulnerable road users mix.

A driver may not see or be aware of the conditions within a corridor, and may drive at a speed that feels reasonable for themselves but may not be for all users of the system, especially vulnerable road users, including children and seniors. A driver traveling at 30 miles per hour who hits a pedestrian has a 45 percent chance of killing or seriously injuring them.
1 At 20 miles per hour, that percentage drops
to 5 percent.1 A number of cities across the United States, including New York, Washington, Seattle and Minneapolis, have reduced their local speed limits in recent years in an effort to reduce fatalities and serious injuries, with most having to secure State legislative authorization to do so.

States and local jurisdictions should set appropriate speed limits to reduce the significant risks drivers impose on others—especially vulnerable road users—and on themselves. Addressing speed is fundamental to the Safe System Approach to making streets safer, and a growing body of research shows that speed limit changes alone can lead to measurable declines in speeds and crashes. 2 Applications
Posted speed limits are often the same
as the legislative statutory speed limit.

Agencies with designated authorities to
set speed limits, which include States,
and sometimes local jurisdictions, can
establish non-statutory speed limits or
designate reduced speed zones, and
a growing number are doing so. While
non-statutory speed limits must be based
on an engineering study, conducted in
accordance with the
Manual on Uniform
Traffic Control Devices (MUTCD) involving
multiple factors and engineering
judgment, FHWA is also encouraging
agencies to use the following:
3 • Expert Systems tools.
o USLIMITS2.
o NCHRP 966: Posted Speed Limit
Setting Procedure and Tool.
• Safe System approach.

Based on international experience
and implementation in the United
States, the use of 20 mph speed zones
or speed limits in urban core areas
where vulnerable users share the road
environment with motorists may result in
further safety benefits.
4 Considerations
When setting a speed limit, agencies
should consider a range of factors such
as pedestrian and bicyclist activity, crash
history, land use context, intersection
spacing, driveway density, roadway
geometry, roadside conditions, roadway
functional classification, traffic volume,
and observed speeds.

To achieve desired speeds, agencies
often implement other speed
management strategies concurrently
with setting speed limits, such as self-
enforcing roadways, traffic calming,
and speed safety cameras. Additional
information is in the following FHWA
resources:
• FHWA Speed Management website.
• Self-Enforcing Roadways:

A Guidance Report.
• Noteworthy Speed
Management Practices.
• Jurisdiction Speed Management
Action Plan Development Package.
• Traffic Calming ePrimer.

FHWA-SA-21-034
1 Reducing the speed limit to 20 mph in urban areas: Child deaths and injuries would be decreased. 2 Lowering the speed limit from 30 to 25 mph in Boston: effects on vehicle speeds. 3 FHWA’s Methods and Practices for Setting Speed Limits: An Informational Report, (2012). 4 Recommendations of the Academic Expert Group for the 3rd Global Ministerial Conference on Road Safety.
5 https://safety.fhwa.dot.gov/speedmgt/ref_mats/fhwasa20047/sec8.cfm#foot813 6 Safety and Operational Impacts of Setting Speed Limits below Engineering Recommendations.

OFFICE OF SAFETY
Proven Safety
Countermeasures
Safety Benefits:

Traffic fatalities in the City
of Seattle decreased
26 percent after the
city implemented
comprehensive, city-wide
speed management
strategies and
countermeasures inspired
by Vision Zero. This included
setting speed limits on
all non-arterial streets at
20 mph and 200 miles of
arterial streets at 25 mph.5
One study found that
on rural roads, when
considering other relevant
factors in the engineering
study along with the speed
distribution, setting a speed
limit no more than 5 mph
below the 85th-percentile
speed may result in fewer
total and fatal plus injury
crashes, and lead to drivers
complying closely with the
posted speed limit.6
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://
highways.dot.gov/safety/
speed-management/
reference-materials.

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37%
for non-intersection, fatal
and injury crashes on rural,
two-lane roads.2
FHWA-SA-21-055
Wider Edge Lines
Roadway departures account for over half of all traffic fatalities in the United States. If drivers cannot clearly identify the edge of the travel lanes and see the road alignment ahead, the risk of roadway departure may be greater.

Wider edge lines enhance the visibility of travel lane boundaries compared to traditional edge lines. Edge lines are considered “wider” when the marking width is increased from the minimum normal line width of 4 inches to the maximum normal line width of 6 inches.
1 Applications
Wider edge lines increase drivers’
perception of the edge of the
travel lane and can provide a
safety benefit to all facility types
(e.g., freeways, multilane divided
and undivided highways, two-lane
highways) in both urban and rural
areas.
2 Wider edge lines are most
effective in reducing crashes on
rural two-lane highways, especially
for single-vehicle crashes.
3 Agencies
should also consider implementing
a systemic approach to wider edge
line installation based roadway
departure crash risk factors. Potential
risk factors for two-lane rural roads
include:
• Pavement and shoulder widths.
• Presence of curves.
• Traffic volumes.
• History of nighttime crashes.

Considerations
• Wider edge lines are relatively
low cost.
• Wider edge lines can be
implemented using existing
equipment during maintenance
procedures like re-striping and
resurfacing, with the only cost
increase being the additional
material.
• Paint may have a lower initial cost,
but more durable materials (e.g.,
thermoplastic) may result in a
lower life cycle cost based on their
longer service life.
• As the number of automated
vehicles increases on roadways,
wider edge lines may provide
better guidance for these
vehicles’ sensors.

Source: Texas Transportation Institute
22%
for fatal and injury crashes
on rural freeways.3
1 Manual on Uniform Traffic Control Devices (MUTCD), Section 3A.04. FHWA, (2023). 2 (CMF ID: 4737) Park et al. “Safety effects of wider edge lines on rural, two-lane highways. ” Accident Analysis and Prevention Vol. 48, pp.317-325, (2012). 3 Potts et al. Benefit/Cost Evaluation of MoDOT’s Total Striping and Delineation Program: Phase II. Missouri Department of Transportation, (2011). 4 Abdel-Rahim et al. Safety Impacts of Using Wider Pavement Markings on Two-Lane Rural Highways in Idaho. Idaho Transportation Department, (2018). 25:1
Benefit Cost Ratio
for fatal and serious injury
crashes on two-lane rural
roads.4
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://high
ways.dot.gov/safety/other/
visibility/pavement-markings.

Wider edge lines can
reduce crashes up to:

Safety Benefits:

OFFICE OF SAFETY
Proven Safety
Countermeasures
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Enhanced Delineation
for Horizontal Curves
Enhanced delineation at horizontal curves includes a variety of potential strategies that can be implemented in advance of or within curves, in combination, or individually.

Potential Strategies In Advance of Curve Within Curve
Pavement markings (standard width
or wider)
In-lane curve warning pavement markings
Retroreflective strips on sign posts
Delineators
Chevron signs
Enhanced Conspicuity (larger, fluorescent,
and/or retroreflective signs)
Dynamic curve warning signs
(including speed radar feedback signs)
Sequential dynamic chevrons
Enhanced delineation treatments
can alert drivers to upcoming curves,
the direction and sharpness of the
curve, and appropriate operating
speed.

Agencies can take the following
steps to implement enhanced
delineation strategies:

1. Review signing practices and
policies to ensure they comply
with the Manual on Uniform
Traffic Control Devices (MUTCD)
principles of traffic control devices.

Consistent practice for similar
curves sets the appropriate driver
expectancy.

2. Use the systemic approach to
identify and treat problem curves.

For example, Minnesota uses risk
factors that include curve radii
between 500 and 1,200 ft, traffic
volumes between 500 and 1,000
vehicles per day, intersection in
the curve, and presence of a
visual trap.1

3. Match the appropriate strategy
to the identified problem(s),
considering the full range of
enhanced delineation treatments.

Once the MUTCD requirements and
recommendations have been met,
an incremental approach is often
beneficial to avoid excessive cost.

FHWA-SA-21-035
Chevron signs with retroreflective strips on sign
posts installed along a curve. Source: FHWA
Safety Benefits:

Chevron Signs
25% reduction in nighttime
crashes.1
16% reduction in
non-intersection fatal and
injury crashes.2
Oversized Chevron Signs
15% reduction in fatal and
injury crashes.3
Sequential Dynamic Chevrons
60% reduction in fatal and
injury crashes.4
In-Lane Curve Warning
Pavement Markings
35 - 38% reduction in
all crashes.5
New Fluorescent Curve Signs
or Upgrade Existing Curve
Signs to Fluorescent Sheeting
18% reduction in non-
intersection, head-on,
run-off-road, and sideswipe
in rural areas.1
1 (CMF ID: 2439,2431,2432) Albin et al. Low-Cost Treatments for Horizontal Curve Safety 2016. FHWA-SA-15-084, (2016). 2 (CMF ID: 2438) Srinivasan et al. Safety Evaluation of Improved Curve Delineation. FHWA-HRT-09-045, (2009). 3 (CMF ID: 8978) Lyon et al. Safety Evaluation of Two Curve Warning Treatments: In-Lane Curve Warning Pavement Markings and Oversized Chevron Signs. Presented at the 96th TRB Annual Meeting, Paper No. 17-00432, (2017).
4 (CMF ID: 10362) Hallmark, S. Evaluation of Sequential Dynamic Chevrons on Rural Two-lane Highways. FHWA, (2017).
5 (CMF ID: 10312,9167) Donnell et al. Reducing Roadway Departure Crashes at Horizontal Curve Sections on Two-lane Rural Highways. FHWA-SA-19-005, (2019).

OFFICE OF SAFETY
Proven Safety
Countermeasures
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://high
ways.dot.gov/safety/rwd/
keep-vehicles-road/horizon
tal-curve-safety.

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FHWA-SA-21-036
Longitudinal Rumble
Strips and Stripes
Longitudinal rumble strips are milled or raised elements on the pavement intended to alert drivers through vibration and sound that their vehicle has left the travel lane. They can be installed on the shoulder, edge line, or at or near the center line of an undivided roadway.

Rumble stripes are edge line or center line rumble strips where the pavement marking is placed over the rumble strip. This can increase the visibility and durability of the pavement marking during wet, nighttime conditions, and can improve the durability of the marking on roads with snowplowing operations.
1 Himes, S., and McGee, H. Decision Support Guide for the Installation of Shoulder and Center Line Rumble Strips on Non-Freeways. Federal Highway Administration Report No. FHWA-SA-16-115. (August 2016). 2 Bedsole et al. Did You Hear That? Public Roads Magazine, Volume 80, No. 4. FHWA Publication No. FHWA-HRT-17-002, (2017).
3 NCHRP Synthesis 339: Centerline Rumble Strips – A Synthesis of Highway Practices, (2005 4 (CMF ID: 3358, 3356, 3425, 3648) NCHRP Report 641: Guidance for the Design and Application of Shoulder and Centerline Rumble Strips, (2009).

With roadway departure crashes
accounting for more than half of
the fatal roadway crashes annually
in the United States, rumble strips
and stripes are designed to address
these crashes by alerting distracted,
drowsy, or otherwise inattentive
drivers who drift from their lane. They
are most effective when deployed
systemically.

Transportation agencies should
consider milled center line rumble
strips (including in passing zone
areas) and milled edge line
or shoulder rumble strips with
bicycle gaps for systemic safety
projects, location-specific corridor
safety improvements, as well as
reconstruction or resurfacing
projects.

Considerations
• Rumble strips are relatively low-
cost, and economic analyses have
indicated benefit/cost ratios that
exceed 100.
1 • Where rumble strips cannot be
placed due to noise concerns,
agencies may consider a design
using an oscillating sine wave
pattern (also known as “mumble
strips”) that reduces noise outside
of the vehicle. However, the safety
benefits of this design need more
study.
2 • Maintenance concerns:
• Where rumble strips are placed
along a pavement joint, there
are typically no issues with
joint stability if the pavement
structure and joint was already
in good condition.
• Studies have shown no
evidence of issues related to
snow, ice, or rain build-up in the
rumble strip.
3 Shoulder rumble strips and center line rumble
stripes are installed on this roadway.

Source: FHWA
Safety Benefits:

Center Line Rumble Strips
reduction in head-on fatal
and injury crashes on
two-lane rural roads.4
44-64%
Shoulder Rumble Strips
reduction in single vehicle,
run-off-road fatal and
injury crashes on two-lane
rural roads.4
13-51%
Example of an edge line rumble stripe.

