“Our mission is to maintain the character of our “small town” community while striking an appropriate balance between economic development and preservation of our quality of life. We help create a dynamic and vital City by providing quality, cost-effective municipalservices and by forming partnerships with residents and organizationsin the constant pursuit of excellence.”
Page Item STANDING AGENDA ITEMS
1. Call to Order and Flag Salute
2. Roll call
3. Special Presentations & Announcements
4. Public Comment:
This time is set aside for citizens to address the City Council on matters listed on the Consent Agenda as well as other items not included on the Regular Agenda. If your comments concern an agenda item noted on the regular agenda, please address the Council when that item is open for public comment. Each speaker is allocated three (3) minutes to speak. Speakers may not cede their time. Comments should be limited to matters within the jurisdiction of the City. Council discussion or action cannot be taken on items not listed on the agenda other than to receive comments. If you have documents to present to members of Council, please provide a minimum of seven (7) copies to the Deputy City Clerk.
5. Council and Staff Comments
6. Committee Updates:
a) Downtown Enhancement Advisory Committee
b) Library Tax Advisory Committee
c) Beautification Committee
d) Active Transportation Committee
There are currently several vacancies on advisory committees: one vacancy on the Planning Commission, three vacancies on the Beautification Committee, and two vacancies on the Downtown Enhancement Advisory Committee.
Mt. Shasta City Council Regular Meeting Agenda
Mt. Shasta City Park Upper Lodge, 1315 Nixon Rd.
Monday, J an ua ry 12, 2026, 5:30 p.m.
The meeting can also be viewed online at the
following link: MountShasta.22Ave.tv
CITY COUNCIL BUSINESS
7. Consent Agenda - The City Manager recommends approval of the following Consent Agenda items. All Resolutions and Ordinances on this agenda, or added hereto, shall be introduced or adopted, as applicable, by title only, and the full reading thereof is hereby waived. a. Approval of Minutes: December 15, 2025 regular meeting b. Approval of Disbursements: Accounts Payable 12/15/2025, 12/17/25, and 12/29/2025; Total Gross Payroll and Taxes: For the Periods Ending 12/24/25 and 1/8/2026
c. Police Department Monthly Report
d. Contract with Kimley-Horn
e. Beautification Committee Letter of Resignation
8. Final Adoption: Mount Shasta Safety Action Plan
Background: This updated version of the Mount Shasta Safety Action Plan contains minor edits to include more context for a seemingly-contradictory statistic.
Report By: Todd Juhasz, City Manager
Recommended Council Action: The City Manager recommends the approval and acceptance of the final Safety Action Plan.
9. Public Hearing: Great Northern Services Community Development Block Grant Subrecipient Agreement
Background: Great Northern Services has finalized the subrecipient agreement for the City to apply for funding for the planning phase of the repaving of Mount Shasta Boulevard.
Report By: Todd Juhasz, City Manager
Recommended Council Action: Staff recommends that the Council approve a subrecipient agreement with Great Northern Services to prepare and submit a grant application for CDBG funds to repave Mount Shasta Boulevard.
10. Public Hearing: Taxi Inspection Ordinance
Background: California Government Code Section 53075.5 subsection (5) requires that the City municipal code provide for annual safety inspections of taxicabs.
Report By: Robert Gibson, Chief of Police
Recommended Council Action: The Chief of Police recommends that the City Council adopt the recommended Amendment of City Municipal Ordinance Section 5.36, “TAXICABS,” to add section
5.36.025, “Yearly Inspection Requirements.”
11. Annual Review of Investment Policy
Background: California law requires that the investment policy of a local government agency be reviewed annually.
Report By: Malisa Dodd, Finance Director
Recommended Council Action: Staff recommends that the Council adopt Resolution CCR-26-XX, A Resolution of the City of Mount Shasta Approving the City’s Investment Policy.
12. Resolution Establishing Authority for City Funds
Background: Staff has prepared an updated resolution establishing authority for City funds.
Report By: Malisa Dodd, Finance Director
Recommended Council Action: The Finance Director recommends that the Council adopt Resolution CCR-26-XX Establishing Signature Authority for City Funds.
13. Creation of Proposition 64 Fund
Background: The Proposition 64 funds awarded to the City of Mount Shasta are currently included in the General fund, causing an artificial inflation of General Fund expenses in between reimbursements.
Creating a designated fund for this grant will simplify accounting.
Report By: Malisa Dodd, Finance Director
Recommended Council Action: The Finance Director recommends that the Council authorize the creation of a designated fund for the Proposition 64 grant.
CITY COUNCIL/STAFF REPORTING PERIOD
14. Council Reports on Attendance at Appointed/Outside Meetings
15. Future Agenda Items (Appearing on the agenda within 60-90 days): None a. Master Fee Schedule Review
b. Senior Snow Removal Program
c. Combination of Wastewater and Drainage Funds
Future Agenda Items Over 90 Days: None
16. Adjourn
Availability of Public Records: All public records related to an open session item on this agenda, which are not exempt from disclosure pursuant to the California Public Records Act, that are distributed to a majority of the legislative body will be available for public inspection at City Hall located at 305 North Mt. Shasta Blvd., Mt. Shasta, CA at the same time the public records are distributed or made available to the members of the legislative body. Agenda related writings or documents provided to a majority of the legislative body after distribution of the Agenda packet will be available for public review within a separate binder at City Hall at the same time as they are made available to the members of the legislative body.
The City of Mt. Shasta does not discriminate on the basis of race, color, national origin, sex, sexual orientation, religion, age or disability in employment or provision of services. In compliance with the Americans with Disabilities Act, persons requiring accommodations for a disability at a public meeting should notify the City Clerk or Deputy City Clerk at least 48 hours prior to the meeting at
(530) 926-7516 in order to allow the City sufficient time to make reasonable arrangements to accommodate participation in this meeting.
Contents
Consent Agenda…………………………………………………………………………7
Approval of Minutes: December 15, 2025 Special Meeting………………………………7 Disbursements:
Staff Report………………………………………….……………………12
Check Registers 12/17/25 and 12/17/25………………………………………13
Payroll 12/24/2025…………………………………………………...……15
Payroll 1/8/2026……….………………………………………………….16
Taxes 12/24/2025…………………………………………………………..17
Taxes 1/8/2026………………………………………………………….....19
Police Department Monthly Report…………………………………………………..22 Contract with Kimley-Horn………………………………………………………… 32
Letter of Resignation: Brenna Montagne, Beautification Committee……………………...55 Final Adoption: Mount Shasta Safety Action Plan…………………………………….. 56 Staff Report………………………………………………………………………56
Safety Action Plan…………………………………………………………...……57
Great Northern Services CDBG Subrecipient Agreement…………………………….175 Staff Report……………………………………………………………………….175
Subrecipient Agreement..………..……………………………..…………………..176
Taxi Inspection Ordinance……………………………………………………………..194
Staff Report……………………………………………………………..………..194
Taxicab Inspection Ordinance………………………………………………………196
Annual Review of Investment Policy…….……………………………………………204 Staff Report………………………………………………………………………204
Resolution………………………………………………………………………..206
Investment Policy…………………………………………………………………207
Resolution Establishing Authority for City Funds.…………………………………….210 Staff Report……………………………………………………………………....210
Resolution………………………………………………………………………..211
Creation of Proposition 64 Funds ….………………………………………………….212 Staff Report………………………………………………………………………212
Resolution………………………………………………………………………..213
Page Item STANDING AGENDA ITEMS
1. Call to Order and Flag Salute: At the hour of 5:32pm, Mayor Redmond called the meeting to order and led the audience in the flag salute.
2. Roll call:
Council Members Present: Councilmember Clure, Councilmember Collings, Councilmember Glaubman, Mayor Redmond; Councilmember Stackfleth arrived at 5:35pm Council Members Absent: None
3. Special Presentations & Announcements: None
4. Public Comment:
Area – Thanks Councilmember Glaubman for attending Yes to Expedite Affordable Housing Event Afa – Thanks Councilmember Collings, Councilmember Glaubman, and Kim Fowler, Planning Director, for their attendance at Yes to Expedite Affordable Housing Events, comments regarding affordable housing, thanks staff.
5. Council and Staff Comments
Todd Juhasz, City Manager – Comments regarding the Library Expansion Committee, development effort at the Landing.
Robert Gibson, Chief of Police – Comments regarding recent burglary arrest and ongoing work to fill vacant positions.
Ken Kellogg, Public Works Director – Comments regarding Public Works Department vacancies.
Cory Burns, Fire Chief – Comments regarding death of former Fire Captain and his wife, Fire Department vacancies.
Malisa Dodd, Finance Director – Comments regarding retirement of Jodi Polk and vacant positions, reports on recent training.
Mt. Shasta City Council Special Meeting Minutes
Mt. Shasta City Park Upper Lodge, 1315 Nixon Rd.
Monday, De cem be r 15, 2025, 5:30 p.m.
7 6. Committee Updates:
a) Downtown Enhancement Advisory Committee
b) Library Tax Advisory Committee
c) Beautification Committee
d) Active Transportation Committee
Todd Juhasz, City Manager – Comments regarding Beautification Committee member resignation, possibility of combining Beautification Committee with Downtown Enhancement Advisory Committee.
Mayor Redmond – Notes vacancies on the Planning Commission, the Beautification Committee, and the Downtown Enhancement Advisory Committee.
Councilmember Glaubman – Asks clarifying question regarding committee eligibility.
CITY COUNCIL BUSINESS
7. Consent Agenda - The City Manager recommends approval of the following Consent Agenda items. All Resolutions and Ordinances on this agenda, or added hereto, shall be introduced or adopted, as applicable, by title only, and the full reading thereof is hereby waived. a. Approval of Minutes: November 24, 2025 regular meeting b. Approval of Disbursements: Accounts Payable 11/24/2025 and 12/3/2025; Total Gross Payroll and Taxes: For the Periods Ending 11/26/25 and 12/11/2025 c. Police Department Monthly Report
d. Approval of Job Descriptions: Fire Captain and Firefighter e. Police K-9 Retirement
MOTION TO APPROVE: Councilmember Clure
SECOND: Councilmember Glaubman
AYES: Clure, Collings Stackfleth, Glaubman, Redmond
NAYES: None
ABSENT: None
ABSTAIN: None
8. Sisson Museum Presentation and Donation
Todd Juhasz, City Manager – Introduces Jean Nels, Sisson Museum Executive Director.
Jean Nels, Sisson Museum Executive Director – Provides presentation on Museum history and programming, invites Council and staff to tour museum, requests donation.
Todd Juhasz, City Manager – Notes 100th anniversary of incorporation of Mount Shasta, thanks Jean Nels.
MOTION: Stackfleth moves to approve a donation of $5,000 for the Mount Shasta Sisson Historical Museum
SECOND: Clure
AYES: Clure, Collings, Stackfleth, Glaubman, Redmond
NAYES: None
ABSENT: None
ABSTAIN: None
8 9. Safety Action Plan Presentation
Todd Juhasz, City Manager – Introduces Darryl DePencier of Kimley-Horn.
Darryl DePencier, Kimley-Horn – Presents Draft Safety Action Plan, answers Council questions.
Public Comment:
Arrea – Comments in favor of project.
Council Comment:
Councilmember Glaubman – Asks clarifying question
Councilmember Stackfleth – Comments regarding Safety Action Plan and Mount Shasta Mobility Plan
10. Approval of Contract with Kimley-Horn for Lake Street PS&E Ken Kellogg, Public Works Director – Comments regarding phases of Lake Street Reconstruction Project, recommends acceptance of proposal, answers Council questions.
Todd Juhasz, City Manager – Comments regarding possible funding sources.
MOTION: Clure moves to approve the contract with Kimley-Horn for plans, specifications, constructions, estimate and contract package for the reconstruction of Lake Street negotiated upon the proposal of $349,325 to be used by an allocation of $100,00 from STIP and the remainder with gas tax funds.
SECOND: Stackfleth
AYES: Clure, Collings, Stackfleth, Glaubman, Redmond
NAYES: None
ABSENT: None
ABSTAIN: None
11. Fire Engineer Side Letter
Cory Burns, Fire Chief – Comments regarding side letter.
MOTION: Glaubman moves to add the Fire Engineer Side Letter to the Fire Department MOU SECOND: Clure
AYES: Clure, Collings, Stackfleth, Glaubman, Redmond
NAYES: None
ABSENT: None
ABSTAIN: None
9 12. Contract Extension: WBC Campaigns
Todd Juhasz, City Manager – Comments regarding WBC Campaigns and work on proposed ballot measure, answers Council questions.
Public Comment:
Member of the Public – Asks whether contractor can guarantee the measure’s passage.
Afa – Comments regarding Yes to Expedite Affordable Housing public outreach efforts.
Council Comment:
Councilmember Clure – Asks question regarding previous work by WBC Campaigns.
Councilmember Collings – Comments regarding amount of proposed tax.
MOTION: Stackfleth moves to approve the continuation of the current contract with WBC Campaigns for the purpose of helping the City with a potential tax increase at a cost of $27,747.
SECOND: Glaubman
AYES: Clure, Collings, Stackfleth, Glaubman, Redmond
NAYES: None
ABSENT: None
ABSTAIN: None
13. Discussion and possible action to set a hearing to revoke the business license of Summit View Inn for repeated disregard for the provision of Municipal Code Chapter 5.12 Councilmember Stackfleth—Recuses himself from item 13, leaves chambers.
Todd Juhasz, City Manager – Comments regarding failure of Summit View Inn to pay Transient Occupancy Tax, staff answers Council questions.
Public Comment:
Arrea – Asks clarifying question.
MOTION: Clure moves to approve scheduling a public hearing for the first meeting in January to consider the revocation for the LOGE’s business license.
SECOND: Glaubman
AYES: Clure, Collings, Glaubman, Redmond
NAYES: None
ABSENT: None
ABSTAIN: Stackfleth
10 14. Budget Adjustment: Hiring Bonus
Councilmember Stackfleth returns to Council chambers.
Malisa Dodd, Finance Director – Comments regarding hiring bonus structure and need for re-approval.
MOTION: Stackfleth moves to approve resolution CCR-25-31, A Resolution of the City Council of the City of Mount Shasta Reauthorizing the Hiring Bonus Structure for Police Officers and Dispatchers
SECOND: Clure
AYES: Clure, Collings, Stackfleth, Glaubman, Redmond
NAYES: None
ABSENT: None
ABSTAIN: None
15. Election of New Mayor
Todd Juhasz, City Manager – Comments regarding election of new mayor Councilmember Stackfleth nominates Councilmember Casey Glaubman for Mayor and Councilmember Tessa Clure for Mayor Pro Tem
Mayor Redmond nominates Councilmember Tessa Clure for Mayor and Councilmember Casey Glaubman for Mayor Pro Tem
Vote for nomination by Councilmember Stackfleth of Casey Glaubman for Mayor:
AYES: Clure, Collings, Stackfleth, Glaubman
NAYES: Redmond
ABSENT: None
ABSTAIN: None
Vote for nomination by Councilmember Stackfleth of Tessa Clure for Mayor Pro Tem:
AYES: Clure, Collings, Glaubman, Stackfleth, Redmond
NAYES: None
ABSENT: None
ABSTAIN: None
CITY COUNCIL/STAFF REPORTING PERIOD
16. Council Reports on Attendance at Appointed/Outside Meetings:
None
17. Future Agenda Items (Appearing on the agenda within 60-90 days): None a. Master Fee Schedule Review
b. Senior Snow Removal Program
c. Combination of Wastewater and Drainage Funds
d. Mobile Home Rent Control
Future Agenda Items Over 90 Days: None
18. Adjourned at 7:21pm
11 City Council Agenda Item #7b
Staff Report
Meeting Date: January 12, 2026
To: Mayor and City Council
From: Malisa Dodd, Finance Director
Subject: Approval of Warrants and Payroll
Recommendation:
Staff requests the Mayor and City Council Approve warrants paid including payroll benefits and withholding, and payroll distribution, in the amount of $1,138,614.32 Background & Summary:
Approval of Check Numbers 54548-54639 $ 844,953.12
Total Payroll Distribution $ 168,462.43
Total EFTPS – CalPERS, Nationwide, child support $ 51,361.24 Total Payroll EFTPS Taxes $ 73,837.53
$ 1,138,614.32
Financial Impacts:
Expenditures are consistent with current level spending as reviewed with City Council.
Attachments:
1.) Check Registers – 12/15/25, 12/17/25, 12/29/25
2.) ACH Payroll Distribution – 12/24/25, 1/8/26
3.) EFTPS Reports – Payroll/CalPERS – 12/24/25, 1/8/26
Regular
x Consent
Closed
Presentation
12 Accounts Payable
User:
Printed:
[email protected]
1/8/2026 7:26 AM
Checks by Date - Summary by Check Number
Check No Vendor No Vendor Name Check Date Check Amount
54548 15194 22ND AVENUE ENTERTAINMENT LOGISTICS 12/15/2025 2,225.00 54549 10014 A CUT ABOVE TREE SERVICE INC 12/15/2025 6,500.00 54550 10229 AMAZON CAPITAL SERVICES 12/15/2025 211.73
54551 10338 APEX TECHNOLOGY MANAGEMENT 12/15/2025 11,067.36 54552 10404 AT&T 12/15/2025 1,111.56
54553 10402 AT&T MOBILITY FIRSTNET 12/15/2025 1,623.18
54554 11156 YOLANDE DIEDRE BELL 12/15/2025 72.12
54555 13251 DEVELOPMENT COMPLIANCE SOLUTIONS 12/15/2025 5,985.00 54556 14140 DON ERICKSON OIL INC 12/15/2025 267.09
54557 13241 DOWN RANGE 12/15/2025 2,107.00
54558 300104 EXPRESS SERVICES INC 12/15/2025 1,195.81
54559 14880 FAILSAFE TESTING LLC 12/15/2025 624.56
54560 15168 FIRST RESPONDER OUTFITTERS 12/15/2025 501.39 54561 15221 FRIENDS OF THE MT SHASTA LIBRARY12/15/2025 10,363.70 54562 300139 The Good Year Tire & Rubber Company 12/15/2025 788.95 54563 16140 GRAINGER INC 12/15/2025 362.59
54564 300132 Green DOT Transportation Solutions 12/15/2025 4,477.25 54565 28280 HUE & CRY SECURITY SYSTEMS INC 12/15/2025 140.22 54566 18063 INTERSTATE BATTERY 12/15/2025 369.61
54567 300223 M PETERS, INC 12/15/2025 72,000.00
54568 22116 BRIAN MONTAGNE 12/15/2025 375.00
54569 22200 MT. SHASTA CHAMBER OF COMMERCE12/15/2025 6,250.00 54570 22343 MT. SHASTA POINT S TIRE & AUTO 12/15/2025 90.00 54571 22300 MT. SHASTA RECREATION & PARKS 12/15/2025 400.00 54572 28120 NAPA AUTO PARTS 12/15/2025 58.52
54573 11140 PACE ANALYTICAL SERVICES LLC 12/15/2025 2,528.05 54574 25020 PACE ENGINEERING INC 12/15/2025 50,579.00
54575 25121 PITNEY BOWES INC 12/15/2025 214.98
54576 300137 PORAC 12/15/2025 288.00
54577 27078 RIVERVIEW INTERNATIONAL 12/15/2025 60.50
54578 28371 SISKIYOU COUNTY COMMUNITY 12/15/2025 1,508.00 54579 28372 SISKIYOU COUNTY ECONOMIC DEVELOPMENT COUNCIL 12/15/2025 3,000.00 54580 28640 SOUSA READY MIX LLC 12/15/2025 642.60
54581 28686 MICHAEL STASZEL DO 12/15/2025 125.00
54582 28815 STERLING HEALTH ADMINISTRATION 12/15/2025 200.00 54583 13090 SWRCB - ELAP FEES 12/15/2025 1,950.00
54584 28802 SWRCB FEES 12/15/2025 17,172.08
54585 17125 TOM HESSELDENZ & ASSOC. 12/15/2025 2,737.50 54586 29999 USDA FOREST SERVICE 12/15/2025 2,241.61
54587 31023 VALLEY PACIFIC PETROLEUM 12/15/2025 1,320.23 54588 31031 VESTIS 12/15/2025 303.29
54589 300208 WM CORPORATE SERVICES, INC 12/15/2025 31.87 54590 10229 AMAZON CAPITAL SERVICES 12/17/2025 661.05
54591 11156 YOLANDE DIEDRE BELL 12/17/2025 128.28
54592 300187 WILLIAM J. BERRY, JR. 12/17/2025 5,747.00
54593 11252 BLUE STAR GAS 12/17/2025 1,332.74
54594 300225 CERTIFIED LABORATORIES 12/17/2025 242.09
AP Checks by Date - Summary by Check Number (1/8/2026 7:26 AM) Page 1 13 Check No Vendor No Vendor Name Check Date Check Amount 54595 300171 CRITICAL REACH 12/17/2025 150.00
54596 13197 DEPT OF TOXIC SUBSTANCES CONT 12/17/2025 118.70 54597 13224 DRY CREEK LANDFILL INC 12/17/2025 1,345.36
54598 300104 EXPRESS SERVICES INC 12/17/2025 1,257.44
54599 15010 FASTENAL COMPANY 12/17/2025 10,631.75
54600 15030 FERGUSON ENTERPRISES, INC. #1423 12/17/2025 962.26 54601 16032 GCS ENVIRONMENTAL EQUIP SERV 12/17/2025 1,028.57 54602 22140 KENNY & NORINE 12/17/2025 595.00
54603 22292 MT SHASTA MUSEUM ASSOCIATION 12/17/2025 5,000.00 54604 28120 NAPA AUTO PARTS 12/17/2025 6,225.35
54605 24000 OFFICE DEPOT 12/17/2025 110.60
54606 11140 PACE ANALYTICAL SERVICES LLC 12/17/2025 142.40 54607 25020 PACE ENGINEERING INC 12/17/2025 1,500.00
54608 27000 RAMSHAW'S ACE HARDWARE INC 12/17/2025 93.48 54609 27078 RIVERVIEW INTERNATIONAL 12/17/2025 470.75
54610 32060 SOLANOS INC 12/17/2025 422.45
54611 28815 STERLING HEALTH ADMINISTRATION 12/17/2025 249.00 54612 30004 U.S. BANK EQUIPMENT FINANCE 12/17/2025 317.44 54613 30069 US BANK CORPORATE PAYMENT SYS 12/17/2025 8,572.21 54614 31050 VERIZON CONNECT FLEET USA LLC 12/17/2025 35.00 54615 10229 AMAZON CAPITAL SERVICES 12/29/2025 530.37
54616 11156 YOLANDE DIEDRE BELL 12/29/2025 128.28
54617 11252 BLUE STAR GAS 12/29/2025 1.07
54618 12213 CAL-ORE COMMUNICATIONS 12/29/2025 1,588.58
54619 13059 DAY MANAGEMENT CORP DAY WIRELESS SYSTEMS 12/29/2025 659.63 54620 13140 DEPT OF JUSTICE BUREAU OF CRIMINAL IDENTIFICATION 12/29/2025 52.00 54621 300104 EXPRESS SERVICES INC 12/29/2025 1,261.87
54622 15030 FERGUSON ENTERPRISES, INC. #1423 12/29/2025 74.54 54623 16140 GRAINGER INC 12/29/2025 5.30
54624 16180 GREAT NORTHERN CORPORATION 12/29/2025 2,960.29 54625 17000 HACH COMPANY 12/29/2025 172.54
54626 22071 MENDES SUPPLY COMPANY 12/29/2025 268.05
54627 11140 PACE ANALYTICAL SERVICES LLC 12/29/2025 1,169.70 54628 300204 PROGRESSION ENGINEERING 12/29/2025 24,973.58 54629 27000 RAMSHAW'S ACE HARDWARE INC 12/29/2025 26.84 54630 28378 SISKIYOU COUNTY GENERAL SERVICES12/29/2025 5,670.42 54631 28560 SISKIYOU OPPORTUNITY CENTER 12/29/2025 887.50 54632 32060 SOLANOS INC 12/29/2025 177.12
54633 28640 SOUSA READY MIX LLC 12/29/2025 283.56
54634 28660 SPRINGBROOK HOLDING COMPANY 12/29/2025 120.00 54635 28815 STERLING HEALTH ADMINISTRATION 12/29/2025 200.00 54636 29140 TIMBERWORKS 12/29/2025 537,751.82
54637 30004 U.S. BANK EQUIPMENT FINANCE 12/29/2025 320.82 54638 31023 VALLEY PACIFIC PETROLEUM 12/29/2025 3,956.68 54639 31031 VESTIS 12/29/2025 303.29
Report Total (92 checks): 844,953.12
AP Checks by Date - Summary by Check Number (1/8/2026 7:26 AM) Page 2 14 From: Tri Counties Bank
To: Malisa Dodd
Subject: Tri Counties Bank - ACH Payment Status Change Notification Date: Tuesday, December 23, 2025 1:05:25 PM
ACH Notification
Report Date/Time 12/23/25 13:05:11 PST
This transaction has been successfully completed.
Transaction Number: ACH-01904091
ACH Company: City Mt Shasta
Company Entry Description: PAYROLL
Payment Date: 12/24/2025
Total Credits: $87,400.92 (43)
Total Debits: $0.00 (0)
Status: Completed
15 From: Tri Counties Bank
To: Malisa Dodd
Subject: Tri Counties Bank - ACH Payment Status Change Notification Date: Wednesday, January 7, 2026 3:05:28 PM
ACH Notification
Report Date/Time 01/07/26 15:05:11 PST
This transaction has been successfully completed.
Transaction Number: ACH-01920234
ACH Company: City Mt Shasta
Company Entry Description: PAYROLL
Payment Date: 01/08/2026
Total Credits: $81,061.51 (41)
Total Debits: $0.00 (0)
Status: Completed
16 User:
Printed: 12/23/2025 - 3:15PM
[email protected]
Computer Check Proof List by Vendor
Accounts Payable
Batch: 00004.12.2025 - 12/08/25-12/21/25 Payroll
Invoice No Description Amount Pmt Date Acct Number Reference Vendor: 300160 CalPERS Check Sequence: 1 ACH Enabled: True PR Batch 00002.12.2025 PERS Miscellaneous Classic 1,166.53 12/23/2025 10-000-2150 PR Batch 00002.12.2025 PERS Miscellaneous Classic PR Batch 00002.12.2025 PERS Fire PEPRA 1,237.93 12/23/2025 10-000-2150 PR Batch 00002.12.2025 PERS Fire PEPRA PR Batch 00002.12.2025 PERS Miscellaneous Classic 670.98 12/23/2025 10-000-2150 PR Batch 00002.12.2025 PERS Miscellaneous Classic PR Batch 00002.12.2025 PERS Miscellaneous PEPRA 4,532.89 12/23/2025 10-000-2150 PR Batch 00002.12.2025 PERS Miscellaneous PEPRA PR Batch 00002.12.2025 PERS Fire Classic 267.39 12/23/2025 10-000-2150 PR Batch 00002.12.2025 PERS Fire Classic PR Batch 00002.12.2025 Deferred Comp PERS 700.00 12/23/2025 10-000-2155 PR Batch 00002.12.2025 Deferred Comp PERS PR Batch 00002.12.2025 PERS Miscellaneous PEPRA 4,413.29 12/23/2025 10-000-2150 PR Batch 00002.12.2025 PERS Miscellaneous PEPRA PR Batch 00002.12.2025 PERS Police Classic 1,644.82 12/23/2025 10-000-2150 PR Batch 00002.12.2025 PERS Police Classic PR Batch 00002.12.2025 PERS Police Classic 723.58 12/23/2025 10-000-2150 PR Batch 00002.12.2025 PERS Police Classic PR Batch 00002.12.2025 PERS Police PEPRA 2,738.62 12/23/2025 10-000-2150 PR Batch 00002.12.2025 PERS Police PEPRA PR Batch 00002.12.2025 PERS FIre PEPRA 1,216.68 12/23/2025 10-000-2150 PR Batch 00002.12.2025 PERS FIre PEPRA PR Batch 00002.12.2025 PERS Police PEPRA 2,786.42 12/23/2025 10-000-2150 PR Batch 00002.12.2025 PERS Police PEPRA PR Batch 00002.12.2025 PERS Fire Classic 611.05 12/23/2025 10-000-2150 PR Batch 00002.12.2025 PERS Fire Classic Check Total: 22,710.18
Vendor: 300177 EDD ACH Check Sequence: 2 ACH Enabled: True PR Batch 00002.12.2025 State Income Tax 4,816.32 12/23/2025 10-000-2130 PR Batch 00002.12.2025 State Income Tax PR Batch 00002.12.2025 State Disability Insurance 1,466.49 12/23/2025 10-000-2140 PR Batch 00002.12.2025 State Disability Insurance Check Total: 6,282.81
Vendor: 300159 Expertpay Check Sequence: 3 ACH Enabled: True PR Batch 00002.12.2025 Garnishment 773.37 12/23/2025 10-000-2184 PR Batch 00002.12.2025 Garnishment Check Total: 773.37
Vendor: 300158 IRS Check Sequence: 4 ACH Enabled: True
AP-Computer Check Proof List by Vendor (12/23/2025 - 3:15 PM) Page 1 17 Invoice No Description Amount Pmt Date Acct Number Reference PR Batch 00002.12.2025 FICA Employer Portion 7,845.33 12/23/2025 10-000-2110 PR Batch 00002.12.2025 FICA Employer Portion PR Batch 00002.12.2025 Medicare Employee Portion 1,897.15 12/23/2025 10-000-2110 PR Batch 00002.12.2025 Medicare Employee Portion PR Batch 00002.12.2025 Federal Income Tax 12,613.24 12/23/2025 10-000-2120 PR Batch 00002.12.2025 Federal Income Tax PR Batch 00002.12.2025 FICA Employee Portion 7,845.33 12/23/2025 10-000-2110 PR Batch 00002.12.2025 FICA Employee Portion PR Batch 00002.12.2025 Medicare Employer Portion 1,897.15 12/23/2025 10-000-2110 PR Batch 00002.12.2025 Medicare Employer Portion Check Total: 32,098.20
Vendor: 300161 Nationwide Check Sequence: 5 ACH Enabled: True PR Batch 00002.12.2025 Deferred Comp Nationwide 50 1,300.00 12/23/2025 10-000-2155 PR Batch 00002.12.2025 Deferred Comp Nationwide PR Batch 00002.12.2025 Deferred Comp Nationwide 950.00 12/23/2025 10-000-2155 PR Batch 00002.12.2025 Deferred Comp Nationwide Check Total: 2,250.00
Total for Check Run:
Total of Number of Checks:
64,114.56
5 AP-Computer Check Proof List by Vendor (12/23/2025 - 3:15 PM) Page 2 18 To Be Paid Proof List
01/08/2026 - 10:51AM
[email protected]
Printed:
User:
Accounts Payable
Batch: 00001.01.2026 - 12/22/25-01/04/26 Payroll
Invoice Number Invoice Date Amount Quantity Payment Date Description Reference
Task Label Type PO # Close PO Line #
Account Number
CalPERS
300160
1/7/2026 5,094.75 0.00 01/07/2026 No 0
10-000-2150 PERS Payable Witheld PR Batch 00001.01.2026 PERS Miscellaneous PEPRA PR Batch 00001.01.2026 PERS Miscellaneous PEPRA 1/7/2026 4,960.33 0.00 01/07/2026 No 0
10-000-2150 PERS Payable Witheld PR Batch 00001.01.2026 PERS Miscellaneous PEPRA PR Batch 00001.01.2026 PERS Miscellaneous PEPRA 1/7/2026 1,202.33 0.00 01/07/2026 No 0
10-000-2150 PERS Payable Witheld PR Batch 00001.01.2026 PERS FIre PEPRA PR Batch 00001.01.2026 PERS FIre PEPRA 1/7/2026 1,223.33 0.00 01/07/2026 No 0
10-000-2150 PERS Payable Witheld PR Batch 00001.01.2026 PERS Fire PEPRA PR Batch 00001.01.2026 PERS Fire PEPRA 1/7/2026 2,491.22 0.00 01/07/2026 No 0
10-000-2150 PERS Payable Witheld PR Batch 00001.01.2026 PERS Police PEPRA PR Batch 00001.01.2026 PERS Police PEPRA 1/7/2026 2,534.69 0.00 01/07/2026 No 0
10-000-2150 PERS Payable Witheld PR Batch 00001.01.2026 PERS Police PEPRA PR Batch 00001.01.2026 PERS Police PEPRA 1/7/2026 611.05 0.00 01/07/2026 No 0
10-000-2150 PERS Payable Witheld PR Batch 00001.01.2026 PERS Fire Classic PR Batch 00001.01.2026 PERS Fire Classic 1/7/2026 267.39 0.00 01/07/2026 No 0
10-000-2150 PERS Payable Witheld PR Batch 00001.01.2026 PERS Fire Classic PR Batch 00001.01.2026 PERS Fire Classic 1/7/2026 1,166.53 0.00 01/07/2026 No 0
10-000-2150 PERS Payable Witheld PR Batch 00001.01.2026 PERS Miscellaneous Classic PR Batch 00001.01.2026 PERS Miscellaneous Classic 1/7/2026 670.98 0.00 01/07/2026 No 0
10-000-2150 PERS Payable Witheld PR Batch 00001.01.2026 PERS Miscellaneous Classic PR Batch 00001.01.2026 PERS Miscellaneous Classic 1/7/2026 700.00 0.00 01/07/2026 No 0
10-000-2155 Deferred Compensation Witheld PR Batch 00001.01.2026 Deferred Comp PERS PR Batch 00001.01.2026 Deferred Comp PERS 1/7/2026 1,670.18 0.00 01/07/2026 No 0
10-000-2150 PERS Payable Witheld PR Batch 00001.01.2026 PERS Police Classic PR Batch 00001.01.2026 PERS Police Classic 1/7/2026 734.91 0.00 01/07/2026 No 0
10-000-2150 PERS Payable Witheld PR Batch 00001.01.2026 PERS Police Classic PR Batch 00001.01.2026 PERS Police Classic AP-To Be Paid Proof List (01/08/2026 - 10:51 AM) Page 1 *** means this invoice number is a duplicate.
19 Invoice Number Invoice Date Amount Quantity Payment Date Description Reference
Task Label Type PO # Close PO Line #
Account Number
Total: 23,327.69
CalPERS Total: 23,327.69
EDD ACH
300177
1/7/2026 4,345.61 0.00 01/07/2026 No 0
10-000-2130 State Income Tax Witheld PR Batch 00001.01.2026 State Income Tax PR Batch 00001.01.2026 State Income Tax 1/7/2026 1,464.82 0.00 01/07/2026 No 0
10-000-2140 State Disability Ins Witheld PR Batch 00001.01.2026 State Disability Insurance PR Batch 00001.01.2026 State Disability Insurance Total: 5,810.43
EDD ACH Total: 5,810.43
IRS
300158
1/7/2026 7,526.43 0.00 01/07/2026 No 0
10-000-2110 FICA Witheld PR Batch 00001.01.2026 FICA Employee Portion PR Batch 00001.01.2026 FICA Employee Portion 1/7/2026 11,072.77 0.00 01/07/2026 No 0
10-000-2120 Fed Income Tax Witheld PR Batch 00001.01.2026 Federal Income Tax PR Batch 00001.01.2026 Federal Income Tax 1/7/2026 1,760.23 0.00 01/07/2026 No 0
10-000-2110 FICA Witheld PR Batch 00001.01.2026 Medicare Employer Portion PR Batch 00001.01.2026 Medicare Employer Portion 1/7/2026 7,526.43 0.00 01/07/2026 No 0
10-000-2110 FICA Witheld PR Batch 00001.01.2026 FICA Employer Portion PR Batch 00001.01.2026 FICA Employer Portion 1/7/2026 1,760.23 0.00 01/07/2026 No 0
10-000-2110 FICA Witheld PR Batch 00001.01.2026 Medicare Employee Portion PR Batch 00001.01.2026 Medicare Employee Portion Total: 29,646.09
IRS Total: 29,646.09
Nationwide
300161
1/7/2026 1,000.00 0.00 01/07/2026 No 0
AP-To Be Paid Proof List (01/08/2026 - 10:51 AM) Page 2 *** means this invoice number is a duplicate.
