ATCH 2 - Local Roadway Safety Plan Appendices — Napa City Council, August 2, 2022 (part 1 of 2)

Appendix A: Summary of Planning
Documents

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1 Appendix A: Relevant Policies and Projects
Document Relevant Goals, Policies, and Projects
Napa General Plan
(1998; revised in
2020)
Major Transportation Objectives
 Develop a transportation infrastructure that provides for an acceptable traffic flow and provide s access to all destinations.  Create a citywide transportation system that allows users to choose from a variety of safe transportation options including an adequate system of streets, transit, pedestrian and bicycle facilities.
 Minimize the negative effec ts of additional automobile traffic and other transportation.

Circulation Element Goals:
 Goal T-1: To provide for extension and improvement of the city’s roadway system to ensure the safe and efficient
movement of people and goods.
o Policy T-1.11 the City shall provide for traffic
enforcement and driver education.
 Goal T-4: To protect residential neighborhoods from high- volume and high-speed traffic and its effects.
o Policy T-4.1 The City shall identify neighborhoods
where traffic conditions may indicate the need for
traffic calming measures. Conditions will include, but
not be limited to, high vehicle operating speeds, high
traffic volumes , and/or high accident rates.
 Goal T-6: Develop a well-designed low Level of Traffic Stress (LTS) connected bicycle network
o Policy T-6.3: Prioritize coordination and completion of regionally significant primary bikeways including the
Napa Valley Vine Trail, the Bay Trail and the Ridge Trail, and local connections to those facilities.
o Policy T-6.5: Integrate the bicycle network and bicycle facility amenities into land use decisions and
developments.
 Goal T-7: Improve bicycle access for disadvantaged and/or underserved communities
o Policy T-7.1: Implement projects that improve access
for disadvantaged and/or underserved communities,
particularly those reliant on walking, biking, and
transit for transportation
 Goal T-8: Improve safety for all ages and abilities
o Policy T-8.1: Work to reduce the number and severity
of bicycle collisions
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2 Document Relevant Goals, Policies, and Projects
o Policy T-8.2: Work to reduce bicycle fatalities to zero by 2035
o Policy T-8.3: Improve locations that have high
incidences of bicycle collisions, and/or impediments or conflicts to bicyclists
o Policy T-8.4: Implement Complete Streets policies that ensure safe access for users of all ages and abilities
o Policy T-8.5: Implement appropriate, well-designed
bicycle facilities using accepted design standards,
including intersection and other crossing
improvements
 Goal T-9: Increase mode share of bicycling
o Policy T-9.1: Encourage education programs for all
users of the roadway in all jurisdictions and school
districts
o Policy T-9.2: Develop programs and public outreach
materials to promote safety and the positive benefits
of bicycling
 Goal T-10: To provide an interconnected pedestrian network providing safe access between residential areas, public uses, shopping, and employment centers, with special attention to a high quality downtown pedestrian environment with links to neighborhoods.
o Policy T-10.1: The City shall require sidewalks
along at least o ne side of all new local streets,
and both sides of new and reconstructed
arterial and collector streets.
o Policy T-10.2: The City shall require appropriate
pedestrian access in all new developments.
o Policy T-10.4: The City shall connect the city's major planned trails (as identified in Chapter 5, Parks and
Recreation), to the proposed regional Ridge and Bay
Trails, connecting all of these major pedestrian and
bicycle routes to downtown.
o Policy T-10.5: The City shall maintain a pedestrian - oriented downtow n area, with retail uses oriented
to the sidewalk.
o Policy T-10.6: The City shall work with the Napa
Valley Unified School District (NVUSD) and other
agencies to actively promote pedestrian safety,
particularly for school children and others with
special pe destrian needs.

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3 Document Relevant Goals, Policies, and Projects
o Policy T -10.10: The City shall promote the
improvement of the pedestrian environment whenever
feasible, particularly on high traffic volume streets.
 Goal T-12: Develop programs and public outreach materials to promote safety and the positive benefits of bicycling
o Policy T-12.1: In conjunction with NCTPA, develop
and implement a multimedia countywide bicycle
and pedestrian safety and education campaign to
increase knowledge of riding rules, improve etiquette
between motorized and non-motorized modes, to
promote bicycle tourism, and increase the awareness
of the benefits of bicycling and walking as
transportation modes.
o Policy T-12.2: Expand the delivery of Safe Routes to
Schools curriculum to all elementary and middle
schools annually.
o Policy T-12.3: Educate law enforcement personnel,
agency staff, elected officials, and school officials
about the benefits of no n-motorized
t ranspo rtatio n , and the safety needs of
bicyclists and pedestrians.
o Policy T-12.5: Work with NCTPA to distribute bicycle
and pedestrian safety, educational, and promotional
materials at drivers training and citation diversion
programs, school orientations and community and
civic events.

Downtown Napa
Specific Plan (2012)

OVERARCHING TRANSPORTATION AND PARKING POLICIES

1. Ensure the Downtown’s transportation system is designed to enable comprehensive, integrated, safe access for users of all ages and abilities including pedestrians, bicyclists, motorists, transit riders and operators, emergency personnel, and truck operators.

2. Re-establish the Downtown’s historic block pattern and street grid by re-opening street closures when large blocks undergo redevelopment.

3. Convert existing one-way couplets of First and Second streets, and Third and Fourth streets, to t wo-way travel. Establish the conversion among the first capital projects implemented.

4. Re-establish vehicular travel on Coombs Street by converting the existing Coombs Street Plaza to a one -way, northbound street in the short term, two-ways in the long term, for vehicular travel between First Street and Pearl Street. This improvement ATTACHMENT 2

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4 Document Relevant Goals, Policies, and Projects
significantly enhances vehicular circulation through Downtown and improves access to the Pearl Street parking structure from First Street.

5. Maintain all streets within Downtown a t their current number of lanes, or fewer. Allow minor widening of right -of-way only to facilitate pedestrian and other non -auto- oriented mobility efforts, or as necessary to safely accommodate the appropriate emergency vehicles, trucks or buses.

6. Maintain the economic vitality of the downtown retail and entertainment uses by maintaining sufficient access and loading areas for commercial delivery vehicles.

7. Utilize Transportation Systems Management strategies and technology applications (i.e., traffic signal synchronization) within Downtown to maximize the effectiveness of existing transportation facilities rather than widening roadways or other expansion of facilities

8. Utilize Transportation Demand Management strategies to reduce drive-alone automobile traffic by encouraging travel by carpool, transit, bicycling or walking. Transportation Demand Management programs apply to commercial and residential uses and include incentives and strategies for promoting carpooling, transit use, bicycling and other alternati ve travel modes.

9. Increase transit ridership and reduce automobile travel through appropriate land use planning, improved access to transit and exploration of new transit technologies.

10. Improve pedestrian and bicycle linkages and safety throughout Downtown, and expand the system for recreation and
transportation for all ages by implementing a network of multi- use trails and on-street bicycle connections within Downtown’s greenbelts and waterways, and connecting to the
regional/citywide network. Ensure that ea st-west and north - south routes are provided through Downtown to facilitate access to key destinations for pedestrians and bicyclists of all abilities.

11. Utilize public and private development opportunities to implement public streetscape and open space impro vements to expand and connect to the network of pedestrian -friendly sidewalks, promenades, plazas, paseos and courtyards into and through development projects.

12. Manage parking resources in Downtown to ensure efficiency, encourage pedestrian activity, reduce development costs and ATTACHMENT 2

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5 Document Relevant Goals, Policies, and Projects
improve the feasibility of developing smaller properties.

Management of parking resources should be maximized prior to construction of new parking facilities.

13. Encourage a “park once” philosophy, where employees and customers can park in one location and visit many destinations within a walkable distance, to reduce vehicle trips within Downtown. Ensure this approach is practical and convenient through high-quality pedestrian facilities and amenities.

City of Napa Bicycle
Plan (2021)
Vision
Napa County’s vision is to be a bicycle-friendly community with a world- class bicycling system for all ages and abilities. The comprehensive, connected bicycle system will provide people with safe, convenient and enjoyable access to destinations throughout all Napa County jurisdictions and beyond. Residents and visitors will enjoy bicycling for everyday commuting, non-work trips and recreation. Bicycling contributes to a high quality of life, promotes health and will help achieve a 10 percent mode shift in Napa County by 2035.

Goals
Connectivity: Develop a well-designed low Level of Traffic Stress (LTS) connected bicycle network.
 Develop and maintain a continuous low Level of Traffic Stress (LTS) bicycle facilities of all types to provide accessible intra- city connections that serve as the framework of the
Countywide Bikeway System
Equity: Improve bicycle access for disadvantaged and/or underserved communities
 Implement projects that improve access for disadvantaged and/or underserved communities, particularly those reliant on walking, biking, and transit for transportation
Safety: Improve safety for all ages and abilities
 Work to reduce the number and severity of bicycle collisions.  Work to reduce bicycle fatalities to zero by 2035.
 Improve locations that have high incidences of bicycle collisions, and/or impediments or conflicts to bicyclists  Implement Complete Streets policies that ensure
accommodation and enable safe access for users of all ages and abilities
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6 Document Relevant Goals, Policies, and Projects
 Implement appropriate, well -designed bic ycle facilities using accepted design standards, including intersection and other crossing improvements.

Education & Encouragement: Increase mode share of bicycling  Encourage education programs for all users of the roadway in all jurisdictions and school districts.
 Develop programs and public outreach materials to promote safety and the positive benefits of bicycling.

City of Napa
Pedestrian Plan
(2017)
The City of Napa Pedestrian Plan recommends a variety of pedestrian improvements which include on-going maintenance, projects, and potential enhancements. On-going maintenance includes the maintenance/rehabilitation of the existing sidewalk network and sidewalk gap closure expansions. The Plan includes 23 pedestrian projects and 5 potential enhancements. The 23 projects are associated with projects listed in the Countywide Transportation Plan and/or the City's Capital Improvement Program, and the 5 potential enhancements were identified during walk audits conducted during the Plan development. The City of Napa Pedestrian Plan also recommends pedestrian related programs and policies including education and encouragement programs such as Safe Routes to School (SRTS).