Source: Missouri DOT

OFFICE OF SAFETY
Proven Safety
Countermeasures
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://
highways.dot.gov/safety/
rwd/keep-vehicles-road/
rumble-strips.

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SafetyEdgeSM
The SafetyEdgeSM technology shapes the edge of the pavement at approximately 30 degrees from the pavement cross slope during the paving process. This safety practice eliminates the potential for vertical drop-off at the pavement edge, has minimal effect on project cost, and can improve pavement durability by reducing edge raveling of asphalt.

Rural road crashes involving edge
drop-offs are 2-4 times more likely to
include a fatality than other crashes
on similar roads.
1 Vehicles may leave
the roadway for various reasons
ranging from distracted driver errors
to low visibility, or to the presence
of an animal on the road. Exposed
vertical pavement edges can cause
vehicles to become unstable and
prevent their safe return to the
roadway. The SafetyEdge
SM gives
drivers the opportunity to return to
their travel lane while maintaining
control of their vehicle.

The SafetyEdge
SM technology only
requires adding one of several
commercially available devices to
the screed or endgate when placing
hot-mix asphalt. Forms for shaping
the edge of concrete pavement are
simpler and can be made on site
by the contractor. Some agencies
allow the SafetyEdge
SM to remain
exposed while a segment is under
construction, unlike conventional
pavement edges. However, before
construction ends, agencies should
bring the adjacent roadside flush
with the top of the pavement
for both the SafetyEdge
SM and
traditional pavement edge. Over
time, regardless of the edge type,
the edge may become exposed
due to settling, erosion, and tire
wear. When this occurs, the gentle
slope provided by the SafetyEdge
SM
is preferred versus the traditional
vertical pavement edge.

Transportation agencies should
develop standards for implementing
the SafetyEdge
SM systemwide on all
new asphalt paving and resurfacing
projects where curbs and/or
guardrail are not present, while also
encouraging standard application
for concrete pavements.

FHWA-SA-21-038
Example of the SafetyEdgeSM after backfill
material settles or erodes. Source: FHWA
Cross-section view of an overlay with the SafetyEdgeSM. Source: FHWA-SA-17-044 11%
reduction in fatal and
injury crashes.2
21%
reduction in
run-off-road crashes.2
Safety Benefits:
19%
reduction in head-on
crashes.2
Benefit-Cost Ratio Range3
700:1 to 1,500:1
$
1 Hallmark et al. Safety Impacts of Pavement Edge Drop-offs, (Washington, DC:

AAA Foundation for Traffic Safety: 2006), p 93.
2 (CMF ID: 9205, 9211, 9217) Donnell et al. Development of Crash Modification Factors for the Application of the SafetyEdgeSM on Two-Lane Rural Roads. FHWA-HRT-17-081, (2017). 3 Safety Effects of the SafetyEdgeSM, FHWA-SA-17-044, (2017).

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

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

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

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

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

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

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

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

16.7 ft to 30 ft:

OFFICE OF SAFETY
Proven Safety
Countermeasures
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://
highways.dot.gov/safety/
rwd/provide-safe-recovery/
clear-zones/clear-zones.

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Median Barriers
Median barriers are longitudinal barriers that separate opposing traffic on a divided highway and are designed to redirect vehicles striking either side of the barrier. Median barriers significantly reduce the number of cross-median crashes, which are attributed to the relatively high speeds that are typical on divided highways. AASHTO’s Roadside Design Guide (RDG) recommends guidelines for the use of median barriers on high-speed, fully controlled- access roadways for locations where the median is 30 ft in width or less and the average daily traffic (ADT) is greater than 20,000 vehicles per day (vpd).

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

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

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

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

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

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

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

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

Median Barriers Installed
on Rural Four-Lane

Freeways
97%
reduction in
cross-median crashes.

For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://
highways.dot.gov/safety/
rwd/reduce-crash-severity.
2 Parking and Public Improvements Commission
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FHWA-SA-21-039
Backplates with
Retroreflective Borders
Backplates added to a traffic signal head improve the visibility of the illuminated face of the signal by introducing a controlled-contrast background. The improved visibility of a signal head with a backplate is made even more conspicuous by framing it with a 1- to 3-inch yellow retroreflective border. Signal heads that have backplates equipped with retroreflective borders are more visible and conspicuous in both daytime and nighttime conditions.

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

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

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

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

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

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

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

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

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

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

Oxford, United Kingdom, Elsevier, (2004).

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Dedicated Left- and
Right-Turn Lanes at Intersections
Auxiliary turn lanes—either for left turns or right turns—provide physical separation between turning traffic that is slowing or stopped and adjacent through traffic at approaches to intersections. Turn lanes can be designed to provide for deceleration prior to a turn, as well as for storage of vehicles that are stopped and waiting for the opportunity to complete a turn.

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

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

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

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

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

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

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

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

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

OFFICE OF SAFETY
Proven Safety
Countermeasures
Left- and right-turn lanes at a two-way
stop-controlled intersection. Source: City
of Greeley, CO
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/safety/
proven-safety-countermeasures
and https://www.fhwa.dot.gov/
publications/research/safety
/02103/02103techbrief.pdf.

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FHWA-SA-21-030
Reduced Left-Turn
Conflict Intersections
Reduced left-turn conflict intersections are geometric designs that alter how left-turn movements occur. These intersections simplify decision-making for drivers and minimize the potential for higher severity crash types, such as head-on and angle. Two highly effective designs that rely on U-turns to complete certain left-turn movements are known as the Restricted Crossing U-turn (RCUT) and the Median U-turn (MUT).

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

OFFICE OF SAFETY
Proven Safety
Countermeasures
78%
reduction in fatal
and injury crashes.1
For more information on this
and other FHWA Proven
Safety Countermeasures,
please visit https://highways.
dot.gov/safety/proven-
safety-countermeasures and
https://highways.dot.gov/
safety/intersection-safety/
intersection-types/roundabouts.

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Systemic Application
of Multiple Low-Cost Countermeasures
at Stop-Controlled Intersections
This systemic approach to intersection safety involves deploying a package of multiple low-cost countermeasures, including enhanced signing and pavement markings, at a large number of stop-controlled intersections within a jurisdiction. These countermeasures increase driver awareness and recognition of the intersections and potential conflicts.

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

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

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

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

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

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

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

Safety Benefits:

Example of countermeasures on the
through approach.

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

OFFICE OF SAFETY
Proven Safety
Countermeasures
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://highways.
dot.gov/sites/fhwa.dot.gov/
files/2022-06/fhwasa18047.pdf.

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March 26, 2026
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FHWA-SA-21-043
Yellow Change
Intervals
At a signalized intersection, the yellow change interval is the length of time that the yellow signal indication is displayed following a green signal indication. The yellow signal confirms to motorists that the green has ended and that a red will soon follow.

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

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

Transportation agencies can improve
signalized intersection safety and
reduce red-light running by reviewing
and updating their traffic signal
timing policies and procedures
concerning the yellow change
interval. Agencies should institute
regular evaluation and adjustment
protocols for existing traffic signal
timing. Refer to the Manual on
Uniform Traffic Control Devices for
basic requirements and further
recommendations about yellow
change interval timing.
1 As part of
strategic signal system modernization
and updates, incorporating
automated traffic signal
performance measures (ATSPMs) is
a proven approach to improve on
traditional retiming processes. ATSPMs
provide continuous performance
monitoring capability and the ability
to modify timing based on actual
performance, without requiring
expensive modeling or data
collection.
2 8-14%
reduction in
total crashes.3
12%
reduction in
injury crashes.3
Appropriately timed yellow change intervals
can reduce red-light running and improve
overall intersection safety. Source: FHWA
Safety Benefits:
36-50%
reduction in
red light running.3
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://high
ways.dot.gov/sites/fhwa.dot.
gov/files/2022-06/
fhwasa13027.pdf.
1 Manual on Uniform Traffic Control Devices (MUTCD), Section 4F.17. FHWA, (2023). 2 Federal Highway Administration. “Automated Traffic Signal Performance,” (2020). 3 (CMF ID: 380,384) NCHRP Report 731: Guidelines for Timing Yellow and All-Red Intervals at Signalized Intersections, (2011).

OFFICE OF SAFETY
Proven Safety
Countermeasures
Parking and Public Improvements Commission
March 26, 2026
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FHWA-SA-21-049
Crosswalk Visibility
Enhancements
Poor lighting conditions, obstructions such as parked cars, and horizontal or vertical roadway curvature can reduce visibility at crosswalks, contributing to safety issues. For multilane roadway crossings where vehicle volumes are in excess of 10,000 Average Annual Daily Traffic (AADT), a marked crosswalk alone is typically not sufficient. Under such conditions, more substantial crossing improvements could prevent an increase in pedestrian crash potential.

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

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

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

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

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

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

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

Source: FHWA
W11-2, W16-7P
R1-6
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://high
ways.dot.gov/sites/fhwa.dot.
gov/files/2022-06/techSheet_
VizEnhancemt2018.pdf.

Safety Benefits:

Transportation agencies should refer to the Manual on Uniform Traffic Control Devices (MUTCD) for information on crosswalk markings (Chapter 3C) and in-street signing (Sections 2B.19 and 2B.20).

OFFICE OF SAFETY
Proven Safety
Countermeasures
Parking and Public Improvements Commission
March 26, 2026
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Bicycle lane in Washington, DC.

Source: Alex Baca, Washington Area
Bicyclist Association.

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

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

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

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

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

FHWA-HEP-15-025, (2015).
3 (CMF ID: 11296) Developing CMFs for Separated
Bicycle Lanes. FHWA-HRT-23-025, (2023).
4 Park and Abdel-Aty.

Evaluation of safety
effectiveness of multiple cross sectional features on
urban arterials. Accident Analysis and Prevention,
Vol. 92, pp. 245-255, (2016).
5 FHWA Tech Advisory Shoulder and Edge Line Rumble
Strips, (2011).
6 Sandt et al. Pursuing Equity in Pedestrian and Bicycle Planning. FHWA, (2016).
7 (CMF ID: 10738, 10742) Development of Crash
Modification Factors for Bicycle Lane Additions While
Reducing Lane and Shoulder Widths.

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

OFFICE OF SAFETY
Proven Safety
Countermeasures
Parking and Public Improvements Commission
March 26, 2026
81 of 165
47%
for pedestrian crashes.4
98%
(varies by speed limit, number
of lanes, crossing distance,
and time of day).3
FHWA-SA-21-053
Rectangular Rapid
Flashing Beacons (RRFB)
A marked crosswalk or pedestrian warning sign can improve safety for pedestrians crossing the road, but at times may not be sufficient for drivers to visibly locate crossing locations and yield to pedestrians. To enhance pedestrian conspicuity and increase driver awareness at uncontrolled, marked crosswalks, transportation agencies can install a pedestrian actuated Rectangular Rapid Flashing Beacon (RRFB) to accompany a pedestrian warning sign. RRFBs consist of two, rectangular- shaped yellow indications, each with a light-emitting diode (LED)-array-based light source. 1 RRFBs flash with an alternating high frequency when activated to enhance conspicuity of pedestrians at the crossing to drivers.

Transportation agencies should refer to the Manual on Uniform Traffic Control Devices (MUTCD) for information on the application of RRFBs. 1 1 Manual on Uniform Traffic Control Devices (MUTCD), Chapter 4L. FHWA, (2023). 2 “Rectangular Rapid Flash Beacon” in PEDSAFE: Pedestrian Safety Guide and Countermeasure Selection System. FHWA, (2013).
3 Fitzpatrick et al. “Will You Stop for Me? Roadway Design and Traffic Control Device Influences on Drivers Yielding to Pedestrians in a Crosswalk with a Rectangular Rapid-Flashing Beacon.” Report No. TTI-CTS-0010. Texas A&M Transportation Institute, (2016).
4 (CMF ID: 9024) NCHRP Research Report 841 Development of Crash Modification Factors for Uncontrolled Pedestrian Crossing Treatments, (2017).

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

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

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

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

RRFBs used at a trail crossing.

Source: LJB
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://high
ways.dot.gov/sites/fhwa.dot.
gov/files/2022-06/techSheet_
RRFB_2018.pdf.