20 Invoice Number Invoice Date Amount Quantity Payment Date Description Reference
Task Label Type PO # Close PO Line #
Account Number
10-000-2155 Deferred Compensation Witheld PR Batch 00001.01.2026 Deferred Comp Nationwide PR Batch 00001.01.2026 Deferred Comp Nationwide 1/7/2026 1,300.00 0.00 01/07/2026 No 0
10-000-2155 Deferred Compensation Witheld PR Batch 00001.01.2026 Deferred Comp Nationwide 50 PR Batch 00001.01.2026 Deferred Comp Nationwide 50 Total: 2,300.00
Nationwide Total: 2,300.00
STERLING HEALTH ADMINISTRATION
28815
1/7/2026 215.00 0.00 01/07/2026 No 0
10-000-2161 Flexible Spending Plan Payable PR Batch 00001.01.2026 HSA Deduction PR Batch 00001.01.2026 HSA Deduction Total: 215.00
STERLING HEALTH AD 215.00
Report Total: 61,299.21
AP-To Be Paid Proof List (01/08/2026 - 10:51 AM) Page 3 *** means this invoice number is a duplicate.
21 Department Statistics
Calls for Service December 2024 December 2025 Change
549 501 -8.74%
Cases Taken December 2024 December 2025 Change
39 30 -23.07%
Arrests Made December 2024 December 2025 Change
23 10 -56.52%
549 586
486
578 613 678
752 724
588 582 552 515 501
0 200
400
600
800
Calls for Service
Calls for Service
39 40
27 35
27 34 37 36 31 33
39 30 30
0 10
20 30
40 50
Cases Taken
Cases Taken
23 24
9 17 14 13
8 13
7 18 15 14
10 0
10 20
30 Arrests Made
Arrests Made
22 Warrant Arrests December 2024 December 2025 Change
7 0 -100%
Top 5 Calls
December 2024 December 2025
Outside Assist 36 Outside Assist 39
Out with a Vehicle 19 Alarm 21
Alarm 17 Check Person-Welfare 13
Medical 14 Public Assist 10
Animal Complaint 13 415- Disturbing the Peace 7
7 7
3 5
6 4
3 1
4 6
4 5
0 0
2 4
6 8
Warrant Arrests
Warrant Arrests
0 2 4 6 8 10 12 14 16 18 20
12/1/2024
1/1/2025
2/1/2025
3/1/2025
4/1/2025
5/1/2025
6/1/2025
7/1/2025
8/1/2025
9/1/2025
10/1/2025
11/1/2025
12/1/2025
Yearly Top 5 Calls 2024-2025
Animal Complaint Disturbing the Peace Suspicious Circumstances Suspicious Vehicle Suspicious Person 23 Crime Statistics
Crimes
December
2024
December
2025 Change
December 2024-
December 2025 Yearly
Total
Assault – Physical 2 4 +100% 37
Assault – Verbal 0 0 0 26
Disturbing the Peace 3 6 +100% 121
Domestic Disturbance 0 1 +100% 10
Domestic Violence 3 2 +100% 19
Fraud 1 0 -100% 6
Public Intoxication 1 0 -100% 21
Stolen Vehicle 1 0 -100% 5
TC Hit & Run 1 1 0 17
Theft from Vehicle 0 0 0 1
Theft – Grand 0 1 -100 9
Theft – Petty 1 1 0 32
Theft – Shoplifting 0 0 0% 1
Trespassing 11 14 +27.27% 161
Vandalism 4 2 -50% 38
2 3
1 1
2 4 4 4 4 4
1 3
4 0
2 4
6 Assault - Physical
Assault - Physical
0 2
4 0
2 0
3 3
5 5
1 1 0 0
2 4
6 Assault - Verbal
Assault - Verbal
3 5 5
10 5 8
13 18
12 19
10 7 6
0 10
20 Disturbing the Peace
Disturbing the Peace
24 0
1 1
0 0 0 0
3 0
2 2
0 1
0 2
4 Domestic Disturbance
Domestic Disturbance
3 3 3
0 1 1
0 1
2 2
1 1 1
0 2
4 Domestic Violence
Domestic Violence
1 0
1 1 1
0 1
0 0
1 0 0 0 0
0.5 1
1.5 Fraud
Fraud
1 2 2 2 2 2
0 4
0 1
3 2
0 0
2 4
6 Public Intoxication
Public Intoxication
1 0
1 0 0 0
1 0 0
1 0
1 0 0
0.5 1
1.5 Stolen Vehicles
Stolen Vehicles
25 1
2 2
0 1
2 0
2 0 0
2 4
1 0
2 4
6 Traffic Collisions - Hit & Run
Traffic Collisions - Hit & Run
0 0 0 0 0 0 0 0 0 0
1 0 0 0
0.5 1
1.5 Theft from Vehicle
Theft from Vehicle
0 0 0
1 0 0
3 0
1 3
0 0
1 0
2 4
Theft - Grand
Theft - Grand
1 2 2
4 0 0
2 0
5 4 5 6
1 0
5 10
Theft - Petty
Theft - Petty
0 0 0 0 0 0 0 0 0
1 0 0 0 0
0.5 1
1.5 Theft - Shoplifting
Theft - Shoplifting
26 11
4 9
17 13 15 16 19
9 12 12 10
14 0
10 20
Trespassing
Trespassing
4 3
1 7
1 4
1 3
5 4
0 3
2 05
10 Vandalism
Vandalism
27 Traffic Summary
December 2024 December 2025 Change
Traffic Stops 102 73 -28.43%
Traffic Citations Issued 16 22 +37.5%
Traffic Collisions
December 2024 December
2025
Change December 2024-
December 2025 Yearly
Total
TC – DUI 0 1 +100% 2
TC – Hit & Run 1 1 0 17
TC – Info Exchange 3 3 0 42
TC - Injury 0 1 +100% 6
Total 4 7 +75% 67
102
160
84 112
94 62 73
49 80
55 72 79 73
16 14 5 15 6 12 27
2 27 15 10 9 22
0 50
100
150
200
Traffic Stops
11-95 Traffic Citations Issued
0 0
1 0 0 0 0 0 0 0 0 0
1 1
2 2
0 1
2 0
2 0 0
2 4
1 3
2 6
2 2
1 5
4 5
4 2
3 3
0 0 0 0 0 0
1 0
1 2
0 1 1
0 1
2 3
4 5
6 7
Traffic Collisions
TC - DUI Hit & Run TC - Info Exchange TC - Injury
28 DUI Summary
December 2024 December 2025 Change
DUI Complaints NA NA NA
DUI Arrests 4 2 -50%
* DUI Complaints no longer tracked in new CAD system as of 11/01/2022.
Patrol Information
Foot Patrol
December 2024 December 2025 Change December 2024-December 2025 Yearly Total
5 13 +160% 184
Frequent foot patrol areas include:
• City Park
• Shastice Park
• Downtown Mount Shasta
• Roseburg Property
• Behind commercial business
such as Ray’s Food Place, the
Cinema, and Rite Aid
• Dense brush areas in multiple
residential areas.
4 7
2 3
2 1 1
0 0
3 2
1 2
0 2
4 6
8 DUI Summary
DUI Complaints DUI Arrests
5 21
4 9
22 15 19
31 11 16 13
5 13
0 20
40 Foot Patrol
Foot Patrol
29 Municipal Summary
Municipal Calls for Service
December 2024 December 2025
December 2024-
December 2025
Yearly Total
Muni Code – Other 5 1 100
Muni Code - Parking 1 1 84
Total 6 2 184
LiveScans December 2024 December 2025
9 16
Court Activity
5 6
3 2
13 10
5 19
8 9 10 9
1 1
4 3 3
11 9
7 13
11 6
9 6
1 0
5 10
15 20
Municipal Calls for Service
Muni Code - Other Muni Code - Parking
1 0 0 1
4 3
0 1 2 1 2 1 0 0
5 Court Activity
Court Activity
30 Social Media
Facebook
Followers Posts Reach Engaged Users Reactions
15,476 11 82,584 557 0
Twitter
Followers Tweets Impressions Mentions
390 0 0 0
Instagram
Followers Posts Likes
2,232 6 119
Nextdoor
Posts Impressions Reactions
0 0 0
31 PROFESSIONAL SERVICES AGREEMENT BETWEEN
THE CITY OF MT. SHASTA AND KIMLEY-HORN
THIS AGREEMENT for consulting services is made by and between the City of Mt. Shasta (“City”) and Kimley-Horn (“Consultant”) (together sometimes referred to as the “Parties”) as of January 5, 2026 (the “Effective Date”).
Section 1. Services
Subject to the terms and conditions set forth in the Agreement, Consultant shall provide the City the services described in the Scope of Work attached hereto and incorporated herein as Exhibit A, at the time and place and in the manner specified therein. In the event of a conflict in or inconsistency between the terms of this Agreement and Exhibit A, the Agreement shall prevail.
1.1 Term of Services. The term of this Agreement shall begin on the Effective Date and shall end on December 31, 2027 the date of completion specified in Exhibit A, and Consultant shall complete the work described Exhibit A on or before that date, unless the term of the Agreement is otherwise terminated or extended, as provided for in Section 8. The time provided to Consultant to complete the services required by this Agreement shall not affect the City’s right to terminate the Agreement, as provided for in Section 8.
1.2 Standard of Performance. Consultant shall perform its services consistent with the professional skill and care ordinarily provided by professionals practicing in the same or similar locality under same or similar circumstances. Consultant shall perform its services as expeditiously as is consistent with such professional skill and care and the orderly progress of the Project.
1.3 Assignment of Personnel. Consultant shall assign only competent personnel to perform services pursuant to this Agreement. In the event that the City, in its sole discretion, at any time during the term of this Agreement, desires the reassignment of any such persons, Consultant shall, immediately upon receiving notice from the City of such desire of the City, reassign such person or persons.
1.4 Time. Consultant shall devote such time to the performance of services pursuant to this Agreement as may be reasonably necessary to meet the standard of performance provided in Sections 1.1 and 1.2 above and to satisfy Consultant’s obligations hereunder.
Section 2. Compensation
The City hereby agrees to pay Consultant a sum not to exceed $349,324.84 notwithstanding any contrary indications that may be contained in Consultant’s proposal, for services to be performed and reimbursable costs incurred under this Agreement. In the event of a conflict between this Agreement and Consultant’s proposal, attached as Exhibit A, regarding the amount of compensation, the Agreement shall prevail. The City shall pay Consultant for services rendered pursuant to this Agreement at the time and in the manner set forth herein. The payments specified below shall be the only payments from the City to Consultant for services rendered pursuant to this Agreement. Consultant shall submit all invoices to the City in the manner specified herein.
32 Except as specifically authorized by the City in writing, Consultant shall not bill the City for duplicate services performed by more than one person.
Consultant and the City acknowledge and agree that compensation paid by the City to Consultant under this Agreement is based upon Consultant’s estimated costs of providing the services requires hereunder, including salaries and benefits of employees and subcontractors of Consultant.
Consequently, the Parties further agree that compensation hereunder is intended to include the costs of contributions to any pensions and/or annuities to which Consultant and its employees, agents, and subcontractors may be eligible. The City therefore has no responsibility for such contributions beyond compensation required under this Agreement.
2.1 Invoices. Consultant shall submit invoices, not more often than once per month during the term of this Agreement, based on the cost for all services performed and reimbursable costs incurred prior to the invoice date. Invoices shall contain all the following information:
• Serial identifications of progress bills (i.e., Progress Bill No. 1 for the first invoice, etc.);
• The beginning and ending dates of the billing period; • A task summary containing the original contract amount, the amount of prior billings, the total due this period, the balance available under the Agreement, and the percentage of completion;
• At the City’s option, for each work item in each task, a copy of the applicable time entries or time sheets shall be submitted showing the name of the person doing the work, the hours spent by each person, a brief description of the work, and each reimbursable expense;
• The amount and purpose of actual expenditures for which reimbursement is sought.
2.2 Monthly Payment. The City shall make monthly payments, based on invoices received, for services satisfactorily performed, and for authorized reimbursable costs incurred. The City shall have thirty (30) days from the receipt of an invoice that complies with all of the requirements above to pay Consultant. Each invoice shall include all expenses and actives performed during the invoice period for which Consultant expects to receive payment.
2.3 Final Payment. The City shall pay the total sum due pursuant to this Agreement within sixty (60) days after completion of the services and submittal to the City of a final invoice, if all services required have been satisfactorily performed.
2.4 Total Payment. The City shall pay for the services to be rendered by Consultant pursuant to this Agreement. The City shall not pay any additional sum for any expense or cost whatsoever incurred by Consultant in rendering services pursuant to this Agreement.
The City shall make no payment for any extra, further, or additional service pursuant to this Agreement. In no event shall Consultant submit any invoice for an amount in excess of the maximum amount of compensation provided above either for a task or for the entire Agreement, unless the Agreement is modified prior to the submission of such an invoice by a properly executed change order or amendment.
33 2.5 Hourly Fees. Fees for work performed by Consultant on an hourly basis shall not exceed the amounts shown on the compensation schedule attached hereto and incorporated herein as Exhibit B.
2.6 Payment of Taxes. Consultant is solely responsible for the payment of employment taxes incurred under this Agreement and any similar federal or state taxes. Consultant represents and warrants that Consultant is a resident of the State of California in accordance with California Revenue & Taxation Code Section 18662, as it may be amended, and is exempt from withholding. Consultant accepts sole responsible for verifying the residency status of any subcontractors and withhold taxes from non-California subcontractors.
2.7 Payment upon Termination. In the event that the City or Consultant terminates this Agreement pursuant to Section 8, the City shall compensate the Consultant for all outstanding costs and reimbursable expenses incurred for work satisfactorily completed as of the date of written notice of termination. Consultant shall maintain adequate logs and timesheets to verify costs incurred to that date.
2.8 Authorization to Perform Services. The Consultant is not authorized to perform any services or incur any costs whatsoever under the terms of this Agreement until receipt of authorization from the Contract Administrator.
2.9 False Claims Act. Presenting a false or fraudulent claim for payment, including a change order, is a violation of the California False Claims Act and may result in treble damages and a fine of five thousand ($5,000) to ten thousand dollars ($10,000) per violation.
Section 3. Facilities and Equipment
Except as set forth herein, Consultant shall, at its sole cost and expense, provide all facilities and equipment that may be necessary to perform the services required by this Agreement. The City shall make available to Consultant only the facilities and equipment listed in this section, and only under the terms and conditions set forth herein.
The City shall furnish physical facilities such as desks, filing cabinets, and conference space, as may be reasonably necessary for Consultant’s use while consulting with the City employees and reviewing records and the information in possession of the City. The location, quantity, and time of furnishing those facilities shall be in the sole discretion of the City. In no event shall the City be obligated to furnish any facility that may involve incurring any direct expense, including but not limited to computer, long-distance telephone or other communication charges, vehicles, and reproduction facilities.
Section 4. Insurance Requirements
Before beginning any work under this Agreement, Consultant, at its own cost and expense, unless otherwise specified below, shall procure the types and amounts of insurance listed below against claims for injuries to persons or damages to property that may arise from or in connection with the performance of the work hereunder by the Consultant and its agents, representatives, employees, 34 and subcontractors. Consistent with the following provisions, Consultant shall provide proof satisfactory to the City of such insurance that meets the requirements of this section and under forms of insurance satisfactory in all respects, and that such insurance is in effect prior to beginning work to the City. Consultant shall maintain the insurance policies required by this section throughout the term of this Agreement. The cost of such insurance shall be included in the Consultant's bid. Consultant shall not allow any subcontractor to commence work on any subcontract until Consultant has obtained all insurance required herein for the subcontractor(s).
Consultant shall maintain all required insurance listed herein for the duration of this Agreement.
4.1 Workers’ Compensation. Consultant shall, at its sole cost and expense, maintain Statutory Workers’ Compensation Insurance and Employer’s Liability Insurance for any and all persons employed directly or indirectly by Consultant. The Statutory Workers’ Compensation Insurance and Employer’s Liability Insurance shall be provided with limits of not less than $1,000,000 per accident. In the alternative, Consultant may rely on a selfinsurance program to meet those requirements, but only if the program of self-insurance complies fully with the provisions of the California Labor Code. Determination of whether a self-insurance program meets the standards of the Labor Code shall be solely in the discretion of the Contract Administrator, as defined in Section 10.9. The insurer, if insurance is provided, or the Consultant, if a program of self-insurance is provided, shall waive all rights of subrogation against the City and its officers, officials, employees, and volunteers for loss arising from work performed under this Agreement.
4.2 Commercial General and Automobile Liability Insurance.
4.2.1 General requirements. Consultant, at its own cost and expense, shall maintain commercial general and automobile liability insurance for the term of this Agreement in an amount not less than $1,000,000 per occurrence, combined single limit coverage for risks associated with the work contemplated by this Agreement.
If a Commercial General Liability Insurance or an Automobile Liability form or other form with a general aggregate limit is used, either the general aggregate limit shall apply separately to the work to be performed under this Agreement or the general aggregate limit shall be at least twice the required occurrence limit. Such coverage shall include but shall not be limited to, protection against claims arising from bodily and personal injury, including death resulting therefrom, and damage to property resulting from activities contemplated under this Agreement, including the use of owned and non-owned automobiles.
4.2.2 Minimum scope of coverage. Commercial general coverage shall be at least as broad as Insurance Services Office Commercial General Liability occurrence form CG 0001 or GL 0002 (most recent editions) covering comprehensive General Liability Insurance and Services Office form number GL 0404 covering Broad Form Comprehensive General Liability on an “occurrence” basis. Automobile coverage shall be at least as broad as Insurance Services Office Automobile Liability form CA 0001 (most recent edition). No endorsement shall be attached limiting the coverage.
35 4.2.3 Additional requirements. Each of the following shall be included in the insurance coverage or added as a certified endorsement to the policy:
a. The Insurance shall cover on an occurrence or an accident basis, and not on a claims-made basis.
b. Any failure of Consultant to comply with reporting provisions of the policy shall not affect coverage provided to the City and its officers, employees, agents, and volunteers.
4.3 Professional Liability Insurance.
4.3.1 General requirements. Consultant, at its own cost and expense, shall maintain for the period covered by this Agreement professional liability insurance for licensed professionals performing work pursuant to this Agreement in an amount not less than $1,000,000 covering the licensed professionals’ errors and omissions. Any deductible or self-insured retention shall not exceed one hundred fifty thousand dollars ($150,000) per claim.
4.3.2 Claims-made limitations. The following provisions shall apply if the professional liability coverage is written on a claims-made form: a. The retroactive date of the policy must be shown and must be before the date of the Agreement. b.
Insurance must be maintained and evidence of insurance must be provided for at least five (5) years after completion of the Agreement or the work, so long as commercially available at reasonable rates. c. If coverage is canceled or not renewed and it is not replaced with another claims made policy form with a retroactive date that precedes the date of this Agreement, Consultant shall purchase an extended period coverage for a minimum of five (5) years after completion of work under this Agreement or the work. The City shall have the right to exercise, at the Consultant’s sole cost and expense, any extended reporting provisions of the policy, if the Consultant cancels or does not renew the coverage. d. A copy of the claim reporting requirements must be submitted to the City for review prior to the commencement of any work under this Agreement.
4.4 All Policies Requirements.
4.4.1 Acceptability of insurers. All insurance required by this section is to be placed with insurers with a Bests' rating of no less than A:VII.
4.4.2 Verification of coverage. Prior to beginning any work under this Agreement, Consultant shall furnish the City with complete copies of all policies delivered to Consultant by the insurer, including complete copies of all endorsements attached to those policies. All copies of policies and certified endorsements shall show the signature of a person authorized by that insurer to bind coverage on its behalf. If the City does not receive the required insurance documents prior to the Consultant beginning work, this shall not waive the Consultant’s obligation to provide them. 36 The City reserves the right to require complete copies of all required insurance policies at any time.
4.4.3 Notice of Reduction in or Cancellation of Coverage. A certified endorsement shall be attached to all insurance obtained pursuant to this Agreement stating that coverage shall not be suspended, voided, canceled by either party, or reduced in coverage or in limits, except after thirty (30) days' prior written notice by certified mail, return receipt requested, has been given to the City. In the event that any coverage required by this section is reduced, limited, cancelled, or materially affected in any other manner, Consultant shall provide written notice to the City at Consultant’s earliest possible opportunity and in no case later than ten (10) working days after Consultant is notified of the change in coverage.
4.4.4 Additional insured; primary insurance. The City and its officers, employees, agents, and volunteers shall be covered as additional insureds with respect to each of the following: liability arising out of activities performed by or on behalf of Consultant, including the City’s general supervision of Consultant; products and completed operations of Consultant, as applicable; premises owned, occupied, or used by Consultant; and automobiles owned, leased, or used by the Consultant in the course of providing services pursuant to this Agreement. The coverage shall contain no special limitations on the scope of protection afforded to the City or its officers, employees, agents, or volunteers. A certified endorsement must be attached to all policies stating that coverage is primary insurance with respect to the City and its officers, officials, employees and volunteers, and that no insurance or self-insurance maintained by the City shall be called upon to contribute to a loss under the coverage.
4.4.5 Deductibles and Self-Insured Retentions. Consultant shall disclose to and obtain the approval of City for the self-insured retentions and deductibles before beginning any of the services or work called for by any term of this Agreement.
Further, if the Consultant’s insurance policy includes a self-insured retention that must be paid by a named insured as a precondition of the insurer’s liability, or which has the effect of providing that payments of the self-insured retention by others, including additional insureds or insurers do not serve to satisfy the self-insured retention, such provisions must be modified by special endorsement so as to not apply to the additional insured coverage required by this agreement so as to not prevent any of the parties to this agreement from satisfying or paying the selfinsured retention required to be paid as a precondition to the insurer’s liability.
Additionally, the certificates of insurance must note whether the policy does or does not include any self-insured retention and also must disclose the deductible.
During the period covered by this Agreement, only upon the prior express written authorization of Contract Administrator, Consultant may increase such deductibles or self-insured retentions with respect to the City, its officers, employees, agents, and volunteers. The Contract Administrator may condition approval of an increase 37 in deductible or self-insured retention levels with a requirement that Consultant procure a bond, guaranteeing payment of losses and related investigations, claim administration, and defense expenses that is satisfactory in all respects to each of them.
4.4.6 Subcontractors. Consultant shall furnish separate certificates and certified endorsements for each subcontractor for their respective insurance. All coverages for subcontractors shall be subject to all of the requirements stated herein.
4.4.7 Wasting Policy. No insurance policy required by Section 4 shall include a “wasting” policy limit.
4.4.8 Variation. The City may approve a variation in the foregoing insurance requirements, upon a determination that the coverage, scope, limits, and forms of such insurance are either not commercially available, or that the City’s interests are otherwise fully protected.
4.5 Remedies. In addition to any other remedies the City may have if Consultant fails to provide or maintain any insurance policies or policy endorsements to the extent and within the time herein required, the City may, at its sole option exercise any of the following remedies, which are alternatives to other remedies the City may have and are not the exclusive remedy for Consultant’s breach:
a. Obtain such insurance and deduct and retain the amount of the premiums for such insurance from any sums due under the Agreement;
b. Order Consultant to stop work under this Agreement or withhold any payment that becomes due to Consultant hereunder, or both stop work and withhold any payment, until Consultant demonstrates compliance with the requirements hereof; and/or c. Terminate this Agreement.
Section 5 Indemnification and Consultant’s Responsibilities Consultant shall, to the fullest extent allowed by law and California Civil Code 2782.8, with respect to all Services performed in connection with this Agreement, indemnify and hold harmless, but shall have no obligation to provide an immediate duty to defend unless such defense is afforded by Consultant’s applicable insurance, the City and its officials, officers, and employees, from and against any and losses, liability, and damages to the extent caused by the Consultant’s negligent performance of professional services under this Agreement and that of its subconsultants or anyone for whom the Consultant is legally liable. The foregoing obligation of Consultant shall not apply when (1) the losses, liability or damages arises from the negligence or willful misconduct of the City or its officers, employees, agents, or volunteers and (2) the actions of Consultant or its employees, subcontractor, or agents have contributed in no part to the losses, liability or damages..
With respect to defense obligations for claims arising out of the negligent acts errors or omissions of Consultant’s performance of professional design services, in the event a duty to defend is not afforded by Consultant’s insurance, Consultant’s defense obligation shall be to reimburse the City 38 and its officials, officers and employees for reasonable defense costs (including attorney’s fees and other legal expenses) in proportion to Consultant’s fault, as determined by a court or forum of competent jurisdiction.
Section 6. Status of Consultant
6.1 Independent Contractor. At all times during the term of this Agreement, Consultant shall be an independent contractor and shall not be an employee of the City. The City shall have the right to control Consultant only insofar as the results of Consultant's services rendered pursuant to this Agreement and assignment of personnel pursuant to Subparagraph 1.3; however, otherwise the City shall not have the right to control the means by which Consultant accomplishes services rendered pursuant to this Agreement.
Notwithstanding any other the City, state, or federal policy, rule, regulation, law, or ordinance to the contrary, Consultant and any of its employees, agents, and subcontractors providing services under this Agreement shall not qualify for or become entitled to, and hereby agree to waive any and all claims to, any compensation, benefit, or any incident of employment by the City, including but not limited to eligibility to enroll in the California Public Employees Retirement System (PERS) as an employee of the City and entitlement to any contribution to be paid by the City for employer contributions and/or employee contributions for PERS benefits.
6.2 Consultant Not an Agent. Except as the City may specify in writing, Consultant shall have no authority, express or implied, to act on behalf of the City in any capacity whatsoever as an agent to bind the City to any obligation whatsoever.
Section 7. Legal Requirements
7.1 Governing Law. The laws of the State of California shall govern this Agreement.
7.2 Compliance with Applicable Laws. Consultant and any subcontractors shall comply with federal, state and local laws and regulations applicable to the performance of the work hereunder within the ordinary standard of care for Consultant’s profession. Consultant’s failure to comply with such law(s) or regulation(s) shall constitute a breach of contract.
7.3 Other Governmental Regulations. To the extent that this Agreement may be funded by fiscal assistance from another governmental entity, Consultant and any subcontractors shall comply with all applicable rules and regulations to which the City is bound by the terms of such fiscal assistance program.
7.4 Licenses and Permits. Consultant and its employees, agents, and any subcontractors have all licenses, permits, qualifications, and approvals, including from the City, of whatsoever nature that are legally required to practice their respective professions.
Consultant represents and warrants to the City that Consultant and its employees, agents, any subcontractors shall, at their sole cost and expense, keep in effect at all times during the term of this Agreement any licenses, permits, and approvals that are legally required to 39 practice their respective professions. In addition to the foregoing, Consultant and any subcontractors shall obtain and maintain during the term of this Agreement valid Business Licenses from the City.
7.5 Nondiscrimination and Equal Opportunity. Consultant shall not discriminate, on the basis of a person’s race, religion, color, national origin, ancestry, age, physical or mental handicap or disability, medical condition, genetic information, marital status, sex, gender, gender identity, gender expression, sexual orientation, or military or veteran status against any employee, applicant for employment, subcontractor, bidder for a subcontract, or participant in, recipient of, or applicant for any services or programs provided by Consultant under this Agreement. Consultant shall comply with all applicable federal, state, and local laws, policies, rules, and requirements related to equal opportunity and nondiscrimination in employment, contracting, and the provision of any services that are the subject of this Agreement, including but not limited to the satisfaction of any positive obligations required of Consultant thereby.
Consultant shall include the provisions of this Subsection in any subcontract approved by the Contract Administrator or this Agreement.
7.6 Consultant’s Residency and Tax Withholding Consultant declares that Consultant is a resident of the State of California in accordance with the California Franchise Tax Board form 590 (“Form 590”), as may be amended, attached hereto and incorporated herein as Exhibit D. Unless provided with valid, written evidence of an exemption or waiver from withholding, the City may withhold California taxes from payments to Consultant as required by law. Consultant shall obtain, and maintain on file for three (3) years after the termination of the Contract, Form 590s from all subcontractors. Consultant accepts sole responsibility for withholding taxes from any non-California resident subcontractor and shall submit written documentation of compliance with Consultant's withholding duty to the City.
Section 8 Termination and Modification
8.1 Termination. The City may cancel this Agreement at any time and without cause upon written notification to Consultant. Consultant may cancel this Agreement for cause upon thirty (30) days’ written notice to the City and shall include in such notice the reasons for cancellation. In the event of termination, Consultant shall be entitled to compensation for services performed to the effective date of notice of termination; the City, however, may condition payment of such compensation upon Consultant delivering to the City all materials described in Section 9.1.
8.2 Extension. The City may, in its sole and exclusive discretion, extend the end date of this Agreement beyond that provided for in Subsection 1.1. Any such extension shall require Consultant to execute a written amendment to this Agreement, as provided for herein. Consultant understands and agrees that, if the City grants such an extension, the City shall have no obligation to provide Consultant with compensation beyond the maximum amount provided for in this Agreement. Similarly, unless authorized by the 40 Contract Administrator, the City shall have no obligation to reimburse Consultant for any otherwise reimbursable expenses incurred during the extension period.
8.3 Amendments. The Parties may amend this Agreement only by a writing signed by all the Parties. 8.4 Assignment and Subcontracting. The City and Consultant recognize and agree that this Agreement contemplates personal performance by Consultant and is based upon a determination of Consultant’s unique personal competence, experience, and specialized personal knowledge. Moreover, a substantial inducement to the City for entering into this Agreement was and is the professional reputation and competence of Consultant. Consultant may not assign this Agreement or any interest therein without the prior written approval of the Contract Administrator. Consultant shall not assign or subcontract any portion of the performance contemplated and provided for herein, other than to the subcontractors noted in the proposal, without prior written approval of the Contract Administrator.
8.5 Survival. All obligations arising prior to the termination of this Agreement and all provisions of this Agreement allocating liability between the City and Consultant shall survive the termination of this Agreement.
8.6 Options upon Breach by Consultant. If Consultant materially breaches any of the terms of this Agreement, the City’s remedies shall include, but not be limited to, the following:
8.6.1 Immediately terminate the Agreement;
8.6.2 Retain the plans, specifications, drawings, reports, design documents, and any other work product prepared by Consultant pursuant to this Agreement;
8.6.3 Retain a different consultant to complete the work described in Exhibit A not finished by Consultant; or
8.6.4 Charge Consultant the difference between the cost to complete the work described in Exhibit A that is unfinished at the time of breach and the amount that the City would have paid Consultant pursuant to Section 2 if Consultant had completed the work.
Section 9 Keeping and Status of Records
9.1 Records Created as Part of Consultant’s Performance. Subject to payment for all undisputed amounts owed to Consultant under this Agreement, all reports, data, maps, models, charts, studies, surveys, photographs, memoranda, plans, studies, specifications, records, files, or any other documents or materials, in electronic or any other form, that Consultant prepares or obtains pursuant to this Agreement and that relate to the matters covered hereunder shall be the property of the City. Consultant hereby agrees to deliver those documents to the City upon termination of the Agreement. It is understood and agreed that the documents and other materials, including but not limited to those described above, prepared pursuant to this Agreement are prepared solely and exclusively for purposes of 41 constructing, using, maintaining, altering and adding to the Project specified in this Agreement, and are not suitable for any future or other use. The City and Consultant agree that, until final approval by the City, all data, plans, specifications, reports and other documents are confidential and will not be released to third parties without prior written consent of both Parties except as required by law.
9.2 Consultant’s Books and Records. Consultant shall maintain any and all ledgers, books of account, invoices, vouchers, canceled checks, and other records or documents evidencing or relating to charges for services or expenditures and disbursements charged to the City under this Agreement for a minimum of three (3) years, or for any longer period required by law, from the date of final payment to the Consultant to this Agreement.
9.3 Inspection and Audit of Records. Any records or documents that Section 9.2 of this Agreement requires Consultant to maintain shall be made available for inspection, audit, and/or copying at any time during regular business hours, upon oral or written request of the City. Under California Government Code Section 8546.7, if the amount of public funds expended under this Agreement exceeds ten thousand ($10,000.00), the Agreement shall be subject to the examination and audit of the State Auditor, at the request of the City or as part of any audit of the City, for a period of three (3) years after final payment under the Agreement.
9.4 Records Submitted in Response to an Invitation to Bid or Request for Proposals.
All responses to a Request for Proposals (RFP) or invitation to bid issued by the City become the exclusive property of the City. At such time as the City selects a bid, all proposals received become a matter of public record, and shall be regarded as public records, with the exception of those elements in each proposal that are defined by Consultant and plainly marked as “Confidential,” "Business Secret" or “Trade Secret." The City shall not be liable or in any way responsible for the disclosure of any such proposal or portions thereof, if Consultant has not plainly marked it as a "Trade Secret" or "Business Secret," or if disclosure is required under the Public Records Act.
Although the California Public Records Act recognizes that certain confidential trade secret information may be protected from disclosure, the City may not be in a position to establish that the information that a prospective bidder submits is a trade secret. If a request is made for information marked "Trade Secret" or "Business Secret," and the requester takes legal action seeking release of the materials it believes does not constitute trade secret information, by submitting a proposal, Consultant agrees to indemnify, defend and hold harmless the City, its agents and employees, from any judgment, fines, penalties, and award of attorneys fees awarded against the City in favor of the party requesting the information, and costs connected with that defense. This obligation to indemnify survives the City’s award of the contract. Consultant agrees that this indemnification survives as long as the trade secret information is in the City’s possession, which includes a minimum retention period for such documents.
42 Section 10 Dispute Resolution
In the event of any dispute or disagreement, upon the written request of either Party, the official representatives of both parties shall meet in person in a good faith attempt to resolve such dispute or disagreement within fifteen days. If such dispute or disagreement has not been resolved by such meeting and negotiations within thirty days of the initial request, prior to taking any other action, the dispute or disagreement shall be subject to mediation using Judicial Arbitration Mediation Services in accordance with the Construction Industry Mediation Rules then in effect or such other neutral and experienced third party as agreed by the Parties. Either Party may serve onto the other a formal request for mediation in writing. The Parties shall agree on the selection of a mediator within 30 days following receipt of the request for mediation. Mediation shall commence within thirty days following selection of the mediator unless otherwise agreed to by the Parties in writing signed by both Parties. Each Party will cooperate fully and fairly in this mediation process and will attempt to reach a mutually satisfactory compromise to the dispute within thirty (30) days after commencement of the mediation. Participation in mediation shall be a condition precedent to any litigation and to any award of prevailing party attorneys’ fees. If one party initiates any court, legal, or other action to enforce any obligations under this Agreement without first attempting mediation, that party shall not be entitled to any costs or attorneys fees as the prevailing party. The parties shall share the mediator’s fee and filing fees equally. The mediation shall be held in the place where the project is located unless another location is mutually agreed upon. Agreements reached in mediation shall be enforceable as settlement agreements in any court having jurisdiction thereof. The only exception to the foregoing would be any necessary filing to preserve lien rights or to avoid impacts of any statute of limitation.
Section 11 Miscellaneous Provisions
11.1 Attorneys’ Fees. If a Party to this Agreement brings any action, including arbitration or an action for declaratory relief, to enforce or interpret the provision of this Agreement, the prevailing Party shall be entitled to reasonable attorneys’ fees in addition to any other relief to which that Party may be entitled. The court may set such fees in the same action or in a separate action brought for that purpose.
11.2 Venue. In the event that either Party brings any action against the other under this Agreement, the Parties agree that trial of such action shall be vested exclusively in the state courts of California in the County of Siskiyou or in the United States District Court for the Central District of California.
11.3 Severability. If a court of competent jurisdiction finds or rules that any provision of this Agreement is invalid, void, or unenforceable, the provisions of this Agreement not so adjudged shall remain in full force and effect. The invalidity in whole or in part of any provision of this Agreement shall not void or affect the validity of any other provision of this Agreement.
43 11.4 No Implied Waiver of Breach. The waiver of any breach of a specific provision of this Agreement does not constitute a waiver of any other breach of that term or any other term of this Agreement.
11.5 Successors and Assigns. The provisions of this Agreement shall inure to the benefit of and shall apply to and bind the successors and assigns of the Parties.
11.6 Use of Recycled Products. Consultant shall prepare and submit all reports, written studies and other printed material on recycled paper to the extent it is available at equal or less cost than virgin paper.
11.7 Conflict of Interest. Consultant may serve other clients, but none whose activities within the corporate limits of the City or whose business, regardless of location, would place Consultant in a “conflict of interest,” as that term is defined in the Political Reform Act, codified at California Government Code Section 81000, et seq. Consultant shall not employ any the City official in the work performed pursuant to this Agreement. No officer or employee of the City shall have any financial interest in this Agreement that would violate California Government Code Sections 1090, et seq. Consultant hereby warrants that it is not now, nor has it been in the previous twelve (12) months, an employee, agent, appointee, or official of the City. If Consultant was an employee, agent, appointee, or official of the City in the previous twelve (12) months, Consultant warrants that it did not participate in any manner in the forming of this Agreement. Consultant understands that, if this Agreement is made in violation of Government Code §1090, et seq., the entire Agreement is void and Consultant will not be entitled to any compensation for services performed pursuant to this Agreement, including reimbursement of expenses, and Consultant will be required to reimburse the City for any sums paid to the Consultant.