Napa Valley
Countywide
Transportation Plan
(2021)
Relevant Goals
 Goal #1: Serve the transportat ion needs of the entire community regardless of age, income, or ability
 Goal #2: Improve system safety in order to support all modes and serve all users
o Performance Metric: Reduce the number of fatal and
severe injury collisions
 Goal #6: Prioritize the maintenance and rehabilitation of the existing system
CTP Projects in the City of Napa
 Traffic Operations Center
 Trower Ave Extension
 Linda Vista Ave Bridge and Extension
 Terrace Dr Bridge and Extension
 Solano Ave Bridge and Extension
 Lincoln Ave at California Blvd & SR 29 Off Ramp
 Salvador Ave Complete Streets
 SR 29 over Trower Ave
 Jefferson St/Laurel St Signal
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7 Document Relevant Goals, Policies, and Projects
 Jefferson St/Old Sonoma Rd Signal
 Jefferson St/Imola Ave Intersection Modifications
 Solano Ave/Redwood Rd Intersection Modifications
 Soscol Ave Widening
 Lincoln Ave/Jefferson St Intersection Modifications
 Lincoln Ave/Soscol Ave Intersection Modifications
 First St and Browns Valley Rd Corridor Complete Streets  Jefferson St/Sierra Ave Signal
 Browns Valley Rd Complete Streets
 Salvador Creek Bike Trail
 Five-Way Intersection Modification
 Oxbow Preserve Bike/Pedestrian Bridge
 Oxbow District Bike/Pedestrian Bridge
 Laurel St Sidewalks
 Sierra Ave Sidewalks
 Terrace Dr Sidewalks
 Railroad Crossing Upgrades
 SR 29 Corridor Improvements (Urban Highway)
 Vine Trail (Redwood Road Crossing)
Napa Valley
Community Based
Transportation Plan
(2020)
Goals
 Improve access and mobility for low -income communities, for commute and non-commute trips; and
 Engage residents and community organizations in conducting the analysis and shaping the recommendations
The five identified communities of concern in Napa are (along with their priority need/opportunity):
 South Downtown Napa: High visibility crosswalks and transit driver awareness of disabled boarding/alighting struggles by location
 Westwood Neighborhood: Expanded mobility needs –
potential for V-Commute outreach given the high number of residents currently carpooling
 East Imola: Traffic calming and connecting sidewalk gaps (Imola Corridor Complete Streets Plan will identify priority improvements)
 Northeast Napa: Traffic calming and pedestrian accessibility and mobility especially to school sites
 Northwest Napa: Increase pedestrian accessibility and safety especially to school sites
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8 Document Relevant Goals, Policies, and Projects
One of the recommended programmatic themes is improving pedestrian safety. Project examples include:
 High visibility pedestrian crosswalks
 Pedestrian crossing warning signage
 RRFB – Rectangular Rapid Flashing Beacon
Imola Avenue
Corridor Complete
Streets Improvement
Plan (2020)
Vision Statement
The Imola Avenue Corridor will offer a safe environment for bicycling and walking, provide convenient access to transit, minimize congestion for commerce and commuters, and support a healthy and diverse local economy by creating green and inviting places.

Plan Goals/Guiding Principles:
 Safety and Capacity
 Complete Streets
 Green Streets
 Community Vitality

City of Napa Capital
Improvement
Program (2021)
The CIP includes four project categories relevant to the LRSP:
bicycle/pedestrian, sidewalks, streets, and traffic signal projects. The following is a total amount allocated to these projects (combination of unobligated funds as of 4/30/21, additional funding adopted in FY22, and additional funding adopted in FY23-FY26 CIP Plan)
Bicycle/Pedestrian: $3,443,855
Sidewalks: $600,000
Streets: $58,862,572
Traffic Signals: $2,534,837
Citywide Guidelines
for Traffic Calming
and Neighborhood
Traffic Management
(2005)

The key goals of the Citywide Traffic Calming Policy are to:
 Define a process for neighborhoods to sponsor traffic calming plans and identify funding sources for specific streets, areas, or neighborhoods
 Provide guidance for the types of traffic calming measures that may be considered, both as part of the neighborhood process and during the City’s review of new development applications.

The main operational objectives are:
 85th percentile speeds (the speed at which 85% of vehicles travel at or below on a particular street) within 5 mph of the appropriate speed limit
 Reduced cut-through traffic where existing levels are inappropriate and where the remedy will not create a
problem on other streets
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9 Document Relevant Goals, Policies, and Projects
 Reduced collisions for motor vehicles and pedestrians  Adequate access for emergency vehicles
City of Napa Standard
Plans and
Specifications (2022)
General
All infrastructure improvements that are subject to the review and approval authority of the City of Napa shall conform to the design criteria set forth in these City Standard Specifications, as well as the City Standard Plans (which are hereby incorporated by reference into these City Standard Specifications).

The Standard Specifications will inform the LRSP recommendations to ensure they meet City of Napa standards.

Napa Municipal Code
(1992)
Title 10 Vehicles and Traffic
This section is broken up into 20 chapters, each of which contains laws/ordinances by which most traffic laws in Napa are enforced. The chapters are as follows:
 10.04 General Provisions
 10.06 Parking Citation Processing
 10.08 Definitions
 10.12 Administration and Enforcement
 10.16 Rules of the Road
 10.20 Speed Limits
 10.24 One-Way Streets
 10.28 Pedestrians
 10.32 Miscellaneous Traffic Regulations
 10.36 Stopping, Standing, and Parking
 10.38 Preferential Parking Permits
 10.40 Parking Meters
 10.44 Loading Zones
 10.48 Truck Routes and Commercial Vehicles
 10.52 Vehicle Weight and Size Limits
 10.56 Traffic on College and School Grounds
 10.60 Railroad Trains and Crossings
 10.64 Abandoned Vehicles
 10.68 Bicycles
 10.70 Trip Reduction and Transportation Systems Management General Plan Housing
Element (2015)
Relevant Policies
Policy H2.3: Residential Mixed Use. The City shall encourage residential uses in land use categories that allow mixed uses and where residential use is appropriate to the setting
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10 Document Relevant Goals, Policies, and Projects
Policy H2.4: Key Mixed-Use Sites. The City may require residential uses to be part of new projects on key mixed use sites. Criteria for identifying key sites include site size, site location near services or transit, and/or whether the proposed businesses would create higher than average percentages of low wage jobs. Key mixed use sites include but are not limited to: Gasser property north of Tulocay Creek, the former Copia Center, and the Expo.

Policy H3.3 Livable Neighborhoods. The City shall promote the concept of “whole livable neighborhoods” by prioritizing excellent pedestrian and bicycle access, and by encouraging – or seeking to retain or expand – daily services and recreation areas, parks, trails, gathering places, etc near residential neighborhoods, particularly higher density residential neighborhoods.

Policy H3.10 Timing of Housing and Infrastructure. The City shall continue to support and strengthen the development of new housing coordinated with the development of needed infrastructure improvements.

Policy H3.11, Safe and Pleasant Circulation Opportunities and Maintenance. The City will strengthen ways to assure pleasant walking and bicycling opportunities and connections, smooth streets, and east of access. The following means, in addition to others, will be considered in achieving the City’s intent:
 Residential development plans and Specific Plans shall emphasize walking and bicycling and transit opportunities.  All area master plans and Specific Plans shall incorporate financing programs for infrastructure im provements and ongoing maintenance.

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Appendix B: Consolidated High
Injury Collision Database