Safety Benefits:

RRFBs can reduce
crashes up to:

RRFBs can increase motorist
yielding rates up to:

OFFICE OF SAFETY
Proven Safety
Countermeasures
Parking and Public Improvements Commission
March 26, 2026
82 of 165
FHWA-SA-21-032
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://highways.
dot.gov/sites/fhwa.dot.gov/
files/2022-06/fhwasa19040.pdf.

Leading Pedestrian
Interval
A leading pedestrian interval (LPI) gives pedestrians the opportunity to enter the crosswalk at an intersection 3-7 seconds before vehicles are given a green indication. Pedestrians can better establish their presence in the crosswalk before vehicles have priority to turn right or left.

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

FHWA’s Handbook for Designing
Roadways for the Aging Population
recommends the use of the LPI at
intersections with high turning vehicle
volumes. Transportation agencies
should refer to the Manual on Uniform
Traffic Control Devices for guidance on
LPI timing and ensure that pedestrian
signals are accessible for all users.
1 Costs for implementing LPIs are very
low when only signal timing alteration
is required.
13%
reduction in pedestrian-
vehicle crashes at
intersections.²
LPIs reduce potential conflicts between
pedestrians and turning vehicles.

Source: FHWA
Safety Benefits:

An LPI allows a pedestrian to establish a
presence in the crosswalk before vehicles are
given a green indication. Source: FHWA
1 Manual on Uniform Traffic Control Devices (MUTCD), Section 4I.06. FHWA, (2023). 2 (CMF ID: 9918) Goughnour, E., D. Carter, C. Lyon, B. Persaud, B. Lan, P. Chun, I. Hamilton, and K. Signor. “Safety Evaluation of Protected Left-Turn Phasing and Leading Pedestrian Intervals on Pedestrian Safety.” Report No. FHWA-HRT-18-044. Federal Highway Administration. (October 2018)

OFFICE OF SAFETY
Proven Safety
Countermeasures
Parking and Public Improvements Commission
March 26, 2026
83 of 165
Pedestrian Refuge
Island
reduction in
pedestrian crashes.2
Median with
Marked Crosswalk
reduction in
pedestrian crashes.2
FHWA-SA-21-044
Medians and
Pedestrian Refuge Islands in Urban
and Suburban Areas
A median is the area between opposing lanes of traffic, excluding turn lanes. Medians in urban and suburban areas can be defined by pavement markings, raised medians, or islands to separate motorized and non- motorized road users.

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

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

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

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

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

OFFICE OF SAFETY
Proven Safety
Countermeasures
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://high
ways.dot.gov/sites/fhwa.dot.
gov/files/2022-08/techSheet_
PedRefugeIsland2018.pdf.

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FHWA-SA-21-045
Pedestrian Hybrid
Beacons
The pedestrian hybrid beacon (PHB) is a traffic control device designed to help pedestrians safely cross higher-speed roadways at midblock crossings and uncontrolled intersections. The beacon head consists of two red lenses above a single yellow lens. The lenses remain “dark” until a pedestrian desiring to cross the street pushes the call button to activate the beacon, which then initiates a yellow to red lighting sequence consisting of flashing and steady lights that directs motorists to slow and come to a stop, and provides the right- of-way to the pedestrian to safely cross the roadway before going dark again. 1 National Center for Statistics and Analysis. (2020, March). Pedestrians:
2018 data (Traffic Safety Facts. Report No. DOT HS 812 850). National Highway Traffic Safety Administration
2 Manual on Uniform Traffic Control Devices, Chapter 4J. FHWA, (2023). 3 (CMF ID: 9020) Zegeer et al. NCHRP Report 841: Development of Crash Modification Factors for Uncontrolled Pedestrian Crossing Treatments. TRB, (2017). 4 (CMF ID: 2911,2917) Fitzpatrick, K. and Park, E.S. Safety Effectiveness of the HAWK Pedestrian Crossing Treatment, FHWA-HRT-10-042, (2010).

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

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

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

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

If PHBs are not already familiar to a
community, agencies should conduct
appropriate education and outreach
as part of implementation.

Example of PHBs mounted
on a mast arm. Source: FHWA
Sequence for a PHB. Source: MUTCD 2023 Edition, Chapter 4J, FHWA 29%
reduction in total crashes.4
15%
reduction in fatal and
serious injury crashes.4
55%
reduction in
pedestrian crashes.3
Safety Benefits:

OFFICE OF SAFETY
Proven Safety
Countermeasures
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FHWA-SA-21-046
Road Diets
(Roadway Reconfiguration)
A Road Diet, or roadway reconfiguration, can improve safety, calm traffic, provide better mobility and access for all road users, and enhance overall quality of life. A Road Diet typically involves converting an existing four-lane undivided roadway to a three-lane roadway consisting of two through lanes and a center two-way left-turn lane (TWLTL).

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

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

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

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

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

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

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

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

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

Example of a sidewalk in a residential area.

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

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

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

OFFICE OF SAFETY
Proven Safety
Countermeasures
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and http://www.
pedbikesafe.org/PEDSAFE/
countermeasures_detail.
cfm?CM_NUM=1.

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Pavement Friction
Management
Friction is a critical characteristic of a pavement that affects how vehicles interact with the roadway, including the frequency of crashes. Measuring, monitoring, and maintaining pavement friction—especially at locations where vehicles are frequently turning, slowing, and stopping—can prevent many roadway departure, intersection, and pedestrian-related crashes.

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

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

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

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

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

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

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

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

OFFICE OF SAFETY
Proven Safety
Countermeasures
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://
highways.dot.gov/safety/
rwd/keep-vehicles-road/
pavement-friction/hfst.

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

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

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

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

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

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

Source: FHWA
28%
for nighttime injury crashes
on rural and urban
highways.1
42%
for nighttime injury pedestrian
crashes at intersections.1
33-38%
for nighttime crashes at rural
and urban intersections.2,1
Source: FHWA
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://
highways.dot.gov/safety/
other/visibility/roadway-
lighting-resources.

Safety Benefits:

Lighting can reduce
crashes up to:

OFFICE OF SAFETY
Proven Safety
Countermeasures
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FHWA-SA-21-033
Local Road
Safety Plans
A local road safety plan (LRSP) provides a framework for identifying, analyzing, and prioritizing roadway safety improvements on local roads.

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

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

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

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

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

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

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

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

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

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

OFFICE OF SAFETY
Proven Safety
Countermeasures
For more information on this
and other FHWA Proven Safety
Countermeasures, please visit
https://highways.dot.gov/
safety/proven-safety-counter
measures and https://
highways.dot.gov/safety/
data-analysis-tools/systemic/
road-safety-audits-rsa.

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FHWA-SA-21-071
https://highways.dot.gov/safety/proven-safety-countermeasures Parking and Public Improvements Commission
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Implementing the
Safe System Approach
Strategies to improve
pedestrian and bicyclist safety
Funding for this program was provided by a grant from the California Office of Traffic Safety, through the National Highway Traffic Safety Administration.

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2 Table of Contents
Safe System Approach
to Road Safety ........................................ 6 Advocacy and policy
Bicycle and/or pedestrian advisory committee ........................................ 8 Bicycle and/or pedestrian master plan ........................................ 8 Community benefit agreement ........................................ 8 Community coalition ........................................ 9 Comprehensive safety action plan ......................................... 9 Engaged elected official ...................................... 10 Funding opportunities that prioritize safety ...................................... 10 Local Road Safety Plan ...................................... 10 Participatory campaign ...................................... 11 Vision Zero ...................................... 11 Data collection and analysis
Evaluation ...................................... 12 High-Injury Network ...................................... 12 Linking crash and medical data ....................................... 12 Pedestrian and bicycle count ...................................... 13 Photo and VideoVoice ...................................... 13 Safe Routes to School data collection ....................................... 13 Safe System Approach ...................................... 14 Street Story ...................................... 14 Walking or biking assessment ...................................... 15 Transportation Injury Mapping System ...................................... 15 Parking and Public Improvements Commission
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3 Infrastructure
Bicycle infrastructure
Bicycle box ...................................... 16 Bicycle lane ...................................... 16 Bicycle parking ...................................... 18 Bicycle sensor/detector ...................................... 18 Bicycle signal ...................................... 19 Public bicycle repair station ...................................... 19 Green infrastructure
Median gardening ...................................... 20 Permeable sidewalk/pavement ....................................... 20 Rain garden ...................................... 20 Shade tree ...................................... 21 Sidewalk landscaping ...................................... 21 Pedestrian infrastructure
Curb ramp ...................................... 22
Pedestrian head start ...................................... 22 Pedestrian lane ...................................... 23 Pedestrian zones ...................................... 23 Pedestrian safety island ...................................... 24 Pedestrian-scale lighting ...................................... 24 Pedestrian scramble ...................................... 25 Raised crosswalk ...................................... 25 Sidewalk ...................................... 25
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4 Traffic safety infrastructure
Complete Streets ...................................... 26 Curb extension ...................................... 26 Daylighting ...................................... 27 High-visibility road striping and signage ...................................... 27 Multi-use trail/Shared path ...................................... 27 Neighborhood traffic circle ...................................... 28 Paved shoulder ...................................... 28 Pedestrian hybrid beacon ...................................... 28 Protected intersection ...................................... 29 Quick-build project ...................................... 29 Rectangular rapid flashing beacon ...................................... 30 Reduced speed limit zone ...................................... 30 Road rightsizing ...................................... 30 Roundabout ...................................... 31 Slow Streets ...................................... 31 Temporary demonstration project ...................................... 31 Vertical speed control elements ...................................... 32 Wayfinding ...................................... 33 Parking and Public Improvements Commission
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5 Programming
Bicycle programming
Bicycle rodeo ...................................... 34 Bicycle safety diversion program ....................................... 34 Bicycle train ...................................... 35 Earn-A-Bicycle program ...................................... 35 Helmet/light distribution ....................................... 35 Community safety programming
Community liaison/promotores program ...................................... 36 Community walk or bicycle ride ...................................... 36 Neighborhood speed awareness program ...................................... 37 Open streets ...................................... 37 Parklet ...................................... 37
Placemaking ...................................... 38 Provide rapid response ...................................... 38 Safety messaging campaign ...................................... 39 Traffic garden ...................................... 39 Safe Routes to School programming
Designated safe route ...................................... 40 Safe Haven program ...................................... 40 Safe Passages program ...................................... 40 Safe Routes to School community program ...................................... 41 School or community crossing guard program ...................................... 41 Student Safety Patrol program ...................................... 42 Walking school bus ...................................... 42 About the Community Pedestrian
and Bicycle Safety Program ....................................... 43 Photo credits ....................................... 44 Index ...................................... 49
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6 The Safe System Approach is a framework committed to zero traffic fatalities or serious injuries on our roads. It is human-centered and proactive, focusing on the most vulnerable populations who experience a disproportionate rate of traffic fatalities and serious injuries. The framework focuses on saving lives through the understanding that humans make mistakes and bodies are fragile. The Safe System Approach aims to reduce the kinetic energy generated in a traffic crash through a holistic approach that integrates layers of protection for all road users, thereby minimizing the severity of injuries to the human body. It recognizes that roadway design, management, and investments must prioritize the safety of all road users.

The Community Pedestrian and Bicycle Safety Program (CPBSP) team adapted the Federal Highway Administration’s (FHWA) Safe System elements and principles to make them more impactful for grassroots community engagement. The FHWA identifies six key principles within its framework; the CPBSP identifies seven key principles in order to emphasize the need to prioritize equity throughout the system to address persistent disinvestments and institutional biases. We also replaced the FHWA’s safe vehicles element with two new elements: capacity strengthening and policies, planning, and safety data. This adaptation reflects the need to engage marginalized communities and invest in active transportation safety.

Safe System Approach to Road Safety
Federal Highway Administration
Safe System Approach
CPBSP
Safe System Approach
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7 Safe System Approach to Road Safety
With our adapted Safe System Approach framework, the CPBSP team:

1. Reviews pedestrian and bicycle crash data and safety strategies;

2. Facilitates walking and biking assessments;

3. Strategizes with participants to define specific community pedestrian and bicycle safety goals and actionable next steps; and

4. Empowers participants to strengthen collaborations in order to implement specific walking and biking safety recommendations in their communities.

Our toolkit aims to help participants create safer communities for walking and biking across California through the use of the Safe System Approach. There are many ways to plan a bikeable and walkable community; this toolkit aims to serve as a starting point.