Consultant understands that, in addition to the foregoing, it may be subject to criminal prosecution for a violation of Government Code § 1090 and, if applicable, will be disqualified from holding public office in the State of California.
11.8 Solicitation. Consultant agrees not to solicit business at any meeting, focus group, or interview related to this Agreement, either orally or through any written materials.
11.9 Contract Administration. This Agreement shall be administered by Paul Bedore, ("Contract Administrator"). All correspondence shall be directed to or through the Contract Administrator or his or her designee.
11.10 Notices. All notices and other communications which are required or may be given under this Agreement shall be in writing and shall be deemed to have been duly given (i) when received if personally delivered; (ii) when received if transmitted by telecopy, if received during normal business hours on a business day (or if not, the next business day after delivery) provided that such facsimile is legible and that at the time such facsimile is sent the sending Party receives written confirmation of receipt; (iii) if sent for next day delivery to a domestic address by recognized overnight delivery service (e.g., Federal Express); and (iv) upon receipt, if sent by certified or registered mail, return receipt requested. In each case notice shall be sent to the respective Parties as follows:
44 Consultant
Kimley-Horn
555 Capital Mall, Suite 300
Sacramento, CA 95814
Attn: Hunter Young
The City
City of Mt. Shasta
305 N Mt. Shasta Blvd.
Mt. Shasta, CA 96067
Attn: Todd Juhasz
11.11 Professional Seal. Where applicable in the determination of the contract administrator, the first page of a technical report, first page of design specifications, and each page of construction drawings shall be stamped/sealed and signed by the licensed professional responsible for the report/design preparation. The stamp/seal shall be in a block entitled "Seal and Signature of Registered Professional with report/design responsibility,".
11.12 Integration. This Agreement, including the scope of work attached hereto and incorporated herein as Exhibits A, B, and C represents the entire and integrated agreement between the City and Consultant and supersedes all prior negotiations, representations, or agreements, either written or oral pertaining to the matters herein.
Exhibit A Scope of Services
Exhibit B Compensation Schedule
11.13 Counterparts. This Agreement may be executed in multiple counterparts, each of which shall be an original and all of which together shall constitute one agreement.
11.14 Construction. The headings in this Agreement are for the purpose of reference only and shall not limit or otherwise affect any of the terms of this Agreement. The parties have had an equal opportunity to participate in the drafting of this Agreement; therefore any construction as against the drafting party shall not apply to this Agreement.
11.15 No Third Party Beneficiaries. This Agreement is made solely for the benefit of the Parties hereto with no intent to benefit any non-signatory third parties.
11.16 Limitations of Liability
11.16.1 The Parties waive claims against each other for consequential damages arising out of or relating to this Agreement, whether arising in contract, warranty, 45 tort (including negligence), strict liability, or otherwise, including but not limited to losses of use, profits, income, rent, overhead, business, reputation, or financing.
11.16.2 In light of the limited ability of the Consultant to affect the risks inherent in the Project and of the disparity between Consultant’s fee and the potential liability for problems with the Project, to the greatest extent permitted by law, Consultant’s liability to the City for any claim or cause of action based on breach of contract, indemnity, negligence or any other theory of liability shall be limited to the fee received for Consultant’s services or the amount of available and applicable insurance at the time of any settlement, judgment, or award, whichever is greater.
11.16.3 Consultant expressly agrees that any liability arising out of this Agreement shall be limited to the City and shall not be the basis of personal liability as to City’s officials, officers, directors, or employees. The City expressly agrees that any liability arising out of this Agreement shall be limited to Consultant, and shall not be the basis of personal liability as to Consultant’s officers, directors, or employees The Parties have executed this Agreement as of the Effective Date.
City of Mt. Shasta CONSULTANT
___________________________
Todd Juhasz, City Manager
_________________________
Hunter Young, Kimley-Horn
46 EXHIBIT A & B:
Scope of Work and Fee Schedule
as per attached proposal
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Task 3: Public Outreach/Stakeholder Coordination
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Task 4.1: Site Visit
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Design Services for Roadway
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City of Mount Shasta RSCASACR010793.2025 11
Task 4.2: 30% Plans
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Design Services for Roadway
Reconstruction of Lake Street
City of Mount Shasta RSCASACR010793.2025 12
Task 5: Utility Coordination
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Task 5.1: Facility Mapping
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Task 6: Stormwater Pollution Prevention Plan (SWPPP)
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Kimley-Horn assumes the following related to the SWPPP:
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Task 7: Bidding Assistance
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Design Services for Roadway
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City of Mount Shasta RSCASACR010793.2025 14
Task 8: Design Services During Construction (DSDC)
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• 5HVSRQVHVWRFRQWUDFWRUIXUQLVKHG5),VVXEPLWWDOVDQGUHYLVHGGHWDLOVSODQVRUVSHFLƂFDWLRQV • 5HFRUGGUDZLQJVSUHSDUHGLQ3')
6FKHGXOH
.LPOH\+RUQXQGHUVWDQGVWKDWWLPHLVPRQH\tKDUGHDUQHGWD[SD\HUIXQGLQJ)RUWKLVUHDVRQZHZLOOZRUNGLOLJHQWO\WRZDUGSURMHFWFRPSOHWLRQ WRPLQLPL]HVRIWFRVWDQGPD[LPL]HSURMHFWYDOXH%DVHGXSRQRXUH[SHULHQFHGHOLYHULQJVLPLODUURDGZD\SURMHFWVZHKDYHGHYHORSHGDQLQLWLDO VFKHGXOHDVVKRZQLQWKHIROORZLQJJUDSKLF
Task Description Responsible Team Member 2025 2026 2027 Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Task 1 - Project Management Kimley-Horn
Project Management NTP
Task 2 - Geotechnical Engineering Shannon and Wilson
Field Investigations
Geotechnical Report (Draft and Final) w/ City Review
Task 3 - Public Outreach / Stakeholder Coordination Kimley-Horn Public Outreach and Engagement
7DVN3ODQV6SHFLƂFDWLRQVDQG(VWLPDWH Kimley-Horn / Progression Engineering Site Visit
30% Plans w/ City Review
Prepare 65% PS&E Package w/ City Review
Prepare 90% PS&E Package w/ City Review
Constructability Review
Prepare Draft 100% PS&E Package w/ City Review
Prepare Final 100% PS&E Package w/ City Review
Task 5 - Utility Coordination Kimley-Horn / T2ue
A Letters and Gather As-builts
Utility Designating
Utility Potholing
B & C Letters / Claim Letters / Utility Packages / NTO
Task 6 - SWPPP Kimley-Horn
SWPPP Development and Approval
Task 7 - Bidding Assistance Kimley-Horn
Bid Support During Advertisement / Council Award Award
Task 8 - Design Services During Construction Kimley-Horn Contract Execution / Bonds
RFIs / CCOs / Material Submittals
Field Construction
Record Drawings
53 197.39% Overhead%
Hunter
Young
196.29% Overhead% w/o FCCM Category/Title Project
Manager
14% Fee% Direct Rate $79.34 $116.52 $102.89 $88.11 $75.98 $62.88 $54.23 $47.49 $37.05 Billing Rate $268.86 $394.85 $348.66 $298.58 $257.47 $213.08 $183.77 $160.93 $125.55 Task 1 82 4 30 15 0 0 0 35 5 171 $ 44,824.82
1.1 20 2 35 5 62 $ 12,427.20
1.2 20 10 30 $ 8,362.99
1.3 30 5 35 $ 9,558.69
1.4 12 12 $ 3,226.32
1.5 QA/QC at Plan Submittals 2 30 32 $ 11,249.62
Task 2 8 0 2 0 0 0 0 2 5 17 $ 3,797.82
2.1 8 2 2 5 17 $ 3,797.82
Task 3 25 0 0 25 0 0 0 0 10 60 $ 15,441.49
3.1 10 10 10 30 $ 6,929.90
3.2 15 15 30 $ 8,511.58
Task 4 82 4 0 18 24 30 185 460 5 808 $ 150,224.93
4.1 20 10 10 40 $ 10,200.68
4.2 5 5 40 70 120 $ 21,025.57
4.3 12 5 9 10 50 125 5 216 $ 39,099.74
4.4 90% PS&E 20 3 5 40 130 198 $ 35,609.98
4.5 Constructability Review 0 $ -
4.6 15 2 10 5 30 95 157 $ 29,264.15
4.7 10 2 5 5 15 40 77 $ 15,024.81
Task 5 17 0 0 0 0 0 30 12 5 64 $ 12,642.62
5.1 3 10 13 $ 2,415.88
5.2 4 2 5 11 $ 2,025.06
5.3 0 $ -
5.4 10 30 40 $ 8,201.69
Task 6 5 0 0 0 13 0 30 0 0 48 $ 10,204.55
6.1 5 13 30 48 $ 10,204.55
Task 7 5 0 0 0 0 10 10 5 0 30 $ 6,117.46
7.1 5 10 10 5 30 $ 6,117.46
Task 8 0 0 0 0 0 0 0 0 0 0 $ -
8.1 0 $ -
224 8 32 58 37 40 255 514 30 1,198
$60,224.63 $3,158.82 $11,157.25 $17,317.58 $9,526.53 $8,523.27 $46,861.23 $82,717.84 $3,766.55 $ 243,253.69 $ 106,071.15
$ 7,936.15
$ 2,000.00
$ 500.00
$ 34,025.00
$ 29,960.00
$ 29,650.00
$ -
$ 2,000.00
$ 349,324.84
TOTAL HOURS
Subtotal Labor:
Other Direct Costs
Escalation
Travel/Mileage
T2 Utility Engineers (Utility Designating)
NDS (Traffic Counts)
Outside Printing/Courier Services
Shannon and Wilson (Geotech)
Progression Engineering (Drainage/Constructability Review) Bidding Assistance
Bid Support During Advertisement
Stormwater Pollution Prevention Plan (SWPPP)
SWPPP Development
Utility Coordination
Facility Mapping (A Letters)
Utility Designating
Utility Potholing (OPTIONAL TASK)
Utility Conflict Resolution (B & C Letters)
Site Visit
30% Plans
65% Plans and Estimate
Draft 100% PS&E
Final 100% PS&E
Stakeholder Coordination - Virtual
Plans, Specifications, and Estimate
Professional II Professional I Sr.
Professional I
Project Schedule (Quarterly)
Design Services During Construction
CITY OF MOUNT SHASTA
Design Services for Roadway Reconstruction of Lake Street Kimley-Horn and Associates, Inc.
Project
Support
TOTAL
HOURS TOTAL COST
Analyst II Analyst I
Project Management and Coordination
Project Administration
Project Meetings - In-Person
Design Services During Construction
TOTAL COST:
Sr.
Professional II
Sr.
Professional III
Project Meetings - Virtual
Geotechnical Engineering
Geotechnical Report (Draft / Final)
T2 Utility Engineers (Utility Potholing - OPTIONAL TASK) Public Outreach / Stakeholder Coordination
Stakeholder Coordination - In-Person
Rate Schedule Used
54 December 17, 2025
Mount Shasta City Council
Dear council,
This letter is to serve as my formal resignation from the Beautification Committee. Today, December 17, 2025, will be my last meeting as a member of the committee. My term officially ends in February 2027 but have decided to leave early.
For the last year the committee has been comprised of only three individuals including myself as there has been two vacancies since fall of 2024. Recruitment to fill the vacancies has not panned out. I suggest that the council consider combining Beautification and Downtown Economic Advisory Committees as both have not been full for a while. There is some overlap with the focus of both and this could help to clear up confusion about the responsibilities of each.
Thank you for your support in approving me for both my terms on the committee. I hope to help the city through volunteering in the future.
Much thanks,
Brenna Montagne
55 CITY COUNCIL AGENDA ITEM #8
MEETING DATE: January 12, 2026
TO: Mayor and City Council
FROM: Todd Juhasz, City Manager
SUBJECT: Adoption of the Mt Shasta Safety Action Plan
RECOMMENDATION:
Staff recommend that Council approve and adopt the Mt Shasta Safety Action Plan produced by the consulting firm, Kimley Horn.
BACKGROUND:
The consulting firm Kimley-Horn was retained by the City of Mount Shasta to produce a Safety Action Plan. The work was funded by a federal grant under the Safe Streets and Roads for All (SS4A) program.
Following a year’s worth of outreach, fieldwork, and analysis—as well as meetings with various interest groups—the final draft of the plan was presented to the Council on December 15, 2025.
A few minor edits were made to the document to include a caveat regarding the use of small sample sizes when analyzing crash data, noting the outsized impact a single recorded crash can have on descriptive statistics. Additionally, a perceived discrepancy between two crash rate statistics has been clarified within the text.
Beyond these refinements, the consultants have meticulously documented high-crash locations and areas of concern to be addressed via policy, geometric changes, or enhanced law enforcement. Staff believe this is a vital document that will guide decision-making for capital project expenditures and road safety policy moving forward.
X Regular Session
Special Session
Emergency
Session
Closed Session
56 MOUNT SHASTA
SAFETY ACTION PLAN
DRAFT
SAFETY
ACTION
PLAN
Mount Shasta
57 2 Table of Contents
ACTION
SAFETY MOUNT SHASTA SAFETY ACTION PLAN
PLAN
Mount Shasta
1.0 TABLE OF CONTENTS
1.0 EXECUTIVE SUMMARY . . . . 4
2.0 INTRODUCTION. . . . . . . . . . . 6
3.0 LEADERSHIP COMMITMENT AND GOAL SETTING 7
4.0 PLANNING STRUCTURE. . . 8
4.1 Stakeholder and Public Workshop 8
5.0 ANALYSIS TECHNIQUE. . . . 11
5.1 Crash and Network Screening Analysis 11
5.2 Statistical Performance Measures 11
6.0 SAFETY ANALYSIS . . . . . . . 12
6.1 Roadway Network 12
6.2 Intersections 12
6.3 Count Data 12
6.4 Crash Data 12
7.0 CRASH SAFETY TRENDS . . 16
7.1 All Crashes 16
7.2 Fatalities and Severe Injuries 17
7.3 Vulnerable Users 18
7.4 Time of Day 20
7.5 Time of Year 21
7.6 Driving Behavior 21
7.7 Driver Age 21
7.8 Statewide Comparison 21
8.0 ANALYSIS METHODOLOGY 24
8.1 Existing Guidance 24
9.0 ENGAGEMENT AND COLLABORATION 27
9.1 Public Engagement 27
58 Table of Contents 3
MOUNT SHASTA SAFETY ACTION PLAN SAFETY
ACTION
PLAN
Mount Shasta
10.0 EQUITY . . . . . . . . . . . . . . . . . . 30
10.1 Background 30
10.2 Methodology 32
10.3 Equity Analysis 32
10.4 Collision 39
10.5 Collision by Age 41
10.6 Key Takeaways 42
11.0 CLIMATE CHANGE, SUSTAINABLE AND ECONOMIC COMPETITIVENESS 43
11.1 Trip Origin: Trip Destination Analysis 43
12.0 POLICY AND PROCESS CHANGE 50
12.1 Literature Review 50
13.0 STRATEGY AND PROJECT SELECTIONS 56
13.1 Consideration 1: Ranking Segments and Intersections 56
13.2 Consideration 2: Stakeholder And Public Input 56
13.3 Consideration 3: Top 3 Challenge Areas 56
14.0 BEST PRACTICE EVALUATION 57
15.0 EMPHASIS AREAS . . . . . . . 61
16.0 COUNTERMEASURE TOOLBOX 62
16.1 Countermeasure Selection Process 62
16.2 Infrastructure Improvements 62
17.0 PROGRESS AND TRANSPARENCY 64
17.1 Funding Sources 64
18.0 IMPLEMENTATION PLAN . . 66
18.2 Monitoring 66
18.3 Implementation Strategies 67
19.0 NEXT STEPS. . . . . . . . . . . . . 67
59 4 EXECUTIVE SUMMARY
ACTION
SAFETY MOUNT SHASTA SAFETY ACTION PLAN
PLAN
Mount Shasta
1.0 EXECUTIVE SUMMARY
The City of Mount Shasta Safety Action Plan
(Plan) identifies emphasis areas to inform and
guide further safety evaluation of the City’s
transportation network. The emphasis areas
include types of crashes, specific locations, and
notable relationships between current efforts and
crash history. The Plan analyzes crash data on an
aggregate basis as well as at specific locations to
identify high-crash locations, high-risk locations,
and Citywide trends and patterns. The analysis of
crash history throughout the City’s transportation
network allows for opportunities to:
With this Plan, the City continues its safety efforts
by identifying areas of emphasis and systemic
recommendations to enhance safety.
The City’s vision is to enhance the transportation
network and reduce traffic fatalities and serious
injury-related crashes. The City’s vision includes
the following goals:
• To provide a safe and efficient street
system that links all parts of the area for the
movement of people and goods
• To provide the City of Mount Shasta’s
residents with a choice of travel modes
• To provide a street system that contributes to
residents’ quality of life.
These goals will be furthered by this Plan through
the following target objectives:
The Plan analyzes the most recent range of
crash data (January 1, 2019 through December
31, 2023) and roadway characteristics to assess
historic trends, patterns, and areas of increasing
concern. While the COVID-19 pandemic altered
traffic conditions and collision patterns from 2020
to 2022, these years were ultimately included to
understand recent trends.
Furthermore, the collision history was analyzed to
identify locations with elevated risk, either through
their individual collision histories or similarities to other locations with more active collision patterns.
Using a network screening process, locations
were identified within the City that will most likely
benefit from safety enhancements. Additionally,
collision risk factors for the entire network were
derived. The outcomes informed the identification
and prioritization of engineering and noninfrastructure safety measures to address certain roadway characteristics and related behaviors that
contribute to motor vehicle collisions with active
transportation users.
Emphasis areas were developed by revisiting the
visions and goals developed at the onset of the
planning process and comparing them with the
trends and patterns identified in the crash analysis.
GOAL #3: Plan future safety improvements
for near-, mid-, and long-term.
GOAL #1: Identify areas with a high risk
for crashes.
GOAL #4: Define safety projects for HSIP
and other program funding considerations.
GOAL #2: Illustrate the value of a
comprehensive safety program and the
systemic process.
Develop safety measures using the four
E’s of safety: Engineering, Enforcement,
Education, and Emergency Response to
encourage safer driver behavior and lower
severity outcomes.
Identify factors in the transportation
network that inhibit safety for all roadway
users;
Improve safety at specific high-crash
locations, and reduce serious injury and
fatal collisions; and,
1 2
3 60
EXECUTIVE SUMMARY 5
MOUNT SHASTA SAFETY ACTION PLAN SAFETY
ACTION
PLAN
Mount Shasta
The following ten (10) project locations were
selected as case study locations based on an
evaluation of crash data, stakeholder input,
public input, and equity considerations. These
locations were chosen to be representative of
the corridor and intersection case study locations
throughout the City. Identified through the analysis
process based on their crash histories, public
engagement, observed crash patterns, and
distinct characteristics, these locations provide
valuable insights into potential systemic safety
countermeasures that the City can employ to
achieve the most cost-effective safety benefits.
1. Location: Mount Shasta Boulevard:
Chestnut Street to Loveta Lane
2. Location: McCloud Avenue: Mount
Shasta Boulevard to Washington Drive
3. Location: Lake Street: Mount Shasta
Boulevard to Pine Street
4. Location: Washington Drive and
McCloud Avenue
5. Location: Spring Hill Road and Mount
Shasta Boulevard
6. Location: Mount Shasta and Lake
Street
7. Location: Lake Street: Mount Shasta
Boulevard to Washington Drive
8. Location: Mount Shasta Boulevard and
Mountain View
9. Location: Nixon Road and Mount
Shasta Boulevard
10. Location: Everett Highway: Northridge
Drive to Lake Street
Countermeasures are subjected to a benefit-cost
assessment and scored according to their potential
return on investment. The potential benefit of
these countermeasures at locations with similar
design characteristics can then be extrapolated
regardless of crash history, allowing for proactive
safety enhancements that prevent further safety
challenges from developing. Additionally, this
information can be used to help the City apply for
grants and other funding opportunities to implement
these safety improvements. These grants and
funding opportunities include the Highway Safety
Improvement Program (HSIP), administered by
Caltrans; the Safe Streets for All (SS4A) program,
administered by the federal government; and the
Active Transportation Program (ATP) funds, which
are administered by both the federal government
and the State of California. There are also regional
funding sources, administered by the Shasta
Regional Transportation Agency (SRTA). The
completion of a Safety Action Plan is required for
some of these programs and will allow the City of
Mount Shasta to be eligible for these funds.
Near-term action items were identified to accelerate
the City’s achievement of the goals and vision of a
Safety Action Plan. The City can:
• Actively seek other funding opportunities to
improve safety for all modal users
• Establish a goal of zero traffic fatalities by
the year 2050, consistent with the statewide
goals set by Caltrans
• Collaborate with established safety
partners and neighboring municipalities
as improvements are made to create a
cohesive transportation network
• Iteratively evaluate existing and proposed
transportation safety programs and capital
improvements to design a safer transportation
network in the City of Mount Shasta
Emphasis Area #2:
Aggressive Driving
Emphasis Area
#1: Intersections
Emphasis Area #3:
Lane Departure
61 6 INTRODUCTION
ACTION
SAFETY MOUNT SHASTA SAFETY ACTION PLAN
PLAN
Mount Shasta
These recommendations provide Mount Shasta
with a look-ahead for safety improvements that
can be applied systemically. Additionally, this
information can be used to help the City apply
for grants and other funding opportunities to
implement these safety improvements.
An evaluation and implementation plan was created
to identify actionable items that will help the City
achieve the goals and vision set out in this report.
This section will lay out the next steps for the City to continue to capitalize on the analysis and information
provided in this report. It is recommended that the
City Council formally adopt this plan.
2.0 INTRODUCTION
Mount Shasta’s Safety Action Plan identifies
emphasis areas to inform and guide further safety
evaluation of the City’s transportation network.
The emphasis areas include the type of crash,
focused locations, and notable relationships
between current efforts and crash history. The
Plan analyzes crash data on an aggregate basis
as well as at specific locations to identify highcrash locations, high-risk locations, and Citywide trends and patterns. The analysis of crash history
throughout the City’s transportation network allows
for the following opportunities:
• To identify factors in the transportation network
that inhibit safety for all roadway users
• To improve safety at specific crash locations,
and advance the City towards its goal of
reducing serious injury and fatal collisions
• To develop safety measures using the four
Es of safety (Engineering, Enforcement,
Education, and Emergency Response) to
encourage safer driver behavior and better
severity outcomes.
The City of Mount Shasta has taken steps to
enhance safety for all modes of transportation
throughout the City, and with this Plan, Mount
Shasta is continuing to prioritize safety in its
planning process.
According to the California Office of Traffic
Safety, the City of Mount Shasta ranked 39th
out of 76 peer cities in 2022 for total fatal and
injury crashes, after adjusting for population and
Vehicle Miles Traveled (VMT). With a ranking of
1 representing the highest—or worst—crash rate,
the City of Mount Shasta falls near the middle of
the range. This indicates that the City performs
about average compared to similar cities across
the state in terms of roadway safety and efforts to
reduce traffic-related injuries.
Based on the University of California, Berkeley’s,
Transportation Injury Mapping System (TIMS)
and the California Department of Transportation
(Caltrans) Vehicles Operation Cost Parameters, the
City of Mount Shasta’s economic losses due to traffic
injuries amounted to approximately $13.3 million
from 2019 through 2023. This report identifies factors
associated with the most vehicle crashes particular
to the City and proposes matching countermeasures
to reduce or eliminate those crashes.
The intent of the Safety Action Plan is to:
The report identifies factors associated with certain
crash patterns particular to the City and proposes
matching countermeasures to reduce or eliminate
those crashes.
Prioritize
investments in
safety throughout
the City
Develop lasting
partnerships
Provide support
for grant/funding
applications
Create a greater
awareness of road
safety and risks
Reduce the
number of fatal
and severeinjury crashes
62 LEADERSHIP COMMITMENT AND GOAL SETTING 7
MOUNT SHASTA SAFETY ACTION PLAN SAFETY
ACTION
PLAN
Mount Shasta
3.0 LEADERSHIP
COMMITMENT AND GOAL
SETTING
The City of Mount Shasta Safety Action Plan
evaluates transportation safety for all road users,
including drivers, bicyclists, and pedestrians.
As part of this commitment, the City routinely
evaluates the physical transportation network,
along with relevant programs and policies. Safety
improvements are identified using criteria that
assess the interaction between travel modes, the
impact of adjacent municipalities on the roadway
network, and the potential effectiveness of various
safety measures. This proactive approach enables
the City to address safety concerns before incidents
occur. Through the analysis of historical crash data,
input from community engagement, and review
of transportation trends, the City identifies and
implements strategies aimed at preventing crashes,
rather than responding solely after they happen.
The City’s vision is to enhance the transportation
network and reduce traffic fatalities and serious
injury-related collisions, and the goals for the City
are in support of the General Plan Goals (C1-2
and C1-8):
• To designate arterial, collector, and other
streets, including proposed streets that are
expected to be needed in the planning area.
• To promote safe and efficient pedestrian and
bicycle transportation and other modes of
non-motorized transportation.
CA cities across the county have implemented
safety action plans and systemically addressed
the conditions leading to serious injuries and fatal
crashes. These plans provide a locally developed
and customized approach to directly address the
most significant safety risks in the given jurisdiction.
This Plan’s vision, goals, and objective have been
established to reflect discussions with City of
Mount Shasta’s staff, various stakeholders
identified by City staff, input from community
members, and a review of existing plans/policies
in the area. This plan also supports the goal of
zero fatalities from traffic collisions by 2050, which
is consistent with Caltrans and the Southern
California Association of Governments’ (SCAG)’s
Vision Zero goals.
Objectives:
• Evaluate the City’s roadway network for
crash activity
• Identify intersections and segments in need
of mitigation
• Identify areas of interest with respect to
safety concerns for pedestrians and bicycles
Objectives:
• Demonstrate the systemic process’s ability
to identify locations with higher risk for
crashes based on present characteristics
closely associated with severe crashes
• Demonstrate, through the systemic
process, the areas where city safety can
be enhanced and highlight data collection
activities that can be improved.
• Create safety toolbox and identify
strategies to better align with current best
practices, and demonstrate where there are
opportunities for new initiatives that would
Identify areas with a high risk for
crashes
GOAL
#1
Illustrate the value of a safety
action plan and the systemic
process
GOAL
#2
63 8 PLANNING STRUCTURE
ACTION
SAFETY MOUNT SHASTA SAFETY ACTION PLAN
PLAN
Mount Shasta
likely support safer roads and better driving
behaviors
Objectives:
• Identify safety countermeasures for specific
locations (selected project locations)
• Identify safety countermeasures that can be
applied Citywide
Objectives:
• Create the outline for a prioritization process
that can be used in this and forthcoming
grant funding cycles
• Use the systemic process to create Project
Case Study sheets
• Use Project Case Study sheets to apply for
upcoming HSIP funding consideration
• Demonstrate the correlation between the
proposed safety countermeasures with the
Vision Zero Initiative and the California State
Highway Safety Plan
Objectives:
• Use systemic crash analysis to identify
emphasis areas
• Prioritize emphasis areas for
countermeasure development
• Align emphasis areas with City goals and
objectives
• Align emphasis areas with current City
areas of concern
•
Objectives:
• Identify targeted safety investigation for
implementation
• Identify systemic issues where
countermeasures can be implemented
• Prioritize these countermeasures for
implementation based on cost, effort, and
timeline
4.0 PLANNING STRUCTURE
4.1 Stakeholder and Public
Workshop
Through the development and implementation
of this Safety Action Plan, the City will continue
working with safety partners to identify and
address transportation safety concerns within the
community. Briefing with key stakeholders during
the planning process offered valuable insights
into lessons learned from past efforts and local
knowledge. This collaboration helped shape a Plan
that reflects the community’s needs and priorities.
The planning process was guided by both national
and state level recommendations. The Federal
Highway Administration (FHWA) and Caltrans
have developed frameworks to support the
creation of effective and comprehensive Safety
Action Plans.
The FHWA recommends several key steps in
the development process, including:
• The establishment of a working group
Identify emphasis areas to
prioritize countermeasure
application
GOAL
#4
Propose list of targeted safety
investigation for implementation
of countermeasures
GOAL
#5
Define safety improvements for
the near-, mid- and long-term,
including projects for HSIP,
SS4A, and other program funding
considerations
GOAL
#3
64 PLANNING STRUCTURE 9
MOUNT SHASTA SAFETY ACTION PLAN SAFETY
ACTION
PLAN
Mount Shasta
(stakeholders/public) to participate in
developing a Safety Action Plan
• A review of crash, traffic, and roadway data
to identify areas of concern
• Defining goals, setting priorities, and
recommending countermeasures to improve
safety at specific locations and across the
broader transportation system
Caltrans offers similar guidance, emphasizing the
following steps:
• Establish leadership
• Analyze the safety data to understand
existing conditions
• Determine emphasis areas
• Identify effective strategies
• Prioritize and incorporate strategies
• Evaluate and update the Safety Plan to
reflect progress and changing needs
Part of the planning structure involves a committee,
task force, implementation group, or similar body
responsible for overseeing the development,
execution, and monitoring of the Action Plan. This
ensures clear accountability, with commitments
from leadership to guarantee follow-through and
successful outcomes.
4.1.1 Guiding Manuals
This section describes the analysis process
undertaken to evaluate safety within the City of
Mount Shasta at a systemic level. This report
identifies specific locations within the City that
will benefit from safety enhancements and
addresses crash risk factors based on historic
crash data using a network screening process.
The outcome will inform the identification and
prioritization of engineering and non-infrastructure
safety measures by addressing certain roadway
characteristics and related driving behaviors
contributing to crashes. This process uses the
latest national and state best practices for statistical roadway analysis.
4.1.2 Local Roadway Safety Manual
The Local Roadway Safety Manual: A Manual
for California’s Local Road Owners (Version 1.7,
April 2024) encourages local agencies to pursue a
proactive approach when identifying and analyzing
safety issues and preparing to compete for project
funding opportunities. A proactive approach is
the analysis of safety across an entire roadway
network, through either a one-time network-wide
analysis or a routine analysis of the roadway
network.
According to the Local Roadway Safety
Manual (LRSM), “the California Department of
Transportation (Caltrans) – Division of Local
Assistance is responsible for administering
California’s federal safety funding intended for
local safety improvements.”
To provide the most beneficial and competitive
funding approach,
the analysis leading
to countermeasure
selection should
focus on both
intersections and
roadway segments
and maintain
consideration
of roadway
characteristics and
traffic volumes.
The result should reflect a list of locations that
are most likely to benefit from cost- effective
countermeasures, preferably prioritized by benefit/
cost ratio. The LRSM suggests using a mixture of
quantitative and qualitative measures to identify
and rank locations using both crash frequency
and crash rates. These findings should then be
screened for crash type and severity patterns to
Source: Federal Highway Safety Administration
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determine the cause of crashes and the potential
effective countermeasures. Qualitative analysis
should include field visits and a review of existing
roadway characteristics and devices. The specific
roadway context can then be used to assess
conditions that may decrease safety at the site
and at systemic levels.
Countermeasure selection should be supported
using Crash Reduction Factors (CRFs). These
factors are a peer-reviewed product of research
quantifying the expected rate of crash reduction
from a given countermeasure. If more than one
countermeasure is under consideration, the
LRSM provides guidance on the appropriate
application of CMFs.
4.1.3 Safe System Approach
The SS4A grant is guided by the Safe System
Approach, which involves another perspective
on infrastructure, human behavior, responsible
oversight of the vehicle and transportation
industry, and emergency response, shifting
from a conventional safety approach to one
that focuses on both human mistakes and
human vulnerability. A Safe System Approach
incorporates the following principles:
• Death and Serious Injuries are
Unacceptable
• Humans Make Mistakes
• Humans are Vulnerable
• Responsibility is Shared
• Safety is Proactive
• Redundancy is Crucial
4.1.4 Highway Safety Manual
The American Association of State Highway and
Transportation Officials (AASHTO) Highway
Safety Manual (HSM), published in 2010,
presents a variety of methods for quantitatively
estimating crash frequency or severity at a variety
of locations. This four-part manual is divided
into the following parts: A) Introduction, Human
Factors, and Fundamentals; B) Roadway Safety
Management Process; C) Predictive Method; and
D) Crash Modification Factors.
In Chapter 4 of Part B in the HSM, the “Network
Screening Process” is a tool for an agency to
analyze the entire network and identify/rank
locations that are most likely or least likely to
realize a reduction in the frequency of crashes.
The HSM identifies five steps in this process:
1. Establish Focus: Identify the
purpose or intended outcome of the
network screening analysis. This
decision will influence data needs,
the selection of performance measures,
and the screening method that can be
applied.
2. Identify Network and Establish
Reference Populations: Specify
the types of sites or facilities
being screened (i.e., segments,
intersections, geometrics) and identify
groupings of similar sites or facilities.
3. Select Performance Measures: There
are a variety of performance
measures available to evaluate the
potential to reduce crash frequency at
a site. In this step, the performance
measure is selected as a function of the
screening focus and the data and
analytical tools available.
4. Select Screening Method: There
are three principal screening methods
described in this chapter (i.e.,
ranking, sliding window, peak
searching). Each method has
advantages and disadvantages; the
most appropriate method for a given
situation should be selected.
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5. Screen and Evaluate Results:
The final step in the process is
to conduct the screening and
analysis and evaluate the results.
The HSM provides several statistical methods for
screening roadway networks and identifying highrisk locations based on overall crash histories.
5.0 ANALYSIS TECHNIQUE
5.1 Crash and Network Screening
Analysis
Intersections and roadways were analyzed using
four collision metrics:
• Number of Collisions
• Critical Crash Rate (HSM Chapter 4)
• Probability of Specific Crash Types
Exceeding Threshold Proportion (HSM
Chapter 4)
• Equivalent Property Damage Only (HSM
Chapter 4)
The initial steps of the crash analysis established
sub-populations of roadway segments and
intersections that have similar characteristics.
For this study, intersections were grouped by
their control type (Signalized, or Unsignalized)
and segments by their roadway category (Major
Collector and Local). Individual crash rates were
calculated for each sub-population. The population
level crash rates were then used to assess whether
a specific location has more or fewer crashes than
expected. These sub-populations were also used
to determine typical crash patterns to help identify
locations where unusual numbers of specific crash
types are seen.
The network screening process ranks intersections
and roadway segments by the number of crashes
that occurred at each one over the analysis period
and then identifies areas that had more of a given
type of crash than would be expected for that type
of location. These crash type factors were 1) crash
injury (fatal, severe injury, other visible injury,
complaint of pain, property damage only), 2) crash
type (broadside, rear-end, sideswipe, head-on, hit
object, overturned, bicycle, pedestrian, other), 3)
environmental factors (lighting, wet roads), 4) driver
behavior (aggressive), and 5) driver impairment.
With these additional factors, the locations were
further analyzed and assigned a new rank.
From the results of the network screening analyses,
a short-list of locations was chosen based on crash
activity, crash severity, crash patterns, location
type, and area of the City of Mount Shasta to
provide the greatest variety of locations covering
the widest range of safety opportunities for safety
toolbox development. The intent is to populate the
safety toolbox with mitigation measures that will
be applicable to most of the crash activity in the
City.
5.2 Statistical Performance
Measures
Small Sample Size
Despite the limited sample size in the city of Mount
Shasta, an advanced statistical approach was
utilized to strengthen the descriptive statistics.
This method not only considers available data
but also integrates inputs and opinions from city
staff and the public. This comprehensive safety
analysis combines existing knowledge to create
a robust framework typically reserved for larger
datasets. By using this dual approach, both data
and public input are essential components in
developing this thorough report. Given that the
sample size of crashes within the time frame ('17')
is too small to support reliable inferential statistics, descriptive statistics still offer valuable insights into current conditions and trends. By combining these
statistics with expert opinions and public feedback,
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we can achieve a well-rounded understanding of
roadway safety in the area.
6.0 SAFETY ANALYSIS
6.1 Roadway Network
The City of Mount Shasta’s roadway database was
used to build the base roadway network used for
this analysis, and functional classifications were
taken from the Caltrans Classification System.
Traffic volumes and signal locations were provided
by the City and were included in the analysis
network. Intersections and roadway segments were
divided into control and classification categories
so that each set could have its own crash rates
and be evaluated against similar facilities. Figure
3 illustrates Mount Shasta’s roadway network and
intersections as classified for this study.
6.2 Intersections
The crash analysis requires each intersection to
be classified by type: Signalized or Unsignalized.
The safety analysis compares intersection safety
performance to locations with similar control types.
This information is also displayed in Figure 3.