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CASE_ID ACCIDENT_Y PROC_DATE COLLISION_ COLLISION1 Hour PRIMARY_RD SECONDARY_ DISTANCE DIRECTION INTERSECTI Intersec_1 WEATHER_1 8172011 2016 2017-03-02 2016-11-02 1529 15 RT 29 TROWER AV 0 Y Y A 8582935 2018 2018-03-26 2018-03-13 1530 15 JEFFERSON ST GEORGE ST 230 S N Y B 8895417 2019 2019-07-15 2019-06-28 1330 13 JEFFERSON ST LINCOLN AV 185 S N Y A 8987741 2019 2020-01-23 2019-11-06 832 8 TRANCAS ST OLD SOSCOL WY 300 E N N A 8997087 2019 2020-02-08 2019-11-17 1201 12 SOLANO AV DEVONSHIRE DR 553 S N N A 8959670 2019 2019-11-01 2019-08-11 1446 14 1ST ST CHELSEA AV 250 E N Y A 9109630 2020 2020-08-26 2020-06-02 1242 12 JEFFERSON ST CLARMONT ST 50 S N Y A 8428063 2017 2017-08-15 2017-07-31 1505 15 LINCOLN AV SOSCOL AV 90 W N Y A 8689538 2018 2018-09-27 2018-08-28 1631 16 MAIN ST 3RD ST 180 S N Y A 8643487 2018 2018-06-27 2018-06-16 608 6 1ST ST CHELSEA AV 429 W N N A 8516060 2017 2018-06-15 2017-12-05 1808 18 RT 29 TROWER AV 0 N Y A 8284153 2017 2017-02-22 2017-01-09 737 7 BROWNS VALLEY RD ROBINSON 200 E N Y A 8859463 2019 2020-02-27 2019-05-13 1409 14 JEFFERSON ST SHERIDAN DR 0 Y Y A 8361039 2017 2017-05-12 2017-04-24 1807 18 LINCOLN AV SOLANO AV 100 E N Y A 8681369 2018 2018-08-27 2018-08-11 1335 13 REDWOOD RD SOLANO AV 152 N Y A 9102868 2020 2020-11-12 2020-05-04 642 6 RT 12 RT 29 0 Y Y A 8164922 2016 2016-11-14 2016-10-28 1659 16 SOSCOL AV 6TH ST 90 N N Y B 8724175 2018 2019-01-11 2018-11-03 1251 12 SOSCOL AV RIVER GLEN DR 50 S N Y A 8424943 2017 2017-08-15 2017-08-03 2329 23 MAIN ST YOUNT ST 500 N N N A 9160152 2020 2020-12-01 2020-10-06 2128 21 SILVERADO TRL HAGEN RD 200 S N Y A 8996428 2019 2020-02-10 2019-12-11 1329 13 SOSCOL AV LINCOLN AV 10 N N Y B 8964240 2019 2020-09-16 2019-09-23 1104 11 W IMOLA AV RT 29 0 Y Y A 8118156 2016 2016-09-12 2016-08-25 1616 16 JEFFERSON ST H ST 10 N N Y A 9053013 2020 2020-10-12 2020-02-06 1502 15 SOSCOL AV KANSAS AV 280 N N N A 8104703 2016 2016-08-26 2016-08-11 859 8 TRANCAS ST MONTCLAIR AV 48 W N Y B 8172171 2016 2016-11-22 2016-11-03 1755 17 MAIN ST 1ST ST 20 N N Y A 8627457 2018 2018-06-07 2018-05-18 112 1 MAIN ST FIRST ST 150 N N Y A 9163917 2020 2020-11-24 2020-09-11 1128 11 RT 29 SALVADOR AV 500 S N N A 8899426 2019 2019-07-29 2019-07-03 1745 17 1ST ST CHELSEA AV 150 E N Y A 8152449 2016 2017-01-27 2016-10-02 1947 19 RT 29 TROWER AV 40 S N Y A 9180093 2020 2020-12-03 2020-10-24 1417 14 RT 29 TROWER AV 150 S N Y A 8537054 2018 2018-01-29 2018-01-11 558 5 SILVERADO TRL 3RD ST 150 N N Y E 8826592 2019 2019-05-14 2019-03-22 1938 19 W IMOLA AV RT 29 0 Y Y C 8103911 2016 2017-02-28 2016-09-15 632 6 RT 29 TROWER AV 350 S N N A 8408030 2017 2018-05-10 2017-07-08 2343 23 RT 29 TROWER AV 0 Y Y A 8639007 2018 2018-08-23 2018-05-18 2310 23 RT 29 TROWER AV 100 N N Y A 9102724 2020 2021-02-04 2020-04-19 2113 21 IMOLA AV SOSCOL AV 0 Y Y A 9014065 2019 2020-02-18 2019-12-30 957 9 JEFFERSON ST SHERIDAN DR 122 S N Y A 9211698 2020 2021-03-18 2020-07-31 515 5 RT 29 WINE COUNTRY AV 0 Y Y B 8839638 2019 2019-04-17 2019-04-03 2338 23 BROWNS VALLEY RD AUSTIN WY 189 N Y B 8503859 2017 2018-07-06 2017-11-09 1446 14 SOLANO AV TROWER AV 0 Y Y B 8806128 2019 2019-02-26 2019-02-09 1016 10 MAIN ST CAYMUS ST 80 N Y B 8622318 2018 2018-05-29 2018-04-05 1635 16 PUEBLO AV CALIFORNIA BL 0 E N Y C 8121132 2016 2016-09-23 2016-09-08 1929 19 PUEBLO AV PUEBLO AV 1700 0 N Y A 8094277 2016 2016-08-03 2016-07-11 1554 15 JEFFERSON ST TRANCAS ST 100 S N Y A 8357611 2017 2017-05-08 2017-04-21 1336 13 REDWOOD RD SOLANO AV 0 Y Y A 8760074 2018 2018-12-13 2018-11-30 1912 19 JEFFERSON ST SHERIDAN DR 0 Y Y A 8864361 2019 2019-05-31 2019-05-15 820 8 SOLANO AV KATHLEEN 60 S N Y C 8886575 2019 2019-07-19 2019-06-18 1932 19 SOSCOL AV LA HOMA DR 200 S N Y A 8581904 2018 2018-03-30 2018-03-22 2351 23 BROWNS VALLEY RD ROBINSON LN 120 E N Y A 8022774 2016 2016-04-20 2016-04-06 1305 13 REDWOOD RD SOLANO AV 0 Y Y A 8864428 2019 2019-06-03 2019-05-18 1642 16 SILVERADO TRL HAGEN RD 1584 S N N B 8152049 2016 2017-03-04 2016-10-12 2149 21 RT 29 RT 12 0 Y Y A 8959612 2019 2019-11-04 2019-10-17 1830 18 S FREEWAY DR W IMOLA AV 450 N N N A 8899670 2019 2019-07-31 2019-07-09 1500 15 SILVERADO TRL SARATOGA DR 130 S N Y A 8103843 2016 2016-09-30 2016-09-16 1220 12 SOSCOL AV 3RD ST 70 S N Y A 9178418 2020 2021-01-06 2020-10-25 1908 19 SOSCOL AV SARATOGA DR 100 S N Y A 8840143 2019 2019-08-26 2019-04-14 17 0 W IMOLA AV RT 29 0 Y Y A 8204297 2016 2017-01-09 2016-11-23 815 8 1ST ST MATT DR 300 E N N A 8864408 2019 2019-06-03 2019-05-15 1548 15 JEFFERSON ST CALISTOGA AV 160 N N Y B 8873878 2019 2019-06-21 2019-05-19 2150 21 REDWOOD DR SOLANO AV 0 Y Y A 8022513 2016 2016-04-21 2016-04-01 1744 17 SHETLER AV SOSCOL AV 0 Y Y A 8323931 2017 2017-06-28 2017-02-23 2014 20 W IMOLA AV GASSER DR 12 E N Y A ATTACHMENT 2

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C N N
- N N
- N N
- N N
- N
- N Y
- N Y
- N Y
- N Y
- N Y

C N Y
- Y NAP 4 29 - R 8.657 I 5 S Y
- N Y
- N Y
- N N

G N Y
- Y NAP 4 121 - R 4.497 I 5 N Y
- N N

C N Y
- N Y
- N Y
- Y NAP 4 121 - R 5.68 H - S N
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CASE_ID
8172011
8582935
8895417
8987741
8997087
8959670
9109630
8428063
8689538
8643487
8516060
8284153
8859463
8361039
8681369
9102868
8164922
8724175
8424943
9160152
8996428
8964240
8118156
9053013
8104703
8172171
8627457
9163917
8899426
8152449
9180093
8537054
8826592
8103911
8408030
8639007
9102724
9014065
9211698
8839638
8503859
8806128
8622318
8121132
8094277
8357611
8760074
8864361
8886575
8581904
8022774
8864428
8152049
8959612
8899670
8103843
9178418
8840143
8204297
8864408
8873878
8022513
8323931
COLLISIO_1 Severity_1 Severity_2 Severity_3 Severity_4 EPDO_Score NUMBER_KIL NUMBER_INJ PARTY_COUN PRIMARY_CO PCF_CODE_O PCF_VIOL_C PCF_VIOLAT 4 0 0 0 1 6 0 2 2 A - 3 22350
3 0 0 1 0 11 0 2 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 9 21802
3 0 0 1 0 11 0 1 2 A - 7 21658
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 3 2 A - 9 21800
4 0 0 0 1 6 0 1 2 A - 21 22106
4 0 0 0 1 6 0 1 2 A - 5 21650
3 0 0 1 0 11 0 1 2 A - 5 21650
3 0 0 1 0 11 0 1 3 A - 1 23152
4 0 0 0 1 6 0 2 3 D - 0 0
4 0 0 0 1 6 0 2 2 A - 9 21804
2 0 1 0 0 165 0 3 3 A - 9 21801
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 1 2 A - 8 22107
4 0 0 0 1 6 0 3 3 A - 12 21453
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 1 1 A - 8 22107
3 0 0 1 0 11 0 1 2 A - 1 23152
4 0 0 0 1 6 0 1 2 A - 5 21650
4 0 0 0 1 6 0 1 2 A - 8 22107
4 0 0 0 1 6 0 1 2 A - 12 21453
4 0 0 0 1 6 0 4 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 1 2 A - 9 21804
4 0 0 0 1 6 0 2 3 A - 11 21950
4 0 0 0 1 6 0 1 2 A - 8 22107
4 0 0 0 1 6 0 2 2 A - 3 22350
4 0 0 0 1 6 0 2 3 A - 9 21804
4 0 0 0 1 6 0 2 2 A - 3 22350
4 0 0 0 1 6 0 1 3 B - 22 0
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 2 2 A - 12 21453
4 0 0 0 1 6 0 3 2 A - 3 22350
3 0 0 1 0 11 0 5 2 A - 1 23152
4 0 0 0 1 6 0 1 2 A - 1 23152
2 0 1 0 0 165 0 2 2 A - 12 21453
3 0 0 1 0 11 0 1 2 A - 3 22350
1 1 0 0 0 165 1 0 3 A - 11 21456
3 0 0 1 0 11 0 1 2 A - 11 21954
3 0 0 1 0 11 0 3 2 A - 9 21801
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 1 2 A - 11 21954
4 0 0 0 1 6 0 1 2 B - 22 0
3 0 0 1 0 11 0 1 2 B - 22 0
3 0 0 1 0 11 0 1 2 A - 11 21453
4 0 0 0 1 6 0 1 2 A - 9 21801
4 0 0 0 1 6 0 3 4 A - 3 22350
3 0 0 1 0 11 0 1 1 A - 1 23152
4 0 0 0 1 6 0 1 2 A - 8 22103
4 0 0 0 1 6 0 2 2 A - 9 21801
4 0 0 0 1 6 0 1 1 A - 3 22350
3 0 0 1 0 11 0 3 3 A - 12 21453
2 0 1 0 0 165 0 2 2 A - 1 23152
4 0 0 0 1 6 0 1 2 A - 9 21802
3 0 0 1 0 11 0 2 3 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
2 0 1 0 0 165 0 2 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 1 1 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 12 21453
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
ATTACHMENT 2