Within the toolkit, each strategy is organized into key categories and can be easily navigated using the listed keywords. These keywords include:
• Advocacy and policy: Actions and plans that aim to garner support for a particular cause, which can be used as a basis for decision-making within different institutions.
• Data collection and analysis: Strategies that systematically gather and examine information to discover patterns and relationships in transportation- related data.
• Infrastructure: Permanent or temporary structures, systems, and facilities that establish the layout of the roadway.
• Programming: An integrated set of planned strategies, activities, and services that address community concerns and promote pedestrian and/or bicycle safety and activity.

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8 Advocacy and policy
Actions and plans that aim to garner support for a particular cause, which can be used as a basis for decision-making within different institutions.

Bicycle and/or pedestrian master plan
An official government document used to guide funding decisions and/or prioritize specific walking and biking improvement programs, projects, and policies.

Example: The Santa Rosa Bicycle and Pedestrian Master
Plan (BPMP) is a tool for guiding city staff and the development community in building a transportation system that is pedestrian and bicycle-friendly. It encourages residents to shift from single- occupancy vehicles to active transportation like walking and biking.

When to use: To create a city-wide or regional government plan that prioritizes walking and biking.

Bicycle and/or pedestrian advisory committee
A volunteer or appointed group of residents, community
stakeholders, and subject matter experts that advise and make recommendations to decision-makers on walking and biking programs, projects, and policies.

Example: The Campbell Bicycle and Pedestrian Advisory
Committee holds meetings every other month to discuss
pressing bicycle and pedestrian issues, guide the development of planning and policies, and review proposed and planned bicycle- and pedestrian-related projects.

When to use: To provide opportunities for residents, community stakeholders, and subject-matter experts to help shape their community.

Community benefit agreement
A legally binding contract between a community coalition and the developer of a proposed development project. In exchange for public support of the project, the developer contributes benefits identified by the local community, such as pedestrian and bicycle safety improvements, open green space, affordable housing, and more.

Example: Richmond’s City staff members and community
members created a community benefits policy to support
community goals in tandem with developments in the city.

When to use: To improve the safety of people walking and biking or increase open green space for the community at or near new development projects.

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9 Advocacy and policy
Community coalition
A variety of partners in a community that work together to improve active transportation safety. This can include work in affordable housing and active transportation, land use solutions, public transportation investments, and more. Coalitions can bring together a large group of advocates and stakeholders (i.e., community residents, local organizations, school representatives, agencies, decision-makers, and others) who combine resources and collaborate towards their shared goals.

By taking collective action, members of a coalition can generate increased visibility and have their perspective elevated through a broader effort.

Example: The South Los Angeles Community Coalition is
made up of community residents, youth, service providers, and organizations working together to address inequities and build a better future.

When to use: To provide a well-rounded, safe community for those living in and traveling to it.

Comprehensive safety action plan
A comprehensive safety action plan aims to reduce and
eliminate serious injury and fatal traffic crashes affecting all roadway users. This plan uses data analysis to understand roadway safety concerns and strengthen a community’s
approach through projects and strategies that address the most significant safety risks.

Example: The City of Hawthorne developed a Comprehensive Safety Action Plan focusing on traffic safety improvements and addressing factors contributing to local traffic collisions.

When to use: To develop a comprehensive strategy to reduce or eliminate serious and fatal traffic crashes on roadways.

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Funding opportunities that prioritize safety
Local, regional, statewide, and national funding sources identified that can fund traffic safety improvements. This can include Office of Traffic Safety (OTS) grants, Caltrans’ Active Transportation Program, local mini-grant opportunities, and more.

Example: The California OTS provides yearly grants to public entities to address priority program areas including pedestrian and bicycle safety.

When to use: To fund the implementation of walking and biking safety programs and infrastructure projects.

Engaged elected official
Engaging a decision maker for walking and biking safety in a community may help bring much-needed support for safety improvements and policies. They can raise awareness and gain public funding support for bicycle and pedestrian projects.

Example: Alongside community members, Dorothy Wong
advocated for and took part in a Community Pedestrian and Bicycle Safety Training workshop in 2018 and has since
won funding to implement projects named in the report.

Most notably, Dorothy Wong applied for and won an AARP
Community Challenge Grant in 2021 to advocate for safe and healthy access to parks which allowed the City to implement a demonstration project at a local park.

When to use: To prioritize biking and walking in a community through the adoption of policies, plans, and laws at the government level.

Local Road Safety Plan (LRSP)
A framework and plan that identifies, analyzes, and prioritizes traffic safety improvements on local roads tailored to local issues and needs. The purpose of the plan is to reduce serious injuries and fatalities.

Example: The City of Arcata and Redwood Community Action Agency has developed a LRSP to analyze and prioritize street safety improvements.

When to use: To identify, analyze, and prioritize traffic safety improvements on local roads, aiming to reduce crashes, injuries, and fatalities by addressing specific traffic safety concerns within the jurisdiction.

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Vision Zero
A policy to eliminate all traffic fatalities and serious injuries on city, county, or state streets. This is accomplished while increasing safe, healthy and equitable mobility for all people using the street but especially vulnerable users. Agencies adopt these policies to signal their priorities to residents, guide future development and decision-making, and demonstrate their
commitment to safety.

Example: The City of Fremont has developed a Vision Zero Action Plan to implement City’s Vision Zero policy of eliminating all traffic fatalities and serious injuries by 2040.

When to use: To encourage more residents to walk, bike, or take transit and improve the safety of vulnerable populations using the corridor. To reach zero deaths and serious injuries within a city, county, or state.

Participatory campaign
A campaign that invites the community to participate in the planning process for traffic safety projects and programming, which may include educational safety activities such as mural painting, crosswalk performances, and neighborhood walking, biking, and/or bus tours.

Example: The City of San Francisco’s District Seven has engaged in participatory budgeting, which is a democratic process in which community members propose projects and decide how to spend part of a public budget.

When to use: To provide ways for the community to get directly involved in the planning process for a project and provide their input directly to those planning the project.

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12 Data collection and analysis
Strategies that systematically gather and examine information to discover patterns and relationships in transportation-related data.

Evaluation
The collection and analysis of data to help make
program and funding decisions, as well as understand
the impacts of the project or program.

Example: SafeTREC’s 2024 CPBSP Highlight Report
provides a high-level summary of the program activities for the CPBSP and its impacts on communities across California.

When to use: To use data to prioritize actions and to
track progress related to transportation safety efforts.

Evaluation may also support future requests for funding.

Linking crash and medical data
A link between hospital, police, emergency response, and other traffic crash data can provide accurate, coordinated, and timely monitoring of traffic crash injuries and deaths. This data can also be used to support prioritizing traffic safety projects, the evaluation of projects, and monitoring traffic safety projects.

Example: The Injury and Violence Prevention Branch at the California Department of Public Health launched a project to integrate medical and crash data to better understand how to prevent people from being injured or killed in traffic crashes.

When to use: To use data to prioritize actions and to
track progress related to transportation safety efforts.

High-Injury Network (HIN)
A data-driven approach to safety that maps fatal and serious crashes to identify streets where the highest concentrations of crashes have occurred. This data can be used to
prioritize funding and safety projects in those areas.

Example: The Oakland High Injury Network (HIN)
is a map of the corridors and intersections where
the most severe and fatal crashes are concentrated,
through an analysis of 2017-2021 data.

When to use: To use data to prioritize actions and to
track progress related to transportation safety efforts.

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Pedestrian and bicycle count
A data collection of how many people are walking and/or biking on a street or path to demonstrate the need for more pedestrian and bicycle infrastructure. This can be collected either manually or through automated counters.

Example: In 2016, Long Beach installed its first pedestrian/ bicycle counter that displays daily and annual counts. The counter captures both pedestrians and bicyclists via infrared and inductive loops in real time.

When to use: To collect volume data to demonstrate the need for traffic safety improvements on a street or path or to evaluate how a project has affected multimodal volumes.

Photo and VideoVoice
The use of images or videos to communicate perspectives and raise awareness of safety issues in a community. Photo and VideoVoice testimonials offer greater flexibility for residents to engage in community planning.

Example: In 2021, SafeTREC’s CPBST Project Team worked
with the community of Castro Valley on a workshop where the team recommended a VideoVoice Project, one that came to fruition during a technical assistance project in 2023.

When to use: To gather more information and data directly from those impacted by traffic violence, near misses, and unsafe streets in a community. This data can then be used as a tool to advocate for traffic safety improvements.

Safe Routes to School (SRTS) data collection
The gathering of information on how students travel to and from school and parents’ thoughts about their children walking and biking to and from school. The National Center for Safe Routes to School offers the Student Travel Tally and Parent Survey forms.

Example: The City of Palo Alto’s Office of Transportation has collected SRTS data, ranging from classroom tally data gathered by Palo Alto Unified School District teachers to reported numbers of parked bicycles at each public middle and high school in Palo Alto.

When to use: To better understand how a school currently travels to and from the campus and look to encourage students to walk and bike to school.

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Safe System Approach
The Safe System Approach is a framework committed to zero traffic fatalities or serious injuries on our roads. It is human centered and proactive, focusing on the most vulnerable populations who experience a disproportionate rate of traffic fatalities and serious injuries. The framework focuses on saving lives through the understanding that humans make mistakes and bodies are fragile. The Safe System Approach aims to reduce the kinetic energy generated in a traffic crash through a holistic approach that integrates layers of protection for all road users, thereby minimizing the severity of injuries to the human body. It recognizes that roadway design, management, and investments must prioritize the safety of all road users.

Example: The City of Menlo Park developed a Vision Zero Action Plan using the Safe System Approach, a commitment to safety that began with a group of parents who advocated for road safety near schools. The action plan affirms the city’s goal to eliminate all traffic fatalities and serious injuries by 2040 through the creation of a Safe System.

When to use: The Safe System Approach can be applied
to urban areas with high traffic fatalities, especially in neighborhoods with vulnerable populations such as pedestrians, bicyclists, and children. By incorporating strategies like lower speed limits, safer street designs, and better enforcement, cities can reduce the severity of crashes and save lives.

Street Story
A tool that allows community residents and agencies to collect and share information about transportation experiences, including near misses, safety concerns, and safe locations to travel. The platform is publicly accessible, anonymous, and free to use. Learn more about this tool by visiting the Street Story webpage.

Example: SafeTREC’s Street Story tool is a community
engagement platform where community members can share
experiences about where they’ve been in a crash, experienced a near miss, or where they feel safe or unsafe while traveling.

To promote access to the tool, the Street Story team offers technical assistance, including workshops, webinars, and one-on-one assistance for communities, agencies, and
organizations.

When to use: To gather crowdsourced information and data directly from those impacted by traffic crashes, near misses, and unsafe streets. This data can then be used as a tool to advocate for safety improvements.

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Walking or biking assessment
An assessment to identify safety concerns, barriers, and opportunities for key safety improvements, along specific routes in a community. Key safety improvements can include community programs and/or infrastructure projects.

Example: SafeTREC’s Complete Streets Safety Assessment
Program offers free technical assistance to communities across California to create safe spaces for people to walk and bike.

When to use: To gather information from residents and others on unsafe conditions on specific streets for people walking and biking. This is a way to gather data to advocate for safety improvements.

Transportation Injury Mapping System (TIMS)
A web-based tool that allows users to analyze and map crash data from California’s crash database (Statewide Integrated Traffic Records System - SWITRS). The TIMS platform is
publicly accessible and free to use.

Example: Elk Grove Unified School District, the fifth largest school district in the state, is using the TIMS Safe Routes to School Maps Viewer to guide its four-year Safe Routes to School program.

When to use: To use data to prioritize actions and to track progress related to transportation safety efforts.

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Permanent or temporary structures, systems, and facilities that establish the layout of the roadway.

Bicycle infrastructure
Bicycle lane
A section of a roadway exclusively for people biking or using another micromobility device1, which reduces conflicts between people walking, biking, and driving. Colored pavement, striping, signage, and other pavement markings may be used to increase visibility.
2 1 A micromobility device includes any small, low-speed, human or electric-powered transportation device, including bicycles, scooters, electric-assist bicycles (e-bicycles), electric scooters (e-scooters), and other small, lightweight, wheeled conveyances. https://www.fhwa.dot.gov/livability/fact_sheets/mm_fact_sheet.cfm 2 Regulations vary by city and/or county for where and how different types of micromobility devices are allowed to operate.