6.3 Count Data
Vehicular count data is used as part of the analysis
process to evaluate the impact of traffic and
understand the natural hierarchy of the roadway
network. Count data utilized for this project was
pulled from 2023 Replica data. For locations
without volume or count data, engineering
judgment was used. The traffic volume information
allowed the team to assess locations for risk to a
given roadway user and to review locations with
the highest number of crashes.
6.4 Crash Data
Crash data was collected from the Transportation
Injury Mapping System (TIMS) for the period from
January 1, 2019, through December 31, 2023.
Typically, safety grants require between three
and five years of crash data. Five years of data
were used for this study to provide more history
to evaluate trends or patterns. Analysis of the raw
crash data is the first step in understanding the
specific and systemic challenges faced throughout
the City. Analyzing the five years of data provided
insight on the following crash trends and patterns.
All crashes analyzed in the study period are shown
in Figure 4. The locations of fatal and severely
injured crashes are displayed in Figure 5.
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Figure 1 - Critical Crash Rate Formula
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Figure 2 - Probability of Specific Crash Types Exceeding Threshold 70 SAFETY ANALYSIS 15
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7.0 CRASH SAFETY TRENDS
The following section breaks down the crash
data by a variety of input factors and user types.
This information will be used to highlight areas of
concern for the City.
7.1 All Crashes
This report analyzes five-year crash data to
identify trends and patterns on City streets. The
data, extracted from TIMS Analytics on December
26, 2024, reflects the most current data available.
TIMS is a platform used to collect, analyze, and
report traffic-related data from local enforcement
agencies. The data used in this report covers
crashes from January 1, 2019, to December 31,
2023. During this period, a total of 17 crashes
were recorded within Mount Shasta. There were
no fatal collisions in the City during the analysis
timeframe. It should be noted that this is a small
sample size, so the analysis of crashes is more
qualitative rather than quantitative in nature.
During the study period, the most common crash
types were Broadside (24%) and Sideswipes
(24%). The total number of crashes saw a
decrease from 2019 to 2020, followed by an
increase from 2020 to 2021. The decline in 2020
was likely influenced by the COVID-19 pandemic,
while the subsequent increase in crashes aligns
with statewide and national trends, reflecting a
rise in crashes in the years that followed. In 2023,
there were no crashes recorded.
Figure 6 shows the injury crashes over the study
period, during which injury crashes mirrored the
decrease from 2019 to 2020 and increase from
2020 to 2021 present in Figure 7.
Figure 4 - All Crashes (2019 – 2023)
0 1
2 3
4 5
6 7
2019 2020 2021 2022
No. of Crashes
Severe Injury Minor Injury Complaint of Pain
*No crashes identified in 2023 from the TIMS data
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Figure 5 - Severe Injury Crashes (2019 - 2023)
7.2 Fatalities and Severe Injuries
During the study period, no fatal crashes and 4
severely injured crashes occurred.
Table 1 outlines the fatal and severely
injured crashes, categorized by the modes of
transportation involved. In 2023, specfically, there
were no fatalities and no severe injuries.
Modes Involved No. of Severe Injury Crashes
Pedestrian 1
Other Motor
Vehicle 2
Bicycle 1
Total 4
Table 1 - Severe Injury Crashes
Categorized by Modes Involved
(2019 – 2023)
7.2.1 Injury Levels
During the study period, 41% of the reported
crashes resulted in complaints of pain injuries
only, while 24% involved severe injuries. Overall,
injuries of all types, including minor injuries and
complaints of pain, accounted for 59% of the
crashes. According to the California Office of
Traffic Safety (OTS), the city consistently ranks in
the bottom quartile for crash statistics among 74
cities in its group from 2019 to 2023. This indicates
that the city reports a low number of crashes
compared to others in the same group, reflecting
consistency in maintaining low fatal and injury
0 1
2 3
4 5
6 7
2019 2020 2021 2022
No. of Crashes
Not Stated Head-On Rear End Broadside
Hit Object Vehicle/Pedestrian Sideswipe
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Primary Crash
Factor
No. of
Crashes
Percent of
Total Crashes
Unsafe Speed 6 35%
Driving or
Bicycling Under
the Influence of
Alcohol or Drug
3 18%
Automobile
Right-of-Way 3 18%
Wrong side of
Road 1 6%
Improper Turning 1 6%
Traffic Signals
and Signs 1 6%
Unsafe Starting
or Backing 1 6%
Not Stated 1 6%
Grand Total 17 100%
Table 2 - Cause of Crashes
(2019 – 2023)
24%
35%
41%
Severe Injury Minor Injury Complaint of Pain
Figure 6 - Injury Crashes (2019 – 2023)
crashes. Mount Shasta is grouped by OTS with
other smaller cities, many of which have similarly
low crash rates. The ranking randomly assigns
scores to cities with tied crash numbers, making
them less reliable for cities like Mount Shasta.
7.2.2 Cause of Crashes
The most frequently recorded cause of crashes
in the City during this period was unsafe speed,
accounting for 35% of crashes. This was followed
by driving or bicycling under the influence at 18%,
and automobile right-of-way violations at 18%.
Table 2 to the right details the causes of crashes
during the study period. According to the Strategic
Highway Safety Plan (SHSP) Caltrans Dashboard,
Mount Shasta exhibits a trend similar to that of
California overall. From 2019-2022, unsafe speed,
driving under the influence, and automobile rightof-way violations were among the leading crash factors both in Mount Shasta and across the state.
As mentioned in Section 7, the proportion of
crashes resulting in serious or severe injuries
has fluctuated over time. However, the small
sample size of 17 crashes means that it is hard to
draw definitive conclusions about crash patterns
and causes. With that being said, the causes of
crashes during the study period indicate some
noteworthy patterns. The causes of the 4 severe
crashes were driving or bicycling under the
influence (25%), unsafe speed (25%), automobile
right-of-way (25%), and traffic signals and signs
(25%). It should be noted that the low number of
overall crashes does not allow for a definitive trend
analysis and instead serves as an observable
indicator. This correlates to the top three causes
of crashes. Notably, the number of crashes due to
automobile right-of-way violations has increased
throughout the years, from 16.6% in 2021 to 33.3%
in 2022. Additionally, the number of unsafe speed
crashes has decreased from 75% in 2019 to 16%
in 2022. There were no recorded crashes in 2023.
7.3 Vulnerable Users
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7.3.1 Pedestrians
Two pedestrian-involved crashes occurred during the study period, resulting in two complaint of pain injuries. Figure 9 shows the locations of pedestrian crashes during the study period.
Figure 7 - Crash Type by Year (2019 – 2023)
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7.3.2 Bicycle
During the study period, one crash involving a
bicycle was reported. The bicycle crash reported
resulted in one severe injury. Figure 9 shows
the location of the bicycle crash during the study
period.
7.4 Time of Day
Crashes in Mount Shasta occurred more in the
PM (12:00 PM – 11:59 PM) hours versus the AM
(12:00 AM – 11:59 AM) hours.
• 59% of crashes occurred in the PM hours
• 41% of crashes occurred in the AM hours
Peak periods of crash activity:
• 8:00 AM to 9:00 AM (four crashes)
• 3:00 PM to 6:00 PM (six crashes)
A majority of the crashes occurred during the
nighttime hours. However, as noted in Section
7.1, the overall sample size is small, meaning
that it is hard to draw conclusions from the crash
circumstances, such as nighttime being more
crash-prone than daytime.
• 53% (nine crashes) occurred at night or
during dusk/dawn hours; this includes all
crashes that occurred when it was dark out,
with or without streetlights
3 1 1
2 2
4 1 1
2 0
5 Jan Feb Mar May Jun Aug Sep Oct Nov
No. of Crashes
Figure 8 - Crashes by Injury Levels (2019 – 2023)
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7.5 Time of Year
The total number of crashes varies by month of
the year shown in Figure 10. The most common
month for crashes was August, with four crashes
between 2019 and 2023. The amount of crash
occurences generally fluctuated throughout the
year. February, March, September, and October
were tied as the months with the fewest number
of crashes, with only one crash in each month
between 2019 and 2023. In January, there were
two crashes attributed to unsafe speed and one
crash involving driving under the influence (DUI). In
August, the crashes were categorized as follows:
one traffic signal crash, one unstated, one due to
unsafe speed, and one involving an automobile
right-of-way violation. No significant patterns or
anomalies were identified during these months,
aside from an increase in tourist activity.
7.6 Driving Behavior
Aggressive driving and impaired driving were
two behavioral factors that contributed to crash
patterns within Mount Shasta during the study
period.
Caltrans defines aggressive driving as behaviors
that include speeding, tailgating, and running stop
signs or red lights. These behaviors contributed
to 41.2% of the total injury-producing crashes
in Mount Shasta during the study period (2019-
2023).
Caltrans defines impaired driving as any instance
where a driver, pedestrian, bicyclist, or motorcyclist
has any detectable alcohol, illicit drugs, or
prescribed or over-the-counter medication,
whether or not it is over the legal limit. During
the study period (2019-2023), 18% of the total
crashes in Mount Shasta involved drivers under
the influence.
7.7 Driver Age
The age group with the highest percentage of
crashes was 26-45 years, accounting for 32.4%.
This was followed by the 45-64 age range at
26.5%, 15-25 years at 17.6%, and those 65 and
older at 11.8%. Additionally, 11.8% of the crash
reports did not specify an age.
7.8 Statewide Comparison
A comparison of fatal and severe injury crash data
to the state averages was conducted for data
from 2013-2022 (the most recent statewide data
available). These numbers may vary slightly from
those mentioned previously, due to the differences
in the years of the study period. The following
are areas where Mount Shasta’s crash rates
are higher or lower than those of the state. The
challenge areas that are higher than the statewide
average are Intersections, Aggressive Driving,
Distracted Driving, Commercial Vehicles, Young
Drivers, Aging Drivers, and Occupant Protection
(lack or improper use of seatbelts). The number of
crashes observed in Mount Shasta for any given
challenge area compared to the statewide crashes
is not proportional. These percentages are meant
to be a reference between fatal and serious injury
crashes that have the characteristics listed below.
1. Intersections
• Mount Shasta: 57.1% of fatal and severe
injury (F+SI) crashes
• Statewide: 24.3% of F+SI crashes
• Difference: 32.8% Higher in Mount Shasta
2. Aggressive Driving
• Mount Shasta: 57.1% of F+SI crashes
• Statewide: 33.4% of F+SI crashes
• Difference: 23.7% Higher in Mount Shasta
3. Lane Departure
• Mount Shasta: 28.6% of F+SI crashes
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• Statewide: 42.1% of F+SI crashes
• Difference: 13.5% Lower in Mount Shasta
The Office of Traffic Safety (OTS) compares the traffic safety statistics of the selected city with other cities with similar-sized populations. In this analysis, shown in the table below, Mount Shasta was compared to 76 peer-cities in California for the most recent year with complete data, 2022. The lower Figure 9 - Pedestrian & Bicycle Crashes (2019 – 2023)
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Crash Category Average OTS Ranking 2018-
2022
Total Fatal and Injury 47/76
Alcohol Involved 27/76
Had Been Drinking Driver < 21 19/76
Had Been Drinking Driver 21 – 34 22/76
Motorcycles 37/76
Pedestrians 39/76
Pedestrians < 15 14/76
Pedestrians 65+ 20/76
Bicycle 45/76
Bicyclist < 15 18/76
Composite 24/76
Type of Crash OTS Ranking
Speed Related 40/76
Nighttime (9:00pm – 2:59am) 34/76
Hit and Run 31/76
Type of Arrests OTS Ranking
DUI Arrests 44/76
Table 3 - OTS Rankings
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the number (closer to 1), the “worse” the ranking
compared to other cities. Figure 11 below, shows
the OTS ranking for total fatal and injury crashes
in Mount Shasta for a five-year period from 2018
to 2022. Mount Shasta’s best ranked year was
2020, which can be explained by lower traffic
volumes experienced during the pandemic. While
there is not a clear trendline overall, the OTS
ranking of the City has gotten closer to 1 since
the pandemic, meaning the City should prioritize
improving transportation safety as a key focus of
its local efforts in order to reverse this trend.
Examining the average OTS score for each crash
category over the same five-year period, the City
ranks above average in total fatal and severe injury
crashes but ranks poorly in the “had been drinking
with the driver age less than 21” category, with a
score of 19.2/76. The worst category on average
from 2018-2022 is pedestrians less than 15 years
old, with a ranking of 14.2. It should be noted
that crash rankings are based on the Empirical
Bayesian Ranking Method, which adds weights to
different statistical categories, including observed
crash counts, population, and vehicle miles
traveled. Mount Shasta’s relatively good scores
mean that it compares well, using this method,
to other cities with similar population sizes. The
average OTS ranking 1 for several categories is
listed in Table 3.
1 Local Roadway Safety Manual (Version 1.6) 2022. Page 6.
8.0 ANALYSIS METHODOLOGY
The following section describes the analysis
process undertaken to evaluate safety within
Mount Shasta at a systemic level. Using a network
screening process, locations within the City that
will most likely benefit from safety enhancements
will be identified. Using historic crash data, crash
risk factors for the entire network are derived.
The outcomes will inform the identification and
prioritization of engineering and non-infrastructure
safety countermeasures that address specific
roadway characteristics and related behaviors
that contribute to motor vehicle crashes with active
transportation users.
8.1 Existing Guidance
This process uses the latest national and state
best practices for statistical roadway analysis,
described as follows.
8.1.1 Local Roadway Safety Manual
The purpose of the Local Roadway Safety
Manual: A Manual for California’s Local Road
Owners (Version 1.7, April 2024) is to encourage
local agencies to pursue a proactive approach
to identifying and analyzing safety issues,
while preparing to compete for project funding
opportunities. A proactive approach is defined as
analyzing the safety of the entire roadway network
through either a one-time, network-wide analysis,
or by routine analyses of the roadway network.1
According to the Local Roadway Safety
Manual (LRSM), “The California Department
of Transportation (Caltrans) – Division of Local
Assistance is responsible for administering
California’s federal safety funding intended for
local safety improvements.”
To provide the most benefit and be competitive for
funding, the analysis leading to countermeasure
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selection should focus on both intersections and
roadway segments and be considerate of roadway
characteristics and traffic volumes. The result should
be a list of locations that are most likely to benefit
from cost-effective countermeasures, preferably
prioritized by benefit/cost ratio. The manual
suggests using a mixture of quantitative
and qualitative measures to identify and
rank locations that consider both crash
frequency and crash rates. These findings
should then be screened for patterns, such as
crash types and severity, to aid in identifying the
issues causing higher numbers of crashes and the
potential countermeasures that could be
most effective. Qualitative analysis should
include field visits and a review of existing
roadway characteristics and devices. The
specific roadway context can then be used to
assess what conditions may increase safety risk
at the site and systematic level.
Countermeasure selection should be
supported using Crash Modification
Factors (CMFs). These factors are the
peer-reviewed product of before-and-after
research that quantifies the expected rate of crash
reduction from a given countermeasure. If more
than one countermeasure is under consideration,
the LRSM provides guidance on how to
apply CMFs appropriately.
8.1.2 Highway Safety Manual
“The AASHTO Highway Safety Manual (HSM),
published in 2010, presents a variety of methods
for quantitatively estimating crash frequency
or severity at a variety of locations.”2
This fourpart manual is divided into the following
parts: A) Introduction, Human Factors,
and Fundamentals, B) Roadway Safety
Management Process, C) Predictive
Method, and D) Crash Modification Factors.
Chapter 4 of Part B of the HSM discusses the
2 AASHTO, Highway Safety Manual, 2010, Washington D.C., http://www.highwaysafetymanual.org/Pages/About.aspx 3 AASHTO. Highway Safety Manual. 2010. Washington, DC. Page 4-2.
Network Screening Process. The Network
Screening Process is a tool that allows an agency
to analyze its entire network and identify/rank
locations that, based on the implementation of a
countermeasure, are most or least likely to realize
a reduction in the frequency of crashes.
The HSM identifies five steps in this process3
:
1. Establish Focus: Identify the purpose or
intended outcome of the network screening
analysis. This decision will influence
data needs, the selection of performance
measures, and the screening method that can
be applied.
2. Identify Network and Establish Reference
Populations: Specify the types of sites or
facilities being screened (i.e., segments,
intersections, geometrics) and identify
groupings of similar sites or facilities.
3. Select Performance Measures: There
are a variety of performance measures
available to evaluate the potential to reduce
crash frequency at a site. In this step, the
performance measure is selected as a
function of the screening focus and the data
and analytical tools available
4. Select Screening Method: There are three
principal screening methods described in this
chapter (i.e., ranking, sliding window, peak
searching). Each method has advantages and
disadvantages; the most appropriate method
for a given situation should be selected.
5. Screen and Evaluate Results: The final step
in the process is to conduct the screening and
analysis and evaluate the results.
The HSM provides several statistical methods
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However, the City of Mount Shasta has too few
locations with enough crashes for statistical
analysis to warrant a statistical network screening,
so all locations with multiple crashes will be
evaluated
8.1.3 Site Visits
Through the initial crash and network screening
analysis, a short list of locations was developed. In
addition to looking at locations with a high number
of crashes, other statistically important factors were
evaluated. Kimley-Horn recommends the following
ten locations be further studied, including site
visits. With the intent to diversify the studies and
provide a range of countermeasures to propose to
the City, chosen locations were distributed among
the different intersection and roadway types.
1. Location: Mount Shasta Boulevard:
Chestnut Street to Loveta Lane
2. Location: McCloud Avenue: Mount
Shasta Boulevard to Washington Drive
3. Location: Lake Street: Mount Shasta
Boulevard to Pine Street
4. Location: Washington Drive and
McCloud Avenuet
5. Location: Spring Hill Road and Mount
Shasta Boulevard
6. Location: Mount Shasta and Lake
Street
7. Location: Lake Street: Mount Shasta
Boulvard to Washington Drive
8. Location: Mount Shasta Boulevard
Mountian View
9. Location: Nixon Road and Mount
Shasta Boulevard
10. Location: Everett Highway: Northridge
Drive to Lake Street
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9.0 ENGAGEMENT AND
COLLABORATION
The City of Mount Shasta’s stakeholders and the
public (the Working Group) were included in the
development of the Plan to maintain the local
perspective at the forefront of planning efforts. The
Working Group consists of representatives from
City staff, including City Council, Public Works,
Siskiyou Outdoor Alliance, THA Design, LAFCo
Commissioner, Mount Shasta Parks, a local
bicycle advocate, and a local active transportation
advocate.
An overview of the Plan was presented to the
public at the City’s farmers’ market. Public
feedback on safety concerns was actively solicited
to better understand ongoing issues. Additionally,
a survey was conducted and made available for
public input on the City’s website and through
flyers. The survey aimed to gather information on
travel modes, barriers to mobility within the City,
and suggestions for potential improvements.
The events and surveys offered the Project Team
essential insights into roadway safety issues
in specific areas of the City, as well as potential
solutions. The Project Team convened to identify
key locations for further safety investigations and
to discuss possible countermeasures through
meetings and in-person discussions. Following
these meetings, proposed improvements
were formulated and shared with the public to
gather feedback, comments, and initiate further
discussions. The details of the public engagement
activities are outlined below.
9.1 Public Engagement
Online Engagement
The Project Team developed a public survey and
an interactive map, both of which were promoted
through project materials. Hard copies of the
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survey were also distributed during outreach at the
farmers’ market. The survey included questions
about traveling within the City by car, walking, and
bicycling. The interactive map allowed community
members to identify locations where they were
experiencing issues and highlight areas where
they would like to see improvements.
Residents have commented on numerous traffic
and safety concerns, stressing the need for
infrastructure enhancements and tighter traffic
regulation enforcement. Key concerns include
widespread speeding, especially on Washington
Drive towards Old McCloud, with suggestions for
speed limit reductions, speed limiting devices,
and rumble strips. There is a strong advocacy for
improved bicycle and pedestrian infrastructure,
such as widening bike lanes near City Park and
extending sidewalks on N Mount Shasta Blvd.
Unsafe intersections at McCloud Ave, Chestnut,
and Lake St require clearer signage, stop lights,
and pedestrian-activated flashing lights. Concerns
about driver behavior, including illegal U-turns
and frequent stop sign violations, particularly
around schools, call for stricter enforcement.
Visibility issues due to obstructive vegetation and
parked vehicles also need addressing. Overall,
the community seeks a combination of targeted
infrastructure improvements and rigorous traffic
law enforcement to enhance safety for pedestrians,
cyclists, and drivers, especially children. Full
comments can be found in Appendix B.
Stakeholder Meetings
Two stakeholder meetings were held to gain the
perspective and expertise of local subject matter
experts and to help guide the planning process.
The first stakeholder meeting was held in person
on April 4th, 2025. During the meeting, the group
was introduced to the project, including the goals
and the objectives of the Safety Action Plan.
Crash data from the past five years was presented
to stakeholders to illustrate trends within the
City. The analysis included crash types, primary
contributing factors, and incidents involving
vulnerable road users. The project team identified
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and presented eight locations where crash data
indicated a high priority for safety improvements.
In response to stakeholder feedback requesting
additional locations for consideration, the project
team incorporated those suggested sites into the
field visits conducted as part of the case study
assessment.
At the second stakeholder meeting, participants
reviewed each location and provided input on
potential countermeasures to include in the City’s
toolbox. The discussion covered both systemic
improvements and specific case study locations,
as well as potential funding opportunities
Public Outreach
One public outreach event was held on June
30th, 2025, at the City’s farmers’ markert. The
event promoted awareness of the Safety Action
Plan and gathered public feedback on concerns
throughout the City, locations they want to see
improvements on, and types of improvements
they would like to see implemented. The main
concerns expressed at the outreach were safety
concerns for pedestrians, bicyclists, and related
to infrastructure. Key issues include missing
sidewalk segments, faded or absent crosswalks,
and potholes that pose hazards—particularly for
cyclists.
There is a strong desire for more on-street bike
lanes with physical protection or buffers to prevent
dooring, as well as better connections between
neighborhoods and nearby towns. Additionally,
snowplows blocking driveways during winter
create accessibility and safety challenges for many
residents. The following activities and materials
were available:
• Informational Board: A “What is a Safety
Action Plan?” informational board that
visualized 20 potential vehicle, pedestrian,
and bicyclist safety improvements for
participants to learn and ask questions
about.
• Map Activity: A poster board with a map
of the City. Participants used stickers to
indicate locations they have experienced
or seen safety concerns. They chose the
type of improvements they wanted to see
at these locations. They put a number on a
sticker that corresponds to the improvement
they want to see at these locations.
• Case Study Location Activity: A poster
board featuring a City map marked with the
locations of case studies.
• Concerns Activity: A poster board that
displayed a question asking what issues the
community feels the City should address.
Participants placed star stickers to vote for
the concerns they felt most connected to.
• Project Survey: Printed copies of the
online survey were available for people to
complete in person.
• Project Flyer: Provided an overview of the
Safety Action Plan and included a QR code
linking to the online survey and interactive
map.
•
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10.0 EQUITY
The following section presents the equity analysis conducted to identify programs and infrastructure investments that will support transportation and safety policies for the City of Mount Shasta. This memo is part of the City of Mount Shasta’s Comprehensive Safety Action Plan (Plan), which aims to enhance roadway safety conditions by proposing potential projects to reduce the risk of collisions.
The equity analysis supplements technical collision data analysis by identifying correlations between equity and safety data, in accordance with state regulations. A comparative analysis between demographic and collision data provides insights on equity that can be addressed through safety improvements and infrastructure. This helps vulnerable and disadvantaged populations benefit from additional safety considerations. Meeting the needs of equity populations is a critical step in the equitable distribution of resources and outcomes. As such, the equity analysis aims to summarize key safety and equity findings.
This section begins with a background on the City, summarizes the methodology used to evaluate demographic and collision data, presents the demographic and collision data, and ends with general takeaways related to the equity and safety data. The analysis seeks to inform policy and program recommendations for the City to equitably improve safety in accordance with state and federal equity goals.
10.1 Background
The City of Mount Shasta is a small town in northern California located in Siskiyou County between the cities of Weed and Dunsmuir. Known for its mix of friendly neighborhoods, parks, and restaurants, the City is 3.8 square miles in size and has a population of about 3,208 residents. Nearly 83% of residents identify as White, the median household income is $48,157, and 16% of people live below the poverty line, and nearly 35% of the population is over the age of 64, about 25% higher than Siskiyou County and more than double the rate in the State. Although CalEnviroScreen 4.0 indicates the City falls into the 30th percentile for air pollution burden across the state, the California Climate Investments Priority Populations Mapping Tool 4.0 notes that the entirety of the City of Mount Shasta is low-income. Figure 12 shows the Disadvantaged Communities in Mount Shasta. 86 EQUITY 31
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Figure 10 - Number of Crashes by Month (2019 - 2023)
* No crashes identified in December from the TIMS data
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10.2 Methodology
The equity analysis builds on the crash data
memorandum drafted by Kimley-Horn as part of
the Safety Action Plan’s development process.
The team used the American Community
Survey 2023 (ACS) 5-year estimates to collect
demographic data. Demographic data included
total population, race, ethnicity, age, disability,
vehicle ownership, and more. The areas with the
highest concentration of these demographics are
the equity communities in the City.
The TIMS data included bicycle, pedestrian, and
automobile collision counts throughout the City.
The team then analyzed collision data by race,
ethnicity, age, and more to form a full comparative
analysis of existing safety conditions. Age was
included in these data to identify if a certain age
group is disproportionately involved in the City’s
crashes. The collision data informed key findings
for each demographic category.
Table 4 - Race and Ethnicity Distribution in Mount Shasta, Siskiyou County, and the State
Race and Ethnicity Mount Shasta
(Pop. 3,208)
Siskiyou County
(Pop. 43,834)
California
(Pop. 39,242,784)
White alone 83% 74% 35%
Hispanic 6% 13% 40%
Black or African American 1% 3% 0%
American Indian and Alaska
Native 0% 2% 15%
Asian 1% 0% 0%
Native Hawaiian and Other Pacific
Islander 4% 0% 1%
Some other race 0% 6% 4%
Two or more races 5% 1% 1%
10.3 Equity Analysis
This section summarizes demographic data for
the City of Mount Shasta and statewide collision
safety data.
10.3.1 Race/Ethnicity
Table 4 summarizes the race and ethnicity
distribution in Mount Shasta, Siskiyou County,
and the state. The City of Mount Shasta residents
are predominantly White (83%) and comprise a
higher percentage than in the county and state.
The City also has a high concentration of Native
Hawaiian and Other Pacific Islander population
(4%) compared to the county and state. Similarly,
nearly 5% of the population is identified with
two or more races, higher than county and state
averages. Finally, the Hispanic population is the
second highest ethnic group in Mount Shasta.
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10.3.2 Age
The City of Mount Shasta has a large elderly population. Approximately 35% of the population is over the age of 64, which is 25% higher than Siskiyou County and more than double the rate in the State.
The second largest age group (26%) in the City is between 45-64 years old, paralleling county and state figures. With a large elder population, the City’s existing infrastructure may not be designed with the needs of older adults in mind, contributing to disproportionate impacts for this community group.
Table 5 summarizes the population of Mount Shasta, Siskiyou County, and state by age.
Table 5 - City of Mount Shasta, Siskiyou County, and California Population by Age Age Range Mount Shasta
(Pop. 3,208)
Siskiyou County
(Pop. 43,834)
California
(Pop. 39,242,784)
Less than 15 13% 17% 18%
15-24 9% 10% 13%
25-35 11% 10% 15%
35-44 6% 11% 14%
45-64 26% 26% 25%
Over 64 35% 27% 15%
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10.3.3 Sex by Age Range
Mount Shasta has more residents that identify as female compared to the County. Nearly 55% of all Mount Shasta residents are female compared to 52% in the county and an even split in the state.
When considering future safety interventions, it is essential to account for the travel patterns of older women, which often involve shorter, more frequent trips with multiple stops. This insight is drawn from the study by Yaxuan Zhang and Ying Song (2024), "Gender differences in travel and everyday life: A data-driven approach to address the intersectional nature of gender as a social construct," published in Travel Behaviour and Society (Volume 36, 2024), accessible at:
https://www.sciencedirect.com/science/article/abs/pii/.
Distribution of
Male and Female
Residents
Mount Shasta
(Pop. 3,208)
Siskiyou County
(Pop. 43,834)
California
(Pop. 39,242,784)
Age Range Male Female Male Female Male Female
Under 5 years 100% 0% 53% 47% 51% 49%
5 to 17 years 22% 78% 52% 48% 51% 49%
18 to 34 years 51% 49% 50% 50% 50% 50%
35 to 64 years 42% 58% 47% 53% 50% 50%
65 to 74 years 49% 51% 45% 55% 47% 53%
75 years and
over
56% 44% 44% 56% 43% 57%
Total 45% 55% 48% 52% 50% 50%
Table 6 - Distribution of Male and Female Residents
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Table 7 - City of Mount Shasta Household, Siskiyou County, and California Household Income
Household Income Mount Shasta
(Pop. 1,745)
Siskiyou County
(Pop. 18,907)
California (Pop.
13,434,847)
Less than $25K 22% 22% 13%
$25K - $50K 31% 23% 14%
$50K - $75K 20% 17% 13%
$75K - $100K 13% 11% 12%
$100K - $150K 7% 14% 18%
$150K - $200K 6% 7% 11%
Over $200K 2% 5% 19%
Median Household Income $48,157 $55,500 $96,334
10.3.4 Income
The California Climate Investments Priority Populations Mapping Tool 4.0 notes that the entirety of the City of Mount Shasta is low-income. In fact, nearly 37% of all households receive public benefits such as Supplementation Security (SSI) or food stamps (SNAP). The median household income in the City of Mount Shasta is $48,157, lower than the county ($55,500) and state ($96,334) median incomes. Most households in the City make between $25K and $50K per year. Approximately 52% of households in the City make less than $50,000 annually, about 7% higher than the county and double the rate of the state. Furthermore, about 72% of households in the City make less than $75,000 annually, compared to 62% in the county. These data identifying 61% of the City's population is over 45 and the percentage households receiving public benefits suggest that older residents may be in higher need of services compared to other groups in the City. Table 7 provides a summary of the percentage of households in Mount Shasta, the County, and state by income.
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Income by Age
Figure 13 summarizes household income by age group in the City of Mount Shasta. Most households fall within the $25,000 to $50,000 income bracket. Within this bracket, most residents are aged 45 and older. These data show that aging adults and senior citizens have lower income and may require additional resources to navigate the City.
Figure 11 - OTS Ranking by Year
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Table 8 - Poverty in Mount Shasta, Siskiyou County, and State Age Range Mount Shasta
(Pop. 511)
Siskiyou County
(Pop. 7,196)
California
(Pop. 4,610,600)
Under 25 32% 34% 40%
25 – 44 18% 23% 25%
45 – 64 24% 24% 20%
Over 65 26% 19% 14%
People Below Poverty Line Mount Shasta
(Pop. 3,208)
Siskiyou County
(Pop. 43,834)
California
(Pop. 39,242,784)
Poverty 16% 17% 12%
Poverty By Age
About 16% of residents in Mount Shasta live below the poverty line. This rate is about 1% lower than the county average and 4% higher than the state average. However, when looking at poverty by age ranges, the City of Mount Shasta has a higher concentration of seniors living in poverty. Nearly 26% of residents in Mount Shasta that live below the poverty line are over the age of 65. Compared to 19% in the county and 14% in the state, these data suggest that residents over the age of 65 in the City may be disproportionately affected by road risks because they cannot afford another mode of mobility.
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Population with Disability Mount Shasta
(Pop. 3,208)
Siskiyou County
(Pop. 43,834)
California
(Pop. 39,242,784)
Total Population 14% 19% 12%
Age Range of Population
with Disability
Mount Shasta
(Pop. 459)
Siskiyou County
(Pop. 4,664)
California
(Pop. 4,519,739)
Under 5 years 0% 1% 0%
5 to 17 years 15% 9% 8%
18 to 34 years 9% 9% 14%
35 to 64 years 24% 31% 33%
65 to 74 years 29% 23% 18%
75 years and over 23% 26% 27%
Table 9 - Disability by Age in Mount Shasta, Siskiyou County, and State
10.3.5 Disability
Although Mount Shasta has a lower percentage of people living with a disability compared to Siskiyou County, Mount Shasta has more residents over the age of 65 living with a disability. Approximately 14% of Mount Shasta residents have a disability compared to 19% in the county. However, of all the residents with a disability, 52% of residents in Mount Shasta are over the age of 65 compared to 49% in the county and 45% in the state. These data suggest that Mount Shasta has a higher proportion of seniors who are disabled compared to the county, who might be exposed to unsafe road conditions when accessing their daily needs.
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10.4 Collision
10.4.1 Total Collisions
This analysis used TIMS to collect collision
data for 2019-2023. The data is disaggregated
by race, age, and income. Analyzing collision
data by demographic indicators helps identify
any disproportionate impacts that subsets of
the population might endure. Further, analyzing
disaggregated data helps facilitate tailored safety
improvements and projects for populations that
endure disproportionate impacts to safety by the
existing conditions. Figure 14 shows the location
of collisions in the City of Mount Shasta.
During the five-year period, Mount Shasta had
17 collisions with a total of 34 people involved.
Bicycle collisions accounted for one individual
involved, while pedestrian collisions accounted for
two individuals involved.
Collisions by Race/ Ethnicity
When disaggregating collisions by race and
ethnicity, the data shows that over 80% of individuals
involved in collisions in the City of Mount Shasta
were White (27). Collisions involving Unstated
individuals accounted for 15% of all collisions (5).
This accounts for 32 of 34 people
Table 10 shows the percentage of people involved
in collisions in the City by race/ ethnicity.
Race and Ethnicity Percent of Mount Shasta
Population (Pop. 3,208)
Percent Involved in
Collisions (Pop. 34)
White alone 83% 83%
Hispanic 6% 9%
Black or African American 1% 2%
American Indian and Alaska Native 0% 1%
Asian 1% 2%
Native Hawaiian and Other Pacific
Islander 4% 0%
Some other race 0% 3%
Two or more races 5% 0%
Table 10 - People involved in Collisions by Race/Ethnicity 95 40 EQUITY
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Figure 12 - Disadvantaged Communities
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Age Range Percent of Mount Shasta
(Pop. 3,208)
Percent Involved in Collisions
(Pop. 34)
Under 15 13% 0%
15 – 25 9% 12%
25 – 35 11% 21%
35 – 45 6% 18%
45 – 64 26% 27%
Over 64 35% 12%
Table 11 - Age and Percent Involved in Collisions in City
10.4.2 Bicycle and Pedestrian
Collisions by Race/Ethnicity
There was only one bicycle and two pedestrian
collisions in the City during the study period. In
the bicycle collision, two people were involved and
one sustained a severe injury. Both people in this
collision were identified as White. Similarly, of the
two pedestrian collisions, both people identified as
White. This data suggests that the age range is
a better indicator of exposure to unsafe roadway
conditions than race.
10.5 Collision by Age
Of the total 17 collisions within the five-year
period, 34 people were involved in the collisions.
The number of people involved in each collision
per age group is shown in Table 11. Most of the
34 people involved in collisions within this period
were individuals between the ages of 45 and 64,
followed by individuals between the ages of 25
and 34.
10.5.1 Bicycle and Pedestrian
Collisions by Age
There was only one bicycle-involved collision in
the City during the study period and it involved two
people. The individual who suffered a severe injury
was within the 35 to 44 age group. Similarly, there
were two pedestrian-involved collisions in the City
during the study period. Of the two pedestrian
collisions, four individuals were involved, each
over the age of 64 years. This data suggests that
older cyclists and pedestrians are exposed to
more collisions than their counterparts.
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10.6 Key Takeaways
This analysis examined race and collision data to
help identify improvements needed to reduce the
incidence of collisions in the City. Specifically, this analysis found that
• Nearly 61% of residents in Mount Shasta
are over the age of 45. With an aging
population, the City’s existing infrastructure
may not be currently suited to meet the
needs of an aging population.
• More senior citizens in Mount Shasta are
women. Given the different travel patterns
of this demographic, including shorter, more
frequent trips with multiple stops, safety
considerations need to reflect the needs of
this population.
• More than half of City households make less
than $50,000 per year and most residents
over the age of 64 make between $25,000
to $50,000 per year. These residents may
have less access to safe mobility options
and, as a result, may be exposed to more
unsafe road conditions.
• Both bicycle and pedestrian collision
included residents over the age of 35.
With an aging population, roadway safety,
especially for older populations, should be a
priority in the City.