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Page 16 of 109 ends

Page 17 of 109 ends

CASE_ID
8172011
8582935
8895417
8987741
8997087
8959670
9109630
8428063
8689538
8643487
8516060
8284153
8859463
8361039
8681369
9102868
8164922
8724175
8424943
9160152
8996428
8964240
8118156
9053013
8104703
8172171
8627457
9163917
8899426
8152449
9180093
8537054
8826592
8103911
8408030
8639007
9102724
9014065
9211698
8839638
8503859
8806128
8622318
8121132
8094277
8357611
8760074
8864361
8886575
8581904
8022774
8864428
8152049
8959612
8899670
8103843
9178418
8840143
8204297
8864408
8873878
8022513
8323931
COUNT_BICY COUNT_BI_1 COUNT_MC_K COUNT_MC_I PRIMARY_RA SECONDARY1 COUNTY CITY Longitude Latitude 0 0 0 0 - - NAPA NAPA 38.32975 -122.31623
0 0 0 0 - - NAPA NAPA 38.30951 -122.29607
0 0 0 0 - - NAPA NAPA 38.30791 -122.2956
0 1 0 0 - - NAPA NAPA 38.32492 -122.2841
0 0 0 0 - - NAPA NAPA 38.32559 -122.31329
0 0 0 0 - - NAPA NAPA 38.30055 -122.31036
0 0 0 0 - - NAPA NAPA 38.32087 -122.29935
0 1 0 0 - - NAPA NAPA 38.31022 -122.28557
0 1 0 0 - - NAPA NAPA 38.29737 -122.284
0 0 0 0 - - NAPA NAPA 38.30111 -122.31261
0 0 0 0 - - NAPA NAPA 38.33046 -122.31685
0 0 0 0 - - NAPA NAPA 38.30215 -122.31645
0 0 0 0 - - NAPA NAPA 38.31935 -122.29893
0 0 0 0 - - NAPA NAPA 38.30659 -122.30598
0 0 0 0 - - NAPA NAPA 38.321 -122.31028
0 0 0 0 - - NAPA NAPA 38.25761 -122.30288
0 0 0 0 - - NAPA NAPA 38.29645 -122.28077
0 0 0 1 - - NAPA NAPA 38.31832 -122.28519
0 0 0 0 - - NAPA NAPA 38.30522 -122.29036
0 0 0 0 - - NAPA NAPA 38.31985 -122.27242
0 0 0 0 - - NAPA NAPA 38.31028 -122.28526
0 0 0 0 - - NAPA NAPA 38.2576 -122.30283
0 0 0 0 - - NAPA NAPA 38.30705 -122.29536
0 0 0 0 - - NAPA NAPA 38.28592 -122.27465
0 0 0 0 - - NAPA NAPA 38.32335 -122.29698
0 0 0 0 - - NAPA NAPA 38.29925 -122.28552
0 0 0 0 - - NAPA NAPA 38.29955 -122.28576
0 0 0 0 - - NAPA NAPA 38.33867 -122.32352
0 0 0 0 - - NAPA NAPA 38.30063 -122.31069
0 0 0 0 - - NAPA NAPA 38.33046 -122.31685
0 0 0 0 - - NAPA NAPA 38.33023 -122.31664
0 0 0 0 - - NAPA NAPA 38.29996 -122.27602
0 0 0 0 - NO NAPA NAPA 38.25754 -122.30263
0 0 0 0 - - NAPA NAPA 38.32975 -122.31623
0 0 0 0 - - NAPA NAPA 38.33059 -122.31696
0 0 0 0 - - NAPA NAPA 38.33072 -122.31738
0 0 0 0 - - NAPA NAPA 38.28055 -122.27469
0 0 0 0 - - NAPA NAPA 38.31902 -122.29884
0 0 0 0 - - NAPA NAPA 38.33623 -122.32159
0 0 0 0 - - NAPA NAPA 38.3048 -122.32895
0 0 0 0 - - NAPA NAPA 38.33059 -122.31696
0 1 0 0 - - NAPA NAPA 38.30199 -122.28776
0 0 0 0 - - NAPA NAPA 38.31445 -122.3046
0 1 0 0 - - NAPA NAPA 38.31458 -122.30381
0 1 0 0 - - NAPA NAPA 38.32254 -122.29996
0 1 0 0 - - NAPA NAPA 38.321 -122.31028
0 0 0 0 - - NAPA NAPA 38.31935 -122.29893
0 0 0 0 - - NAPA NAPA 38.31672 -122.30788
0 0 0 0 - - NAPA NAPA 38.32034 -122.28521
0 0 0 0 - - NAPA NAPA 38.30224 -122.31671
0 0 0 0 - - NAPA NAPA 38.321 -122.31028
0 0 0 0 - - NAPA NAPA 38.31693 -122.27475
0 0 0 0 - - NAPA NAPA 38.25761 -122.30288
0 0 0 0 - - NAPA NAPA 38.28292 -122.30195
0 0 0 0 - - NAPA NAPA 38.29097 -122.27496
0 0 0 0 - - NAPA NAPA 38.29837 -122.28223
0 0 0 0 - - NAPA NAPA 38.29085 -122.27688
0 0 0 0 - - NAPA NAPA 38.2576 -122.30283
0 0 0 0 - - NAPA NAPA 38.30059 -122.31051
0 0 0 0 - - NAPA NAPA 38.3003 -122.29333
0 0 0 0 - - NAPA NAPA 38.321 -122.31028
0 0 0 0 - - NAPA NAPA 38.28241 -122.27446
0 0 0 0 - - NAPA NAPA 38.28091 -122.2784
ATTACHMENT 2

Page 18 of 109 ends

CASE_ID ACCIDENT_Y PROC_DATE COLLISION_ COLLISION1 Hour PRIMARY_RD SECONDARY_ DISTANCE DIRECTION INTERSECTI Intersec_1 WEATHER_1 8729207 2018 2018-11-14 2018-10-22 1630 16 W IMOLA AV RT 29 50 E N Y A 8674164 2018 2018-11-06 2018-07-20 2206 22 IMOLA AV SOSCOL AV 0 Y Y A 8409970 2017 2017-07-28 2017-01-31 1230 12 JEFFERSON ST PARK AV 100 N N Y A 8104664 2016 2016-08-26 2016-08-09 1916 19 REDWOOD RD SOLANO AV 0 Y Y A 8067097 2016 2017-02-11 2016-06-03 2333 23 SILVERADO TRL 1ST ST 75 S N Y A 8876513 2019 2019-06-12 2019-05-30 836 8 SILVERADO TRL SARATOGA DR 230 N N Y B 8341913 2017 2017-04-21 2017-04-07 118 1 SOSCAL AV PUEBLO AV 75 N N Y C 7184000 2016 2016-02-17 2016-01-30 140 1 TRANCAS ST MONTCLAIR AV 50 E N Y B 8846552 2019 2019-08-26 2019-04-21 1928 19 W IMOLA AV GASSER DR 960 N N A 9104755 2020 2020-11-20 2020-05-28 1320 13 RT 29 RT 12 0 Y Y A 8622268 2018 2018-05-30 2018-04-30 1229 12 SILVERADO TRL SARATOGA DR 270 N N N A 8346573 2017 2017-04-14 2017-03-30 1712 17 SOSCOL AV PUEBLO AV 100 N N Y A 9115098 2020 2020-09-10 2020-06-21 1701 17 1ST ST CHELSEA AV 100 E N Y A 8643234 2018 2018-06-28 2018-06-07 1829 18 BROWNS VALLEY RD CHASE LN 40 N Y A 8474519 2017 2018-06-14 2017-09-09 2105 21 SOSCOL AV IMOLA 20 N N Y A 8982312 2019 2020-01-28 2019-11-03 1355 13 JEFFERSON ST SHERIDAN DR 350 S N N A 9126816 2020 2020-10-05 2020-07-15 2212 22 MAIN ST YOUNT ST 200 N N Y A 8376062 2017 2018-04-17 2017-05-16 445 4 RT 29 RT 12 10 S N Y A 8848122 2019 2019-05-10 2019-04-06 1105 11 JEFFERSON ST SHERIDAN DR 0 Y Y B 8034217 2016 2016-05-12 2016-05-01 1232 12 MAIN ST 3RD ST 50 N N Y A 8996432 2019 2020-02-08 2019-12-07 1345 13 SOSCOL AV LINCOLN AV 0 Y Y C 8519504 2017 2018-01-05 2017-12-16 121 1 MAIN ST 2ND ST 50 N N Y A 8876769 2019 2019-06-14 2019-06-03 1102 11 REDWOOD RD SOLANO AV 55 E N Y A 8293858 2017 2017-08-04 2017-01-20 1902 19 RT 29 TROWER AV 150 N N Y B 8546139 2018 2018-07-30 2018-01-09 649 6 RT 29 TROWER AV 200 S N Y C 9093429 2020 2020-07-23 2020-04-04 1436 14 SILVERADO TRL 1ST ST 100 N N Y C 8839610 2019 2019-04-17 2019-04-07 204 2 SOLANO AV KAYWOODIE ST 200 S N Y B 8193227 2016 2016-12-23 2016-11-29 2018 20 SOSCOL AV 7TH ST 25 N N Y A 8319703 2017 2017-03-09 2017-02-07 829 8 SOSCOL AV CENTRAL AV 50 N N Y C 8864412 2019 2019-08-27 2019-05-20 2114 21 SOSCOL AV SHETLER AV 175 S N Y A 8519784 2017 2018-01-04 2017-12-09 1245 12 BROWNS VALLEY RD THOMPSON AV 528 E N N A 8649682 2018 2018-11-02 2018-07-13 2301 23 RT 29 TROWER AV 0 Y Y A 8590288 2018 2018-05-29 2018-03-16 615 6 SOSCOL AV IMOLA AV 90 S N Y A 8613015 2018 2018-05-10 2018-04-23 1717 17 LINCOLN AV SOSCOL AV 20 W N Y A 8045058 2016 2016-05-20 2016-05-03 1120 11 REDWOOD RD SOLANO AV 0 Y Y A 8301645 2017 2017-08-04 2017-01-23 1752 17 RT 29 SALVADOR AV 150 N N Y A 8053966 2016 2017-02-18 2016-05-20 1534 15 RT 29 SIERRA AV 275 N N N A 9041105 2020 2020-03-11 2020-01-25 2043 20 S FREEWAY DR COLINA CT 300 S N N C 8494575 2017 2017-12-05 2017-11-01 1901 19 SOLANO AVE HACIENDA DR 30 S N Y A 8920792 2019 2019-08-26 2019-08-06 1734 17 SOSCOL AV JACKSON ST 260 S N N A 90534374 2017 2017-08-25 2017-08-19 1154 11 SR-29 N/B SIERRA AVE 520 S N N A 8472276 2017 2017-10-25 2017-08-30 956 9 TRANCAS ST CLAREMONT DR 153 W N Y A 8479386 2017 2017-11-06 2017-09-21 1535 15 TRANCAS ST SOSCOL AV 400 N N A 8554385 2018 2018-08-08 2018-02-10 1007 10 RT 29 SALVADOR AV 0 Y Y A 8550931 2018 2018-02-15 2018-01-27 1629 16 SILVERADO TRL HENNESSEY ST 1320 S N N A 8121136 2016 2016-09-23 2016-09-01 1951 19 SOLANO AV KATHLEEN DR 100 N N Y A 8283871 2016 2017-01-23 2016-12-28 848 8 SOSCOL AV 8TH ST 300 S N N B 8094281 2016 2017-03-02 2016-07-15 900 9 W IMOLA AV RT 29 SB OFF RAMP 40 W N Y B 8030880 2016 2016-05-05 2016-04-17 2001 20 CALIFORNIA BL PUEBLO AV 40 S N Y A 8652109 2018 2018-07-27 2018-06-17 216 2 MAIN ST LINCOLN AV 500 N N N A 9020657 2019 2020-09-11 2019-12-12 1221 12 RT 29 TROWER AV 50 S N Y B 8418558 2017 2018-05-10 2017-07-15 1440 14 SALVADOR AV RT 29 0 Y Y A 9167170 2020 2020-12-17 2020-10-04 1334 13 1ST ST CHELSEA AV 50 E N Y A 8906726 2019 2019-08-06 2019-07-20 154 1 FREEWAY DR COLINA CT 200 S N Y A 7206877 2016 2017-02-13 2016-02-21 1646 16 RT 29 TROWER AV 0 Y Y A 8483778 2017 2017-11-17 2017-10-29 846 8 SILVERADO TRL LINCOLN AV 56 S N Y A 8003081 2016 2016-03-24 2016-03-09 1342 13 SOSCOL AV LA HOMA DR 300 S N N B 9003724 2020 2020-11-20 2020-01-04 1707 17 IMOLA AV SOSCOL AV 0 Y Y A 8519321 2017 2018-06-28 2017-12-09 727 7 SILVERADO TR CLARK ST 0 Y Y A 7169556 2016 2016-01-28 2016-01-09 1040 10 SOSCOL AV KANSAS AV 500 S N N B 9178419 2020 2021-01-06 2020-10-29 1903 19 TRANCAS ST CALIFORNIA BL 100 W N Y A 8949738 2019 2019-10-07 2019-09-18 648 6 SOLANO AV VERNA DR 315 N N N C 8664657 2018 2018-07-31 2018-07-14 1735 17 SOLANO AV W LINCOLN AV 500 N N N A ATTACHMENT 2