Bicycle box
A designated space, usually painted in a high-visibility green paint, where people biking can stop in front of people driving at a red light at an intersection. A bicycle box improves visibility of people biking and encourages more predictable approaches to and through the intersection by all road users. Some bicycle boxes serve as two-stage turn boxes which simplify turn movements and provide a safe place to wait while waiting to complete a turn.

Example: This bicycle box located in Long Beach gives
bicyclists a safe, visible space to wait in front of traffic at a red light.

When to use: To provide a safe place for people biking to stop at a red light and to create predictable road movements.

Protected bicycle lane
(Class 4)
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17 Bicycle infrastructure
Bicycle lane, continued
There are different types of bicycle lanes:
• Protected bicycle lanes (also known as separated bicycle lanes and cycletracks): These are physically separated
from vehicle travel lanes using features such as bollards, jersey barriers, curbs, planters, or parked cars. They offer the highest level of security and safety for all road users. • Buffered bicycle lanes: These are separated from vehicle lanes with a painted buffered space alongside the
conventional bicycle lane, providing additional space and safety.
• Conventional bicycle lanes: These are separated from
vehicle lanes, and typically striped with white paint and located on the right side of a road.
• Bicycle boulevards: Shared roads that prioritize bicycle travel, typically marked with painted white sharrows, to indicate to all road users to share the space.

Example: The City of Berkeley has implemented seven bicycle boulevards to encourage biking and discourage through
traffic on smaller, residential streets. These streets have been identified as optimal routes for bicyclists.

When to use: To provide safer, more comfortable roads for people biking or using another micromobility device in the community. Bicycle lanes separate people biking from people driving, reducing the risk of serious injuries in the event of a crash due to differences in their driving speeds. This helps all road users navigate the road predictably and safely. Oftentimes, they also improve the safety of people walking along the corridor.

Buffered bicycle lane
(Class 2B)
Conventional bicycle lane
(Class 2)
Bicycle boulevards
(Class 3, or Class 3B)
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Bicycle parking
A designated location for bicycles and other micromobility devices to be safely stored, including bicycle corrals, bicycle racks, bicycle lockers, bicycle stations, and other parking options. They encourage people to bike or roll to their destinations because they have a safe place to store them.

Example: Three Bay Area Rapid Transit (BART) stations in Oakland operate bicycle stations to secure BART users’ bicycles to incentivize multimodal transportation.

When to use: To encourage more people to bike or roll by providing them with safe ways to park bicycles or micromobility devices at their destinations.

Bicycle sensor/detector
A sensor or detector that captures when a bicycle or other micromobility user passes over it to trigger the traffic light.

Most commonly, they are either video detectors or in-pavement sensors. In-pavement sensors are often paired with road markings to let people biking know where to position themselves at an intersection to activate the traffic signal via the sensor or detector.

Example: The City of Danville has installed bicycle detection cameras at key intersections to improve bicyclist safety and signal responsiveness. These video detection systems accurately recognize bicycles and trigger traffic signals, replacing magnetic sensors. A green bicycle sign with a blue light confirms with the bicyclist that they have been detected.

So far, 15 systems have been installed at seven major
intersections.

When to use: To prioritize people biking or rolling along a roadway and to create a safe, accessible path of travel.

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Public bicycle repair station
A station that houses tools to perform basic bicycle repairs and maintenance, such as inflating a flat tire or adjusting brakes, to support safer biking.

Example: The Los Angeles Department of Transportation
(LADOT) works with local businesses and community groups to set up bicycle repair stations around Los Angeles. These stations help bicyclists fix their bicycles with tools like wrenches, screwdrivers, and a bicycle pump.

When to use: To provide free access to tools for people biking in the community, regardless of their economic status. They also help improve the safety of people biking by providing regular access to bicycle tools to make sure their bicycles are safe to ride.

Bicycle signal
A traffic signal that directs people biking or rolling through an intersection and reduces potential conflict with other road users like people walking or driving.

Example: A bicycle signal located in the City of Monterey accommodates increased bicycle and pedestrian traffic along a major road. The bicycle signals are coordinated with traffic signals so that bicycles can safely enter and exit the median bicycle lanes.

When to use: To provide dedicated signals for people biking or rolling, especially on corridors with protected bicycle lanes.

By separating their movements from people driving and people walking, the movement of people biking and rolling is more predictable which improves their safety.

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20 Green infrastructure
Median gardening
The addition of trees and landscaping to medians to provide aesthetic benefits and traffic calming.

Example: The City of La Palma contracted a landscape
designer to create a modern, drought-tolerant median design with the goals of reducing water usage, improving visual appeal, and implementing a consistent design throughout the city.

When to use: To calm traffic and add greenery to communities.

Permeable sidewalk/pavement
Sidewalk or pavement that allows stormwater to filter through to the soil below. Since water seeps through the pavement, puddles and ice will not form on the road which improves safety for people walking, biking, or driving.

Example: The City of Santa Barbara has installed permeable pavement at city-owned parking lots, sidewalks, streets, alleys, and parks, in order to allow stormwater and urban runoff to filter into the ground below.

When to use: To manage stormwater on low-traffic roads and provide safe road conditions for people walking, biking, or driving.

Rain garden
A landscaping feature designed to reduce flooding along a street. They can be installed along with bulbouts to make an area more inviting to walk and bike. They can help manage stormwater, add greenery to a corridor, and replace concrete curb extensions to provide an aesthetic alternative.

Example: In 2023, the City of Lafayette opened its first rain garden. Their rain garden collects, filters, and absorbs stormwater runoff.

When to use: To calm traffic along a corridor, while managing stormwater, and provide an aesthetic green element for the street.

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Shade tree
A tree that provides shade and decreases noise pollution, which improves a street’s walkability and bikeability, and supports mental well-being in a community
Example: The Sacramento Shade program has planted more
than 600,000 shade trees in the Sacramento area and has recently expanded both the number and types of trees offered.

Currently, the program offers up to 10 free trees per customer and over 30 varieties to choose from.

When to use: To provide a comfortable environment for people walking, slow traffic, manage stormwater, and other community improvements.

Sidewalk landscaping
The conversion of a concrete sidewalk space into a landscaped area. It can include native plants and other neighborhood improvements like rain gardens.

Example: San Francisco Public Works issues low-cost permits for sidewalk landscaping so property owners can convert a portion of their sidewalk into an attractive landscaped area.

These sidewalk improvements provide wildlife habitats, reduce flooding, and increase property values.

When to use: To enhance existing sidewalks and add greenery to communities.

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Curb ramp
A ramp that provides safer access between the sidewalk and roadway for people, especially those using wheelchairs and other assistive mobility devices. Without curb ramps, people with mobility disabilities are often forced to travel in the street alongside traffic. Curb ramps also provide benefits to those using strollers, bicycles, or anyone else who may have trouble stepping up and down from curbs. Curb ramps should include truncated domes (also known as tactile paving) which serve as a detectable warning that can be seen, felt, and heard.

Example: The City of San Francisco improved pedestrian
access at the intersection of Sotelo Avenue and Lopez Avenue.

The project involved redesigning and rebuilding four curb ramps to meet safety and accessibility standards.

When to use: To create roads and sidewalks that are accessible and safe to use for all people using the road, especially people with disabilities. It is often difficult, or even impossible, for a person using a wheelchair or other assistive mobility device to cross a street if the sidewalk on either side of the street ends without a curb ramp. Curb ramps must be provided in order for people of all ages and abilities to have equal access to public spaces.

Pedestrian head start (leading pedestrian i nterval)
A traffic signal that gives people walking a three to seven seconds head start to enter an intersection before people driving receive a green light. This improves the visibility of people walking in the intersection and highlights their right-of-way over turning vehicles. The National Manual on Uniform Traffic Control Devices (MUTCD) recommends a pedestrian crossing speed
of 3.5 feet per second. California’s MUTCD recommends 2.8 feet per second where people with disabilities or seniors walk.

This allows vulnerable populations, like school children or older adults, more time to cross the street safely.

Example: As of 2022, intersections operated by the State of California must program the signal to give pedestrians a three to seven second head start before the light turns green for vehicle traffic moving in the same direction, according to AB 2264.

When to use: To increase the safety of people walking by allowing them a head start to cross at an intersection, which also increases their visibility to people driving.

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Pedestrian lane
A defined space on the roadway for people walking which can be implemented on one or both sides. The lane is a temporary pedestrian facility usually placed on roads with low to moderate speeds and volumes.

Example: The City of Detroit, Oregon has implemented a
separated pedestrian lane that also accommodates bicycles, providing a designated space for pedestrians within the roadway.

When to use: To provide a space for people walking on roads with low to moderate speeds and volumes.

Pedestrian zones
A section of a roadway exclusively for people walking, which reduces conflicts between people walking, biking, and driving.

Pedestrian zones can be either permanently, periodically, or occasionally closed to vehicular traffic. Colored pavement, striping, signage, greenery, and other elements may be used to create these spaces.

There are different types of pedestrian-only spaces:
• Pedestrian plaza: A pedestrian-only plaza repurposes an underutilized street, alley, or other community space. It improves the safety of those walking and provides more
green space that can incorporate elements like benches, tables, greenery, and bicycle racks.
• Pedestrian street (pedestrian mall): A pedestrian street is a pedestrian space created on what used to be a vehicular street and is typically in larger, urban areas where there are high volumes of pedestrian traffic and ample shopping, eating, and other local destinations along the corridor. The space provides opportunities for dining outside, gathering, and other social activities.

Example: The City of Gilroy launched their Gourmet Alley Project to transform an alley into a public pedestrian plaza. This alley was converted into two blocks of newly-paved, pedestrian- only space, lined with trees, public seating, planters, and lighting.

When to use: To provide more open spaces for people walking and create more green space in a community.

Pedestrian street
Pedestrian plaza
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Pedestrian safety island (pedestrian refuge island)
A designated area in the middle of a crosswalk where people walking can stop and rest between light signals. Typically housed within a median made of concrete, pedestrian safety islands may also feature high-visibility road striping and signage for added safety.

Example: The City of San Francisco has installed pedestrian refuge islands in the middle of Market Street to create safer conditions for pedestrians crossing the street, alongside other traffic calming measures.

When to use: To create safe places of refuge for people walking across wide, multi-lane roads where people walking have trouble crossing due to high volumes of traffic or long crossing distances. These can also be used in areas where there’s a large presence of vulnerable road users like school children or older adults.

Pedestrian-scale lighting
Lighting that is positioned towards sidewalks and pedestrian paths, typically located closer to the ground, and installed closer together to improve the walking experience.

Example: The City of Oakland’s International Boulevard
Pedestrian Lighting and Sidewalk Improvement Project installed pedestrian-scale lighting and repaired sidewalks to provide safer pedestrian conditions for people along International Boulevard. These improvements aim to improve pedestrian travel, encourage transit ridership, and provide health and environmental benefits.

When to use: To provide sufficient lighting for people walking and improve sightlines for people walking, biking, or driving at night. It can also provide a sense of safety on previously dark roads that people may have avoided walking on at night.

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Pedestrian scramble
An intersection that stops driver traffic in all directions and allows people walking to simultaneously cross in all directions of the intersection, including diagonally. This allows people to cross the street without having to worry about potential conflicts with those driving who are turning right on a red light.

Example: The City of Santa Monica has pedestrian scrambles operating throughout its downtown, giving pedestrians exclusive access to the intersection.

When to use: To provide safety improvements for people
walking at intersections with a large volume of people walking.

These are oftentimes used in downtown city corridors where people walking often outnumber people driving.

Raised crosswalk
A type of speed table that brings the roadway to the same level as the sidewalk. It allows people to cross without a curb ramp and makes people walking in the crosswalk more visible to people driving. Raised crosswalks can be located at intersections or mid-block. At intersection locations, the raised area can be extended to include the entire intersection.

Example: As part of San Francisco Municipal Transportation Agency’s Wiggle Neighborhood Green Corridor Project,
raised crosswalks were installed to further highlight pedestrian crossings and encourage safe speeds through intersections.

When to use: To physically encourage people driving to slow down before passing over the crosswalk, yield to pedestrians, and provide a level path from curb to curb for people walking.

Sidewalk
A separate, designated place for those walking outside of the road. Typically, they are installed in urban areas and have a minimum width of six feet with sufficient lighting, shade, and level surfaces.

Example: A physically separated sidewalk in Los Molinos was installed during a safety enhancement project on the main street for Los Molinos by Caltrans District 2.