As next steps, this project will consider ways
to improve safe multimodal transportation
accessibility for these populations. This project will
use findings in this equity assessment to evaluate
countermeasures that can be implemented at
intersections and roadway segments, develop a
dashboard and toolkit for this project based on this
analysis, and work with the City of Mount Shasta
staff to identify opportunities to create a roadmap
towards achieving a Vision Zero community.
analysis, and work with the City of Mount Shasta
staff to identify opportunities to create a roadmap
towards achieving a Vision Zero community.
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11.0 CLIMATE CHANGE,
SUSTAINABLE AND ECONOMIC
COMPETITIVENESS
The analysis was done using REPLICA, a tool used
to access traffic datasets for specific geographic
areas. The dataset available represents the
population and their travel patterns in the City of
Mount Shasta.
11.1 Trip Origin: Trip Destination
Analysis
This report utilizes REPLICA data for Fall 2024 to
determine the volumes of network links. The data
is derived from REPLICA’s seasonal model, which
provides volume information for a typical weekday
(Thursday). The metrics used in analyzing the
network link volumes include the choice of mode,
trip distance, trip purpose, and vehicle details. The
dataset focuses on trip information at the network
link level. Figure 18 displays the locations of
all transportation trips for various modes on the
network link. Figure 16 and Figure 17 depicts the
locations of pedestrian, and bicycle trips on the
network link. The volume data reveals that the top
five roadway segments with the highest trip counts
are Mount Shasta Blvd, Lake St, Pine St, Maple
St, Alma St and McCloud Ave.
Table 12 - Mode Share for Trips of
All Distances Taken Within or Through
Mount Shasta
Primary Mode Percentage
Private Auto 69.0%
Auto Passenger 15.5%
Walking 14.3%
Other 0.63%
Biking 0.32%
Taxi/TNC
(Transportation Network
Company)
0.22%
11.1.1 Network Volume
Table 12 presents an overview of the proportions
of primary modes of travel within the roadway
network of the City of Mount Shasta. The most
common primary mode of transportation in the
City of Mount Shasta is private auto, accounting
for 69.0% of trips, followed by auto passenger
(trips made by passengers in private auto vehicle)
for 15.5%, and walking for 14.3%.
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Table 13 - Mode Share for Trips
Under Half a Mile in Mount Shasta
Primary Mode Percentage
Walking 51.5%
Private Auto 37.9%
Auto Passenger 6.76%
Other 2.56%
Biking 1.20%
Taxi/TNC 0.06%
11.1.2 Trip Distance
The internal distribution of trip origin and trip
destination exclusively within the City of Mount
Shasta is illustrated in Figure 15. The greatest
proportion of trips have a distance under 2 miles,
accounting for 67.8% of the total. This is followed
by trips with distances between 8 and 16 miles,
which make up 10.6% of the total, and trips
between 2 and 4 miles, which account for 5.8% of
the total. Trips between 32-64 miles are the next
highest at 6.15%.
Further analysis was conducted to identify the
primary modes of transportation for trips with
distances under 0.5 miles and is shown in Table
13. The results indicate that walking is the main
mode, accounting for 51.5% of these trips. These
are followed by private auto and auto passengers.
Figure 13 - City of Mount Shasta Household Income by Age 100
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Destination Trips Percentage
Mount Shasta, CA 10424 67.2%
Weed, CA 1787 11.5%
Yreka, CA 675 4.4%
Dunsmuir, CA 653 4.2%
Redding, CA 451 2.9%
McCloud, CA 364 2.3%
Lake Shastina, CA 311 2.0%
Sacramento, CA 84 0.5%
Arden-Arcade, CA 78 0.5%
Castella, CA 61 0.4%
Table 14 - Trip Destination from Mount Shasta by City
11.1.3 Trip by Origin
The City of Mount Shasta reports 9,420 trips
originating within its boundaries, made by 2,980 trip
takers. The term “trip by origin” refers specifically to the number of trips that commence within the City
of Mount Shasta. This data provides an overview
of the total number of person-trips taken in the city.
11.1.4 Origin Destination Pairs
Table 14 presents a summary of the percentage
of destination trips by city for trips originating in
the City of Mount Shasta and highlights the top
destinations for trips originating in the City. The
city with the highest number of trips is the City
of Mount Shasta itself, accounting for 67.2% of
trips. This is followed by Weed, which accounts for
11.5%, and Yreka, which accounts for 4.4%. Other
popular destinations for trips leaving City of Mount
Shasta include Dunsmuir and Redding.
101
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R i d g e
Cold Creek
P in e S t
N Old S ta g e R d
La s s en Ln
S k i Villa g e Dr
R o ckf e llo w D r
M cClo u d Av e
S p r in g H ill Rd
N M ou nt Sha st a B lvd M ount Sha s ta
City Pa rk
M o u n t S ha s ta H owa r d
Big Canyon
Creek
Cold
Creek
Lake
Si ski y ou
G r a n t R d
N S h o r e R d
Ol d M cC lo u d R d
S M o u nt S ha s ta B lvd
89 5
M ount Sha s ta
Res o r t
Aza le a
B o x
Ca
Mount Shasta City Limits
Legend
0 0.5 1 0.25
Miles ¯ 3 - 6
1 - 2
Bicycle Volumes
Figure 14 - Location of Collisions in the City of Mount Shasta 102
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R i d g e
Cold Creek
P in e S t
N Old S ta g e R d
La s s en Ln
S k i Villa g e Dr
R o ckf e llo w D r
M cClo u d Av e
S p r in g H ill Rd
N M ou nt Sha st a B lvd M ount Sha s ta
City Pa rk
M o u n t S ha s ta H owa r d
Big Canyon
Creek
Cold
Creek
Lake
Si ski y ou
G r a n t R d
N S h o r e R d
Ol d M cC lo u d R d
S M o u nt S ha s ta B lvd
89 5
M ount Sha s ta
Res o r t
Aza le a
B o x
Ca
Mount Shasta City Limits
Legend
0 0.5 1 0.25
Miles ¯ 78 - 119
47 - 77
27 - 46
12 - 26
1 - 11
Pedestrian Volume
Figure 15 - Trip Distance Distribution in Mount Shasta Justice 40 Disadvantaged
103
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Cold Creek
P in e S t
N Old S ta g e R d
La s s en Ln
S k i Villa g e Dr
R o ckf e llo w D r
M cClo u d Av e
S p r in g H ill Rd
N M ou nt Sha st a B lvd M ount Sha s ta
City Pa rk
M o u n t S ha s ta H owa r d
Big Canyon
Creek
Cold
Creek
Lake
Si ski y ou
G r a n t R d
N S h o r e R d
Ol d M cC lo u d R d
S M o u nt S ha s ta B lvd
89 5
M ount Sha s ta
Res o r t
Aza le a
B o x
Ca
Mount Shasta City Limits
Legend
0 0.5 1 0.25
Miles ¯ 1105 - 1697
645 - 1104
389 - 644
161 - 388
1 - 160
Roadway Volume
Figure 16 - Daily Bicycle Volumes by Road Segment in Mount Shasta 104
CLIMATE CHANGE, SUSTAINABLE AND ECONOMIC COMPETITIVENESS 49
MOUNT SHASTA SAFETY ACTION PLAN SAFETY
ACTION
PLAN
Mount Shasta
11.1.5 Active Transportation
This analysis utilized REPLICA data to identify the
primary modes of walking and biking within the
City of Mount Shasta. The top roadway segments
for biking volume were McCloud Avenue, Lake
Street, and Mount Shasta Boulevard. Similarly, the
top segments for walking volume included Pine
Street, Maple Street, Mount Shasta Boulevard, and
Mill Street.This data underscores the importance
of adequate pedestrian and bicycle infrastructure
in areas with high concentrations of vulnerable
users. A comparison of collision data with the
activity volumes of vulnerable users revealed
that most collisions occurred on the segments
with the highest activity. This highlights the need
for improved safety measures for pedestrians
and cyclists in these specific areas.Figures 16
through 18 provide insights into the volume of trips
across all transportation modes, with particular
emphasis on walking and biking. Improving
roadway safety for non-automobile modes can
yield multiple benefits, including reduced Vehicle
Miles Traveled (VMT), greenhouse gas emissions,
and pollutants. Moreover, a better pedestrian
environment enhances residents' quality of life and
the overall efficiency of the transportation network.
By reducing the use of private cars and promoting
walking and biking, Mount Shasta can decrease
emissions of carbon dioxide and other pollutants,
contributing to climate change mitigation and
improved air quality. Active transportation can
also lessen traffic congestion, leading to smoother
traffic flow and fewer idling vehicles. This benefits
businesses by providing quicker and more reliable
commuting options, while also attracting new
businesses and investments.Increased foot traffic
and cycling foster a vibrant local economy and a
sense of community. Safer roads and alternative
transportation modes enhance the city's economic
competitiveness by lowering accident-related
costs, improving transportation efficiency, and
promoting environmental and public health. Thus,
boosting active transportation can enhance the
City’s connectivity to restaurants and shops,
improve public health outcomes, and advance
environmental sustainability.
105
50 POLICY AND PROCESS CHANGE
ACTION
SAFETY MOUNT SHASTA SAFETY ACTION PLAN
PLAN
Mount Shasta
Document Name
Walk Bike Ride Mount
Shasta Mobility Plan
• The Walk Bike Ride Mount Shasta Mobility Plan aims to develop a transformative transportation strategy that facilitates safe and comfortable active transportation options for individuals of all ages, abilities, income levels, and backgrounds. Additionally, the plan links on-street and off-street facilities to Lake Siskiyou, City Park, Shastice Park, the Gateway Trail Network, and other recreational destinations.
California Freight Mobility
Plan
• Based on the policies established in the California Transportation Plan 2040 (CTP), the California Freight Mobility Plan 2020 aims to integrate all modes of freight transportation to establish a successful intermodal network. The plan's goals encompass multimodal mobility, economic prosperity, environmental stewardship, healthy communities, safety and resiliency, asset management, and improved connectivity and accessibility.
Community Wildfire
Protection Plan Siskiyou
County
• The purpose of the Community Wildfire Protection Plan is to assist Siskiyou County communities in coexisting more comfortably with wildlife while safeguarding the community's essential infrastructure, buildings, businesses, and natural and historic resources. The plan aims to minimize wildfire risk to property, enhance community safety, reduce fuel hazards, promote wildlife awareness for survival, improve air and water quality through forest health, and educate the public on fire planning resources.
Table 15 - Review of Existing City and County Plans
12.0 POLICY AND PROCESS CHANGE
12.1 Literature Review
Existing plans, policies, and projects that were recently completed, planned, or on-going were compiled at the start of the Plan process to provide an idea of the types of strategies and existing conditions in place related to transportation improvements and safety. Table 15 outlines the relevant existing City, County, and regional plans and their improvements and main goals. Table 16 outlines relevant proposed City transportation and safety projects listed in the relevant City, County, and regional Plans.
Table 17 outlines the relevant existing and future City transportation projects, pedestrian improvement projects, and traffic calming and safety projects found in the Capital Improvement Program (CIP). The projects are accompanied by their timelines and a project description. 106
POLICY AND PROCESS CHANGE 51
MOUNT SHASTA SAFETY ACTION PLAN SAFETY
ACTION
PLAN
Mount Shasta
Document Name
Regional Transportation
Plan for Siskiyou County
• The assessment involves evaluating current and potential transportation modes, projecting growth corridors, and predicting future travel and goods movement needs. It identifies specific actions to address mobility and accessibility, setting both short- and long-term goals to achieve these. Additionally, it incorporates public policy decisions from local, regional, state, and federal officials regarding transportation funding. The plan outlines 19 goals, objectives, and policy improvements, covering categories such as state highway and regional goals, local road maintenance, and bicycle, pedestrian, and equestrian travel safety. It also includes public transit safety and affordability, aviation efficiency, goods movement, rail opportunities, transportation system management, funding, air quality maintenance, environmental resilience, and enhancing land use livability.
2021 Siskiyou County
Short Range Transit Plan
• This comprehensive plan has thoroughly evaluated services, capital, funding, and institutional alternatives in order to tailor transit services to both current and future needs. By considering various aspects of the transit system, it aims to create a responsive and adaptable framework. The detailed study serves as a “business plan,” providing strategic guidance to the regional transit program.
It prioritizes public input and feedback so that the mobility needs of the community are optimally met within the constraints of available resources. By doing so, it endeavors to create a sustainable and effective transit system that can adapt to changing demands and conditions over time.
Mount Shasta General
Plan
• Approved in 2007, Mount Shasta’s General Plan has developed into a comprehensive framework encompassing the City’s land use, circulation, housing, conservation, open space, safety, and noise.
The vision of this plan is to promote economic growth and enhance the quality of life while preserving the City’s “small town” qualities and character.
• The Circulation Element of the General Plan focuses on connectivity proposals and plans for various transportation modes, including bikeways, average daily traffic, and future roadway growth and enhancements. The General Plan serves as an integrated document that links land use and circulation elements, establishes standards and goals for roadway improvements, increases travel mode options, and enhances the overall quality of life in the City. 107
52 POLICY AND PROCESS CHANGE
ACTION
SAFETY MOUNT SHASTA SAFETY ACTION PLAN
PLAN
Mount Shasta
Document Name
California Transportation
Plan 2050
• The transportation system of 2050 will strive for zero transportation fatalities and serious injuries, incorporate high-tech, efficient roadways, and demonstrate resilience to natural hazards. It will support California’s economy with a modernized and sustainable freight system, achieve carbon neutrality, and improve the quality of life and economic opportunities for all Californians, particularly disadvantaged and low-income communities. The plan’s goals include enhancing safety, climate resilience, equity, multimodal mobility and accessibility, quality of life and public health, economic growth, environmental health, and infrastructure maintenance.
Mount Shasta Recreation
and Parks District 2023
Master Plan
• The Mount Shasta Recreation and Parks District Master Plan seeks to revitalize recreational facilities on a priority basis, enhance programs and activities where funding allows, improve operations and maintenance, broaden funding sources, and develop parks and recreational facilities in underserved communities.
Siskiyou County General
Plan
• The Siskiyou County General Plan is currently in developmental stages and will be completed in Winter 2025. This plan seeks to provide a framework for future land use, transportation, and environmental plans and policies.
Siskiyou County Active
Transportation Plan
• This initiative aims to enhance accessibility for walking, biking, and using mobility devices. This will link residents and visitors to essential places like schools, parks, businesses, healthcare centers, public transportation, and more. The plan is still in its developmental stages but is proposed to be completed by Winter 2025.
108
POLICY AND PROCESS CHANGE 53
MOUNT SHASTA SAFETY ACTION PLAN SAFETY
ACTION
PLAN
Mount Shasta
Project Name Plan/Funding Project Type Project Description and Location Mount Shasta
Boulevard
Downtown
Mount Shasta
Mobility Plan
Separated Bikeway
(Class IV)
From Hinckley Street to Sheldon
Avenue, Class IV separated bikeway
Mount Shasta
Boulevard North
Mount Shasta
Mobility Plan
Separated Bikeway
(Class IV)
From Hinckley Street to I-5, Class IV
separated bikeway
Ream Avenue
Bikeway
Mount Shasta
Mobility Plan
Bike Lane (Class II) From West A Barr Road to Mount
Shasta Boulevard, Class II bike
lanes
West A Barr
Bikeway
Mount Shasta
Mobility Plan
Bike Lane (Class II) From Old Stage Road to Lake
Siskiyou (in between Siskiyou Lake
Boulevard and Nev Springs Road),
Class II bike lanes
Gateway Trails
Connector
Mount Shasta
Mobility Plan
Separated Bikeway
(Class IV)
From Rockfellow Drive to the
Gateway Trail trailhead, part Class IV
and part Class II
Midtown Greenway Mount Shasta
Mobility Plan
Bike Route (Class III) From the southern end of Oak Street to Alma Street, mix of Class IV, III, II)
Crosstown
Connector East
Mount Shasta
Mobility Plan
Separated Bikeway
(Class IV)
From Mount Shasta Boulevard to
Adams Drive, Class IV separated
bikeway
Crosstown
Connector West
Mount Shasta
Mobility Plan
Separated Bikeway
(Class IV)
From Mount Shasta Boulevard
to Pine Grove Drive, Class IV
separated bikeway
Little League Field
Connector
Mount Shasta
Mobility Plan
Shared-use Path
(Class I)
From Castle Street to Rockfellow
Drive, Class I shared-use path
Dunsmuir-Mount
Shasta-Weed Trail
South
Mount Shasta
Mobility Plan
Shared-use Path
(Class I)
Class I shared-use path from
Dunsmuir Airport to Mountain View
Drive to Old Stage Road
Lake Street
Connector
Mount Shasta
Mobility Plan
Bike Lane (Class II) Class I bike lanes from Old Stage
Road to Rockfellow Drive
Mill-Maple Bikeway Mount Shasta
Mobility Plan
Bike Lane (Class II) Class III and Class II mix from Mount Shasta Boulevard to Alder Street
Mount Shasta
Boulevard South
Mount Shasta
Mobility Plan
Separated Bikeway
(Class IV)
South from Old McCloud Road to
I-5 on ramp, Class IV separated
bikeway
Pine Street
Connector
Mount Shasta
Mobility Plan
Bike Lane (Class II) From Alma Street to Lake Street,
Class II bike lanes and parallel bike
boulevard on Cedar Street
Table 16 - Proposed Roadway Projects
109
54 POLICY AND PROCESS CHANGE
ACTION
SAFETY MOUNT SHASTA SAFETY ACTION PLAN
PLAN
Mount Shasta
Project Name Plan/Funding Project Type Project Description and Location Washington Drive
Bikeway
Mount Shasta
Mobility Plan
Bike Lane (Class II) From Old McCloud Road to Lake
Street, Class II bike lanes
Alma Street
Connector
Mount Shasta
Mobility Plan
Bike Lane (Class II) From Cedar Street to Pine Street,
Class II bike lanes
Chestnut Street
Bikeway
Mount Shasta
Mobility Plan
Bike Route (Class III) From Hinckley Street to McCloud
Avenue, Class III bicycle boulevard
Dunsmuir-Mount
Shasta-Weed Trail
North
Mount Shasta
Mobility Plan
Bicycle Boulevard
(Class III)
From Springhill Road to Weed, Class
I shared-use path
Ivy Street Bikeway Mount Shasta
Mobility Plan
Bike Route (Class III) From Mount Shasta Boulevard to
Kenneth Way, Class III
Mount Shasta
Mobility Plan
Bike Route (Class III) From Mount Shasta Boulevard to
Shasta Acres Road, Class II bike
lanes
McCloud Avenue
Bikeway
Mount Shasta
Mobility Plan
Bike Route (Class III) From Mount Shasta Boulevard to
Shasta Acres Road, Class II bike
lanes
Old McCloud Road
Bikeway
Mount Shasta
Mobility Plan
Bike Route (Class III) From Ream Avenue to Eddy Drive
(East), Class III bike boulevard
Rockfellow Drive
Connector
Mount Shasta
Mobility Plan
Bike Lane (Class II) From Kenneth Way to Alma Street
Class II bike lanes
Azalea Road
Connector
Mount Shasta
Mobility Plan
Bike Lane (Class II) From Old Stage Road to Big Canyon
Drive, Class II bike lanes and Class
III for a small section
Lassen Lane
Connector
Mount Shasta
Mobility Plan
Bike Lane (Class II) From Old Stage Road to Pine Grove
Drive, Class II bike lanes
Mountain View
Drive Connector
Mount Shasta
Mobility Plan
Bicycle Boulevard
(Class III)
From Mount Shasta Boulevard to Old
McCloud Road, Class III
Old Stage Road
Bikeway
Mount Shasta
Mobility Plan
Bike Lane (Class II) From Dogwood Court to Cantara
Loop Road, Class II bike lanes
Ski Village
Bikeway
Mount Shasta
Mobility Plan
Bike Lane (Class II) From Mount Shasta Boulevard to
Everitt Memorial Highway, Class II
bike lanes
Shastice Park
Connector
Mount Shasta
Mobility Plan
Bike Route (Class III) From Madison Drive to Adams Drive to Mount Shasta Skate Park, Class
IV Class I and Class III mix
Shasta Avenue
Connector
Mount Shasta
Mobility Plan
Shared-use Path
(Class I)
Class I shared-use path from Mount
Shasta Boulevard to Shasta Avenue
110
POLICY AND PROCESS CHANGE 55
MOUNT SHASTA SAFETY ACTION PLAN SAFETY
ACTION
PLAN
Mount Shasta
Project Name Plan/Funding Project Type Project Description and Location Washington Drive/
Old McCloud Road
Mount Shasta
Mobility Plan
Curb and Crosswalk
Improvements
2 high-visibility crosswalks across
Washington Drive and Old McCloud
Road on the west side of the
intersection; 3 curb ramps: 1 on the
south side of Old McCloud Road
and 2 on the northwest corner of the
intersection
Mount Shasta
Boulevard/
McCloud Avenue/
Chestnut Street
Mount Shasta
Mobility Plan
Curb and Crosswalk
Improvements
3 ADA curb ramps, 1 RRFB across
Mount Shasta Boulevard, 2 highvisibility crosswalks, including advance yield markings and signage.
Additional study may be required to
convert intersection to roundabout
Washington Drive/
McCloud Avenue
Mount Shasta
Mobility Plan
Curb and Crosswalk
Improvements
4 high-visibility crosswalks and
4 curb ramps across all legs of
intersection
Table 17 - Review of City Projects from Mount Shasta CIP FY 2014/15 – 2018/2019
Project Name Timeline Roadway Improvements
Downtown Tree and Sidewalk Ongoing Tree and sidewalk redesign and improvements
Alma Street Rehabilitation Project Complete Alma Street rehabilitation Mount Shasta to Lake Siskiyou
Trail Planning Grant
Pending A complete trail providing connectivity
within Lake Siskiyou Resort
Citywide Sidewalk Replacement
Program
In Progress Sidewalk replacement Citywide (as
needed)
Washington Drive Street Project Pending Washington Drive Street improvements 111
56 STRATEGY AND PROJECT SELECTIONS
ACTION
SAFETY MOUNT SHASTA SAFETY ACTION PLAN
PLAN
Mount Shasta
13.0 STRATEGY AND PROJECT
SELECTIONS
High-priority locations were identified through
a five-year analysis of crash data, stakeholder
recommendations, and City input.
13.1 Consideration 1: Ranking
Segments and Intersections
Analyzing crash frequency and type provides
insight into key areas of concern for the City. Over
the five-year study period from 2019 to 2023, a
total of 17 crashes were reported within Mount
Shasta. These included sideswipe, broadside,
head-on, rear-end, serious injury incidents, as well
as crashes involving bicyclists and pedestrians.
Overall, roadway segments experienced higher
crash rates than intersections. Mount Shasta
Boulevard recorded the highest number of
crashes at five, followed by West Lake Street and
McCloud Avenue with three crashes each. All
other intersections reported between zero crashes
and one crash during the study period.
13.2 Consideration 2: Stakeholder
And Public Input
Due to the dataset’s small sample size, qualitative
input is necessary to determine location
prioritization. In alignment with Federal Highway
Administration guidance, stakeholder engagement
strongly supports the development of a locally
informed Safety Action Plan. Online public
engagement and two stakeholder meetings were
held, which led to the inclusion of additional sites
and a focus on improving bicycle and pedestrian
connections to and from Mount Shasta.
Additional input from the City, including those from
local officials, traffic professionals, and community
members, provided context beyond crash data
and helped identify behavioral and operational
concerns. City input further informed project
selection by aligning safety efforts with traffic
operations, current projects and developments,
and infrastructure priorities for certain locations.
The integration of crash data, stakeholder
recommendations, and City input facilitates
data-driven, context-based project locations that
maximize and target effective strategies
13.3 Consideration 3: Top 3
Challenge Areas
One of the priority considerations in developing
targeted safety investigation areas for the Plan is
identifying where the City of Mount Shasta exceeds
the statewide average in specific emphasis areas.
When examining the percentage of all crashes
within a defined area that result in fatal or suspected serious injury crashes, Mount Shasta stands out
in three areas: crashes involving intersections,
aggressive driving, and lane departure.
From 2019 to 2023, the percentage of fatal and
expected serious injury crashes at intersections
in Mount Shasta was 32.8% higher than the
statewide average and the percentage of crashes
due to aggressive driving was 27.3% higher than
the statewide average. Additionally, crashes due to
lane departure remain a prevalent consideration,
as they accounted for 28.6% of fatal and severe
injury crashes in Mount Shasta.
Using data from this time, crash locations for the
emphasis areas were analyzed along with the
output from the network screening results. Based
on these findings, a combination of location types
was selected for further investigation, including
intersections and roadway segments.
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Mount Shasta
14.0 BEST PRACTICE EVALUATION
Topic Initiatives/Current
Status
Kimley-Horn's Suggestions to
Enhance City Practices
COMMITTEES / ROLES
Does the City have an
Active Transportation
Coordinator?
Yes, the City's Active
Transportation
Coordinator is the Public
Works Director.
Kimley-Horn recommends that the City maintain
a coordinator to oversee the coordination of
active transportation and traffic safety matters
for the City.
Does the City have
a safety or active
advisory committee?
The City does not have a
standing committee, it is
currently inactive.
Form a board committee to discuss and
address roadway and transportation safety
issues and initiatives. The City previously had
a similar committee. Consider reactivating it
and appointing new members, including subject
matter experts.
Does the City have an
Active Transportation
Safety Education
Program?
The City does not have
an Active Transportation
Safety Education
Program.
The City is dedicated to improving active
transportation through upcoming projects and
should maintain this commitment. Additionally, it
should establish an Active Transportation Safety
Education Program to further enhance roadway
and transportation safety.
POLICY / PLANS
Does the City have
a Complete Streets
Plan?
The City is currently
working on the Lake
Street Complete Streets
Plan.
Consider creating a policy that aligns with
the California Complete Streets Act. Use
the upcoming project as an opportunity to
implement complete streets changes for the
City to adopt. Identify outdated high-capacity
intersection designs and evaluate potential lane
reduction strategies to reallocate space for other
transportation modes.
Does the City assess
traffic impact fees? The City has minor fees.
Continue evaluating traffic impact fees and
allocate the funds towards transportation safety
enhancements.
Does the City have a
Safe Routes to School
program?
The City has an outof-date Safe Routes to
Schools program.
Continue identifying and applying for state
and federal grant programs and other funding
sources.
This section identifies existing plans and policies that were recently completed, are planned, or are ongoing within the City of Mount Shasta. The intent of this review is to provide an idea of the types of strategies implemented or encouraged by the City that may impact the safety analysis process. It will also identify opportunity areas where the City could adopt non-infrastructure countermeasures. 113
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PLAN
Mount Shasta
Does the City
implement traffic
calming policies?
Yes, in progress - the
Lake Street Project
includes traffic calming.
Continue implementing traffic calming measures
across the City and develop a monitoring
program to identify which strategies are most
effective with minimal inconvenience to local
roadway users.
Does the City regularly
conduct speed
surveys?
Yes, the City regularly
conducts speed surveys.
Continue updating regulations as required
by the California Vehicle Code. Identify
opportunities for speed limit reductions as
permitted under AB 43.
Does the City utilize
warrants for stop signs
and signals?
Yes, the City utilizes
warrants for stop signs
and signals.
Continue utilizing and updating local warrants,
as needed, to supplement CA MUTCD warrants
for traffic control devices and beacons.
Does the City have
Transportation
Demand Management
(TDM) or Vehicle
Miles Travelled (VMT)
reduction policies?
The City is in progress of
developing this.
Continue developing City VMT thresholds
and appropriate TDM strategies based on the
latest guidance from the California Air Pollution
Control Officers Association (CAPCOA).
Does the City perform
regular traffic crash
monitoring?
The City conducts this as
needed.
Continue to peform regular traffic crash
monitoring. Develop a process for a periodic
review of City crash trends to identify what
solutions work best.
Does the City have an
Active Transportation
Plan?
Yes, the City has an
Active Transportation
Plan.
Continue to monitor the implementation plan
and pursue funding opportunities to accelerate
project development.
Does the City have
MUTCD-compliant
pedestrian signal
timing?
Yes, the City has
MUTCD-compliant
pedestrian signal timing.
Continue to establish pedestrian timing
standards and implement them throughout the
City.
Does the City
implement crosswalks
at high pedestrian
locations?
No, the City implements
crosswalks only at major
intersections.
Continue to implement these improvements
where feasible, facilitating consistent crosswalk
installations across the City. Stay updated with
best practices for pedestrian enhancements.
What type of traffic
enforcement does the
City conduct?
The City conducts police
enforcement.
Continue to enforce traffic laws at key locations;
apply for Office of Traffic Safety (OTS) funding
to expand enforcement activities.
What is the City's
bicycle policy?
The City follows state
law.
Continue implementing the City's bicycle policy
and regularly update bicycle plans to reflect
evolving trends, focusing on their execution.
Facilitate coordination between planning,
engineering, and maintenance teams to avoid
missed funding opportunities and integrate
changes into routine City operations.
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BEST PRACTICE EVALUATION 59
MOUNT SHASTA SAFETY ACTION PLAN SAFETY
ACTION
PLAN
Mount Shasta
What types of transit
does the City have?
The City uses countyoperated transit for its
public transportation.
Develop first/last mile safety strategies for
transit stops in the City.
What types of
wayfinding does the
City have?
The City provides
wayfinding for all
roadway users, including
pedestrians, bicyclists,
and drivers.
Continue seeking funding for wayfinding
signage and implement it in high-traffic
pedestrian and bicycle areas. Utilize and update
City branding guidelines to emphasize local
identity and enhance civic awareness of local
recreational and cultural amenities, as well as
key active transportation infrastructure.
DATA COLLECTION / INVENTORY
Does the City have an
inventory of pedestrian
signs and signals?
The City conducts visual
inspections as needed.
Establish a process to inventory updated and
newly installed signals, and integrate this
inventory into the Geographic Information
System (GIS) database.
Does the City have an
inventory/mapping of
active transportation
routes?
Yes, the City has an
inventory/mapping of
active transportation
routes.
Continue updating the inventory as active
transportation routes expand and integrate this
data into the GIS database.
Does the City utilize a
crossroads database
for collisions?
The police department
maintains a collision
database.
Implement automatic, regular updates of
collision data into the database and have
City staff conduct a data validation process.
Ensure City staff have instant access to crash
information.
Does the City have
active transportation
volume counting?
No, the City does
not have active
transportation volume
counting.
Leverage emerging big data sources and
implement a policy requiring the inclusion of
bicycle and pedestrian volumes in future traffic
counting programs and projects.
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Mount Shasta
COORDINATION / FEEDBACK
What ways can
citizens give feedback
on roadway safety?
Citizens can provide
feedback though
complaint forms, phone
calls, and emails.
Continue expanding ways for citizens to provide
feedback. Improve the service request tool as
needed and integrate requests into a GIS map
to highlight hotspots. Utilize PublicCoordinate to
gather ongoing feedback on safety throughout
the City.
What types of
coordination with other
City organizations
does your department
perform?
The City does
coordination with the
police department.
Continue fostering engagement across
departments and organizations. Involve and
add organizations in the crash analysis and
countermeasure development process.
What types of
engagement with the
school districts does
the City perform?
The City coordinates
various engagement
activities with the
schools.
Maintain engagement across departments and
organizations. Continue involving schools in
roadway safety planning.
What types of
engagement with
law enforcement/
emergency services
does the City perform?
The City engages with
CalFire.
Continue involving emergency response
teams in transportation planning and safety
coordination processes.
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EMPHASIS AREAS 61
MOUNT SHASTA SAFETY ACTION PLAN SAFETY
ACTION
PLAN
Mount Shasta
15.0 EMPHASIS AREAS
This emphasis area encompasses collisions
identified by the responding officer as occurring at
an intersection or involving a train or rail vehicle.
Intersections present numerous potential conflict
points that can lead to elevated conflicts involving
vehicles, bicyclists, and pedestrians. Factors such
as road design, traffic control devices, and driver
behavior significantly impact intersection safety,
making it a multifaceted area for improvement. In
Mount Shasta, intersections accounted for 57.1%
of fatal and severe injury crashes, which is 32.8%
higher than the statewide average.
Goals for Emphasis Area 1:
• Reduce the frequency and severity of
intersection-related collisions
• Provide safe infrastructure for all modes of
transportation through upgrades to existing
infrastructure
• Enhance access and mobility for
pedestrians, cyclists, and users of mobility
devices
• Promote consistency in intersection design
and equipment standards
Strategies for Emphasis Area 1
• Implement systemic safety enhancements
and modify traffic signals by adding
backplates with retroreflective borders and
introducing leading pedestrian intervals at
signalized intersections
• Install curb extensions and high-visibility
crosswalks to improve pedestrian safety
• Consider further studies to evaluate the
feasibility and effectiveness of converting
certain intersections into roundabouts
Aggressive driving encompasses a combination
of moving traffic offenses that endanger others
or property. Typical behaviors associated with
aggressive driving include speeding, tailgating,
and disregarding traffic signals and signs. In Mount
Shasta, aggressive driving accounted for 57.1%
of fatal and severe injury crashes, which is 23.7%
higher than the statewide average.
Goals for Emphasis Area 2
• Reduce the frequency of crashes due to
aggressive driving
• Identify intersections and segments where
more aggressive driving collisions occur
• Apply for funding and implement
countermeasures to address aggressive
driving
Strategies for Emphasis Area 2
• Implement traffic calming improvements
• Conduct educational and outreach
campaigns to foster safe driving behaviors
Lane departure refers to instances where a
vehicle leaves its intended travel path, such as
crossing an edge line or centerline, or exiting the
traveled way. These actions frequently result in
crashes, including run-off-road, fixed object, headon, rollover, and opposite direction sideswipe collisions. In Mount Shasta, lane departure
incidents accounted for 28.6% of fatal and severe
injury crashes.
#1 Emphasis Area 1: Intersections Emphasis Area 2: Aggressive Driving #2
#3 Emphasis Area 3: Lane Departure
117
62 Countermeasure Toolbox
ACTION
SAFETY MOUNT SHASTA SAFETY ACTION PLAN
PLAN
Mount Shasta
Goals for Emphasis Area 3
• Reduce the frequency of crashes due to
lane departures
• Apply for funding to implement
countermeasures to reduce lane departures
Strategies for Emphasis Area 3
• Enhance roadway visibility and delineation
• Implement bike lanes
• Install rumble strips
16.0 COUNTERMEASURE
TOOLBOX
This section provides information on general
identified issues, crash reduction factors,
improvements, and countermeasures identified
for the City of Mount Shasta, as well as for specific
project locations identified as part of this analysis.
Potential improvements/countermeasures are
based on data analysis, stakeholder input, and
site visits.
16.1 Countermeasure Selection
Process
Part D of the HSM provides Crash Modification
Factors (CMFs) for various roadway elements,
such as segments, intersections, and interchanges.
CMFs help estimate the safety effects of highway
improvements by comparing and selecting the
most effective treatments. A CMF less than 1.0
indicates a potential reduction in crashes, while
a CMF greater than 1.0 suggests an increase
in crashes. The Crash Reduction Factor (CRF)
is related to the CMF and shows the expected
reduction in crashes (the higher the CRF, the
greater the reduction).
CMFs are a useful tool for decision-makers when
considering safety projects, but they should be
part of a broader decision-making process.
Not all CMFs are equally reliable, so it’s important
to use those backed by strong research. The
FHWA provides a federal database of CMFs with a
star rating system to help identify the most reliable
ones.
KEY FACTORS TO CONSIDER WHEN USING
CMFS INCLUDE:
• Choosing the right CMF
• Estimating crashes without the treatment
• Applying CMFs by type and severity of
crashes
• Estimating the combined effect of multiple
treatments
Examples of safety countermeasures can be
found in sources like the California LRSM and the
CMF Clearinghouse website. This report highlights
countermeasures identified through data analysis
and site visits. Additional countermeasures for
Citywide issues are discussed in Section 14.
16.2 Infrastructure Improvements
This evaluation looked at Citywide trends to
identify countermeasures that would provide the
most benefit if implemented broadly. Section 14
outlines the Citywide safety project opportunities,
referred to as the “Countermeasure Toolbox.”
Each countermeasure is described along with
its LRSM ID number. The next column, CRF,
shows the expected reduction in crashes after
implementing the countermeasure (the higher the
CRF, the greater the reduction). For improvements
without a related countermeasure in the LRSM,
a conservative 5% crash reduction factor was
estimated. The costs listed in Section 10.2.3
are for planning purposes using 2025 dollars
and may change depending on site-specific
factors or construction conditions. Locationspecific recommendations for the targeted safety investigations are found in Appendix A.