Page 19 of 109 ends

C N Y
- Y NAP 4 121 - - 6.01 I 6 S N
- Y NAP 4 121 - - 8.24 H - N N
- N N
- N Y
- N Y
- N Y
ATTACHMENT 2

Page 20 of 109 ends

CASE_ID
8729207
8674164
8409970
8104664
8067097
8876513
8341913
7184000
8846552
9104755
8622268
8346573
9115098
8643234
8474519
8982312
9126816
8376062
8848122
8034217
8996432
8519504
8876769
8293858
8546139
9093429
8839610
8193227
8319703
8864412
8519784
8649682
8590288
8613015
8045058
8301645
8053966
9041105
8494575
8920792
90534374
8472276
8479386
8554385
8550931
8121136
8283871
8094281
8030880
8652109
9020657
8418558
9167170
8906726
7206877
8483778
8003081
9003724
8519321
7169556
9178419
8949738
8664657
COLLISIO_1 Severity_1 Severity_2 Severity_3 Severity_4 EPDO_Score NUMBER_KIL NUMBER_INJ PARTY_COUN PRIMARY_CO PCF_CODE_O PCF_VIOL_C PCF_VIOLAT 4 0 0 0 1 6 0 2 2 D - 0 0
4 0 0 0 1 6 0 2 2 A - 1 23152
4 0 0 0 1 6 0 1 2 A - 9 21804
4 0 0 0 1 6 0 1 2 A - 10 21950
3 0 0 1 0 11 0 1 1 A - 1 23152
4 0 0 0 1 6 0 2 2 A - 9 21801
4 0 0 0 1 6 0 1 1 A - 3 22350
3 0 0 1 0 11 0 1 1 A - 1 23152
3 0 0 1 0 11 0 2 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 2 2 A - 8 22107
2 0 1 0 0 165 0 1 2 A - 8 22107
3 0 0 1 0 11 0 2 2 A - 1 23152
4 0 0 0 1 6 0 2 2 A - 3 22350
4 0 0 0 1 6 0 2 3 A - 1 23153
4 0 0 0 1 6 0 1 2 A - 9 21804
2 0 1 0 0 165 0 1 4 A - 1 23152
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 2 2 A - 12 21453
4 0 0 0 1 6 0 1 2 A - 1 23152
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 1 2 A - 8 22107
4 0 0 0 1 6 0 1 2 A - 5 21202
3 0 0 1 0 11 0 3 4 A - 1 23153
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 1 1 A - 1 23152
4 0 0 0 1 6 0 1 2 A - 8 22107
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 8 22107
3 0 0 1 0 11 0 1 1 C - 18 0
4 0 0 0 1 6 0 1 2 A - 1 23152
3 0 0 1 0 11 0 1 2 A - 8 22107
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 1 2 A - 10 21950
3 0 0 1 0 11 0 1 4 A - 3 22350
3 0 0 1 0 11 0 5 3 A - 3 22350
4 0 0 0 1 6 0 1 1 A - 8 22107
3 0 0 1 0 11 0 2 2 A - 1 23152
3 0 0 1 0 11 0 1 3 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 1 2 A - 5 21650
4 0 0 0 1 6 0 1 2 A - 9 21801
3 0 0 1 0 11 0 1 2 A - 12 21453
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 3 5 A - 5 21460
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 1 1 B - 22 0
4 0 0 0 1 6 0 2 2 A - 3 22350
4 0 0 0 1 6 0 1 3 A - 1 23152
4 0 0 0 1 6 0 1 3 A - 3 22350
3 0 0 1 0 11 0 2 2 A - 12 21453
4 0 0 0 1 6 0 2 2 A - 9 21801
4 0 0 0 1 6 0 1 1 A - 8 22107
3 0 0 1 0 11 0 1 3 A - 1 23152
4 0 0 0 1 6 0 3 2 A - 9 21801
3 0 0 1 0 11 0 1 1 A - 1 23152
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 3 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 9 21801
3 0 0 1 0 11 0 1 1 A - 3 22350
2 0 1 0 0 165 0 2 2 A - 1 23152
ATTACHMENT 2

Page 21 of 109 ends

Page 22 of 109 ends

Page 23 of 109 ends

CASE_ID
8729207
8674164
8409970
8104664
8067097
8876513
8341913
7184000
8846552
9104755
8622268
8346573
9115098
8643234
8474519
8982312
9126816
8376062
8848122
8034217
8996432
8519504
8876769
8293858
8546139
9093429
8839610
8193227
8319703
8864412
8519784
8649682
8590288
8613015
8045058
8301645
8053966
9041105
8494575
8920792
90534374
8472276
8479386
8554385
8550931
8121136
8283871
8094281
8030880
8652109
9020657
8418558
9167170
8906726
7206877
8483778
8003081
9003724
8519321
7169556
9178419
8949738
8664657
COUNT_BICY COUNT_BI_1 COUNT_MC_K COUNT_MC_I PRIMARY_RA SECONDARY1 COUNTY CITY Longitude Latitude 0 0 0 0 - - NAPA NAPA 38.28193 -122.30006
0 0 0 0 - - NAPA NAPA 38.28055 -122.27469
0 0 0 0 - - NAPA NAPA 38.31292 -122.29709
0 0 0 0 - - NAPA NAPA 38.321 -122.31028
0 0 0 0 - - NAPA NAPA 38.30285 -122.27666
0 0 0 0 - - NAPA NAPA 38.29194 -122.27518
0 0 0 0 - - NAPA NAPA 38.31818 -122.28519
0 0 0 0 - - NAPA NAPA 38.32341 -122.29665
0 0 0 0 - - NAPA NAPA 38.28134 -122.28191
0 0 0 0 - - NAPA NAPA 38.25754 -122.30263
0 0 0 0 - - NAPA NAPA 38.29205 -122.27521
0 0 0 0 - - NAPA NAPA 38.31824 -122.28519
0 0 0 0 - - NAPA NAPA 38.30067 -122.31086
0 0 0 0 - - NAPA NAPA 38.30449 -122.32683
0 0 0 0 - - NAPA NAPA 38.28053 -122.2745
0 0 0 0 - - NAPA NAPA 38.31841 -122.29866
0 0 0 0 - - NAPA NAPA 38.30452 -122.2898
0 0 0 0 - - NAPA NAPA 38.25779 -122.30276
0 0 0 0 - - NAPA NAPA 38.31935 -122.29893
0 0 0 0 - - NAPA NAPA 38.2979 -122.28443
0 0 0 0 - - NAPA NAPA 38.31025 -122.28526
0 0 0 0 - - NAPA NAPA 38.29864 -122.28505
0 1 0 0 - - NAPA NAPA 38.32103 -122.31009
0 0 0 0 - - NAPA NAPA 38.33084 -122.31748
0 0 0 0 - - NAPA NAPA 38.32951 -122.31603
0 0 0 0 - - NAPA NAPA 38.3035 -122.27736
0 0 0 0 - - NAPA NAPA 38.32769 -122.3152
0 0 0 0 - - NAPA NAPA 38.29555 -122.28015
0 0 0 0 - - NAPA NAPA 38.31424 -122.2852
0 0 0 0 - - NAPA NAPA 38.28189 -122.27428
0 0 0 0 - - NAPA NAPA 38.30369 -122.32134
0 0 0 0 - - NAPA NAPA 38.33046 -122.31685
0 0 0 0 - - NAPA NAPA 38.28057 -122.2743
0 0 0 0 - - NAPA NAPA 38.31025 -122.28533
0 0 0 0 - - NAPA NAPA 38.321 -122.31028
0 0 0 0 - - NAPA NAPA 38.3401 -122.32474
0 0 0 0 - - NAPA NAPA 38.32745 -122.31428
0 0 0 0 - - NAPA NAPA 38.28349 -122.30112
0 0 0 0 - - NAPA NAPA 38.34278 -122.32665
0 0 0 1 - - NAPA NAPA 38.30786 -122.2852
0 0 0 0 - - NAPA NAPA 38.32608 -122.31311
0 1 0 0 - - NAPA NAPA 38.32222 -122.30345
0 0 0 0 - - NAPA NAPA 38.32476 -122.28886
0 0 0 0 - - NAPA NAPA 38.33979 -122.32433
0 0 0 0 - - NAPA NAPA 38.29416 -122.27567
0 0 0 0 - - NAPA NAPA 38.31715 -122.30801
0 0 0 0 - - NAPA NAPA 38.29403 -122.27908
0 0 0 1 - SF NAPA NAPA 38.28194 -122.30178
0 0 0 0 - - NAPA NAPA 38.31434 -122.30457
0 0 0 0 - - NAPA NAPA 38.31018 -122.29368
0 0 0 0 - - NAPA NAPA 38.33046 -122.31685
0 0 0 0 - - NAPA NAPA 38.3397 -122.3245
0 0 0 0 - - NAPA NAPA 38.30071 -122.31102
0 0 0 0 - - NAPA NAPA 38.28375 -122.30102
0 0 0 1 - - NAPA NAPA 38.33049 -122.31717
0 0 0 0 - - NAPA NAPA 38.31052 -122.27654
0 0 0 0 - - NAPA NAPA 38.32006 -122.2852
0 0 0 0 - - NAPA NAPA 38.28055 -122.27469
0 0 0 0 - - NAPA NAPA 38.31055 -122.2765
0 0 0 0 - - NAPA NAPA 38.28381 -122.27458
0 0 0 0 - - NAPA NAPA 38.32174 -122.3062
0 0 0 1 - - NAPA NAPA 38.31876 -122.30866
0 0 0 0 - - NAPA NAPA 38.3075 -122.30532
ATTACHMENT 2