When to use: To make roads accessible to all ages and
abilities, especially for residents with disabilities, and in areas where people walking are forced to travel in the street due to insufficient or missing sidewalks.

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Complete Streets
Streets that are designed to provide a safe, comfortable space for all people using the street, regardless of age or ability.

Complete Streets policies are set at the state, regional, and local levels and are frequently supported by roadway design guidelines.

Example: California Department of Transportation (Caltrans) created a Complete Streets Elements Toolbox 3.0 that translates complex statewide policies into concepts and practices for project delivery purposes aimed at more effective Complete Streets implementation. The Toolbox provides guidance to assist project staff-planners, project managers, engineers, designers, etc., in the selection of Complete Streets elements to meet relevant goals and objectives in Caltrans’ Strategic Management Plan, Complete Streets policy (DP-37).

When to use: To encourage more residents to walk, bike, or take transit, and improve the safety of vulnerable populations using the corridor.

Curb extension (bulb-out)
An extension of the sidewalk in order to narrow the roadway, slow driver speed, and shorten crossing distances for
pedestrians. They can be used at corners or mid-block and can be built with paint, bollards, or planters. Curb extensions can often be lengthened to create public spaces, landscaped areas, or transit waiting areas.

Example: San Francisco Municipal Transit Agency implemented three new bulb-outs throughout the city to shorten crossing distances, improve visibility, and encourage drivers to slow down.

When to use: To increase the visibility of people walking at intersections, shorten crossing distances, reduce turn speeds of those driving, increase sidewalk space for people walking, provide additional public space, reduce illegal parking at corners, crosswalks and bus stops, and provide the space needed to install curb ramps.

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Daylighting
The practice of pushing parking spaces at least 15 to 20 feet back from a pedestrian crossing, which increases the visibility between people walking or biking and those driving, which in turn reduces conflicts.

When to use: To increase the safety of people walking or biking along a corridor and improve the visibility between them and those driving.

Example: As of 2025, daylighting is a law (AB 413) in California.

This law prohibits a person from parking a vehicle within 20 feet of either side of any marked or unmarked crosswalk, or within 15 feet of any crosswalk where a curb extension is present.

High-visibility road striping and signage
Road striping and signage that is installed to emphasize or indicate designated space and safety messaging for particular road users and help them detect each others’ location on the road. The high-visibility striping and signage also increase visibility at night or in low-light conditions because the paint used for striping and materials used to create signs reflect back the light source. For example, when a car’s headlights reach high- visibility road striping, the light will reflect back at the driver.

Example: The City of San Rafael has installed high-visibility crosswalks, added red curbs at intersections in a practice known as ‘daylighting’ for visibility, and has added pedestrian crossing signage at uncontrolled crossings.

When to use: To emphasize or indicate where each road user should be on the road, especially at night when regular paint alone is hard to see.

Multi-use trail/Shared p ath
A separated off-road space for people walking and biking. Some multi-use trails may even separate people biking and walking into their own lanes. These are most commonly implemented along rivers, shorelines, canals, utility rights-of-way, railroad rights-of- way, within school campuses, or within and between parks.

Example: Sonoma County Regional Parks implemented nine
Class 1 Multi-Use Trails designed to accommodate many types of users.

When to use: To provide safe, off-road paths for people walking and biking in the community, especially near parks and other green spaces.

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Neighborhood traffic circle (mini roundabout)
A small raised circular island in a residential intersection that directs traffic to flow in one direction. These are smaller than roundabouts and are intended to keep speeds as low as
possible while also improving the safety of pedestrians.

Example: The City of East Palo Alto installed two temporary traffic circles at intersections on Pulgas Avenue near schools to calm traffic and improve safety for students walking and biking. The goal is to convert these temporary traffic circles into permanent mini roundabouts to reduce collisions, injuries, and vehicle emissions, while making travel safer for both students and local residents.

When to use: To reduce the speeds of people driving through neighborhoods and improve the safety of those walking.

Paved shoulder
A functional space for people walking and biking on the edge of a roadway where there is an absence of other infrastructure like bicycle lanes or sidewalks, typically in rural communities.

Example: The community of Capay has implemented a visually separated paved shoulder using colored and stamped asphalt designed to mimic bricks. This design choice emphasizes pedestrian space while maintaining roadway efficiency,
improving visibility and safety for those walking along the corridor. The project was developed with input from Alta Planning + Design.

When to use: To provide space for people walking and biking on roads that lack other facilities, sidewalks or bicycle lanes.

Pedestrian hybrid beacon (high-intensity activated
crosswalk [HAWK] beacon)
A marked crossing signal with flashing lights that are activated by push signals to help pedestrians safely cross the street. The beacon alerts people driving to stop at an intersection or mid- block crosswalk for a pedestrian and brings more visibility to those crossing the road.

Example: The City of El Cerrito has implemented a pedestrian hybrid beacon along a busy intersection to make crossing safer for pedestrians by reducing pedestrian-vehicle conflicts.

When to use: To increase the safety of people crossing major streets where side-street volumes do not support the installation of a conventional traffic signal and to increase the safety of people walking by signaling those driving to stop so people walking can safely cross the street.

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Protected intersection
The physical separation and protection of people walking, biking, and rolling at and in intersections. They can include posts, bollards, concrete, or other infrastructure. Bicycle crossings are placed next to, but separated from, pedestrian crossings to minimize potential conflicts between those walking and biking as well.

Example: The City of San Luis Obispo launched its first protected intersection in 2021 to increase safety for those walking, biking, and rolling.

When to use: To improve the safety of people walking or biking at and in intersections with a history of collisions. They can also facilitate left turns for people biking by providing a waiting area to complete the crossing in two stages.

Quick-build project
A semi-permanent project that can be implemented quickly to prioritize the safety of those using the street. Oftentimes, they are intended to test improvements and can undergo changes after installation to make them more impactful. They can be completed with as little as paint and posts, but can include concrete and other more permanent elements. They can be planned rapidly and installed roughly within a year of planning.

Example: San Francisco has completed 40 quick-build projects with many additional quick-build projects on the way. These safety improvement projects are constructed within weeks or months and are reversible and adjustable.

When to use: To create impactful, money-saving safety
projects. Quick-builds are a tool that can improve the safety of a street for a margin of what a full project would cost. They can be used as a way to test out a project or new infrastructure element before committing to it fully.

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Rectangular rapid flashing beacon (RRFB)
Flashing signals that are activated by a button by people walking at a crosswalk. The rectangular rapid flashing beacons also typically include high-visibility striping and signage that improves the safety of those walking and cues people driving to yield for pedestrians. They are particularly effective for crossing multi- lane streets with speed limits of less than 50 mph.

Example: The City of Fremont added rectangular rapid flashing beacons at Dorne Place and Mento Drive as part of the Paseo Padre Parkway Improvements Project. These RRFBs provide a high-visibility strobe-like warning to drivers when pedestrians use an uncontrolled crosswalk.

When to use: To increase the safety of people walking by encouraging those driving to yield to pedestrians at a crosswalk.

Reduced speed limit zone
Designated areas with a decreased speed limit of 25, 20, or 15 miles per hour (mph), typically near schools, senior zones, or commercial corridors. The reduced speed limits prioritize the safety of those walking and biking in the area, especially those most vulnerable to traffic crashes like seniors and school kids.

Example: The City of San Mateo has implemented reduced
speed limit zones near schools. To ensure a safe environment for students, speed limits around schools have been lowered to 15 and 25 mph.

When to use: To reduce the speed of people driving and
improve the safety of people walking and biking.

Road rightsizing (road or traffic diet)
Road rightsizing typically involves the conversion of an existing four-lane, undivided roadway into a three-lane roadway. This can allow the newly reclaimed space to be used as bus lanes, bicycle lanes, sidewalks, or other uses. It can also reduce the speed of people driving which makes it safer for people who walk and bike along the corridor.

Example: The California Street Road Diet Project in Stockton reduces lanes from four to two, adding a center turn lane, bicycle lanes, and pedestrian improvements to enhance
safety. The project, which began in October 2023, includes ADA-compliant sidewalks, upgraded traffic signals, and a high- visibility crosswalk near medical facilities.

When to use: To provide more street space for people walking, biking, or taking transit. It also reduces vehicle speeds along a corridor.

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Roundabout
A circular island in an intersection that directs high-volume traffic to slow down and yield before entering the intersection.

Roundabouts are an alternative to traffic signals and are designed for roads with speeds greater than 25 mph.

Example: The City of Burlingame completed a roundabout
project at a complicated intersection. The roundabout
implements traffic calming measures by slowing down motorists, clarifying right-of-way for various movements of traffic and prioritizing pedestrian and bicycle safety.

When to use: To promote slower speeds in an intersection. To reduce T-bone and head-on crashes which typically result in more serious injuries.

Slow Streets
The reduction of through vehicle traffic on low-volume and low- moderate speed streets with temporary signage and barriers aimed to create a shared space for people walking and biking.

Example: The City of Oakland’s Department of Transportation developed a network of Slow Streets to promote sustainable transportation and to encourage the use of neighborhood streets as community spaces.

When to use: To create cost-effective ways to lower the speed of people driving and create safer, more comfortable routes for people walking and biking.

Temporary demonstration project
A project that installs short-term safety enhancements that allow community residents to experience and give feedback on a project before it is permanently installed. They differ from quick- build projects because they are installed before a decision is made by the local government body. They provide a way to test out potential projects before voting on making them permanent.

Example: The City of East Palo Alto launched a temporary demonstration project involving the installation of temporary traffic circles at two intersections of concern in the city near schools.

When to use: To create a way to test out a potential project, provide residents a tangible way to experience the potential changes, and gather community feedback on the project before permanently installing it.

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Vertical speed control elements
Vertical speed control elements help manage and reduce
vehicle speeds due to the increased height of the street. They are typically implemented on neighborhood, residential, and low- speed corridors.

There are different types of vertical speed control elements:
• Speed hump: A piece of raised pavement in the roadway, approximately 3 to 4 inches high at its center and 12–14 feet wide which extends the full width of the street to slow vehicle speeds. These can also act as raised crosswalks in certain instances. Oftentimes, speed humps are referred to as speed bumps but the two are different. A speed bump is much shorter, between 1 to 2 feet in length and as high as 6 inches in height. They are typically found in parking lots and not on public roads.
• Speed table: A midblock traffic calming device that raises the entire wheelbase of a vehicle to reduce its traffic speed.

They are 3-3.5 inches high and 22 feet wide, with a flat top. These can also act as raised midblock crosswalks in certain instances.
• Speed cushion: Either speed humps or speed tables used on corridors that also act as major emergency access
routes. They include wheel cutouts to allow emergency
vehicles like fire trucks to pass unaffected.

Example: The Oxnard Speed Hump Program allows residents to request the City install stop signs and/or speed humps to combat speeding on streets. Approvals of speed hump and/or stop sign requests vary by case, depending on the corridor’s current condition. Certain corridors may need an Engineering and Traffic Study (E&TS) and/or community support of the infrastructure in the form of a circulated petition, and all requests are subject to a ranking/scoring system.

When to use: To reduce the speed of people driving and
improve the safety of people walking and biking.

Speed hump
Speed table
Speed cushion
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Wayfinding
A system of signage and pavement markings that guide
people walking and biking to popular community destinations.

Wayfinding tells someone walking or biking the distance or the time it will take to walk or bike to a destination.

Example: The City of Berkeley designated a grid of
traffic-calmed streets as bicycle boulevards and added a comprehensive signage system that enables citywide point-to- point wayfinding, with connections to schools, parks and transit.

When to use: To make navigating for people walking and biking as easy as possible. Wayfinding can also encourage walking and biking because navigating the community is easier for those new to walking or biking.

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An integrated set of planned strategies, activities, and services that address community concerns and promote pedestrian and/or bicycle safety and activity.

Bicycle programming
Bicycle rodeo
A bicycle rodeo is an on-bicycle education event, typically for youth, to teach them the skills needed to ride a bicycle safely.

They can include bicycle safety inspections, helmet and other safety gear distribution to those in need, and teaching bicycle maintenance skills and the rules of the road. They can also include scooters, skateboards, roller skates, and other forms of micromobility.

Example: Solano County’s Safe Routes to School Program
organizes bicycle rodeos to teach youth how to safely use the road as a pedestrian, bicyclist, and scooter rider.