118
Countermeasure Toolbox 63
MOUNT SHASTA SAFETY ACTION PLAN SAFETY
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Mount Shasta
ID Potential Countermeasures CRF Per Unit
Cost Unit
NS02 Convert to all-way STOP control (from 2-way or
Yield control) 50% $12,400 per location
NS05 Convert intersection to mini-roundabout 30% $800,000 per intersection
NS06 Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs 15% $40,000 per intersection NS07 Upgrade intersection pavement markings (NS.I.) 25% $38,400 per intersection
NS11 Improve sight distance to intersection (Clear Sight Triangles) 20% $3,000 per intersection
NS20PB Install pedestrian crossing at uncontrolled locations (new signs and markings only) 25% $150,000 per intersection R14 Road Diet (reduce travel lanes from 4 to 3 and add
a two way left-turn and bike lanes) 30% $79,200 per mile R28 Install edge-lines and centerlines 25% $76,000 per mile R31 Install edgeline rumble strips/stripes 15% $50,000 per mile R32PB Install bike lanes 35% $76,800 per mile
R34PB Install sidewalks 80% $200 per LF for 4'
sidewalk
S02 Improve signal hardware; lenses, back plate with
retroreflective borders, mounting, size, and number 15% $50,000 per intersection
S18PB Install pedestrian crossing (S.I.) 25% $74,400 per intersection
S21PB Modify signal phasing to implement a Leading
Pedestrian Interval (LPI) 60% $45,600 per
intersection
SI16RA Convert intersection to roundabout (from signal) 50% $4,000,000 per intersection
Table 18 - General Citywide Safety Countermeasure Toolbox * CRF - Crash Modification Factor
119
64 PROGRESS and TRANSPARENCY
ACTION
SAFETY MOUNT SHASTA SAFETY ACTION PLAN
PLAN
Mount Shasta
17.0 PROGRESS AND TRANSPARENCY
17.1 Funding Sources
Competitive funding resources are available to
assist in the development and implementation
of safety projects in Mount Shasta. The City
should continue to seek available funding and
grant opportunities from local, state, and federal
resources to accelerate its ability to implement
safety improvements throughout Mount Shasta.
This section provides high-level introductions to
some of the main funding programs and grants for
which the City can apply.
17.1.1 Highway Safety Improvement
Program (HSIP)
The Highway Safety Improvement Program (HSIP)
is a federally funded, Caltrans-managed program
that apportions funding as a lump sum for each
state, which is then divided among apportioned
programs. These flexible funds can be used for
projects to preserve or improve safety conditions
and performance on any federal-aid highway,
bridge projects on any public road, facilities for
non-motorized transportation, and other project
types. Safety improvement projects eligible for this
funding include:
• Bike lanes
• High Visibility Crosswalks
• Rectangular Rapid Flashing Beacon (RRFB)
• Other projects listed in the Caltrans Local
Roadway Safety Manual
California’s Local HSIP focuses on infrastructure
projects with nationally recognized crash reduction
factors. Normally, HSIP call-for-projects are made
at an interval of one to two years. The applicant
must be a city, a county, or a tribal government
federally recognized within the State of California.
Additional information regarding this program at
the federal level can be found online at:
https://highways.dot.gov/safety/hsip.
California-specific HSIP information– including
dates for upcoming call-for-projects – can be
found at:
https://dot.ca.gov/programs/local-assistance/
fed-and-state-programs/highway-safetyimprovement-program.
17.1.2 Caltrans Active Transportation
Program
The Caltrans Active Transportation Program (ATP)
is a statewide funding program, created in 2013,
consolidating several federal and state programs.
The ATP funds projects that encourage increased
mode share for walking and bicycling, improve
mobility and safety for non-motorized users,
enhance public health, and decrease greenhouse
gas emissions. Projects eligible for this funding
include:
• Bicycle and pedestrian infrastructure
projects
• Bicycle and pedestrian planning projects
(e.g. safe routes to school)
• Non-infrastructure programs (education and
enforcement)
This program funding is provided annually. The
ATP call for projects typically comes out in the
spring. Information on this program and cycles can
be found online at: https://dot. ca.gov/programs/
local-assistance/fed-and-state-programs/ activetransportation-program. 120
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MOUNT SHASTA SAFETY ACTION PLAN SAFETY
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17.1.3 California SB 1
The California SB 1 is a landmark transportation
investment aimed at rebuilding California by fixing
neighborhood streets, freeways, and bridges in
communities across California. It also targets
funds toward transit and congested trade and
commute corridor improvements.
California’s state-maintained transportation
infrastructure will receive roughly half of SB 1
revenue: $26 billion. The other half will go to local
roads, transit agencies, and the expansion of the
state’s growing network of pedestrian and cycle
routes. Each year, this new funding will be used
to tackle deferred maintenance needs both on the
state highway system and the local road system,
including:
• Local Street and Road Maintenance
and Rehabilitation: $1.5 billion: this
funding is dedicated to improving local road
maintenance, rehabilitation, and/or safety
through projects such as restriping and
repaving.
• Bike and Pedestrian Projects: $100
million: this will go to cities, counties, and
regional transportation agencies to build
or convert bike paths, crosswalks, and
sidewalks. It is a significant increase in
funding for these projects through the ATP.
• Local Planning Grants: $25 million
17.1.4 Safe Streets and Roads for All
(SS4A) Grant Program
This program has allocated $1 billion annually
from 2022 to 2026 for local cities, counties,
Metropolitan Planning Organization (MPOs),
and other roadway owners (excepting state
Departments of Transportation (DOTs)) for safety
improvement grants for safety planning, education,
enforcement, and roadway improvements. This
program is not benefit/cost based. Evaluation
criteria are oriented to the project’s alignment with
the Safe Systems approach. There is a 20% local
match requirement (can be in-kind contribution
via staff billable hours). Planning grants are open
to any eligible agency and implementation grants
are open to agencies with a complete safety plan
such as a Local Roadway Safety Plan and Safety
Action Plan. Planning grants are expected to range
from $100K to $1M and implementation grants
are expected to range from $1M to $20M. Grant
applications are expected to be due in mid-2025.
17.1.5 California Office of Traffic
Safety (OTS)
The California Office of Traffic Safety (OTS) provides
grants funded through the National Highway Safety
Act to support traffic safety initiatives across the
state. These grants are designed to establish new
programs, enhance existing efforts, or address
identified gaps in current traffic safety strategies.
Pedestrian and bicycle safety are among the key
priority areas for funding. Grants are awarded
through a competitive process, with priority given
to agencies demonstrating the greatest need.
Evaluation criteria include the potential impact on
traffic safety, crash data and rankings, the severity
of identified issues, and the applicant’s past
performance on previous OTS-funded projects.
17.1.6 Recreational Trails Program
(RTP)
The Recreational Trails Program (RTP)
provides annual funding for the development
and maintenance of recreational trails and trailrelated facilities. As a state-administered local assistance program under the U.S. Department of
Transportation’s Federal Highway Administration
(FHWA), the RTP is managed in California by the
Department of Parks and Recreation (DPR). A
variety of project types are eligible for funding:
• Maintenance of existing trails
• Development and rehabilitation of trailside
and trailhead facilities
• Construction of new trails
121
66 Implementation Plan
ACTION
SAFETY MOUNT SHASTA SAFETY ACTION PLAN
PLAN
Mount Shasta
• Acquisition of easements or property for trail
usage
• Accessibility and maintenance assessments
of trail conditions
• Developing and disseminating publications
and operation of educational programs for
safety and environmental protection
17.1.7 Rails to Trails Conservancy
The goal is to promote active transportation and
physical activity by investing in trail networks
and infrastructure that make walking and biking
safer, more convenient, and accessible. By
funding active transportation projects and creating
accountability for progress on climate, equity,
and safety goals, we can support healthier, more
connected communities. Building out trail systems
and safe walking and biking routes to everyday
destinations—such as schools, workplaces, and
transit—represents essential infrastructure for
sustainable mobility.
17.1.8 Strategic Partnership
The Strategic Partnership Grant from the DOT
is designed to support transportation planning
studies – typically administrated in partnership with
state transportation agencies, such as Caltrans,
so that the planning efforts align with both regional
priorities and broader state transportation goals.
The Grant provides $1.5 million in FHWA State
Planning and Research (SPR) Part 1 funds and
$3 million in Federal Transit Administration (FTA)
– a combined total of $4.5 million.
18.0 IMPLEMENTATION PLAN
Once the Safety Action Plan has been completed,
the City can plan to regularly review and monitor
crash data for trends and changes. The City
can also plan to prioritize and implement certain
improvements that were identified in this Plan.
18.2 Monitoring
The City can plan to regularly monitor the success
of the Plan and its related implementations by
performing the following steps. This before-andafter analysis can be performed every second year. The City can also meet with the Police
Department on a regular basis to discuss roadway
safety issues and compare them to the latest crash
analysis.
• Pull yearly crash data from Crossroads
database to determine year-over-year trend
• Utilize Crossroads or GIS software to review
the number of crashes occurring at specific
locations. Locations where improvements
have been made should receive priority for
monitoring.
• Based upon changes in crash activity,
determine efficacy of improvements and
adjust strategies going forward
Every five (5) years, the City will perform a major
update to the analysis and the Safety Action Plan
by performing the following steps. This update will
maintain eligibility for grant funding for the City.
This analysis should continue to focus on both
systemic and location-specific safety needs.
1. Obtain updated Statewide Integrated
Traffic Records System (SWITRS)
crash data from Crossroads or TIMS
databases.
2. Identify new or changing hot spots
through GIS mapping. Review crash
data in changing trends, new land uses,
and evolving driver behaviors.
3. Update the roadway shapefile with any
new or upgraded roadways.
4. Update the intersection shapefile with
any new or upgraded intersections.
122
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MOUNT SHASTA SAFETY ACTION PLAN SAFETY
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Mount Shasta
5. Evaluate crash trends to determine
whether new emphasis areas are
emerging.
6. Document implemented
countermeasures and review changes
in crash activity.
7. Review the Crash Toolbox to determine
if any additional countermeasures
should be considered for
implementation in the City.
18.3 Implementation Strategies
The opportunities identified in this report provide
systemic and location-specific countermeasures
that can be implemented within the City.
Implementation will be dictated by funding and
available resources; this guidance is preliminary
and subject to change. Over the near-term and
mid-term, the City can concentrate its efforts on
the following emphasis areas:
• Pedestrians
• Impaired Driving
• Intersection Crashes
• Young Drivers
• Aggressive Driving
Analysis conducted at the Citywide level indicated
that these factors were some of the most frequent
influences contributing to crashes within the City.
The countermeasure opportunities previously
discussed in this report for both systematic and
project-specific improvements can be used as a
basis for developing projects at locations where
addressing these focus areas would be of the most
benefit. Projects that address these focused areas
Citywide can be developed with a high benefitto-cost ratio (by applying Citywide crash rates), allowing competitive projects to be developed
even at sites with little to no direct crash history,
but with conditions that might contribute to future
crashes. For location-specific improvements, the
City can utilize benefit-to-cost ratio calculations to
help prioritize projects as funding and resources
become available.
The City can also plan to implement the nonengineering improvements identified throughout this report, including actions related to enforcement,
education, and emergency services. These
actions will require coordination with internal and
external stakeholders, such as City departments,
law enforcement, local government organizations,
and local community organizations. Early buy-in
and engagement from these stakeholders will be
key to the success of these actions.
To aid in these actions, the City can assemble a
‘Task Force’ of representatives from different City
departments, such as Public Works, Community
Development, and Code Enforcement. This
task force will be instrumental in the monitoring,
analysis update, project development, and project
implementation outlined in this Plan.
19.0 NEXT STEPS
The City has completed this Safety Action Plan to
guide the process of future transportation safety
improvements for years to come. In addition to the
actions identified in the Implementation Plan, the
City can perform the following to guide the success
of this Plan and the safety efforts overall:
• Develop an investment program to help
achieve the City’s crash reduction goals
• Work with state and partner agencies on
implementing large-scale programs and
policies
• Incorporate safety analysis findings in future
updates of safety programs
• Monitor statewide safety priorities, guidance,
and funding opportunities
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MOUNT SHASTA SAFETY ACTION PLAN SA FETY
ACTION
PLAN
Mount Shasta
APPENDIX
124
Collisions
Involved With
Vehicular
Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
Collisions Data
Total Collisions 1
Top Collision Type (%) Head On (100%)
Number of Approaches 3
Volume Data from Replica
(Daily Trips) 1,546
Crosswalk Conditions No Crosswalks
Control Types Stop on One
Approach
Lighting Limited Lighting
Highest Posted Speed Limit 45
1 9
10 1
8 2
4 5
3 3
6 7
Spring Hill Rd & Mt Shasta Blvd
Intersection
STOP
Field Visit Notes
² Double striping
² Sight distance improvements
² Concerns: SB sight distance, WB speed
1 Case Study Sheet: Spring Hill Rd & Mt Shasta Blvd
125
Bring center line forward from
Spring Hill-Mt Shasta Blvd
Install bike lanes
and rumble strips
Install appropriate signage
(intersection ahead, etc.)
Bring stop sign forward,
realign median accordingly
Convert intersection
to roundabout
Improve sight distance to
intersection (Clear Site Triangles)
Add flashing red/
flashing yellow beacon Improve pavement friction
1 Case Study Sheet: Spring Hill Rd & Mt Shasta Blvd
126
1 Case Study Sheet: Spring Hill Rd & Mt Shasta Blvd
127
Countermeasure Evaluation
Potential
Countermeasures
Crash Reduction Factor
(LRSM/CMF ID)
20 Year
Safety Benefit
Total
20-Year Costs
Safety Related
B/C Ratio
Improve sight distance
to intersection (Clear Site
Triangles) by bringing the
center line forward to
improve left turn from
Spring Hill to Mt Shasta Blvd
NS11 $16,180 $3,000 5.39
Upgrade intersection
pavement markings by
bringing STOP forward
and realign the median.
NS07 $20,225 $38,400 0.53
Install intersection
ahead regulatory signs
with beacon
NS06 $12,135 $40,000 0.30
Modify lane widths by
widening shoulders to
narrow the lanes and install
edge-lines and centerlines
from Spring Hill Side.
R28 $20,225 $76,000 0.27
Install edgeline rumble
stripes between bike lane
and vehicle lane
R31 $12,135 $50,000 0.24
Improve pavement friction R21 $186,000 $558,000 0.08
Convert intersection
to roundabout NS05 $24,270 $800,000 0.03
Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
1 Case Study Sheet: Spring Hill Rd & Mt Shasta Blvd
128
Collisions Data
Top Collision Type (%) N/A
Number of Approaches 3
Volume Data from Replica
(Daily Trips) 3,281
Crosswalk Conditions No Crosswalks
Control Types Stop on One
Approach
Lighting Limited Lighting
Highest Posted Speed Limit 35
Median None
Nixon Rd & Mt Shasta Blvd
Intersection
9 10
1 8
2 4
5 3
3 6
7 STOP
Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
Field Visit Notes
² Access to regional park
² Senior center nearby
² Potential Rail Trail connecting
park and downtown
² Get bicyclists/pedestrians off of
Mt Shasta
² Concerns: Speeding and recent
accident (rearside/ sideswipe)
² Convert city-owned R/W space
into a parking location
2 Case Study Sheet: Nixon Rd & Mt Shasta Blvd
129
Add rail trail as
Class I Bike Trail
Sidewalk gap
Install pedestrian crossing
high visibility, flashing/
hybrid flashing beacons
Add parking location
2 Case Study Sheet: Nixon Rd & Mt Shasta Blvd
130
2 Case Study Sheet: Nixon Rd & Mt Shasta Blvd
131
Countermeasure Evaluation
Potential Countermeasures Crash Reduction Factor
(LRSM/CMF ID)
Total
20-Year Costs
Safety Related
B/C Ratio
Install high visibility pedestrian
crossing at uncontrolled
locations with flashing beacon
NS20PB $150,000 N/A
Improve sidewalk gaps R34PB $82,800 N/A
Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
2 Case Study Sheet: Nixon Rd & Mt Shasta Blvd
132
Collisions
Involved With
Collisions Data
Total Collisions 9
Severe Injury Collisions 2
Top Collision Type (%) Hit Object (33%)
Sideswipe (33%)
Rear End (11%)
Head On (11%)
Broadside (11%)
Dark Collisions 7
Impaired Collisions 4
Lighting Moderate Lighting
Highest Posted Speed Limit 35
Median None
Mt Shasta Blvd - Chestnut St to Loveta Ln
Segment
9 10
1 8
2 4
5 3
3 6
7 Vehicular
4 Bicycle
1 Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
Field Visit Notes
² Mt Shasta and Chestnut - NB Chestnut
no left turn, E Field St & Chestnut convert
to a two way (left turn)
² Mt Shasta & Castle - Stop sign,
midblock crosswalks(beacons), street
alignment, potential greenbelt location,
downtown specific plan)
² Mt Shasta & Lake - APS push buttons,
ADA curbs (dome), retroreflective
backplates, high vis decorative
crosswalks, LPI, roundabout/ gateway
signage, all red flash, flashing yellow
² Mt Shasta & Ream - SB only one way,
reroute to Old McCloud, high ped traffic
² Mt Shasta & Old McCloud - complete
crosswalk on all approaches, paint red
curb for better turning distance
² Mt Shasta & Mountain View - curb on the
south, centerline rumble strips
² Mt Shasta & Loveta Ln - 4 way
intersection
3 Case Study Sheet: Mt Shasta Blvd - Chestnut St to Loveta Ln 133
Loveta Ln
McCloud Ave
Chestnut St
Lake St Mt Shasta Blvd
No Left Turn
NB Chestnut-Mt Shasha
Install Stop Sign
Install midblock
crosswalks (beacons)
Adjust centerline for
street alignment
Remove parking for potential
greenbelt location
PART 1
3 Case Study Sheet: Mt Shasta Blvd - Chestnut St to Loveta Ln 134
Loveta Ln
McCloud Ave
Chestnut St
Lake St Mt Shasta Blvd
PART 2
Curb on the south
Paint curb red for better
turning distance
Complete crosswalk
on all approaches
4-way intersection
Add centerline rumble strips
SB One way
Reroute traffic to Old McCloud
3 Case Study Sheet: Mt Shasta Blvd - Chestnut St to Loveta Ln 135
3 Case Study Sheet: Mt Shasta Blvd - Chestnut St to Loveta Ln 136
Countermeasure Evaluation
Potential
Countermeasures
Crash Reduction Factor
(LRSM/CMF ID)
20 Year
Safety Benefit
Total
20-Year Costs
Safety Related
B/C Ratio
Modify signal phasing
to implement a Leading
Pedestrian Interval (LPI) at
Lake & Mt Shasta
S21PB $1,618,680 $45,600 35.50
Add No Left Turn at
Chestnut onto Mt Shasta NS06 $404,670 $16,800 24.09
Install midblock crosswalk
with beacons at Mt Shasta
& Castle and complete
crosswalk on all approaches
for Mt Shasta &
old McCloud
NS20PB $674,450 $69,600 9.69
Install concrete pedestrian
crossing for high visibility,
decorative crosswalks with
ADA truncated dome mats
S18PB $674,450 $74,400 9.07
Improve signal hardware;
lenses, back plate with
retroreflective borders,
mounting, size, and number
for Lake & Mt Shasta
S02 $404,670 $50,000 8.09
Convert Intersection to
roundabout (from signal) at
Lake & Mt Shasta
SI16RA $1,348,900 $4,000,000 0.34
Add Stop sign at
Mt Shasta & Castle NS06 $404,670 N/A varies
Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
3 Case Study Sheet: Mt Shasta Blvd - Chestnut St to Loveta Ln 137
Collisions Data
Top Collision Type (%) N/A
Lighting Limited Lighting
Highest Posted Speed Limit 35
Median None
9 10
1 8
2 4
5 3
3 6
7 Everett Hwy -
Northridge Dr to Lake St
Segment
Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
Field Visit Notes
² Partnering with schools to
improve safety around the area
² Large roadway
² More parking spaces needed
² Sidewalk gap connectivility
² The height of the flashing beacon
is too low
² Potential roundabout at
Lake St & Washington Dr -
Washington Dr sidewalks
4 Case Study Sheet: Everett Hwy - Northridge Dr to Lake St 138
Lake St
Northridge Dr
Everett Hwy
Sidewalk gap - connectivity
Potential roundabout
Add crosswalks at
uncontrolled locations
Install bike lanes
Improve height of
flashing beacon
Partner with schools to improve
safety around the area
4 Case Study Sheet: Everett Hwy - Northridge Dr to Lake St 139
4 Case Study Sheet: Everett Hwy - Northridge Dr to Lake St 140
Countermeasure Evaluation
Potential Countermeasures Crash Reduction Factor
(LRSM/CMF ID)
Total
20-Year Costs
Safety Related
B/C Ratio
Install sidewalks R34PB $7,040 N/A
Install bike lanes R32PB $49,152 N/A
Convert intersection
to roundabout NS05 $800,000 N/A
Install pedestrian crossing
at uncontrolled locaitons
(new signs and marking only)
NS20PB $34,800 N/A
Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
4 Case Study Sheet: Everett Hwy - Northridge Dr to Lake St 141
Collisions
Involved With
Vehicular
Collisions Data
Total Collisions 3
Severe Injury Collisions 2
Top Collision Type (%) Broadside (100%)
Lighting Lighting Meets
Quality Standards
Highest Posted Speed Limit 25
Median None
3 Lake St - Pine St to Mt Shasta Blvd
Segment
9 10
1 8
2 4
5 3
3 6
7 Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
Field Visit Notes
² Freight access along here
² Intersection by
visitor center --> slight distance
² Rail Trail connection
² Medians by right in right out
(left turn)
² Sidewalk gaps
² Non ADA compliant ramps
² Road Diet to reduce speeding
² Bike lanes
5 Case Study Sheet: Lake St - Pine St to Mt Shasta Blvd 142
Mt Shasta Blvd
Pine St
Lake St
Install bike lanes
Sidewalk gaps
Road Diet (Reduce travel lanes
from 4 to 3 and add a two way
left turn and bike lanes)
Sidewalk gap - connectivity
5 Case Study Sheet: Lake St - Pine St to Mt Shasta Blvd 143
5 Case Study Sheet: Lake St - Pine St to Mt Shasta Blvd 144
Countermeasure Evaluation
Potential
Countermeasures
Crash Reduction Factor
(LRSM/CMF ID)
20 Year
Safety Benefit
Total
20-Year Costs
Safety Related
B/C Ratio
Reduce travel lanes from
4 to 3 and add a two way
left-turn with bike lanes
R14 $1,338,270 $11,880 112.65
Complete bike lanes R32PB $766,500 $23,040 33.27
Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
5 Case Study Sheet: Lake St - Pine St to Mt Shasta Blvd 145
Collisions
Involved With
Vehicular
Pedestrian
Collisions Data
Total Collisions 3
Severe Injury Collisions 1
Top Collision Type (%) Rear End (33%)
Sideswipe (33%)
Broadside (33%)
Lighting Limited Lighting
Highest Posted Speed Limit 25
Median None
1 2
9 10
1 8
2 4
5 3
3 6
7 McCloud Ave - Mt Shasta Blvd to Washington Dr
Segment
Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
Field Visit Notes
² East leg built close
to the west leg
² Shift striping
² Removing pavement,
add curb extension
² Evaluate 4-way stop potential
² Peanut roundabout
² Sidewalk gaps
² Reduce speeds -->
remove parking on one side,
move centerline to
accommodate bike lanes
6 Case Study Sheet: McCloud Ave - Mt Shasta Blvd to Washington Dr 146
McCloud Ave
Mt Shasta Blvd
Washington Dr
Fix Sidewalk Gaps
Evaluate 4 way stop potential
Remove parking on one side,
move centerline to accommodate
bike lanes
Shift striping, move centerline
to accommodate bike lanes
Peanut roundabout
Add curb extension
6 Case Study Sheet: McCloud Ave - Mt Shasta Blvd to Washington Dr 147
6 Case Study Sheet: McCloud Ave - Mt Shasta Blvd to Washington Dr 148
Countermeasure Evaluation
Potential
Countermeasures
Crash Reduction Factor
(LRSM/CMF ID)
20 Year
Safety Benefit
Total
20-Year Costs
Safety Related
B/C Ratio
Convert to all way
STOP control NS02 $1,237,300 $12,400 99.78
Fix sidewalk gaps R34PB $1,752,000 $38,960 44.97
Remove parking on one
side, shift striping, and
move centerline to
accommodate bike lanes
R28 $618,650 $24,192 25.57
Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
6 Case Study Sheet: McCloud Ave - Mt Shasta Blvd to Washington Dr 149
Collisions Data
Top Collision Type (%) N/A
Lighting Limited Lighting
Highest Posted Speed Limit 30
Median None
9 10
1 8
2 4
5 3
3 6
7 Lake St - Mt Shasta Blvd to Washington Dr
Segment
Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
Field Visit Notes
² Install crosswalks
² Reduce lane widths
7 Case Study Sheet: Lake St - Mt Shasta Blvd to Washington Dr 150
Mt Shasta Blvd
Washington Dr
Lake St
Install bike lanes Install sidewalks
7 Case Study Sheet: Lake St - Mt Shasta Blvd to Washington Dr 151
7 Case Study Sheet: Lake St - Mt Shasta Blvd to Washington Dr 152
Countermeasure Evaluation
Potential Countermeasures Crash Reduction Factor
(LRSM/CMF ID)
Total
20-Year Costs
Safety Related
B/C Ratio
Install sidewalks R34PB $47,040 N/A
Install bike lanes R32PB $33,024 N/A
Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
7 Case Study Sheet: Lake St - Mt Shasta Blvd to Washington Dr 153
Collisions
Involved With
Collisions Data
Total Collisions 1
Severe Injury Collisions 1
Top Collision Type (%) Broadside (100%)
Number of Approaches 4
Volume Data from Replica
(Daily Trips) 8,525
Crosswalk Conditions Good Condition
Control Types Signalized
Lighting Lighting Meets
Quality Standards
Highest Posted Speed Limit 25
Median None
Mt Shasta Blvd & Lake St
Intersection
9 10
1 8
2 4
5 3
3 6
7 Bicycle
1 Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
Field Visit Notes
² APS push buttons
² ADA curbs -
Truncated Dome Mat
² Retroreflective backplatesHigh
visibility/ decorative crosswalks
² LPI
² Roundabout/ gateway signage
² All red flash
² Flashing yellow
8 Case Study Sheet: Mt Shasta Blvd & Lake St
154
Lake St
Mt Shasta Blvd
Install retroreflective
backplates
Convert Intersection to
Roundabout (from signal),
add gateway signage
Add Accessible Pedestrian
Signal (APS) push buttons
Install ADA truncated dome mats
Modify signal phasing to
implement Leading Pedestrian
Interval (LPI)
Add high visibility,
decorative crosswalks
8 Case Study Sheet: Mt Shasta Blvd & Lake St
155
8 Case Study Sheet: Mt Shasta Blvd & Lake St
156
Countermeasure Evaluation
Potential
Countermeasures
Crash Reduction Factor
(LRSM/CMF ID)
20 Year
Safety Benefit
Total
20-Year Costs
Safety Related
B/C Ratio
Improve signal hardware;
lenses, backplate with
retroreflective borders,
mounting, size, and number
S02 $328,500 $50,000 6.57
Install concrete pedestrian
crossing for high visibility,
decorative crosswalks with
ADA truncated dome mats
S18PB N/A $74,400 N/A
Modify signal phasing
to implement a Leading
Pedestrian Interval (LPI)
S21PB N/A $45,600 N/A
Convert Interesection to
Roundabout (from signal) SI16RA $1,095,000 $4,000,000 0.27 Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
8 Case Study Sheet: Mt Shasta Blvd & Lake St
157
Collisions Data
Top Collision Type (%) N/A
Number of Approaches 3
Volume Data from Replica
(Daily Trips) 1,546
Crosswalk Conditions No Crosswalks
Control Types Stop on One
Approach
Lighting Limited Lighting
Highest Posted Speed Limit
25 north of
intersection and
35 mph south of
intersection
Median None
Mt Shasta Blvd & Mountain View Dr
Intersection
9 10
1 8
2 4
5 3
3 6
7 STOP
Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
Field Visit Notes
² Curb on the south
² Centerline rumble strips, need specification
² Sight distance issue for southbound left-turners, particularly when northbound vehicles are speeding
9 Case Study Sheet: Mt Shasta Blvd & Mountain View Dr
158
Mt Shasta Blvd
Mountain View Dr
Install/ specify SB rumble strips Add transverse rumble strips Intersection and curve warning
signs in both directions
9 Case Study Sheet: Mt Shasta Blvd & Mountain View Dr
159
9 Case Study Sheet: Mt Shasta Blvd & Mountain View Dr
160
Countermeasure Evaluation
Potential Countermeasures Crash Reduction Factor
(LRSM/CMF ID)
Total
20-Year Costs
Safety Related
B/C Ratio
Install southbound
transverse rumble strips R30 N/A N/A
Intersection and curve warning signs NS08 N/A N/A
Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
9 Case Study Sheet: Mt Shasta Blvd & Mountain View Dr
161
Collisions
Involved With
Vehicular
Collisions Data
Total Collisions 1
Top Collision Type (%) Broadside (100%)
Number of Approaches 2
Volume Data from Replica
(Daily Trips) 1,974
Crosswalk Conditions No Crosswalks
Control Types Stop on Two
Approaches
Lighting Limited Lighting
Highest Posted Speed Limit 25
Median None
1 9
10 1
8 2
4 5
3 3
6 7
Washington Dr & McCloud Ave
Intersection
STOP
STOP
Field Visit Notes
Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
² Two way stop sign
² No sidewalks
10 Case Study Sheet: Washington Dr & McCloud Ave
162
McCloud Ave
Washington Dr
Install sidewalks
10 Case Study Sheet: Washington Dr & McCloud Ave
163
10 Case Study Sheet: Washington Dr & McCloud Ave
164
Countermeasure Evaluation
Potential
Countermeasures
Crash Reduction Factor
(LRSM/CMF ID)
20 Year
Safety Benefit
Total
20-Year Costs
Safety Related
B/C Ratio
Install sidewalks R34PB $113,840 $24,000 4.74
Project Name: Mount Shasta SS4A
Agency Name: City of Mount Shasta
Prepared by: Kimley-Horn
Date: 2025
10 Case Study Sheet: Washington Dr & McCloud Ave
165
/ Crosswalk Policy
(Upgrade standard to high visibility)
/ City specific roadway standards
/ ADA transition plan
/ Retroreflective backplates
on signals
/ City wide freight map
/ Active transportation/
Traffic Safety Committee
/ Grant coordinator
/ AB 43 implementation
/ AB 413 Daylighting policy
/ APS
/ Parking Study/ Plan (maybe)
/ Review City sidewalk policy
and enforcement
/ Curb extension where appropriate
General Citywide Comments
(Best Practices)
166
Table of Contents 67
MOUNT SHASTA SAFETY ACTION PLAN SA FETY
ACTION
PLAN
Mount Shasta
APPENDIX
167
Description Category
Make better bike lanes here! Proud Mt. Shastian - lived here for 50yrs and I have been a big advocate for bike lanes this whole time. I am so excited to see where this project takes us. Many Thanks. Bicycle Safety Concern/Opportunity Drivers exceed the daily speed limit constantly when driving downhill on Washington Dr towards Old McCloud. Many families take walks on this road with young children and I've seen multiple instances of near-misses involving household pets. Ideally a reduction of the speed limit to 25mph (even though this won't physically make a difference) or some sort of speed limiting devices that are resistant to winter plowing operations. Near Miss Experience
Drivers exceed the daily speed limit constantly when driving downhill on Washington Dr towards Old McCloud. Many families take walks on this road with young children and I've seen multiple instances of near-misses involving household pets. Ideally a reduction of the speed limit to 25mph (even though this won't physically make a difference) or some sort of speed limiting devices that are resistant to winter plowing operations. Near Miss Experience
Vehicles speeding at all times of the day. Possibly installation of rumble strips would be the most economical and effective solution. Pedestrian Safety Concern/Opportunity Vehicles speeding at all times of the day. Possibly installation of rumble strips would be the most economical and effective solution. Pedestrian Safety Concern/Opportunity This is a long shot, what about a pedestrian bridge crossing the railroad tracks? Or at least widening the bike lanes on the Blvd for better access to the City Park/ biking trailheads off Ski Village Drive. Bicycle Safety Concern/Opportunity People speed down Washington Drive in the SB lanes at all hours of the day. Other than McCloud Avenue, this has to be the most dangerous road in the City when it comes to consistent speed limit violations. Vehicle Safety Concern/Opportunity People run through these stop signs all the time and I’ve almost been hit. Near Miss Experience It's impossible to know who goes 1st for those turning right from McCloud Ave and Chestnut. It is also impossible to see turning left from Chestnut to S. MS Blvd. Near Miss Experience It's impossible to know who goes 1st for those turning right from McCloud Ave and Chestnut. It is also impossible to see turning left from Chestnut to S. MS Blvd. Near Miss Experience Impossible to cross street because of unknown traffic patterns. Pedestrian Safety Concern/Opportunity 168
Impossible to cross street because of unknown traffic patterns. Pedestrian Safety Concern/Opportunity From Ream to S. MS Blvd. Some vehicles don't know when to stop and who has right of way. Need sign that states cross traffic has right of way and may bear left and not go straight Vehicle Safety Concern/Opportunity
From Ream to S. MS Blvd. Some vehicles don't know when to stop and who has right of way. Need sign that states cross traffic has right of way and may bear left and not go straight Vehicle Safety Concern/Opportunity
So many near misses, I can't list them. It is easy to blow the stops signs or not realize traffic is coming at you fast. Really need a stop light here not only for car, but bicycle and pedestrian safety. Near Miss Experience
People play frogger here. ACK. Looks like a flashing light and crosswalk were being installed and then it magically disappeared :(. Pedestrian Safety Concern/Opportunity This whole section in front of school needs to be narrowed to slow down local and out of town traffic. Vehicle Safety Concern/Opportunity
McCloud Ave paving is a nightmare for bikes and motorized scooters. Bicycle Safety Concern/Opportunity I hope there is enough right of way because this section of N MS Blvd. really needs sidewalks from where it ends to city park. It is impossible to see pedestrians at night let alone when it's raining or snowing. There is a lot a foot traffic through here. Pedestrian Safety Concern/Opportunity When the Landing gets developed, sidewalks will be a must. Pedestrian Safety Concern/Opportunity My child has to cross the street at this intersection and vehicle speeds are so fast! I think a stop sign would help. Pedestrian Safety Concern/Opportunity Cars rarely stop for pedestrians at this crosswalk. Safer to wait for all cars to pass.
Especially bad during school drop off and pick up. Pedestrian Safety Concern/Opportunity This map is not exactly accurate. Birch at Lake is a dead end with a walking path to north B. Alder does not loop around like that. There is a crosswalk at birch and lake.
Cars rarely stop for pedestrians at this crosswalk. Safer to wait for all cars to pass.
Especially bad during school drop off and pick up. Pedestrian Safety Concern/Opportunity When Ron's Furniture box truck is parked in front of the store it makes it impossible to see oncoming southbound traffic when pulling out from Chestnut to turn left (south) onto Mt. Shasta Blvd. Near Miss Experience
Drivers headed north on MS Blvd frequently cut this corner making it dangerous for vehicles using the opposing left hand lane turn up McCloud Ave. Perhaps several narrow vertical lane dividers could be installed? Vehicle Safety Concern/Opportunity 169
I have had so many near misses at this intersection (3 or 4 per week during the warmer months, fewer the rest of the year). Vehicles on Chestnut blow that stop sign or assume traffic on Lake also has a stop sign. Near Miss Experience I have had so many near misses at this intersection (3 or 4 per week during the warmer months, fewer the rest of the year). Vehicles on Chestnut blow that stop sign or assume traffic on Lake also has a stop sign. Near Miss Experience Alder Street between Lake and Alma has turned into a high-speed shortcut—a northsouth thoroughfare that drivers use to bypass the slower routes of Mt. Shasta Boulevard and Chestnut Street. Many vehicles drive at excessive speed. Probably running late on their way to Sisson. Pedestrian Safety Concern/Opportunity My children have almost been hit by cars flying around stopped cars while using this crosswalk. It desperately needs flashing lights for pedestrians. Near Miss Experience Vehicles CONSTANTLY make illegal u-turns here Vehicle Safety Concern/Opportunity Lazy pedestrians fail to use the nearby crosswalks, causing backed up vehicle traffic and near miss accidents Pedestrian Safety Concern/Opportunity Stopping here on MS Blvd for a red light and just sitting there without cross traffic on Alma is very frustrating. Change the signal to short green on Alma and most traffic will have passed through or turned. JB.. General Comment
At the corner of Everitt Memorial Hwy. and Shasta Ave. there is a big problem with drivers coming from Shasta to turn right onto Everitt, they cut the corner (often at a very high rate of speed) in order to skip the stop line , merging onto Everitt. It's very dangerous to pedestrians ( school kids, neighborhood folks walking dogs,etc.) Very dangerous and confusing spot! Pedestrian Safety Concern/Opportunity Everitt in front of the High school is dangerous for cars, bike s,pedestrians alike. The speeding of locals, especially high school students, as well as visitors is unbelieveable! The addition of the speed clock may have helped some, but drivers still tear by it at high rates of speed towards the school pretty much daily. General Comment 170
The behavior of some driving age high school students is incredibly bad, the "burnouts" leaving the school parking lot, and the spin-outs, racing around , and more burnouts in the dirt football field parking area, it's not only dangerous, but very obnoxious ( huge dust clouds and noise for the neighborhood). I have witnessed some students walking on the shoulder in front of the pre-school jumping towards the ditch to get out of the way of a high school driver burning out and accelerating past them as the vehicle exited the school parking area, and that's just one example of physical danger that I have witnessed. General Comment
Car was traveling south around the corner at high speed and almost hit me in the crosswalk as I was walking across the street. Near Miss Experience I have had three near misses when using the crosswalk as a pedestrian. Drivers are distracted here by the light, firehouse, and parked police cars. A light is needed here that a pedestrian could activate. Near Miss Experience
Cars making left turns from Chestnut pull out in front of southbound traffic because they cannot see well. Left turns from Chestnut should be prohibited here. This intersection is too confusing and busy as it is. Eliminating left turns removes one of the complicating traffic flows. Near Miss Experience
Speeding vehicles are very common here, especially heading out of town. Once the new development between Ivy and Field is done, there will be a lot more pedestrians.