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CASE_ID ACCIDENT_Y PROC_DATE COLLISION_ COLLISION1 Hour PRIMARY_RD SECONDARY_ DISTANCE DIRECTION INTERSECTI Intersec_1 WEATHER_1 8136113 2016 2016-10-06 2016-09-23 1006 10 SOSCAL AV SILVERADO TRL 130 N N Y A 8152406 2016 2016-10-31 2016-10-11 2045 20 1ST ST CHELSEA AV 500 E N N A 8337976 2017 2017-04-03 2017-03-18 1329 13 BROWNS VALLEY RD ROBINSON LN 500 W N N B 8535256 2018 2018-08-10 2018-01-03 1841 18 IMOLA AV RT 29 0 Y Y A 9126814 2020 2020-10-05 2020-07-09 1621 16 IMOLA AV SOSCOL AV 0 Y Y A 8557225 2018 2018-02-16 2018-02-03 1919 19 MAIN ST CAYMUS ST 43 N N Y A 8959534 2019 2020-02-25 2019-10-22 2241 22 RT 29 TROWER AV 20 S N Y A 9104153 2020 2020-11-12 2020-05-23 1141 11 SILVERADO TRL LINCOLN AV 300 S N N A 9098200 2020 2020-10-30 2020-05-02 2102 21 SOLANO AV DUNHILL ST 50 E N Y A 8904543 2019 2019-09-09 2019-08-12 1534 15 SOSCOL AV LINCOLN AV 80 S N Y A 9151967 2020 2020-11-24 2020-09-06 2049 20 CALIFORNIA BL PUEBLO AV 30 S N Y A 8929120 2019 2019-09-11 2019-08-06 1848 18 LINCOLN AV SOSCOL AV 750 E N N A 8727083 2018 2019-01-14 2018-10-05 2327 23 RT 12 RT 29 0 Y Y A 8858778 2019 2019-08-26 2019-05-03 1833 18 RT 29 SALVADOR AV 300 N N N A 9130621 2020 2020-11-05 2020-06-18 2500 25 SOLANO AV LINCOLN AV 219 N N Y A 8087481 2016 2016-07-25 2016-07-11 653 6 SOLANO AV W PUEBLO AV 65 S N Y A 8142332 2016 2016-11-08 2016-08-25 1546 15 JEFFERSON ST LINCOLN AV 15 S N Y A 9185520 2020 2021-02-01 2020-11-10 1520 15 LINCOLN AV SOSCOL AV 410 E N N A 8666831 2018 2018-08-10 2018-05-19 34 0 RT 12 RT 29 0 Y Y A 8808453 2018 2019-09-05 2018-10-19 1859 18 SILVERADO TRL SOUSA LN 323 N N N A 8809597 2019 2019-05-14 2019-02-19 2120 21 SOSCOL AV SHETLER AV 35 N N Y A 9065285 2020 2020-09-25 2020-03-12 642 6 W IMOLA AV RT 29 0 Y Y A 8859447 2019 2019-05-23 2019-05-11 1903 19 JEFFERSON ST MENLO AV 130 N N Y A 9121754 2020 2020-09-09 2020-06-26 2211 22 JEFFERSON ST SECOND ST 5 N N Y A 8118128 2016 2016-09-12 2016-08-26 816 8 SOSCOL AV LINCOLN AV 36 N N Y A 8350903 2017 2018-04-23 2017-04-09 1231 12 SOSCOL AV SILVERADO TRL 55 S N Y A 8323504 2017 2017-03-16 2017-02-23 1500 15 REDWOOD DR SOLANO AV 0 Y Y A 9120221 2020 2020-11-12 2020-06-19 1907 19 RT 29 TROWER AVE 0 Y Y A 8380298 2017 2017-06-02 2017-05-16 1317 13 SOSCOL SHETLER AV 0 Y Y A 9016363 2020 2020-06-09 2020-02-12 759 7 TRANCAS ST JEFFERSON ST 50 W N Y A 8779956 2018 2019-01-31 2018-12-30 1358 13 TRANCAS ST SOSCOL AV 525 W N N A 8440535 2017 2017-09-11 2017-08-17 750 7 W IMOLA AV JEFFERSON ST 30 S N Y A 8172466 2016 2016-11-23 2016-10-23 2057 20 CALIFORNIA BL PUEBLO AV 0 Y Y A 8703316 2018 2018-10-15 2018-08-20 1524 15 JEFFERSON ST PUEBLO AV 120 N N Y A 8094248 2016 2016-08-03 2016-07-21 850 8 SHETLER AV SOSCOL AV 0 Y Y A 8094252 2016 2016-08-03 2016-07-18 1324 13 SILVERADO TRL SOSCOL AV 150 N N Y A 8914725 2019 2019-08-16 2019-07-26 1503 15 SOLANO AV DEVONSHIRE DR 656 S N N A 8928156 2019 2019-09-03 2019-07-31 1653 16 TRANCAS ST JEFFERSON ST 300 E N N A 9034956 2020 2020-11-20 2020-01-20 1955 19 SILVERADO TRL LINCOLN AV 0 Y Y A 7199424 2016 2016-03-30 2016-02-12 1437 14 SOSCOL AV 3RD ST 2112 S N N A 8386708 2017 2018-04-17 2017-06-08 822 8 SOSCOL AV IMOLA AV 50 S N Y B 8157361 2016 2016-11-02 2016-10-21 806 8 TRANCAS ST MONTCLAIR AV 50 W N Y A 8622241 2018 2018-08-23 2018-04-27 1838 18 W IMOLA AV RT 29 INTERSECTION (LIGHT) 0 Y Y A 8613481 2018 2018-05-04 2018-04-02 1646 16 BROWNS VALLEY RD ROBINSON LN 608 W N N A 8855151 2019 2019-05-10 2019-04-26 1824 18 JEFFERSON ST C ST 251 N N N A 8834588 2019 2019-04-15 2019-03-22 1214 12 LINCOLN AV SOSCOL AV 180 E N Y A 9128224 2020 2020-09-22 2020-07-15 739 7 RT 29 WINE COUNTRY AV 20 N N Y A 8839630 2019 2019-04-17 2019-04-04 1215 12 SHETLER AV SOSCOL AV 0 Y Y B 8310111 2017 2017-02-23 2017-02-03 1321 13 W IMOLA AV SOSCOL AV 25 W N Y C 9115161 2020 2020-09-09 2020-06-18 809 8 1ST ST FREEWAY DR 413 W N N A 8748651 2018 2018-12-14 2018-11-29 849 8 1ST ST LAUREL ST 250 E N Y B 8987725 2019 2020-01-23 2019-11-14 20 0 FREEWAY DR IMOLA AV 250 S N Y A 9125408 2020 2020-09-24 2020-07-15 651 6 RT 29 WINE COUNTRY AV 20 N N Y A 8657010 2018 2018-09-05 2018-07-25 1734 17 SOSCOL AV 8TH ST 550 S N N A 9053029 2020 2020-04-14 2020-02-19 1310 13 SOSCOL AV COSTA DR 95 N N Y A 8935367 2019 2019-10-18 2019-08-28 752 7 TRANCAS ST VILLA LN 370 E N N A 8380306 2017 2018-04-09 2017-05-17 755 7 W IMOLA AV SOUTH JEFFERSON ST 50 W N Y A 8800998 2019 2019-03-20 2019-02-08 712 7 W IMOLA AV SOSCOL AV 0 Y Y B 9039693 2020 2020-10-13 2020-01-31 741 7 IMOLA AV SOSCOL AV 0 Y Y A 8720818 2018 2018-11-08 2018-10-04 1400 14 LINCOLN AV SOSCOL AV 25 W N Y B 8822547 2019 2019-05-07 2019-03-11 2001 20 RT 29 SALVADOR AV 0 Y Y A 8700742 2018 2018-09-27 2018-09-08 2114 21 TRANCAS ST JEFFERSON ST 500 E N N A 8041833 2016 2016-05-27 2016-04-24 2359 23 MAIN ST NAPA ST 10 N N Y A ATTACHMENT 2