When to use: To encourage school children to bike or roll to school and educate them on how to do so safely.

Bicycle safety diversion program
A sponsored program by a local law enforcement agency that offers bicycle traffic school to remove or reduce a traffic violation fine for people who bike. Attendees learn bicycle laws and safe riding skills.

Example: The Bicycle Safety Diversion Program, run by Active SGV, allows bicyclists ticketed for minor infractions to take a free bicycle education class instead of paying a fine. The program, available in multiple languages, teaches bicycle laws and safe street riding to improve bicyclist safety and provide a fairer alternative to fines or jail time. The City of Bakersfield offers a monthly bicycle court diversion program for youth cited for bicycle- related violations instead of formal court proceedings.

When to use: To provide a way for people who bike to remove or reduce a traffic violation fine, similar to what is already provided for those who drive.

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Bicycle train
A group of students who bike or roll to school accompanied by an adult along a designated route. Students can join the bicycle train along any of several identified stops and oftentimes bicycle trains include those on scooters, skateboards, and other micromobility devices.

Example: Sonoma County’s Safe Routes to School program
organizes bicycle trains to encourage safe group bicycle rides to schools.

When to use: To encourage more students to bike or roll to school, improve their safety, and involve students and parents directly in Safe Routes to School work.

Earn-A-Bicycle program
A program that offers community members, typically youth, the opportunity to earn a bicycle by participating in classes that teach them the rules of the road, bicycle safety, and basic bicycle mechanic skills.

Example: Trips for Kids Earn-A-Bike program an online month- long course that provides youth with the opportunity to learn bicycle mechanics, bicycle safety and earn their own bicycle.

When to use: To provide more equitable access to bicycles, given that not every resident can afford one.

Helmet/light distribution
Helmet and bicycle light distribution to residents in need to prioritize their safety and visibility. They typically run in conjunction with bicycle education to promote helmet use to prevent head injuries and encourage safe riding.

Example: UC Santa Cruz Transportation and Parking Services offers free bicycle helmets to all students, staff, and faculty.

When to use: To provide more equitable access to helmets and bicycle lights, which greatly improve the safety of people biking.

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Community liaison/promotores program
Community liaisons and promotores help bridge the gap
between local residents and traffic safety agencies and stakeholders. In addition to building trust among members of their community as well as across partners, they may promote education, increase awareness of community safety concerns, and/or advocate for changes to improve road safety. They can help strengthen and build coalitions while also ensuring that projects and programs are culturally appropriate.

Example: The Safe Street Community Promotora Educators at Los Angeles Walks advocate for secure safe street infrastructure and host local workshops for neighborhood residents. The program envisions a city where community residents with lived experiences are the ones creating community design and
equitably compensated for their work.

When to use: To promote safe walking and biking in
communities by teaching and uplifting community members as their own advocates.

Community walk or bicycle ride
An event that encourages residents to walk or bike together and may explore local themes, such as art, music, history, and architecture.

Example: Monroe Practice Days, a program that serves San Francisco’s southeast neighborhoods, empowers the community through free bicycle education and resources. In partnership with Monroe Elementary, local groups, and non-profits like YBike, the program distributes bicycles, helmets, and u-locks, while offering multilingual bicycle instruction.

When to use: To encourage more residents to walk or bike.

This can be a more comfortable introduction to walking or biking in the community for those with no experience.

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Neighborhood speed awareness program
The use of radar trailers and changeable message sign boards to make people driving aware of their speed and encourage them to adhere to the posted speed limit.

Example: The City of Napa’s Neighborhood Traffic Calming Program (NTCP) aims to reduce speeding and cut-through
traffic on local streets with speed limits of 35 miles per hour or less by installing speed signs to help control traffic flow and improve safety.

When to use: To increase traffic safety awareness and lower speeds along specific streets.

Open streets
A temporary closure of streets to vehicle traffic which opens them to people walking, biking, and participating in other social activities.

Example: Morgan Hill held an open street event by closing the road to vehicle traffic, allowing residents to enjoy activities and entertainment along the road.

When to use: To create temporary closures on community
streets to provide a safe, more comfortable place for people walking and biking.

Parklet
A sidewalk extension that provides public space to anyone in the community. Parklets may include benches, tables, greenery, bicycle racks, and more. They also provide space for people to sit and enjoy the space next to restaurants and other businesses. They may provide traffic calming effects to the corridor as well.

Example: The City of Richmond piloted a parklet program to repurpose and activate public space innovatively, repurposing road space for all users.

When to use: To provide more open space for residents,
including spaces for sitting, eating, and bicycle parking. They widen sidewalks and can also slow traffic by taking a portion of the roadway.

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Placemaking
An approach that deeply engages the arts, culture, and creativity — especially from underrepresented communities — in planning and designing public spaces so that the resulting communities better reflect and celebrate local culture, heritage and values.

Example: San Diego’s Quartyard in East Village was
redesigned as an eco-friendly outdoor community space
made from repurposed shipping containers. Through these placemaking improvements, the Quartyard now thrives as a social spot, with a beer garden, a restaurant, a music venue, and a dog park.

When to use: To get residents directly involved with
improvements in their community and ensure any changes align with their vision for the community.

Provide rapid response
Physical and emotional care to crash survivors and their families. It can provide a way to get planners in the community to reassess key intersections or streets for safety improvements.

Example: Families for Safe Streets has composed a post-crash resource guide for those who have lost a loved one or have been seriously injured in a traffic crash, or for those who are providing support to someone affected by a traffic crash.

When to use: To support those impacted by a traffic crash and the families who have lost a loved one to traffic violence.

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Traffic garden
A traffic garden is a scaled-down street network where children and new riders practice biking and road safety in a car-free space. The mini system contains elements people regularly find on real roads: vehicle lanes, bicycle lanes, stop signs, pedestrian crossings and a bus stop.

Example: The Transportation Agency of Monterey County
opened a traffic garden at San Antonio Park in King City where residents can bring scooters and bicycles to test the route or participate in the safety training, or partake in bicycle and scooter repair workshops.

When to use: To provide a safe, fun environment for children and adults to learn about road safety and practice navigating streets and intersections, free from actual traffic.

Safety messaging campaign
A campaign that informs the general public of a safety message or call to action through the use of tabling at community events, public service announcements, pamphlets, billboards, commercials, and art.

Example: Merced County has a driver awareness safety
campaign where California Highway Patrol (CHP) uses a
comprehensive statewide approach to promote and enforce safe pedestrian, bicyclist, and motorist behavior, ensuring all road users are sharing the road in a safe manner.

When to use: To educate residents on how to create safer streets for all and create an atmosphere where the community can look after one another’s safety.

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Designated safe route
A route identified as safer than other options for community members to walk and bike. These routes typically provide better walking and biking infrastructure to and from their destination.

Example: The City of Hayward’s Safe Routes for Seniors
(SR4S) Program is a collaborative effort between the City and local senior housing facilities, senior centers, and community- based organizations that work to identify areas in Hayward at which to focus accessibility and walkability improvements.

When to use: To provide safe routes, especially for vulnerable populations in a community, to walk and bike to local
destinations, which may include community hubs like schools, libraries, and recreational centers.

Safe Haven program
A program that partners with local businesses and community organizations to serve as safe places where students can go and ask for help on their walk to and from school.

Example: The Valley Transportation Agency, a transit provider in Santa Clara County, is an active participant in the Safe Haven Program and ensures that any child in need of assistance can ask for or about “Safe Place” and the operator will ensure the child is safe and secure.

When to use: To improve the safety of students walking and biking in the community and provide opportunities for local businesses and community organizations to get involved directly in Safe Routes to School work.

Safe Passages program
A program that places parents and volunteers at key locations where students travel to get to and from school to support their safety and help them make it to school safely.

Example: The San Francisco Tenderloin Community Benefit District Safe Passage Program works to build a culture of safety, helping students feel and be safe through education, visibility, and engagement.

When to use: To improve the safety of people walking and biking in the community and provide opportunities for parents and volunteers to get involved directly in the Safe Routes to School work.

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Safe Routes to School (SRTS) community program
A program that consists of a broad partnership of community stakeholders working together to promote walking and biking to school through education, incentives, and infrastructure improvements. The Active Transportation Resource Center (ATRC) created a resource library that includes a bicycle and pedestrian safety curriculum for students, a guide to start a walking bus or bicycle train, training for crossing guards and more.

Example: Cupertino’s Safe Routes to School (SRTS) was
created to promote a safer environment for Cupertino students and families to travel to and from school actively.

When to use: To create opportunities to promote walking and biking for school children, as well as create safer streets at and surrounding the campus.

School or community crossing guard program
A program that trains adults to direct the traffic of people walking, biking or driving at key intersections, typically near schools. These can be volunteer, part-time, or full-time positions.

The Active Transportation Resource Center has provided a guidebook for the crossing guard program for administrators and employees.

Example: Los Angeles City’s Crossing Guard Program deploys crossing guards to enhance the safety of students, especially those walking, biking, and rolling in school zones.

When to use: To improve the safety of people walking or biking to and from the school campus and provide new opportunities for local jobs.

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Student Safety Patrol program
A program that enlists upper elementary, middle, and high school students to direct their peers to and from school during arrival and dismissal. Students can also be walking buddies and provide safe walking and biking education to younger classmates.

Example: The City of San Diego’s Student Safety Patrol Program promotes the safe crossing of elementary students to and from school and provides classroom education to improve student safety behavior.

When to use: To get school children involved in advocating for and creating safer routes to their schools.

Walking school bus
A group of students who walk to school accompanied by an adult along a designated route. Students, including those driven to school, join the walking school bus along several identified stops.

Example: The Orange County Health Agency’s Walking School Bus is an organized group of students that safely walks to school together with adult supervision. Similar to a carpool, the adult “bus driver” either meets the students at a designated meeting spot or picks them up along the walking route to school.

When to use: To encourage more youth to walk to school, improve the safety of people walking to school, and get students and their families involved directly in Safe Routes to School work.

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434343
About the Community Pedestrian
and Bicycle Safety Program
The CPBSP is a statewide active transportation and community engagement project of UC Berkeley Safe Transportation Research and Education Center (SafeTREC) and California Walks (Cal Walks) that aims to reduce pedestrian and bicyclist fatalities and serious injuries in communities across California. The program engages residents, traffic safety stakeholders, and both traditional and non-traditional partners alike in active transportation planning and strengthens the capacity of community partners to create safer and more accessible streets for those walking and biking in their neighborhoods. It uses the Safe System Approach framework to engage residents and advocates to develop a community-driven action plan and context- sensitive recommendations informed by community feedback and participation in the program. Follow-up technical assistance is offered to communities that previously received training to support their pedestrian and bicycle safety efforts.

Funding for this program was provided by a grant from the California Office of Traffic Safety, through the National Highway Traffic Safety Administration.

The opinions, findings, and conclusions expressed in this publication are those of the author(s) and not necessarily those of the OTS.