It'd be great if the speed limit was reduced to 20. Pedestrian Safety Concern/Opportunity Speeding is very common here, even with the speed reader board. Is there a way to snap a picture and ticket via these reader boards? Pedestrian Safety Concern/Opportunity 171
While stopped at the light going South on MT Shasta Blvd., I encountered a long haul semi truck attempting to make a left hand turn off of Lake St. o to Mt. Shasta blvd. as I was in the left hand turn lane waiting for the light to turn green so I could continue making my turn onto Lake St., this truck started making his turn. I had to back up in the left turn lane so this truck could continue making his left hand turn onto Northbound Mt. Shasta Vladimir. This happened RIGHT IN FRONT OF THE POLICE DEPT.!! Thankfully no one was behind me in the left hand turn lane or the semi would have taken out the entire left front end of my CAR!! I was screaming at him to stop but he just continued making his left turn!! I pulled over in front of the Resource center & called the Mt Shasta police dept and told the girl all that had just happened but never got a call back verifying that the got my call & she was sending a car Northbound To intercept the semi truck!! Later that week I did notice that signs had been posted prohibiting these semi trucks from making turns in thus intersection. I have not heard any more about this incident. What are you doing to stop this from happening again? Thank you for reading this. A concerned 78 yo Mt. Shasta resident. Near Miss Experience I was almost his side on at Alma & Chestnut street. I was heading up N Alma just passing the Market when a car full of teenagers a,mist hit me side-one driving on N.
Chestnut St. I stopped in the intersection and rolled my window down to tell them that they had a flashing red light, which in my 50 years of driving means to stop and then proceed Into the intersection. They just got out of their cal waving their fists at me and yelling at me. Scared they would come up to my car, I proceeded up Alma into my sub division, driving past Sisson Middle School. I was almost in a collision. Every time I am approaching that intersection I slow down to 10 mph, fearful of being hit by a car.
Please do something about this or someone could loose their life! Near Miss Experience As people go from Mt. Shasta Blvd to Chestnut St., It would be helpful to have signs or enforcement to encourage people to use their turn signals. Pedestrian Safety Concern/Opportunity Many drivers think this is a 4-way stop, and they pull out in front of cross traffic. Vehicle Safety Concern/Opportunity 172
I regularly use this crosswalk and have had many near miss experiences. I have had to stop in the middle of the crosswalk to avoid being run over by drivers who are not aware that I'm in the middle of the road. This crosswalk needs signage combined with pedestrian activated flashing lights. Near Miss Experience Bicyclist hit here 12/14/25. Ended with a fractured lower leg after 2 cars collided and then the biker was involved. Bicycle Safety Concern/Opportunity Over 20 years I have had at least 1-2 near misses per year. Out if towners treat it as a 4 way stop. Super dangerous in the winter when it hard to stop. Near Miss Experience Entrance to Shastice park, no pedestrian access. Need sidewalk or path. Currently all users must be on the narrow road in. Pedestrian Safety Concern/Opportunity From Adams turning left on Rockfellow it is hard to check traffic due to overgrown vegetation on the right side Vehicle Safety Concern/Opportunity NE corner. Near miss multiple times when walking with cars turning onto Washington.
Too tight and excessive vegetation. Very dangerous Near Miss Experience I have had several near miss experiences here. If there are cars parked in front of 2nd Chance Consignment you can't see if there is oncoming traffic until you are halfway in the road. Near Miss Experience
Twice I have almost been hit at this crosswalk. The first time was because a car was stopped and the car behind it must have thought they were turning and passed the stopped car and almost hit me. The second time was because traffic was stopped on one side so I proceeded to cross, but someone came around the corner by the Black Bear Gallery at a high rate of speed and did not stop. Pedestrian Safety Concern/Opportunity This is a blind corner and if a car or two are parked in front of the collective you cannot see oncoming traffic. There has been at least three times that I have almost been hit here. Near Miss Experience
You can't see if cars are coming if there are cars parked on the road. Near Miss Experience There should be no parking on Ream Ave. I know that further down there are signs, but the upper section where you can park is dangerous for people getting in/out of their cars and for people driving because you have to go into the other lane to avoid cars that are parked here. Vehicle Safety Concern/Opportunity I have almost been hit here going up and down Ream Ave. because people either don't stop here, or they have to go so far out into the road to see oncoming traffic Near Miss Experience 173
All of Ream Avenue is a safety concern for people on bikes. If there is someone on a bike you have to go into the other lane of oncoming traffic, or hit your breaks to not run into them if there is too much traffic coming in the other direction. Bicycle Safety Concern/Opportunity There are no sidewalks here with very frequent foot traffic. It is hard to see pedestrians when it is dark, or if there is rain/snow even during the day. Pedestrian Safety Concern/Opportunity I have had several near misses here because you can't see traffic coming in both directions. The garden next to the chamber makes it hard to see as well as the plants and trees in the divider. It is really hard to turn left here. Plus people speed going down Lake Street. Near Miss Experience
This is a blind corner and I have almost been hit here a few times. You have to go so far out into the road to see the cars coming down the hill. Also, people don't realize that this is a two way stop. Near Miss Experience
I have had multiple incidents of people pulling out in front of me from the stop signs at this intersection while I am driving on Alma. People don’t understand that it’s not a 4- way stop sign Near Miss Experience
It’s very difficult to clearly see in order to make a left turn. Additionally, cars turning right off of McCloud Ave make it even more complicated to safely turn left from this intersection Vehicle Safety Concern/Opportunity
Cars routinely make u-turns in front of Seven Suns and Lilys and pedestrians are crossing the street from Seven Suns Vehicle Safety Concern/Opportunity I was on by bicycle and a pickup truck driver nearly hit me as I was traveling southbound, as was he. I was riding on the right side of the lane. I don't think he ever saw me. Near Miss Experience
As with much of the city, it is safer/smoother to walk on the smooth asphalt than the buckled sidewalk. Pedestrian Safety Concern/Opportunity There is no sidewalk and instead a ditch, so nowhere for a pedestrian to walk when there are oncoming cars. Pedestrian Safety Concern/Opportunity It's "safer" to walk in the street in much of the tract, especially at night, due to buckled sidewalks. Pedestrian Safety Concern/Opportunity
Cars do not reliably stop on Chestnut before driving across Ivy. Or they seem to think it's a 4-way stop. I've had numerous close calls in a car and on my bicycle. Near Miss Experience 174
City Council Agenda Item #9
Staff Report
Meeting Date: January 12, 2025
To: Mayor and City Council
From: Todd Juhasz, City Manager
Subject: Public Hearing: Great Northern Services CDBG Subrecipient Agreement Recommendation:
Staff recommend Council approve the sub-recipient agreement with Great Northern Services to prepare and submit a CDBG grant application for planning the repaving of Mt. Shasta Blvd.
Background & Summary:
Great Northern Services has finalized our CDBG sub-recipient agreement, which is attached.
This agreement is essential for us to reapply for CDBG funds specifically for the planning phase to repave the entire length of Mt. Shasta Boulevard. We must secure this initial planning money to follow the required CDBG funding progression before applying for engineering and construction grants.
One point to make is that, if approved, this agreement allows GNS to complete the outreach and grant prep required to submit the grant. This amount should not exceed $6,000 and is reimbursable if awarded grant funding. We have a strong likelihood of receiving grant funding as we are using much of the narrative for which we were awarded funding during the last cycle.
If you recall, we were prohibited from accessing the funds due to the presence of audit findings that have since been resolved.
Attachments:
Subrecipient Agreement
X Regular
Consent
Closed
Presentation
175
SUBRECIPIENT AGREEMENT
BETWEEN THE CITY OF MT. SHASTA
AND
GREAT NORTHERN SERVICES
FOR CITY OF MT. SHASTA COMMUNITY DEVELOPMENT BLOCK GRANT MT. SHASTA 2025 MICROENTERPRISE GRANT PROGRAM
THIS AGREEMENT, entered into on the execution date by and between the City of Mt. Shasta (herein called the “Grantee”) and Great Northern Services (herein called the “Subrecipient”).
WHEREAS, the Grantee is applying for and may be awarded grant funds from the State of California, Department of Housing and Community Development, State Community Development Block Grant Program (“Department”) originating from the United States Government under Title I of the Housing and Community Development Act of 1974, as amended (HCD Act), Public Law 93-383; and,
WHEREAS, the Grantee wishes to engage the Subrecipient to assist the Grantee in preparing the application and utilizing such funds if awarded;
NOW, THEREFORE, it is agreed between the parties hereto that; I. SCOPE OF SERVICE
A. Activities
The subrecipient will be responsible for performing General Administration and Activity Delivery for the “Mt. Shasta 2025 Microenterprise Grant Program” (Program) in a manner satisfactory to the Grantee and the State and consistent with any standards required as a condition of providing these funds upon the Departments award of the Standard Agreement. Such program will include the following activities eligible under the Community Development Block Grant program:
General Administration
The Subrecipient will perform administrative duties required by the State CDBG Program, including, but not limited:
• Application Submission
o Prepare application with assistance from Grantee and Jefferson Economic Development Institute (Jedi), subrecipient of Great Northern Services, who will lead the Microenterprise Technical Assistance portion of the program. o Submit draft application for review to Grantee at a minimum of two weeks prior to Grantee submitting the application in HCD’s application platform in response to 2025 CDBG NOFA.
o Subrecipient will invoice preparing the application as a pre-award cost. o If the grant is awarded, the pre-award expenditures will be reimbursed through a standard financial report. If the grant is not awarded, the city must absorb the cost.
o The Department will review and award applications on a competitive basis if the application meets the 2025 CDBG NOFA threshold requirements. 176
o Subrecipient and Grantee must coordinate closely to ensure the application is complete and correct and submitted significantly before the Application Deadline.
• Prepare and submit future CDBG grant applications.
• Prepare Closeout Documents other CDBG grants.
• Attend City Public Hearings and Council Meetings as needed. • Attend HCD and HUD trainings and meetings necessary to properly administer CDBG funds.
• Perform other general administration duties to effectively manage the program. • Assist Grantee with CDBG reports, issues and HCD communications not related to this activity.
• Provide technical assistance to Grantee for administering PI funds including assistance with record keeping, and HCD required reporting.
Activity
Subrecipient will be responsible for activities in implementing the Microenterprise Grant Program for qualified microenterprise businesses located in the City limits based on Mt.
Shasta’s Economic Development Guidelines while following all Department and HUD guidelines. Major tasks are but not limited to:
• Preparing regular grant reports and documents required by the State. • Preparing Closeout Documents.
• Attending CDBG Program related trainings.
• Conducting other services as needed to effectively manage Grantee’s Standard Agreement.
• Reviewing and revising guidelines, applications and forms as needed. • Conducting and coordinating marketing and outreach with JEDI. • Communicating with applicants.
• Assisting applicants with the application process.
• Accepting and processing client applications.
• Conducting Part 5 Income verification.
• Conducting Environmental Reviews for each qualified applicant. • Presenting microenterprise grant recommendations to Loan Committee for review and approval.
• Assisting Grantee with Grantee and Client grant contracts. • Monitoring client grant expenditures and adherence to their contract. • Reviewing, approving and submitting client receipts to Grantee for Grantee to make reimbursement payments to client.
• Maintaining client files to return to Grantee at close of Program • Contracting with Jefferson Economic Development Institute (JEDI) through a subrecipient agreement for JEDI to conduct the Microenterprise Technical Assistance Program.
♦ JEDI will be responsible for providing individual business consultations, workshops and classes designed to provide technical assistance that helps qualifying individuals start and grow micro businesses and create jobs for themselves and others. Qualified participants include individuals starting or 177
operating a business located in the City of Mt. Shasta per Mt. Shasta’s Economic Development Guidelines while following all HCD and HUD guidelines. Major tasks are but not limited to:
Conducting marketing and outreach for TA services and microenterprise funding products available.
Developing and delivering technical assistance in the form of individual business consultations, workshops and classes (both online and in-person) on all topics related to business development such as financial management, HR, business
planning, forecasting, budgeting, leadership, credit-building and so much more.
Communications with potential clients.
Providing appropriate intake applications to ensure income qualifications and baseline demographic data based on current requirements. Assess clients’ business status and goals and create a plan. Collaborating with GNS in assisting client’s readiness for microenterprise grant applications.
Preparing reports for GNS to provide for required Department reporting.
Maintaining client applications and files for reporting and submitting to Grantee at close of Grant.
B. National Objectives
All activities funded with CDGB funds must meet one of the CDBG program’s National Objectives: benefit low- and moderate-income persons (LMI); aid in the prevention or elimination of slums or blight; or meet community development needs having a particular urgency, as defined in 24 CFR 570.208. This activity will meet the National Objective of benefit to low- and moderate-income persons.
The Subrecipient certifies that the activities carried out under this Agreement will meet the low- and moderate-income persons benefit for the Microenterprise Grant Program (LMCMC) as owners or potential owners of businesses must be qualified as low- and moderate-income persons and the business must have 5 or fewer employees including themselves. A low- and moderate-income person is a person whose household income does not exceed 80% of the county’s median household income.
C. Levels of Accomplishment – Goals and Performance Measures The Subrecipient agrees to provide the following levels of program services:
Activity Businesses/Individuals Assisted
Microenterprise Grants 20
Microenterprise Technical Assistance (JEDI) 100
D. STAFFING
Staffing for the programs will be the Community Development Manager, Community Development Project Coordinator and other Subrecipient staff as necessary. 178
Subrecipient will provide changes in the Key Personnel assigned or their general responsibilities under this project in writing.
E. Performance Monitoring
The Grantee will monitor the performance of the Subrecipient. Substandard performance as determined by the Grantee will constitute noncompliance with this Agreement. If action to correct such substandard performance is not taken by the Subrecipient within a reasonable period of time after being notified by the Grantee, contract suspension or termination procedures will be initiated.
The Subrecipient certifies that the activities carried out under this Agreement will meet the National Objective for the given program.
Changes to the program scope of services, schedule or budget contained in this Agreement, unless otherwise noted, may only be made through a written amendment to this Agreement, executed by both the Subrecipient and Grantee, with Department notification. If the budget amendment requires a formal grant amendment with the Department, then the Grantee will have Department approval of the change before amending this Agreement.
II. TIME OF PERFORMANCE
Services of the Subrecipient will commence on January 5, 2026 and will end at the completion of the Standard Agreement, unless terminated in accordance with the provision of Part VI. General Conditions (H) of this agreement or as otherwise provided herein.
III. BUDGET
Subrecipient will receive a direct reimbursable rate per hour for services associated within the Scope of Services which includes direct expenses of salaries, supplies, mileage, benefits, taxes, etc. and direct cost pooled expenses. Budget is based on a reimbursable rate of $85.00 per hour. In addition, Subrecipient will charge the standard IRS mileage rate for all travel and invoice direct reimbursement for materials and supplies.
If indirect costs are charged, Subrecipient will develop an indirect cost allocation plan for determining the appropriate Subrecipient share of administrative costs and shall submit such plan to Grantee for approval, in a form specified by the Grantee.
General Administration: GNS $20,000.00
Activity Delivery: GNS $90,000.00
Activity: Microenterprise Technical Assistance – Jedi(GNS subrecipient) $250,000.00 Activity: Microenterprise Grants (paid for by Grantee) $200,000.00 Total Budget $560,000.00
GNS Budget $360,000.00
Subrecipient will invoice for the actual work performed at our cost (i.e. salaries, benefits, travel, direct pooled costs) which will not exceed the total budget.
Any indirect costs charged must be consistent with the conditions of Paragraph VII (C)(1) of this Agreement. In addition, the Grantee may require a more detailed budget breakdown than the one contained herein, and the Subrecipient shall provide such 179
supplementary budget information in a timely fashion in the form and content prescribed by the Grantee. Any amendments to the budget must be approved in writing by both the Grantee and the Subrecipient.
IV. PAYMENT
It is expressly agreed and understood that the total amount to be paid by the Grantee under this Agreement shall not exceed $360,000.00 which includes using General Administration of the standard agreement and Activity Delivery of the standard agreement as described in the Scope of Services. Drawdowns for the payment of eligible expenses shall be made against the line item budgets specified in Paragraph III herein and in accordance with performance.
Payments may be contingent upon certification of the Subrecipient’s financial management system in accordance with the standards specified in 2 CFR 200.302.
V. NOTICES
Notices required by this Agreement shall be in writing and delivered via mail, commercial courier, or personal delivery or sent by facsimile or other electronic means. Any notice delivered or sent as aforesaid shall be effective on the date of delivery or sending. All notices and other written communications under this Agreement shall be addressed to the individuals in the capacities indicated below, unless otherwise modified by subsequent written notice.
Communication and details concerning this contract shall be directed to the following contract representatives:
Grantee Subrecipient
Malisa Dodd Brandy Caporaso
City of Mount Shasta Great Northern Services
305 N. Mt Shasta Blvd 310 Boles Street
Mount Shasta, CA 96067 Weed, CA 96094
(530) 926-7523 (530) 938-4115 ext. 115
[email protected] [email protected]
VI. GENERAL CONDITIONS
A. General Compliance
The Subrecipient agrees to comply with the requirements of Title 24 of the Code of Federal Regulations, Part 570 (the U.S. Housing and Urban Development regulations concerning Community Development Block Grants (CDBG)) including subpart K of these regulations, except that (1) the Subrecipient does not assume the recipient’s environmental responsibilities described in 24 CFR 570.604 and (2) the Subrecipient does not assume the recipient’s responsibility for initiating the review process under the provisions of 24 CFR Part 52. The Subrecipient also agrees to comply with all other applicable Federal, state and local laws, regulations, and policies governing the funds provided under this contract including 2 CFR Appendix II to Part 200 “Contract Provisions for Non-Federal Entity Contracts under Federal Awards”. The Subrecipient 180
further agrees to utilize funds available under this Agreement to supplement rather than supplant funds otherwise available.
B. “Independent Contractor”
Nothing contained in this Agreement is intended to, or shall be construed in any manner, as creating or establishing the relationship of employer/employee between the parties. The Subrecipient shall at all times remain an “independent contractor” with respect to the services to be performed under this Agreement. The Grantee shall be exempt from payment of all Unemployment Compensation, FICA, retirement, life and/or medical insurance and Workers’ Compensation Insurance, as the Subrecipient is an independent contractor.
C. Hold Harmless
The Subrecipient shall hold harmless, defend and indemnify the Grantee from any and all claims, actions, suits, charges and judgments whatsoever that arise out of the Subrecipient’s performance or nonperformance of the services or subject matter called for in this Agreement.
D. Workers’ Compensation
The Subrecipient shall provide Workers’ Compensation Insurance coverage for all of its employees involved in the performance of this Agreement.
E. Insurance & Bonding
The Subrecipient shall carry sufficient insurance coverage to protect contract assets from loss due to theft, fraud and/or undue physical damage, and as a minimum shall purchase a blanket fidelity bond covering all employees in an amount equal to cash advances from the Grantee.
The Subrecipient shall comply with the bonding and insurance requirements of 2 CFR 200.310 and 200.326, Bonding and Insurance.
F. Grantee Recognition
The Subrecipient shall insure recognition of the role of the Grantee in providing services through this Agreement. All activities, facilities and items utilized pursuant to this Agreement shall be prominently labeled as to funding source. In addition, the Subrecipient will include a reference to the support provided herein in all publications made possible with funds made available under this Agreement.
G. Amendments
The Grantee or Subrecipient may amend this Agreement at any time provided that such amendments make specific reference to this Agreement, and are executed in writing, signed by a duly authorized representative of each organization, and approved by the Department and the Grantee’s governing body. Such amendments shall not invalidate this Agreement, nor relieve or release the Grantee or Subrecipient from its obligations under this Agreement.
The Grantee may, in its discretion, amend this Agreement to conform with Federal, state or local governmental guidelines, policies and available funding amounts, or for other reasons. If such amendments result in a change in the funding, the scope of services, or schedule of the activities to be undertaken as part of this Agreement, such 181
modifications will be incorporated only by written amendment signed by both Grantee and Subrecipient.
H. Suspension or Termination
In accordance with 24 CFR 85.43, the Grantee may suspend or terminate this Agreement if the Subrecipient materially fails to comply with any terms of this Agreement, which include (but are not limited to) the following:
1. Failure to comply with any of the rules, regulations or provisions referred to herein, or such statutes, regulations, executive orders, and HUD guidelines, policies or directives as may become applicable at any time;
2. Failure, for any reason, of the Subrecipient to fulfill in a timely and proper manner its obligations under this Agreement;
3. Ineffective or improper use of funds provided under this Agreement; or,
4. Submission by the Subrecipient to the Grantee reports that are incorrect or incomplete in any material respect.
In accordance with 24 CFR 85.44, this Agreement may also be terminated for convenience by either the Grantee or the Subrecipient, in whole or in part, by setting forth the reasons for such termination, the effective date, and, in the case of partial termination, the portion to be terminated. However, if in the case of a partial termination, the Grantee determines that the remaining portion of the award will not accomplish the purpose for which the award was made, the Grantee may terminate the award in its entirety.
I. Debarment & Suspension
Subrecipient shall be eligible to receive CDBG funds and is not listed on the Federal Consolidated List of Debarred, Suspended, and Ineligible Contractors. Subrecipient shall furnish proof of being eligible to receive federal funding which will become an attachment to this Agreement.
In addition, the Subrecipient must comply with 24 CFR Part 2424 and shall not enter into any agreement, written or oral, with any contractor or subrecipient without the prior determination that the contractor or subrecipient is eligible to receive CDBG funds and is not listed on the Federal Consolidated List of Debarred, Suspended, and Ineligible Contractors.
J. Drug Free Work Place
Subrecipients shall comply with the Drug-Free Workplace Act of 1988 and shall submit their policy so it becomes an attachment to this Agreement.
VII. ADMINISTRATIVE REQUIREMENTS
A. Financial Management
1. Accounting Standards
The Subrecipient agrees to comply with 2 CFR 200 Subpart E and agrees to adhere to the accounting principles and procedures required therein, utilize adequate internal controls, and maintain necessary source documentation for all costs incurred.
2. Cost Principles
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The Subrecipient shall administer its program in conformance with 2 CFR Part 200 as applicable. These principles shall be applied for all costs incurred whether charged on a direct or indirect basis.
B. Documentation and Record Keeping
1. Records to be Maintained
The Subrecipient shall maintain all records required by the Federal regulations specified in 24 CFR 570.506, that are pertinent to the activities to be funded under this Agreement. Such records shall include but not be limited to:
a) Records providing a full description of each activity undertaken; b) Records demonstrating that each activity undertaken meets one of the National Objectives of the CDBG program;
c) Records required to determine the eligibility of activities; d) Records required to document the acquisition, improvement, use or disposition of real property acquired or improved with CDBG assistance; e) Records documenting compliance with the fair housing and equal opportunity components of the CDBG program;
f) Financial records as required by 24 CFR 570.502, and 2 CFR 200 Subpart E; and
g) Other records necessary to document compliance with Subpart K of 24 CFR Part 570.
2. Retention
The Subrecipient shall retain copies of all the CDBG activity related financial records, supporting documents, statistical records, and all other records pertinent to this Agreement for a period of five (5) years after expiration of this Agreement.
Subrecipient must transfer all CDBG Program-related records to the Grantee with 30 days after termination of this Agreement. The retention period includes finalization of the submission of the Grantee’s annual performance and evaluation report to the Department in which the activities assisted under this Agreement are reported on for the final time. Notwithstanding the above, if there is litigation, claims, audits, negotiations or other actions that involve any of the records cited and that have started before the expiration of the five-year period, then such records must be retained until completion of the actions and resolution of all issues, or the expiration of the five-year period, whichever occurs later.
3. Client Data
The Subrecipient shall maintain client data demonstrating client eligibility for services provided. Such data shall include, but not be limited to, client name, address, income level or other basis for determining eligibility, and description of service provided. Such information shall be made available to Grantee monitors or their designees for review upon request. Subrecipient must transfer all CDBG Program-related records to the Grantee with 30 days after termination of this Agreement.
4. Disclosure
The Subrecipient understands that client information collected under this contract is private and the use or disclosure of such information, when not directly connected 183
with the administration of the Grantee’s or Subrecipient’s responsibilities with respect to services provided under this contract, is prohibited by the Privacy Act of 1974 unless written consent is obtained from such person receiving service and, in the case of a minor, that of a responsible parent/guardian.
5. Closeouts
The Subrecipient’s obligation to the Grantee shall not end until all close-out requirements are completed. Activities during this close-out period shall include, but are not limited to: making final payments, disposing of program assets (including the return of all unused materials, equipment, unspent cash advances, program income balances, and accounts receivable to the Grantee), and determining the custodianship of records. Notwithstanding the foregoing, the terms of this Agreement shall remain in effect during any period that the Subrecipient has engaged in any activities making use of CDBG funds, including program income.
Subrecipient must transfer all CDBG Program-related records to the Grantee with 30 days after termination of this Agreement.
6. Audits & Inspections
All Subrecipient records with respect to any matters covered by this Agreement shall be made available to the Grantee, grantor agency, and the Comptroller General of the United States or any of their authorized representatives, at any time during normal business hours, as often as deemed necessary, to audit, examine, and make excerpts or transcripts of all relevant data. Any deficiencies noted in audit reports must be fully cleared by the Subrecipient within 30 days after receipt by the Subrecipient. Failure of the Subrecipient to comply with the above audit requirements will constitute a violation of this contract and may result in the withholding of future payments. The Subrecipient hereby agrees to have an annual agency audit conducted in accordance with current Grantee policy concerning subrecipient audits and 2 CFR Part 200.
C. Reporting and Payment Procedures
1. Indirect Costs
If indirect costs are charged, the Subrecipient will develop an indirect cost allocation plan for determining the appropriate Subrecipient’s share of administrative costs and shall submit such plan to the Grantee for approval, in a form specified by the Grantee.
2. Payment Procedures
The Grantee will pay to the Subrecipient funds available under this Agreement based upon information submitted by the Subrecipient and consistent with any approved budget and Grantee policy concerning payments. Payments will be made for eligible expenses actually incurred by the Subrecipient, and not to exceed actual cash requirements. In addition, the Grantee reserves the right to liquidate funds available under this contract for costs incurred by the Grantee on behalf of the Subrecipient.
3. Progress Reports
The Subrecipient shall submit regular Progress Reports to the Grantee in the form, content, and frequency as required by the Grantee.
D. Procurement
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1. Compliance
The Subrecipient shall comply with current Grantee policy concerning the purchase of equipment and shall maintain inventory records of all non-expendable personal property as defined by such policy as may be procured with funds provided herein.
All program assets (unexpended program income, property, equipment, etc.) shall revert to the Grantee upon termination of this Agreement.
2. 2 CFR 200
Unless specified otherwise within this agreement, the Subrecipient shall procure all materials, property, or services in accordance with the requirements of 2 CFR 200.
3. Travel
The Subrecipient shall obtain written approval from the Grantee for any travel outside the metropolitan area with funds provided under this Agreement.
E. Use and Reversion of Assets
The use and disposition of real property and equipment under this Agreement shall be in compliance with the requirements of 2 CFR 200 and 24 CFR 570.502, 570.503, and 570.504, as applicable, which include but are not limited to the following:
1. The Subrecipient shall transfer to the Grantee any CDBG funds on hand and any accounts receivable attributable to the use of funds under this Agreement at the time of expiration, cancellation, or termination.
2. Real property under the Subrecipient’s control that was acquired or improved, in whole or in part, with funds under this Agreement in excess of $25,000 shall be used to meet one of the CDBG National Objectives pursuant to 24 CFR 570.208 until five (5) years after expiration of this Agreement. If the Subrecipient fails to use CDBGassisted real property in a manner that meets a CDBG National Objective for the prescribed period of time, the Subrecipient shall pay the Grantee an amount equal to the current fair market value of the property less any portion of the value attributable to expenditures of non-CDBG funds for acquisition of, or improvement to, the property. Such payment shall constitute program income to the Grantee. The Subrecipient may retain real property acquired or improved under this Agreement after the expiration of the five-year period.
3. In all cases in which equipment acquired, in whole or in part, with funds under this Agreement is sold, the proceeds shall be program income (prorated to reflect the extent to that funds received under this Agreement were used to acquire the equipment). Equipment not needed by the Subrecipient for activities under this Agreement shall be (a) transferred to the Grantee for the CDBG program or (b) retained after compensating the Grantee [an amount equal to the current fair market value of the equipment less the percentage of non-CDBG funds used to acquire the equipment].
VIII. RELOCATION, REAL PROPERTY ACQUISITION AND ONE-FOR-ONE HOUSING
REPLACEMENT
The Subrecipient agrees to comply with (a) the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended (URA), and implementing regulations at 49 CFR Part 24 and 24 CFR 570.606(b); (b) the requirements of 24 CFR 185
570.606(c) governing the Residential Anti-displacement and Relocation Assistance Plan under section 104(d) of the HCD Act; and (c) the requirements in 24 CFR 570.606(d) governing optional relocation policies. The Subrecipient shall provide relocation assistance to displaced persons as defined by 24 CFR 570.606(b)(2) that are displaced as a direct result of acquisition, rehabilitation, demolition or conversion for a CDBGassisted project. The Subrecipient also agrees to comply with applicable Grantee ordinances, resolutions and policies concerning the displacement of persons from their residences.
IX. PERSONNEL & PARTICIPANT CONDITIONS
A. Civil Rights
1. Compliance
The Subrecipient agrees to comply with all local and state civil rights ordinances and with Title VI of the Civil Rights Act of 1964 as amended, Title VIII of the Civil Rights Act of 1968 as amended, Section 104(b) and Section 109 of Title I of the Housing and Community Development Act of 1974 as amended, Section 504 of the Rehabilitation Act of 1973, the Americans with Disabilities Act of 1990, the Age Discrimination Act of 1975, Executive Order 11063, and Executive Order 11246 as amended by Executive Orders 11375, 11478, 12107 and 12086.
2. Nondiscrimination
The Subrecipient agrees to comply with the non-discrimination in employment and contracting opportunities laws, regulations, and executive orders referenced in 24 CFR 570.607, as revised by Executive Order 13279. The applicable nondiscrimination provisions in Section 109 of the HCDA are still applicable.
3. Land Covenants
This contract is subject to the requirements of Title VI of the Civil Rights Act of 1964 (P. L. 88-352) and 24 CFR 570.601 and 570.602. In regard to the sale, lease, or other transfer of land acquired, cleared or improved with assistance provided under this contract, the Subrecipient shall cause or require a covenant running with the land to be inserted in the deed or lease for such transfer, prohibiting discrimination as herein defined, in the sale, lease or rental, or in the use or occupancy of such land, or in any improvements erected or to be erected thereon, providing that the Grantee and the United States are beneficiaries of and entitled to enforce such covenants. The Subrecipient, in undertaking its obligation to carry out the program assisted hereunder, agrees to take such measures as are necessary to enforce such covenant, and will not itself so discriminate.
4. Section 504
The Subrecipient agrees to comply with all Federal regulations issued pursuant to compliance with Section 504 of the Rehabilitation Act of 1973 (29 U.S.C. 794), which prohibits discrimination against the individuals with disabilities or handicaps in any Federally assisted program. The Grantee shall provide the Subrecipient with any guidelines necessary for compliance with that portion of the regulations in force during the term of this Agreement. 186
B. Affirmative Action
1. Approved Plan
The Subrecipient agrees that it shall be committed to carry out pursuant to the Grantee’s specifications an Affirmative Action Program in keeping with the principles as provided in President’s Executive Order 11246 of September 24, 1966. The Grantee shall provide Affirmative Action guidelines to the Subrecipient to assist in the formulation of such program. The Subrecipient shall submit a plan for an Affirmative Action Program for approval prior to the award of funds.
2. Women- and Minority-Owned Businesses (W/MBE)
The Subrecipient will use its best efforts to afford small businesses, minority business enterprises, and women’s business enterprises the maximum practicable opportunity to participate in the performance of this contract. As used in this contract, the terms “small business” means a business that meets the criteria set forth in section 3(a) of the Small Business Act, as amended (15 U.S.C. 632), and “minority and women’s business enterprise” means a business at least fifty-one (51) percent owned and controlled by minority group members or women. For the purpose of this definition, “minority group members” are Afro-Americans, Spanish-speaking, Spanish surnamed or Spanish-heritage Americans, Asian-Americans, and American Indians. The Subrecipient may rely on written representations by businesses regarding their status as minority and female business enterprises in lieu of an independent investigation.
3. Access to Records
The Subrecipient shall furnish and cause each of its own subrecipients or subcontractors to furnish all information and reports required hereunder and will permit access to its books, records and accounts by the Grantee, HUD or its agent, or other authorized Federal officials for purposes of investigation to ascertain compliance with the rules, regulations and provisions stated herein.
4. Notifications
The Subrecipient will send to each labor union or representative of workers with which it has a collective bargaining agreement or other contract or understanding, a notice, to be provided by the agency contracting officer, advising the labor union or worker’s representative of the Subrecipient’s commitments hereunder, and shall post copies of the notice in conspicuous places available to employees and applicants for employment.
5. Equal Employment Opportunity and Affirmative Action (EEO/AA) Statement The Subrecipient will, in all solicitations or advertisements for employees placed by or on behalf of the Subrecipient, state that it is an Equal Opportunity or Affirmative Action employer. Additional State of California Requirements regarding the State Equal Opportunity provisions are contained in Attachment A.
6. Subcontract Provisions
The Subrecipient will include the provisions of Paragraphs X.A, Civil Rights, and B, Affirmative Action, in every subcontract or purchase order, specifically or by 187
reference, so that such provisions will be binding upon each of its own subrecipients or subcontractors.
C. Employment Restrictions
1. Prohibited Activity
The Subrecipient is prohibited from using funds provided herein or personnel employed in the administration of the program for: political activities; inherently religious activities; lobbying; political patronage; and nepotism activities.
2. Labor Standards
The Subrecipient agrees to comply with the requirements of the Secretary of Labor in accordance with the Davis-Bacon Act as amended, the provisions of Contract Work Hours and Safety Standards Act (40 U.S.C. 327 et seq.) and all other applicable Federal, state and local laws and regulations pertaining to labor standards insofar as those acts apply to the performance of this Agreement. The Subrecipient agrees to comply with the Copeland Anti-Kick Back Act (18 U.S.C. 874 et seq.) and its implementing regulations of the U.S. Department of Labor at 29 CFR Part 5. The Subrecipient shall maintain documentation that demonstrates compliance with hour and wage requirements of this part. Such documentation shall be made available to the Grantee for review upon request.
The Subrecipient agrees that, except with respect to the rehabilitation or construction of residential property containing less than eight (8) units, all contractors engaged under contracts in excess of $2,000.00 for construction, renovation or repair work financed in whole or in part with assistance provided under this contract, shall comply with Federal requirements adopted by the Grantee pertaining to such contracts and with the applicable requirements of the regulations of the Department of Labor, under 29 CFR Parts 1, 3, 5 and 7 governing the payment of wages and ratio of apprentices and trainees to journey workers; provided that, if wage rates higher than those required under the regulations are imposed by state or local law, nothing hereunder is intended to relieve the Subrecipient of its obligation, if any, to require payment of the higher wage. The Subrecipient shall cause or require to be inserted in full, in all such contracts subject to such regulations, provisions meeting the requirements of this paragraph.