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CASE_ID
8136113
8152406
8337976
8535256
9126814
8557225
8959534
9104153
9098200
8904543
9151967
8929120
8727083
8858778
9130621
8087481
8142332
9185520
8666831
8808453
8809597
9065285
8859447
9121754
8118128
8350903
8323504
9120221
8380298
9016363
8779956
8440535
8172466
8703316
8094248
8094252
8914725
8928156
9034956
7199424
8386708
8157361
8622241
8613481
8855151
8834588
9128224
8839630
8310111
9115161
8748651
8987725
9125408
8657010
9053029
8935367
8380306
8800998
9039693
8720818
8822547
8700742
8041833
COLLISIO_1 Severity_1 Severity_2 Severity_3 Severity_4 EPDO_Score NUMBER_KIL NUMBER_INJ PARTY_COUN PRIMARY_CO PCF_CODE_O PCF_VIOL_C PCF_VIOLAT 4 0 0 0 1 6 0 2 4 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 9 21804
3 0 0 1 0 11 0 2 2 A - 4 21703
4 0 0 0 1 6 0 2 3 A - 3 22350
4 0 0 0 1 6 0 2 2 A - 12 21453
4 0 0 0 1 6 0 1 2 A - 16 24002
4 0 0 0 1 6 0 1 2 A - 1 23152
3 0 0 1 0 11 0 2 1 C - 18 0
2 0 1 0 0 165 0 1 2 A - 8 22107
4 0 0 0 1 6 0 1 2 A - 4 21703
3 0 0 1 0 11 0 1 1 A - 1 23152
4 0 0 0 1 6 0 3 2 A - 3 22350
3 0 0 1 0 11 0 2 3 A - 3 22350
3 0 0 1 0 11 0 6 4 A - 3 22350
3 0 0 1 0 11 0 1 1 A - 1 23152
3 0 0 1 0 11 0 1 1 C - 18 0
4 0 0 0 1 6 0 1 2 D - 0 0
3 0 0 1 0 11 0 1 2 A - 9 21804
2 0 1 0 0 165 0 1 1 A - 1 23152
1 1 0 0 0 165 1 0 2 A - 11 21954
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 3 2 A - 12 21453
4 0 0 0 1 6 0 2 2 A - 1 23152
3 0 0 1 0 11 0 1 1 A - 7 21658
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 2 2 A - 8 22107
4 0 0 0 1 6 0 2 2 A - 3 22350
3 0 0 1 0 11 0 2 3 A - 12 21453
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 1 1 A - 1 23152
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 1 23152
3 0 0 1 0 11 0 1 2 A - 8 22107
4 0 0 0 1 6 0 2 3 A - 12 21453
4 0 0 0 1 6 0 1 2 A - 21 22106
4 0 0 0 1 6 0 2 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 5 21460
2 0 1 0 0 165 0 1 2 A - 11 21950
4 0 0 0 1 6 0 1 4 A - 8 22107
3 0 0 1 0 11 0 2 1 A - 3 22350
4 0 0 0 1 6 0 3 2 A - 21 22106
3 0 0 1 0 11 0 1 1 A - 8 22107
4 0 0 0 1 6 0 3 3 A - 3 22350
3 0 0 1 0 11 0 2 2 A - 8 22107
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 9 21804
4 0 0 0 1 6 0 1 2 A - 21 22106
4 0 0 0 1 6 0 1 5 A - 5 21650
4 0 0 0 1 6 0 2 3 A - 1 23153
4 0 0 0 1 6 0 2 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 8 22107
4 0 0 0 1 6 0 2 3 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 12 21453
4 0 0 0 1 6 0 1 2 A - 9 21453
4 0 0 0 1 6 0 1 2 A - 3 22350
2 0 1 0 0 165 0 3 2 D - 0 0
4 0 0 0 1 6 0 1 2 A - 9 21804
4 0 0 0 1 6 0 1 2 A - 17 22517
ATTACHMENT 2

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CASE_ID
8136113
8152406
8337976
8535256
9126814
8557225
8959534
9104153
9098200
8904543
9151967
8929120
8727083
8858778
9130621
8087481
8142332
9185520
8666831
8808453
8809597
9065285
8859447
9121754
8118128
8350903
8323504
9120221
8380298
9016363
8779956
8440535
8172466
8703316
8094248
8094252
8914725
8928156
9034956
7199424
8386708
8157361
8622241
8613481
8855151
8834588
9128224
8839630
8310111
9115161
8748651
8987725
9125408
8657010
9053029
8935367
8380306
8800998
9039693
8720818
8822547
8700742
8041833
COUNT_BICY COUNT_BI_1 COUNT_MC_K COUNT_MC_I PRIMARY_RA SECONDARY1 COUNTY CITY Longitude Latitude 0 0 0 0 - - NAPA NAPA 38.28894 -122.27561
0 0 0 0 - - NAPA NAPA 38.30035 -122.30952
0 0 0 0 - - NAPA NAPA 38.30287 -122.31872
0 0 0 0 - - NAPA NAPA 38.2576 -122.30283
0 0 0 0 - - NAPA NAPA 38.28057 -122.2743
0 0 0 0 - - NAPA NAPA 38.30209 -122.28784
0 0 0 0 - - NAPA NAPA 38.33046 -122.31685
0 0 0 0 - - NAPA NAPA 38.31017 -122.27665
0 1 0 0 - - NAPA NAPA 38.32971 -122.31703
0 0 0 0 - - NAPA NAPA 38.31003 -122.28526
0 0 0 0 - - NAPA NAPA 38.31437 -122.30457
0 0 0 0 - - NAPA NAPA 38.31024 -122.28265
0 0 0 0 - - NAPA NAPA 38.25792 -122.30269
0 0 0 0 - - NAPA NAPA 38.34051 -122.32497
0 0 0 0 - - NAPA NAPA 38.30699 -122.30594
0 0 0 0 - - NAPA NAPA 38.31378 -122.30707
0 0 0 0 - - NAPA NAPA 38.30837 -122.29572
0 0 0 0 - - NAPA NAPA 38.31024 -122.28383
0 0 0 0 - - NAPA NAPA 38.25754 -122.30263
0 0 0 0 - - NAPA NAPA 38.29398 -122.27564
0 0 0 0 - - NAPA NAPA 38.28251 -122.27447
0 0 0 0 - - NAPA NAPA 38.2576 -122.30283
0 0 0 0 - - NAPA NAPA 38.31405 -122.29739
0 0 0 1 - - NAPA NAPA 38.29655 -122.29353
0 0 0 0 - - NAPA NAPA 38.31035 -122.28526
0 0 0 0 - - NAPA NAPA 38.28823 -122.27522
0 0 0 0 - - NAPA NAPA 38.321 -122.31028
0 0 0 0 - - NAPA NAPA 38.33059 -122.31696
0 0 0 0 - - NAPA NAPA 38.28241 -122.27446
0 0 0 0 - - NAPA NAPA 38.32275 -122.3003
0 0 0 0 - - NAPA NAPA 38.32446 -122.29065
0 0 0 0 - - NAPA NAPA 38.28205 -122.2937
0 0 0 0 - - NAPA NAPA 38.31445 -122.3046
0 1 0 0 - - NAPA NAPA 38.316 -122.29794
0 0 0 0 - - NAPA NAPA 38.28241 -122.27446
0 0 0 0 - - NAPA NAPA 38.28853 -122.27523
0 0 0 0 - - NAPA NAPA 38.32536 -122.31309
0 0 0 0 - - NAPA NAPA 38.32297 -122.29911
0 0 0 0 - - NAPA NAPA 38.31068 -122.27645
0 0 0 0 - - NAPA NAPA 38.2935 -122.27871
0 0 0 0 - - NAPA NAPA 38.28055 -122.27469
0 0 0 0 - - NAPA NAPA 38.32335 -122.29699
0 0 0 0 - - NAPA NAPA 38.28196 -122.29982
0 0 0 0 - - NAPA NAPA 38.30299 -122.31907
0 0 0 0 - - NAPA NAPA 38.3037 -122.2944
0 0 0 0 - - NAPA NAPA 38.31024 -122.28463
0 0 0 0 - - NAPA NAPA 38.33647 -122.32179
0 0 0 0 - - NAPA NAPA 38.28241 -122.27446
0 0 0 0 - - NAPA NAPA 38.28058 -122.27439
0 0 0 0 - - NAPA NAPA 38.29982 -122.30734
0 0 0 0 - - NAPA NAPA 38.30132 -122.31349
0 0 0 0 - - NAPA NAPA 38.28191 -122.3026
0 0 0 0 - - NAPA NAPA 38.33636 -122.32197
0 0 0 0 - - NAPA NAPA 38.29343 -122.27866
0 0 0 0 - - NAPA NAPA 38.31547 -122.2852
0 0 0 0 - - NAPA NAPA 38.32423 -122.29197
0 0 0 0 - - NAPA NAPA 38.28198 -122.2951
0 0 0 0 - - NAPA NAPA 38.28057 -122.2743
0 0 0 0 - - NAPA NAPA 38.28055 -122.27469
0 0 0 0 - - NAPA NAPA 38.31025 -122.28535
0 0 0 0 - - NAPA NAPA 38.33979 -122.32433
0 1 0 0 - - NAPA NAPA 38.32309 -122.29843
0 1 0 0 - - NAPA NAPA 38.30269 -122.28834
ATTACHMENT 2