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Advocacy and policy
● Bicycle and/or pedestrian advisory committees: https://www. campbellca.gov/175/Bicycle-Pedestrian-Advisory-Committee ● Bicycle and/or pedestrian master plan: https://www.srcity. org/2711/2018-Bicycle-and-Pedestrian-Master-Plan
● Community benefit agreement: https://www.ci.richmond. ca.us/4126/Community-Benefits-Policy-Development
● Community coalition: https://cocosouthla.org/sc-x-sc/youth-organizing/ ● Comprehensive safety action plan: https://www.cityofhawthorne.org/ home/showpublisheddocument/7635/638742608956000000
● Engaged elected official: https://catsip.berkeley.edu/sites/default/files/ styles/openberkeley_image_full/public/general/altadenagohumancampaign. jpg?itok=rmIBhZ_1&timestamp=1649281804
● Funding opportunities that prioritize safety: https://files.constantcontact. com/5f52d7af701/020c3be9-1557-4463-84d0-93fe8c38d055.pdf ● Local Road Safety Plan (LRSP): https://www.cityofarcata.org/DocumentCenter/ View/14368/Arcata_Local_Road_Safety_Plan-2024?bidId=
● Participatory campaign: https://www.threads.net/@myrnamelgard7/post/DF8Yq4GyvaM ● Vision Zero: https://www.fremont.gov/home/
showpublisheddocument/759/637750212463000000
Data collection and analysis
● Evaluation: https://escholarship.org/uc/item/2sn1j0cr ● High-Injury Network (HIN): https://www.oaklandca.gov/resources/high-injury-network-2024 ● Linking crash and medical data: https://skylab4.cdph. ca.gov/epicenter/_w_c23a14f8/image4a.png
● Pedestrian/bicycle count: https://www.longbeach.gov/goactivelb/resources/eco-totem-counter/ ● Photo and VideoVoice: https://safetrec.berkeley.edu/sites/default/ files/cpbst_fy23_castrovalley_follow-up_report.pdf
● Safe Routes to School (SRTS) data collection: https://www.cityofpaloalto. org/Departments/Transportation/Safe-Routes-to-Schoo
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● Transportation Injury Mapping System (TIMS): https://tims.berkeley. edu/help/images/GISMapNew/1g_MapCon.png
Infrastructure
Bicycle infrastructure
● Bicycle box: https://www.longbeach.gov/goactivelb/mobility- toolkit/bicycle-treatments/bicycle-boxes/
● Bicycle lane: https://www.modestogov.com/DocumentCenter/ View/1722/Non-Motorized-Transportation-Plan-PDF?bidId=
○ Protected bicycle lanes: https://www.calbicycle.org/the_california_bicycle_coalition_ seeks_to_demystify_building_protected_bicycle_lanes_for_californian_cities/ ○ Buffered bicycle lanes: https://www.longbeach.gov/goactivelb/ mobility-toolkit/bicycle-treatments/buffered-bicycle-lanes/ ○ Conventional bicycle lane: https://www.modestogov.com/DocumentCenter/ View/1722/Non-Motorized-Transportation-Plan-PDF?bidId=
○ Bicycle boulevards: https://berkeleyca.gov/city-services/ getting-around/walking-and-biking/bicycle-boulevards
● Bicycle parking: https://uptownstationoakland.com/new- uptown-oakland-bicycle-station-now-open/
● Bicycle sensor/detector: https://www.danville.ca.gov/736/ Traffic-Signal-Bicycle-Detection-Upgrade
● Bicycle signal: https://www.kimley-horn.com/project/north-fremont-street-bicycle-pedestrian/ ● Public bicycle repair station: https://ladotlivablestreets. org/content-detail/Bicycle-Repair-Stations/
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● Median gardening: https://www.cityoflapalma.org/198/Street-Medians ● Permeable sidewalk/pavement: https://sustainability.santabarbaraca. gov/sites/default/files/2024-03/2014-01-29%20037.jpg
● Rain garden: https://www.lovelafayette.org/city-hall/city-departments/ engineering/city-construction-projects/first-street-rain-garden ● Shade tree: https://www.sacbee.com/entertainment/living/home-garden/article45623676.html ● Sidewalk landscaping: https://static.wixstatic.com/media/ e4f6ab_152ffc8c18f64e499d1d1363f50eba88~mv2.png/v1/fill/w_2500,h_3333,al_c/ e4f6ab_152ffc8c18f64e499d1d1363f50eba88~mv2.png
Pedestrian infrastructure
● Curb ramp: https://www.agsinc.com/projects/curb-ramp
● Pedestrian head start (Leading pedestrian interval): https://www.calbicycle. org/governor-signs-bill-that-gives-pedestrians-a-head-start/ ● Pedestrian lane: https://ruraldesignguide.com/files/2016-12/20160714-9.jpg ● Pedestrian zones: https://www.cityofgilroy.org/1009/Gourmet-Alley-Project ○ Pedestrian plaza: https://www.cityofgilroy.org/
ImageRepository/Document?documentID=15669
○ Pedestrian street (pedestrian mall): https://www.cityofsanmateo. org/4448/B-Street-Pedestrian-Mall-Improvements
● Pedestrian safety island (Pedestrian refuge island): https://www. sfmta.com/projects/upper-market-street-safety-project
● Pedestrian-scale lighting: https://drive.google.com/drive/ folders/136-eg0cMaBBiYEAOdcDH-987FP7r7JH-
● Pedestrian scramble: https://www.santamonica.com/transportation/ safety-information-getting-around-santa-monica/
● Raised crosswalk: https://www.sfmta.com/projects/wiggle-neighborhood-green-corridor ● Sidewalk: https://ruraldesignguide.com/files/photos/Los-Molinos-Sidewalk-Cropped.jpg Traffic safety infrastructure
● Complete Streets: https://catsip.berkeley.edu/sites/default/files/styles/openberkeley_image_full/ public/general/complete-street.png?itok=nT6kL4Qu&timestamp=1552430157 ● Curb extension (Bulbout): https://www.sfmta.com/getting-around/walk/ pedestrian-improvements-toolkit/intersection-bulb-outs
● Daylighting: https://www.pinole.gov/sb-413-california-daylighting-law/ ● High-visibility road striping and signage: https://www. cityofsanrafael.org/crosswalk-improvements/
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47 ● Multi-use trail/Shared path: https://parks.sonomacounty.ca.gov/ visit/find-a-park/sonoma-valley-regional-trail
● Neighborhood traffic circle (mini roundabout): https://epasun.org/converting- two-east-palo-alto-temporary-traffic-circles-to-mini-roundabouts/ ● Paved shoulder: https://ruraldesignguide.com/files/photos/pg3-9_Photo_Alta.jpg ● Pedestrian hybrid beacon (High-intensity activated crosswalk [HAWK] beacon): https://el-cerrito.org/1641/Pedestrian-Hybrid-Beacons ● Protected intersection: https://www.slocity.org/government/department- directory/public-works/programs-and-services/transportation-planning- and-engineering/madonna-road-protected-intersection-project ● Quick-Build project: https://www.sfmta.com/projects/folsom-street-quick-build-project ● Rectangular rapid flashing beacon (RRFB): https://www.fremont.gov/government/departments/ public-works/public-works-projects/paseo-padre-parkway-improvements-project ● Reduced speed limit zone: https://www.cityofsanmateo.org/4715/Slow-for-Students ● Road rightsizing (Road or traffic diet): https://siegfriedeng.com/ wp-content/uploads/2022/09/California-St-Road-Diet-0.1-Striping- Conceptual-Rendering_2021-12-13_Page_1_Image_0003.png
● Roundabout: https://www.burlingame.org/839/California-Drive-Roundabout-City-Project ● Slow Streets: https://cao-94612.s3.us-west-2.amazonaws.com/ documents/23.02.01-SlowStreets-framework-presentation-rev1.pdf ● Temporary demonstration project: https://www.cityofepa. org/publicworks/page/temporary-traffic-circles
● Vertical speed control elements: https://nacto.org/publication/urban-street- design-guide/street-design-elements/vertical-speed-control-elements/ ○ Speed hump: https://i0.wp.com/fresnoland.org/wp-content/ uploads/2023/09/speedhump.jpg?fit=1024%2C473&ssl=1
○ Speed table: https://highways.dot.gov/sites/fhwa.dot. gov/files/images/Safety/tceprimer61.jpg
○ Speed cushion: https://signalscv.s3.us-west-1.amazonaws.com/wp-content/ uploads/2019/03/09225705/032719_Abelia_TM-1535x1024.jpg ● Wayfinding: https://studiolimage.com/wf07-bbb.html
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Bicycle programming
● Bicycle rodeo: https://solanosr2s.ca.gov/programs/biking-walking-programs/bicycle-rodeo/ ● Bicycle safety diversion program: https://cal.streetsblog.org/2018/10/10/ california-needs-more-bicycle-ticket-diversion-programs ● Bicycle train: https://sonomasaferoutes.org/content/bicycle-trains ● Earn-A-Bicycle Program: https://www.tripsforkidsbayarea.org/ uploads/1/2/9/0/129099217/20190802-134712_orig.jpg
● Helmet/light distribution: https://taps.ucsc.edu/bicycle-programs/free-helmets.html Community safety programming
● Community liaison/Promotores campaign: https://www.losangeleswalks.org/our_promotoras ● Community walk or bicycle ride: https://catsip.berkeley.edu/safety-story-adrian-cardenas ● Neighborhood speed awareness program: https://www.cityofnapa.org/DocumentCenter/ View/13575/NTCP-Guidelines-and-Procedures-Document---Sep-2024-PDF ● Open Streets: https://www.morganhill.ca.gov/2381/Open-Streets-Morgan-Hill-Event ● Parklet: https://www.ci.richmond.ca.us/4618/Parklet-Program ● Placemaking: https://www.sandiego.gov/economic-development/business/starting/placemaking ● Provide rapid response: https://www.familiesforsafestreets.org/about ● Safety messaging campaign: https://www.countyofmerced.com/3190/Campaigns ● Traffic garden: https://www.montereycountynow.com/blogs/news_blog/tamc-will-open-a-traffic- garden-at-san-antonio-park-in-king-city/article_b96b082a-909b-11ee-9705-9bb8dc853cbb.html Safe Routes to School programming
● Designated safe route: https://www.hayward-ca.gov/SR4S ● Safe Haven program: https://www.vta.org/faq/will-bus-driver- help-my-child-and-offer-safe-place-if-they-are-trouble
● Safe Passages program: https://tlcbd.org/safe-passage/ ● Safe Routes to School (SRTS) community program: https://www.cupertino.gov/Your-City/ Departments/Public-Works/Transportation-Mobility/Safe-Routes-to-School-SR2S/About-SR2S ● School or community crossing guard program: https://ladot.lacity.gov/crossingguard ● Student safety patrol program: https://goldenhill.sandiegounified.org/programs/safety_patrol ● Walking school bus: https://www.ochealthinfo.com/services-programs/pregnancy- and-parenting/child-safety/injury-prevention-program/walk-school-day-6 Parking and Public Improvements Commission
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49 Index
Advocacy and policy
Bicycle and/or pedestrian advisory committees
Bicycle and/or pedestrian master plan
Community benefit agreement
Community coalition
Comprehensive safety action plan
Engaged elected official
Funding opportunities that prioritize safety
Local Road Safety Plan (LRSP)
Participatory campaign
Vision Zero
Data collection and analysis
Evaluation
High-Injury Network (HIN)
Linking crash and medical data
Pedestrian/bicycle count
Photo and VideoVoice
Safe Routes to School (SRTS) data collection
Safe Systems Approach
Street Story
Walking or biking assessment
Transportation Injury Mapping System (TIMS)
Infrastructure
Bicycle infrastructure
Bicycle boulevards
Bicycle box
Bicycle lane
Bicycle parking
Bicycle sensor/detector
Bicycle signal
Buffered bicycle lanes
Conventional bicycle lanes
Protected bicycle lanes
Public bicycle repair station
Green infrastructure
Median gardening
Permeable sidewalk/pavement
Rain garden
Shade tree
Sidewalk landscaping
Pedestrian infrastructure
Curb ramp
Pedestrian head start (Leading
pedestrian interval)
Pedestrian lane
Pedestrian safety island
Pedestrian-scale lighting
Pedestrian scramble
Pedestrian zones
Raised crosswalk
Sidewalk
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50 Infrastructure, continued
Traffic safety infrastructure
Complete Streets
Curb extension (Bulbout)
Daylighting
High-visibility road striping and signage
Multi-use trail/Shared path
Neighborhood traffic circle (mini roundabout)
Paved shoulder
Pedestrian hybrid beacon (High-intensity
activated crosswalk [HAWK] beacon)
Protected intersection
Quick-build project
Rectangular rapid flashing beacon (RRFB)
Reduced speed limit zone
Road rightsizing (Road or traffic diet)
Roundabout
Slow Streets
Temporary demonstration project
Vertical speed control elements
Wayfinding
Programming
Bicycle programming
Bicycle rodeo
Bicycle safety diversion program
Bicycle train
Earn-A-Bicycle Program
Helmet/light distribution
Community safety programming
Community liaison/Promotores campaign
Community walk or bicycle ride
Neighborhood speed awareness program
Open Streets
Parklet
Placemaking
Provide rapid response
Safety messaging campaign
Traffic garden
Safe Routes to School programming
Designated safe route
Safe Haven program
Safe Passages program
Safe Routes to School (SRTS)
community program
School or community crossing guard program
Student safety patrol program
Walking school bus
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For more information, please visit the CPBSP page at
https://safetrec.berkeley.edu.

Funding for this program was provided by a grant from the California Office of Traffic Safety, through the National Highway Traffic Safety Administration.

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Manhattan Beach City CouncilMay 5, 2026

Manhattan Beach City Council
May 5, 2026