3. “Section 3” Clause
a) Compliance: Compliance with the provisions of Section 3 of the HUD Act of 1968, as amended, and as implemented by the regulations set forth in 24 CFR 135, and all applicable rules and orders issued hereunder prior to the execution of this contract, shall be a condition of the Federal financial assistance provided under this contract and binding upon the Grantee, the Subrecipient and any of the Subrecipient’s subrecipients and subcontractors.
Failure to fulfill these requirements shall subject the Grantee, the Subrecipient and any of the Subrecipient’s subrecipients and subcontractors, their successors and assigns, to those sanctions specified by the Agreement through which Federal assistance is provided. The Subrecipient certifies and agrees that no contractual or other disability exists that would prevent compliance with these requirements.
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The Subrecipient further agrees to comply with these “Section 3” requirements and to include the following language in all subcontracts executed under this Agreement:
“The work to be performed under this Agreement is a project assisted under a program providing direct Federal financial assistance from HUD and is subject to the requirements of Section 3 of the Housing and Urban Development Act of 1968, as amended (12 U.S.C. 1701). Section 3 requires that to the greatest extent feasible opportunities for training and employment be given to low- and very low-income residents of the project area, and that contracts for work in connection with the project be awarded to business concerns that provide economic opportunities for low- and very low-income persons residing in the metropolitan area in which the project is located.”
The Subrecipient further agrees to ensure that opportunities for training and employment arising in connection with a housing rehabilitation (including reduction and abatement of lead-based paint hazards), housing construction, or other public construction project are given to low- and very low-income persons residing within the metropolitan area in which the CDBG-funded project is located; where feasible, priority should be given to low- and very low-income persons within the service area of the project or the neighborhood in which the project is located, and to low- and very lowincome participants in other HUD programs; and award contracts for work undertaken in connection with a housing rehabilitation (including reduction and abatement of lead-based paint hazards), housing construction, or other public construction project to business concerns that provide economic opportunities for low- and very low-income persons residing within the metropolitan area in which the CDBG-funded project is located; where feasible, priority should be given to business concerns that provide economic opportunities to low- and very low-income residents within the service area or the neighborhood in which the project is located, and to low- and very low-income participants in other HUD programs.
The Subrecipient certifies and agrees that no contractual or other legal incapacity exists that would prevent compliance with these requirements. b) Notifications: The Subrecipient agrees to send to each labor organization or representative of workers with which it has a collective bargaining agreement or other contract or understanding, if any, a notice advising said labor organization or worker’s representative of its commitments under this Section 3 clause and shall post copies of the notice in conspicuous places available to employees and applicants for employment or training. c) Subcontracts: The Subrecipient will include this Section 3 clause in every subcontract and will take appropriate action pursuant to the subcontract upon a finding that the subcontractor is in violation of regulations issued by the grantor agency. The Subrecipient will not subcontract with any entity where it has notice or knowledge that the latter has been found in violation 189
of regulations under 24 CFR Part 135 and will not let any subcontract unless the entity has first provided it with a preliminary statement of ability to comply with the requirements of these regulations.
D. Conduct
1. Assignability
The Subrecipient shall not assign or transfer any interest in this Agreement without the prior written consent of the Grantee thereto; provided, however, that claims for money due or to become due to the Subrecipient from the Grantee under this contract may be assigned to a bank, trust company, or other financial institution without such approval. Notice of any such assignment or transfer shall be furnished promptly to the Grantee.
2. Subcontracts
a) Approvals: The Subrecipient shall not enter into any subcontracts with any agency or individual in the performance of this contract without the written consent of the Grantee prior to the execution of such agreement. b) Monitoring: The Subrecipient will monitor all subcontracted services on a regular basis to assure contract compliance. Results of monitoring efforts shall be summarized in written reports and supported with documented evidence of follow-up actions taken to correct areas of noncompliance. c) Content: The Subrecipient shall cause all of the provisions of this contract in its entirety to be included in and made a part of any subcontract executed in the performance of this Agreement.
d) Selection Process: The Subrecipient shall undertake to ensure that all subcontracts let in the performance of this Agreement shall be awarded on a fair and open competition basis in accordance with applicable procurement requirements. Executed copies of all subcontracts shall be forwarded to the Grantee along with documentation concerning the selection process.
3. Hatch Act
The Subrecipient agrees that no funds provided, nor personnel employed under this Agreement, shall be in any way or to any extent engaged in the conduct of political activities in violation of Chapter 15 of Title V of the U.S.C.
4. Conflict of Interest
The Subrecipient agrees to abide by the provisions of 2 CFR 200.112 and 570.611, which include (but are not limited to) the following:
a) The Subrecipient shall maintain a written code or standards of conduct that shall govern the performance of its officers, employees or agents engaged in the award and administration of contracts supported by Federal funds. b) No employee, officer or agent of the Subrecipient shall participate in the selection, or in the award, or administration of, a contract supported by Federal funds if a conflict of interest, real or apparent, would be involved. c) No covered persons who exercise or have exercised any functions or responsibilities with respect to CDBG-assisted activities, or who are in a position to participate in a decision-making process or gain inside information with regard to such activities, may obtain a financial interest in any contract, 190
or have a financial interest in any contract, subcontract, or agreement with respect to the CDBG-assisted activity, or with respect to the proceeds from the CDBG-assisted activity, either for themselves or those with whom they have business or immediate family ties, during their tenure or for a period of one (1) year thereafter. For purposes of this paragraph, a “covered person” includes any person who is an employee, agent, consultant, officer, or elected or appointed official of the Grantee, the Subrecipient, or any designated public agency.
5. Lobbying
The Subrecipient hereby certifies that:
a) No Federal appropriated funds have been paid or will be paid, by or on behalf of it, to any person for influencing or attempting to influence an officer or employee of any agency, a Member of Congress, an officer or employee of Congress, or an employee of a Member of Congress in connection with the awarding of any Federal contract, the making of any Federal grant, the making of any Federal loan, the entering into of any cooperative agreement, and the extension, continuation, renewal, amendment, or modification of any Federal contract, grant, loan, or cooperative agreement;
b) If any funds other than Federal appropriated funds have been paid or will be paid to any person for influencing or attempting to influence an officer or employee of any agency, a Member of Congress, an officer or employee of Congress, or an employee of a Member of Congress in connection with this Federal contract, grant, loan, or cooperative agreement, it will complete and submit Standard Form-LLL, “Disclosure Form to Report Lobbying,” in accordance with its instructions; and
c) It will require that the language of paragraph (d) of this certification be included in the award documents for all subawards at all tiers (including subcontracts, subgrants, and contracts under grants, loans, and cooperative agreements) and that all Subrecipients shall certify and disclose accordingly:
d) Lobbying Certification
This certification is a material representation of fact upon which reliance was placed when this transaction was made or entered into. Submission of this certification is a prerequisite for making or entering into this transaction imposed by section 1352, title 31, U.S.C. Any person who fails to file the required certification shall be subject to a civil penalty of not less than $10,000 and not more than $100,000 for each such failure.
6. Copyright
If this contract results in any copyrightable material or inventions, the Grantee and/or grantor agency reserves the right to royalty-free, non-exclusive and irrevocable license to reproduce, publish or otherwise use and to authorize others to use, the work or materials for governmental purposes.
7. Religious Activities
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The Subrecipient agrees that funds provided under this Agreement will not be utilized for inherently religious activities prohibited by 24 CFR 570.200(j), such as worship, religious instruction, or proselytization.
X. ENVIRONMENTAL CONDITIONS
A. Air and Water
The Subrecipient agrees to comply with the following requirements insofar as they apply to the performance of this Agreement:
• Clean Air Act, 42 U.S.C., 7401, et seq.;
• Federal Water Pollution Control Act, as amended, 33 U.S.C., 1251, et seq., as amended, 1318 relating to inspection, monitoring, entry, reports, and information, as well as other requirements specified in said Section 114 and Section 308, and all regulations and guidelines issued thereunder; • Environmental Protection Agency (EPA) regulations pursuant to 40 CFR Part 50, as amended.
B. Flood Disaster Protection
In accordance with the requirements of the Flood Disaster Protection Act of 1973 (42 U.S.C. 4001), the Subrecipient shall assure that for activities located in an area identified by the Federal Emergency Management Agency (FEMA) as having special flood hazards, flood insurance under the National Flood Insurance Program is obtained and maintained as a condition of financial assistance for acquisition or construction purposes (including rehabilitation).
C. Lead-Based Paint
The Subrecipient agrees that any construction or rehabilitation of residential structures with assistance provided under this Agreement shall be subject to HUD Lead-Based Paint Regulations at 24 CFR 570.608, and 24 CFR Part 35, Subpart B.
Such regulations pertain to all CDBG-assisted housing and require that all owners, prospective owners, and tenants of properties constructed prior to 1978 be properly notified that such properties may include lead-based paint. Such notification shall point out the hazards of lead-based paint and explain the symptoms, treatment and precautions that should be taken when dealing with lead-based paint poisoning and the advisability and availability of blood lead level screening for children under seven. The notice should also point out that if lead-based paint is found on the property, abatement measures may be undertaken. The regulations further require that, depending on the amount of Federal funds applied to a property, paint testing, risk assessment, treatment and/or abatement may be conducted.
D. Historic Preservation
The Subrecipient agrees to comply with the Historic Preservation requirements set forth in the National Historic Preservation Act of 1966, as amended (16 U.S.C. 470) and the procedures set forth in 36 CFR Part 800, Advisory Council on Historic 192
Preservation Procedures for Protection of Historic Properties, insofar as they apply to the performance of this agreement.
In general, this requires concurrence from the State Historic Preservation Officer for all rehabilitation and demolition of historic properties that are fifty years old or older or that are included on a Federal, state, or local historic property list.
XI. SEVERABILITY
If any provision of this Agreement is held invalid, the remainder of the Agreement shall not be affected thereby and all other parts of this Agreement shall nevertheless be in full force and effect.
XII. SECTION HEADINGS AND SUBHEADINGS
The section headings and subheadings contained in this Agreement are included for convenience only and shall not limit or otherwise affect the terms of this Agreement.
XIII. WAIVER
The Grantee’s failure to act with respect to a breach by the Subrecipient does not waive its right to act with respect to subsequent or similar breaches. The failure of the Grantee to exercise or enforce any right or provision shall not constitute a waiver of such right or provision.
XIV. ENTIRE AGREEMENT
This agreement constitutes the entire agreement between the Grantee and the Subrecipient for the use of funds received under this Agreement and it supersedes all prior or contemporaneous communications and proposals, whether electronic, oral, or written between the Grantee and the Subrecipient with respect to this Agreement.
IN WITNESS WHEREOF, the Parties have executed this Agreement as of:
Date: _______________________
City of Mt. Shasta Great Northern Services
________________________________ _________________________ Casey Glaubman Marie-Josée Wells
Mayor Executive Director/CEO
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City Council Agenda Item #10
Staff Report
Meeting Date: January 12, 2026
To: Mayor and City Council
From: Robert Gibson, Chief of Police
Subject: Amendment of City Municipal Ordinance Section 5.36, “TAXICABS,” to add section 5.36.025, “Yearly Inspection-Requirements.” Recommendation:
Staff respectfully requests the City Council approve the adoption of the recommended Amendment of City Municipal Ordinance Section 5.36, “TAXICABS,” to add section 5.36.025, “Yearly Inspection Requirements.”
Background & Summary:
During the review of the City fee update, it was discovered that there was no provision for an annual safety inspection of Taxicabs within the City of Mount Shasta as required by California Government Code Section 53075.5 subsection (5). This law requires a taxicab company to have all their vehicles inspected to assure safe operating conditions of those vehicles in compliance wih the California Vehicle Code. The added ordinance section will bring the City Taxicab ordinance up to conform with California Law and provide a comprehensive list of what the inspection will be covering.
The inspection will be done by a member of the Mount Shasta Police Department. The ordinance will require a copy of the inspection to be maintained in the taxicab and must be shown to a customer upon request. The fee for this service will be set by a resolution of the City Council. A copy of the yearly inspection will also be required to be shown to the City at the time of the business license renewal.
X Regular
Consent
Closed
Presentation
194
Attachments:
City Municipal Ordinance Section 5.36 TAXICABS with added section 5.36.025 Yearly Inspection Requirements.
195
Chapter 5.36
TAXICABS
Sections:
5.36.010 Permit – Required.
5.36.020 Permit – Requirements.
5.36.025 Yearly Inspection- Requirements.
5.36.030 Permit – Revocation or suspension.
5.36.040 Permit – Cause for revocation or suspension.
5.36.050 Permit – Duration and renewal.
5.36.060 Permit – Fees.
5.36.070 Fares and charges – Determination.
5.36.080 Fares and charges – Changes.
5.36.090 Standards of conduct.
5.36.100 Maintenance.
5.36.010 Permit – Required.
No person owning or leasing a public vehicle for hire shall operate or cause or permit to be operated any such vehicle within the corporate limits of the City of Mt. Shasta, unless he shall hold a permit, known as a vehicle permit, for such vehicle as provided in this section; and no such person shall operate, or cause or permit to be operated, any such vehicles within the corporate limits of the City of Mt. Shasta under or by virtue of any vehicle permit which has been suspended or revoked as provided in this chapter. (Ord. 407 § 39(a), 1983)
5.36.020 Permit – Requirements.
Such vehicle permit shall be granted in writing by the City Council upon application in writing, and upon satisfactory showing by the applicant that he and his vehicle are possessed of the following qualifications, and that public convenience and necessity as hereinafter in this section specified make expedient the apportion of his/her vehicle:
(A) The vehicle must meet all requirements of the Vehicle Code of the State of California in regard to equipment and mechanical condition;
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(B) The vehicle must have posted in open view of the passenger an intelligible and legible statement of fares and charges to be made in the use of such vehicle; (C) The owner or lessee of any public vehicle for hire must secure his/her ability to answer to any claim for damage to person or property which may arise against him by reason of the operation of such vehicle to the extent determined and set by resolution of the City Council.
Such security may be by insurance policy, or by surety bond issued by a licensed bonding corporation. In either case, the form of the security and the reliability of the company issuing it shall meet with the approval of the City Council;
(D) It must appear that public convenience and necessity require the operation of the vehicle. To comply with this provision, the applicant must show that vehicles of the same kind already holding vehicle permits under this section are inadequate in number, unsatisfactory in service, or otherwise unable to provide transportation for hire commensurate with the demand for such transportation in the City of Mt. Shasta. (Ord.
CCO-99-01, 1999; Ord. 407 § 39(b), 1983)
5.36.025 Yearly Inspection- Requirements.
Each taxicab listed pursuant to 5.36.020 of this chapter shall be submitted for a yearly inspection to be conducted by the Mt Shasta Police Department to determine whether the taxicab meets the equipment and condition requirements specified in this section and the California Vehicle Code. Certain equipment must be present and fully functional as OEM (original equipment manufacture), as specified in this section. Proof of inspection must be submitted at the time of business permit renewal for each taxicab. Taxicabs must be maintained to the following standards at all times:
(a) Inspection:
1. Body Condition.
a. No body damage, frame damage, tears or rust holes in the taxicab body and/or loose pieces hanging from the taxicab body are permitted. Front and rear fenders, bumpers, hood, trunk, and trim shall be securely fixed and shall be in correct alignment to the taxicab as OEM. Body damage shall be defined as an unrepaired dent, distortion, depression, bulge, tear, hole, or disfigurement.
b. The exterior of the taxicab shall be maintained in a reasonably clean condition and shall be free of excessive dirt, tar, oil, and rust.
c. The taxicab paint shall not be faded, blistered, cracked, chipped, peeled, or scratched.
2. Brake System: Pursuant to California Vehicle Code § 26453. 197
3. Climate Control.
a. The defroster must be operational pursuant to California Vehicle Code § 26712. b. The air conditioning/heating units shall be functional at all times. The air discharged from the air conditioner interior vent system shall be continuously cool. All air conditioning temperature controls and functions shall operate as originally designed and manufactured with no knobs or components broken or missing. Systems shall operate on all OEM speeds with no excessive noise.
4. Exhaust System: Pursuant to California Vehicle Code § 27153.
5. Fuel Tank Cap: Pursuant to California Vehicle Code § 27155.
6. Horn: Pursuant to California Vehicle Code § 27000.
7. Hubcaps: Hubcaps or wheel covers shall be of like style and shall be on all wheels for which hubcaps are standard equipment.
8. Interior Condition.
a. Passenger compartment, driver compartment, and trunk or luggage area shall be clean and free of foreign matter, offensive odors and litter. b. Seat upholstery shall be clean. Interior walls, carpet and/or flooring, and ceiling shall be kept reasonably clean. No rips or tears are permitted. All repairs shall be done so as to reasonably match the existing interior.
c. Door handles and doors shall be intact, clean and operational. Each door shall be capable of being unlocked and opened from the interior of the taxicab. d. Dashboards shall be maintained in a manner that is clean and free of loose articles.
Dashboards shall be free of: cracks, holes, and tears.
9. Interior Information.
a. A 4” x 6” information card shall be displayed in plain view of all passengers at all times that the taxicab is in operation.
b. The information card shall contain the following information: name, business address and telephone number of the operator and taxicab driver; the city’s address and phone number, and the authorized fare schedule.
c. The valid driver permit issued to the driver shall be in plain view of all passengers at all times that the taxicab is in operation.
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d. One current city issued inspection form must be kept within the vehicle at all times and presented to customers upon request.
10. License Plates: Pursuant to California Vehicle Code § 5202.
11. Lights and Lenses.
a. Headlights shall be operational on both high and low beams (California Vehicle Code § 24400).
b. Taillights shall be operational and the light emitted be red in color (California Vehicle Code § 24600).
c. Emergency flashers shall be operational (California Vehicle Code § 24252). d. Reverse lights shall be operational (California Vehicle Code § 24606(a)). e. Turn signal lights shall be operational (California Vehicle Code § 24951(b)(1)). f. Brake lights shall be operational (California Vehicle Code § 24603(b)). g. License plate light shall be operational (California Vehicle Code § 24601). h. Interior lights shall be operational.
i. Light lenses must be intact and contain no holes or large cracks.
12. Markings.
a. Exterior markings shall consist of Operator’s company name, phone number, body number and other city approved logo. Such exterior markings shall be properly and neatly placed and easy to read (in contrasting colors).
b. Operator’s company name shall be placed on each side of taxicab in letters not less than 3 inches in height (in contrasting colors).
c. Taxicab number shall be placed on each side and rear of the taxicab in numbers not less than 3 inches in height.
13. Mirrors: Pursuant to California Vehicle Code § 26709.
14. Muffler: Pursuant to California Vehicle Code § 27150(a).
15. Parking Brake: Pursuant to California Vehicle Code § 26451.
16. Proof of Insurance: Pursuant to California Vehicle Code § 16020 through 16028. 199
17. Radio: Taxicabs shall be equipped with a two-way radio or cellular phone in working order.
18. Seat Belts: Pursuant to California Vehicle Code § 27315. Additionally, taxicab restraint system shall be maintained to OEM specifications and shall be in good working order.
19. Steering and Suspension System: Steering and suspension system shall be in good mechanical order. (California Vehicle Code § 24002(a)(b)).
20. Taximeter and Meter Seals.
a. A taximeter in working order.
b. Taximeter shall not charge a fare other than the authorized fare as stated in 5.36.070 and
5.36.080 of this chapter.
21. Tires.
a. Pursuant to California Vehicle Code § 27465(b).
b. A jack, tire changing tool, and an inflated spare tire. An operator may be exempted from this requirement upon proof that the operator has a contract with a towing company and a policy in place to send another taxicab for the stranded passengers.
22. Windows.
a. Front and rear windshield per California Vehicle Code § 26710. b. Safety glass shall be in all windows.
c. Windows shall be operational as originally designed.
23. Windshield Wipers: Pursuant to California Vehicle Code § 26707.
24. Footpedal Pads: OEM rubber pads on all foot controls. Pads shall not be worn or deteriorated to the point that metal is showing.
25. California Vehicle Registration.
a. A valid registration per California Vehicle Code § 4462. b. Registered as commercial Taxicabs per California Vehicle Code § 260. c. Registered to the operator showing the same operator’s name and address. (b) Fees:
1. The fee for inspection shall be set by resolution of the city council. 200
5.36.030 Permit – Revocation or suspension.
The vehicle permit required by this section may be revoked or suspended by the City Council, as its sound and reasonable discretion may determine, if it shall appear to the City Council that any of the following conditions exist:
(A) That any of the qualifications required for the granting of the vehicle permit are no longer met by permittee of his vehicle; provided, however, that no vehicle permit shall be suspended or revoked upon the ground that public convenience or necessity no longer require the operation of such vehicle;
(B) That permittee has been convicted of any violation of restrictions imposed upon him as owner or lessee under this chapter; or that he has become bankrupt; (C) That for any other reasonable cause the permittee’s vehicle has ceased to be a fit and proper vehicle to be operated as a public vehicle for hire. (Ord. 407 § 39(c), 1983)
5.36.040 Permit – Cause for revocation or suspension.
For the purpose of ascertaining whether any cause exists for the suspension or revocation of a vehicle permit under this chapter, the Chief of Police of the City of Mt. Shasta may, and on direction of the City Council or upon complaint shall, cause strict inquiry to be made into the conduct of permittee, the sufficiency and validity of his/her security, and the condition of his/her vehicle. (Ord. 407 § 39(d), 1983)
5.36.050 Permit – Duration and renewal.
Any permit issued under this chapter shall have a duration of five years, provided the annual license fee therefor is paid in accordance with the provisions of this chapter and subject to the right of the City Council to revoke or suspend each vehicle permit pursuant to the terms of this chapter. Unless suspended or revoked, it shall be renewed upon application for renewal. (Ord. 407 § 39(e), 1983)
5.36.060 Permit – Fees.
The owner or lessee of any vehicle obtaining any permit under this chapter shall pay unto the City Clerk of the City of Mt. Shasta an annual license fee of $30.00 for each vehicle operated pursuant to this chapter and holding a vehicle permit. No vehicle permit issued under the provisions of this chapter shall be valid until the City Clerk of the City of Mt. Shasta shall endorse thereon an acknowledgment of the payment of such license fee for the current year.
Such fees shall be paid unto the City Clerk on or before the first day of January of each year. (Ord. 407 § 39(f), 1983)
5.36.070 Fares and charges – Determination.
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No person owning, operating or controlling any taxicab shall demand, charge, collect or receive any greater fares or charges than those which shall be determined as fair and reasonable by the City Council of the City of Mt. Shasta for franchise holders under this chapter. Said fares shall be set by said Council upon hearing by resolution. (Ord. 407 § 40, 1983)
5.36.080 Fares and charges – Changes.
(A) Any owner or lessee of any taxicab may at any time petition the City Council for an alteration of fares or charges, and upon such petition or upon its own motions, the City Council may by resolution and its sound discretion establish at any time such other or altered fares or charges as may then appear to it just and reasonable. (B) The City Council may from time to time, in its discretion and by resolution, fix, alter, change, amend or revise the charges and rates for taxicabs as herein or hereinafter established and fixed. The owner or lessee of any taxicab must be given opportunity to show just cause why or why not fares should be raised or lowered. (C) Any person collecting or receiving more than the fares or charges which now are or hereafter may be established under this section shall be bound to return the excess of such fare or charge to the person from whom it was collected. (Ord. CCO-96-07 § 41, 1996; Ord. 407 § 41, 1983)
5.36.090 Standards of conduct.
No person driving or operating a public vehicle for hire shall, while operating such vehicle:
(A) Refuse without good cause to accept as a passenger any person desiring transportation who shall tender money sufficient to pay his fare to his stated destination; (B) Attempt to secure passengers by shouts, cries, or loud noises; or by laying hands upon the person or baggage of any person without the consent of such person; or by obstructing the movements of, or persistently following, any person; or by loitering or repeatedly driving his vehicle back and forth in the immediate neighborhood of any individual stand set apart for another vehicle than his own, or in the neighborhood of any place of especial public resort;
(C) Transport passengers to their stated destination over any unnecessarily circuitous route; provided, that this provision shall not apply to sightseeing buses; (D) Refuse to load and unload for any passenger such hand luggage as may not exceed the reasonable internal capacity of the vehicle, and such other baggage as may not reasonably 202
exceed its capacity in trunk or top; or, after being requested, refuse to carry such baggage to or from such buildings as the passenger may enter or leave; (E) Make false representations by word, act, conduct, or appearance regarding the name or identity of persons owning or leasing the public vehicle for hire he operates, or regarding his own identity; or refuse to give his name to any person requesting same; (F) Refuse or fail, after being requested, to give a receipt for any fare paid; (G) Fail or refuse to allow an appropriate deduction from any fare established by this chapter for any time lost through disability or breakdown of his vehicle, or through any private purpose of his own;
(H) Carry more than one person at a time in such vehicle unless every person to be carried in such vehicle consents thereto. (Ord. 407 § 42, 1983)
5.36.100 Maintenance.
No person owning or leasing any public vehicle for hire shall, while such vehicle so owned or leased is being operated:
(A) Fail to maintain as to such vehicles the qualifications required for a vehicle permit; (B) Violation of this chapter shall constitute an infraction, and shall follow code enforcement procedures and penalties set forth in Chapter 1.03 MSMC. (Ord. CCO-20-04 §§ 2, 3, 2020; Ord. CCO-95-04, 1995; Ord. 407 § 43, 1983)
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City Council Agenda Item #11
Staff Report
Meeting Date: January 12, 2026
To: Mayor and City Council
From: Malisa Dodd, Finance Director
Subject: Annual Review of Investment Policy
Recommendation:
Adopt Resolution CCR-26-XX, A Resolution of the City Council of the City of Mt. Shasta Approving the City’s Investment Policy.
Background & Summary:
Legislature requires that the investment policy of a local government agency be reviewed annually by the governing body.
The City of Mt. Shasta’s investment policy was first adopted in 1996 and had been in place with only minor changes since that time. The policy was modified to reflect some changes in State law, and the change from City Administrator to City Manager. The policy was later modified in 2003 to add a new investment pool, the Investment Trust of California (CalTRUST) which has three pooled accounts with varying maturity targets, and again in 2008 to allow for investments through Certificates of Deposit Account Registry instruments (CDAR’s). Any CDARS investments would still come under the restriction of maturities of less than 5 years, and no more than 30% of the investment portfolio.
At the present time, all of the City’s surplus funds are invested in LAIF and TVI. The size of the State administered investment pool allows it to generate extremely attractive yields while providing maximum liquidity.
The investment policy is fairly conservative and limits investments to LAIF, CalTRUST, U.S.
Treasury notes, or Certificates of Deposit, including CDAR’s, with acceptable banks or savings and loans. Staff is recommending no change to the Investment Policy at this time. The policy still requires that the Director of Finance report monthly to the Council on the status of investments under their control. The report is included in the Finance Department monthly report.
X Regular
Consent
Closed
Presentation
204
Attachments:
Resolution CCR-26-XX
Investment Policy
205
RESOLUTION CCR-26-XX
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF MT. SHASTA
APPROVING THE CITY’S INVESTMENT POLICY
WHEREAS, the City from time to time holds surplus funds in excess of current requirements; and
WHEREAS, California Government Code Section 53601 allows cities to hold various types of investments; and
WHEREAS, California Government Code Section 53646(a)(2) requires the legislative body to annually be presented and review the Investment Policy; and WHEREAS, the City of Mt. Shasta adopted an investment policy by Resolution No. CCR-96- 29, providing criteria for selection of investments; and WHEREAS, this policy was last approved in August 2014 by Resolution No. CCR-14-44; and WHEREAS, the City of Mt. Shasta desires to reapprove its investment policy without change; and
WHEREAS, the excess funds are invested according to the City’s investment policy; NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Mt. Shasta hereby approves the Investment Policy as attached hereto and directs the Director of Finance to manage surplus City funds as detailed therein.
The foregoing resolution was passed and adopted this 12th day of January 2026 by the City Council of the City of Mt. Shasta by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
DATED: January 12, 2026
CITY OF MT. SHASTA
_____________________________
ATTEST: Casey Glaubman, Mayor
_____________________________
Rachel Agron, Deputy City Clerk
206
CITY OF MOUNT SHASTA
INVESTMENT POLICY
Purpose - The Investment Policy is designed to provide guidelines for the prudent investment of the City’s surplus funds.
Goal - The goal of the Investment Policy is to enhance the economic status of the City while prudently protecting its pooled cash.
Objective - The City shall attempt to invest funds to the fullest extent possible and at the highest possible yield while satisfying the criteria for investment selection outlined below.
Policy - The City has the fiduciary responsibility to maximize the productive use of assets entrusted to its care and to invest and manage those public funds wisely and circumspectly.
Therefore, the City must operate its idle cash investment pool under the “prudent man rule” (Probate Code Article 2, Sections 16040/042). This affords the City a broad spectrum of investment opportunities as long as the investment is deemed prudent and is allowable under current legislation of the State of California (Government Code Section 53600, et seq.).
The City shall strive to maintain the level of investment of all idle funds as near 100% as possible. The City must, however, maintain an adequate cash balance in the checking account to cover the current obligations of the City. Concurrently, the City shall layer investment maturities to meet anticipated cash needs and attempt to maximize investment yields while satisfying the guidelines here presented.
The City Director of Finance is responsible for surplus cash management. He or she is responsible for the review of each investment transmittal as to compliance with City Policy and for the purpose of financial tracking.
Investments allowable under current California Code No. 53601 are:
• Obligations, participation or other instruments of or issued by the U.S.Government or its agencies; State and Municipal Bonds (maximum maturity 5 years) • Small Business Administration loans (federally guaranteed portion only) (5 years) • Federal Home Loan Bank obligations (maximum maturity 5 years) • Federal National Mortgage Association loans (federally guaranteed) (5 years) • Certificates of deposit (time deposits) placed with commercial banks and/or savings and loan companies (maximum maturity 5 years)
• Bankers acceptances (maximum maturity 180 days)
• Commercial paper (maximum maturity 270 days)
• Local Agency Investment Fund demand deposits (LAIF state pool) • Repurchase agreements (Repos) (1 year)
• Passbook savings account demand deposits
• Mutual Funds
• Medium Term Corporate Notes (maximum maturity 5 years) • Short Term Instruments as set forth in Government Code Section 53601.7 207
Investments permitted by City policy;
• Deposits in the Local Agency Investment Fund Demand Account at the State of California (LAIF State Pool). The maximum amount allowed is Thirty million dollars per each account established.
• Deposits in the Investment Trust of California (CalTRUST). • Certificates of deposit with banks and savings and loan institutions who provide financial statements indicating they are a profitable organizations. The institution must also have an asset to equity ratio of at least 5.5% before the City funds will be invested. The amount of any single CD will be limited to the amount insured by FDIC. • Purchase of U.S. Treasury Notes with maturities up to but not greater than three years.
Criteria for selecting investments and the order of priority are:
1. Safety - The safety and risk associated with an investment refers to the potential loss of principal and/or interest. There are basically two types of risk in cash investment. The first, credit risk, refers to the financial strength of the entity that is obligated to repay the investment.
The second, principal protection, refers to the potential loss of principal due to market fluctuations or due to an early liquidation of the investment.
In order for the City to fulfill its fiduciary responsibility in regard to the funds entrusted to it, the City must participate in only those investments which present no substantial threat to principal.
2. Compliance with Investment Strategy - Funds must be available in varying amounts to meet the City’s daily cash needs. Conversely, some funds of the City are reserved or restricted and, therefore, are not available until some future date.
The City, therefore, shall structure its investments in such a manner as to provide for the daily cash needs of the City while, at the same time, participating in longer term higher yield instruments with cash that is not currently restricted from expenditure or for which there is not an immediate need.
3. Liquidity - This is the marketability of an investment or the ease with which it can be converted to cash. Generally, the more liquid or marketable the security, the lower the yield.
The importance of this factoring investment selection is dependent upon the possibility of the circumstance arising that would necessitate the investment being converted to cash before maturity.
4. Yield - The yield is the earnings an investment provides. It is usually expressed as an annual rate of return. Since obtaining investment earnings is the motivation for investing, yield is a significant factor in all investment transactions. However, it shall become a consideration only after all other investment criteria is satisfied. Whenever possible, interest is to be paid to the City monthly.
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Collateral requirements - Collateral requirements for government funds are 110% if backed by U.S. Government securities or 150% if backed by a Real Estate pool.
With whom to transact - The City shall make investment transactions only with financial institutions, national firms or security dealers that are reputable and exhibit financial stability.
Competitive offers - The Director of Finance shall contact the applicable investment officer, broker, and/or dealer for the potential yield from investments and for the estimated cost of services that would result from dealing with the institution or individual. This information shall be utilized as a significant factor in the selection and periodic review of the institutions and/or individuals used for investment transactions.
Monthly report - The Director of Finance shall file a monthly report to the City Council and City Manager. This report shall state the amounts and locations of all idle cash invested by the City along with the current rate of return of each of the investments and meet the requirements of Government Code Section 53646(b).
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City Council Agenda Item #12
Staff Report
Meeting Date: January 12, 2026
To: Mayor and City Council
From: Malisa Dodd, Finance Director
Subject: Resolution Establishing Authority for City Funds Recommendation:
Adopt Resolution CCR-XX-XX, A Resolution of the City Council of the City of Mt. Shasta Approving the Signature Authority for City Funds
Background & Summary:
Staff has prepared an updated resolution establishing authority for City funds.
Attachments:
Resolution CCR-26-XX
X Regular
Consent
Closed
Presentation
210
RESOLUTION CCR-26-XX
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF MT. SHASTA
ESTABLISHING SIGNATURE AUTHORITY FOR CITY FUNDS
WHEREAS, the City deposits funds for current requirements in a local bank; and WHEREAS, the checks on these accounts require one (1) signature for amounts drawn under $15,000 and two (2) signatures for checks drawn $15,000 and over; NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Mt. Shasta authorizes any two (2) of the following to sign checks, provided, however, that at least one signature be a Council Member:
The Mayor
The Mayor Pro Tem
Any of the other three (3) Council Members
City Manager
The City Clerk
BE IT FURTHER RESOLVED, that the following are authorized to transfer funds between the City checking accounts and the City investment accounts:
City Manager
Finance Director
The foregoing resolution was passed and adopted this 12th day of January 2026 by the City Council of the City of Mt. Shasta by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
DATED: January 12, 2026
CITY OF MT. SHASTA
_____________________________
ATTEST: Casey Glaubman, Mayor
_____________________________
Rachel Agron, Deputy City Clerk
211
City Council Agenda Item #13
Staff Report
Meeting Date: January 12, 2026
To: Mayor and City Council
From: Malisa Dodd, Finance Director
Subject: Creation of Proposition 64 Fund
Recommendation:
Adopt Resolution CCR-26-XX, A Resolution of the City Council of the City of Mt. Shasta Approving the Establishment of a Fund for Proposition 64 Grant.
Background & Summary:
The City of Mount Shasta was awarded a Proposition 64 Public Health and Safety Grant funded through the California State and Local Government Law Enforcement Account and administered by the Board of State and Community Corrections (hereafter referred to as the BSCC).
At the present time, the funds are included in the General Fund as a department. Since these funds are requested on a quarterly basis, the expenses inflate the general fund expense balance until the revenue is requested.
This grant has an annual projected budget of roughly $600,000 supporting three (3) full-time equivalents and their operating costs and two (2) contracted providers.
Attachments:
Resolution CCR-26-XX
X Regular
Consent
Closed
Presentation
212
RESOLUTION CCR-26-XX
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF Mount SHASTA
ESTABLISHING A SPECIAL FUND FOR PROPOSITION 64 PUBLIC HEALTH AND
SAFETY GRANT PROGRAM
WHEREAS, the City received a grant from Proposition 64 Public Health and Safety Grant Program funded through the California State and Local Government Law Enforcement Account and administered by the Board of State and Community Corrections (hereafter referred to as the BSCC); and
WHEREAS, the City Council desires to create a special fund for the tracking of the grant expenditure and reimbursements; and
WHEREAS, that the City of Mount Shasta Police Department agrees to use the funds as agreed in the terms and conditions of the Grant Agreement as set forth by the BSCC.
NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Mount Shasta approves and directs the Finance Director to establish the Proposition 64 Grant Fund with the following conditions:
• All Proposition 64 funds received shall be deposited in this fund. • All Proposition 64 expenditures shall be recorded in this fund and a quarterly report submitted to the BSCC.
The foregoing resolution was passed and adopted on this 12th day of January 2026 by the City Council of the City of Mount Shasta by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
DATED: January 12, 2026
CITY OF MT. SHASTA
_____________________________
ATTEST: Casey Glaubman, Mayor
_____________________________
Rachel Agron, Deputy City Clerk
213