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CASE_ID ACCIDENT_Y PROC_DATE COLLISION_ COLLISION1 Hour PRIMARY_RD SECONDARY_ DISTANCE DIRECTION INTERSECTI Intersec_1 WEATHER_1 8045060 2016 2016-05-19 2016-05-04 1000 10 SOSCOL AV IMOLA AV 20 N N Y B 8773052 2018 2019-01-23 2018-12-21 1134 11 SOSCOL AV PEARL ST 50 S N Y B 9054492 2020 2020-05-28 2020-02-15 1836 18 SOSCOL AV LINCOLN AV 50 N N Y A 9126518 2020 2020-10-05 2020-07-10 1541 15 SOSCOL AV SHELTER AV 100 N N Y A 8319913 2017 2017-08-01 2017-02-18 649 6 IMOLA AV SOSCOL AV 0 Y Y C 8613031 2018 2018-05-09 2018-04-22 1512 15 JEFFERSON ST GEORGE ST 100 S N Y A 9210887 2020 2021-01-13 2020-10-02 2047 20 LINCOLN AV IROQUOIS ST 75 E N Y A 8953938 2019 2019-10-18 2019-09-20 748 7 REDWOOD RD LINDA VISTA AV 150 E N Y A 9190817 2020 2020-12-31 2020-12-01 956 9 SALVADOR AV RT 29 0 Y Y A 8899422 2019 2020-01-29 2019-07-04 1841 18 SILVERADO TRL STONECREST DR 160 N N Y A 8826588 2019 2019-05-14 2019-03-21 2016 20 SOLANO AV TROWER AV 0 Y Y A 8086724 2016 2017-02-09 2016-06-28 1046 10 W IMOLA AV SOUTH COOMBS ST 15 W N Y A 8760688 2018 2019-02-20 2018-12-09 1015 10 RT 29 RT 12 0 Y Y A 8813706 2019 2019-04-23 2019-02-16 2256 22 SILVERADO TRL 1ST ST 500 S N N B 8355393 2017 2018-02-28 2017-03-29 1516 15 STHY 12 STHY29 0 Y Y B 8816422 2019 2019-03-11 2019-02-23 953 9 JEFFERSON ST LINCOLN AV 138 S N Y A 8380350 2017 2017-06-01 2017-05-16 1723 17 JEFFERSON ST PUEBLO AV 75 S N Y B 8486833 2017 2017-11-29 2017-10-27 1810 18 JEFFERSON ST SHERIDAN ST 150 N N Y A 8338210 2017 2017-08-04 2017-03-13 1037 10 RT 12 RT 29 0 Y Y A 9114677 2020 2020-08-31 2020-06-24 1640 16 SOLANO AV REDWOOD RD 700 N N N A 8899434 2019 2019-07-29 2019-07-09 1424 14 BROWNS VALLEY RD ROBINSON LN 650 W N N A 8561901 2018 2018-03-09 2018-02-11 1746 17 JEFFERSON ST SHERIDAN DR 197 N N Y A 8701172 2018 2018-10-24 2018-08-25 803 8 LINCOLN AV SILVERADO TRL 0 Y Y A 9149745 2020 2020-11-25 2020-08-18 537 5 RT 29 TROWER AV 1056 S N N A 8848118 2019 2019-04-26 2019-04-10 1608 16 LINCOLN AV SOSCOL AV 65 E N Y A 8197810 2016 2017-05-22 2016-12-01 1139 11 RT 29 SALVADOR AV 0 Y Y A 8749534 2018 2019-01-29 2018-11-15 1957 19 RT 29 TROWER AV 0 Y Y B 9065745 2020 2020-11-07 2020-05-11 1736 17 SILVERADO TRL HAGEN RD 1100 S N N C 8896711 2019 2020-01-30 2019-07-06 225 2 RT 29 RT 12 0 Y Y A 8808459 2019 2021-05-25 2019-01-30 1827 18 RT 29 TROWER AV 0 Y Y A 8535189 2018 2018-07-30 2018-01-09 924 9 SILVERADO TRL HAGEN RD 950 N N B 8021520 2016 2016-04-14 2016-03-27 7 0 SOSCOL AV LINCOLN AV 100 S N Y A 8935538 2019 2019-09-24 2019-09-02 1026 10 TRANCAS ST OLD SOSCOL WY 440 W N N A 9159346 2020 2020-11-30 2020-09-26 2316 23 TRANCAS ST SOSCOL AV 100 W N Y A 8094787 2016 2016-08-02 2016-07-19 1635 16 JEFFERSON ST SHERIDAN DR 0 Y Y A 9016747 2020 2020-06-04 2020-02-09 1610 16 REDWOOD RD LINDA VISTA AV 100 E N Y A 8713393 2018 2018-11-05 2018-10-15 1725 17 REDWOOD RD SOLANO AV 0 Y Y A 8168359 2016 2017-03-03 2016-11-07 1430 14 RT 12 RT 29 0 Y Y A 8507868 2017 2018-07-06 2017-11-27 500 5 RT 12 RT 29 0 Y Y A 8708008 2018 2018-10-30 2018-09-26 1915 19 SILVERADO TRL LINCOLN AV 75 N N Y A 9200089 2020 2021-03-15 2020-12-03 1409 14 SOSCOL AV 1ST ST 10 S N Y A 8063153 2016 2016-09-28 2016-09-16 1720 17 SOSCOL AV IMPERIAL ST 15 N Y A 9057322 2020 2021-02-04 2020-04-09 1447 14 W IMOLA AV SOUTH COOMBS ST 585 W N N A 8949750 2019 2019-10-07 2019-09-16 733 7 SILVERADO RD HAGEN RD 1626 S N N C 91241854 2020 2020-05-26 2020-05-21 2225 22 SR-29 N/B SIERRA AVE 400 S N N A 8791841 2019 2019-02-26 2019-01-21 644 6 IMOLA AV SOSCOL AV 0 Y Y A 8380286 2017 2017-06-02 2017-05-01 1819 18 MAIN ST YOUNT ST 300 N N N A 8727082 2018 2019-01-14 2018-10-18 916 9 RT 29 WINE COUNTRY AV 0 Y Y A 8657195 2018 2018-09-21 2018-07-20 928 9 SOSCOL AV OIL COMPANY RD 500 S N N A 8049111 2016 2016-06-01 2016-05-20 2229 22 TRANCAS ST CLAREMONT WY 500 E N N A 8743332 2018 2019-01-24 2018-11-15 1647 16 TRANCAS ST OLD SOSCOL WY 440 W N N A 8066886 2016 2017-02-11 2016-06-01 1050 10 W IMOLA AV SOUTH COOMBS ST 15 W N Y A 9015565 2019 2020-02-13 2019-12-16 1533 15 CALIFORNIA BL PUEBLO AV 5 N N Y A 7197272 2016 2016-03-02 2016-02-16 1524 15 JEFFERSON ST CLAY ST 200 N N Y A 8619537 2018 2018-05-24 2018-05-05 1405 14 LINCOLN AV SOSCOL AV 0 Y Y A 9180221 2020 2020-12-01 2020-10-22 1334 13 RT 29 TROWER AV 450 S N N A 8022703 2016 2017-02-17 2016-03-26 1846 18 RT 29 WINE COUNTRY AV 0 Y Y A 8846815 2019 2019-08-23 2019-05-02 1315 13 SILVERADO TRL BERNA AV 25 N N Y A 8123643 2016 2016-11-04 2016-09-05 833 8 SOSCOL AV 6TH ST 84 N N Y A 9001202 2019 2020-01-23 2019-11-28 1745 17 SOSCOL AV LINCOLN AV 15 S N Y A 9178276 2020 2021-02-03 2020-11-02 1057 10 W IMOLA AV SOUTH JEFFERSON ST 100 W N Y A 8529857 2017 2018-01-17 2017-12-21 1709 17 SOSCAL AV TRANCAS ST 305 S N N A 8567628 2018 2018-03-13 2018-02-20 1838 18 SOSCOL AV LINCOLN AV 50 N N Y A ATTACHMENT 2

Page 31 of 109 ends

Page 32 of 109 ends

CASE_ID
8045060
8773052
9054492
9126518
8319913
8613031
9210887
8953938
9190817
8899422
8826588
8086724
8760688
8813706
8355393
8816422
8380350
8486833
8338210
9114677
8899434
8561901
8701172
9149745
8848118
8197810
8749534
9065745
8896711
8808459
8535189
8021520
8935538
9159346
8094787
9016747
8713393
8168359
8507868
8708008
9200089
8063153
9057322
8949750
91241854
8791841
8380286
8727082
8657195
8049111
8743332
8066886
9015565
7197272
8619537
9180221
8022703
8846815
8123643
9001202
9178276
8529857
8567628
COLLISIO_1 Severity_1 Severity_2 Severity_3 Severity_4 EPDO_Score NUMBER_KIL NUMBER_INJ PARTY_COUN PRIMARY_CO PCF_CODE_O PCF_VIOL_C PCF_VIOLAT 4 0 0 0 1 6 0 2 2 A - 3 22350
4 0 0 0 1 6 0 1 3 A - 3 22350
3 0 0 1 0 11 0 2 2 A - 1 23152
3 0 0 1 0 11 0 1 2 A - 3 22350
4 0 0 0 1 6 0 3 2 A - 3 22350
3 0 0 1 0 11 0 2 2 A - 9 21801
2 0 1 0 0 165 0 1 2 A - 11 21456
4 0 0 0 1 6 0 1 2 A - 9 21804
4 0 0 0 1 6 0 2 2 A - 12 21453
4 0 0 0 1 6 0 1 2 A - 3 22350
2 0 1 0 0 165 0 1 2 D - 0 0
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 3 A - 1 23152
3 0 0 1 0 11 0 1 1 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 5 21650
4 0 0 0 1 6 0 3 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 9 21801
4 0 0 0 1 6 0 1 3 A - 3 22350
3 0 0 1 0 11 0 1 1 D - 0 0
4 0 0 0 1 6 0 1 3 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 2 2 A - 9 21801
4 0 0 0 1 6 0 1 4 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 8 22107
4 0 0 0 1 6 0 2 2 A - 3 22350
3 0 0 1 0 11 0 1 1 D - 0 0
3 0 0 1 0 11 0 1 1 A - 1 23152
1 1 0 0 0 165 1 0 2 A - 11 21453
4 0 0 0 1 6 0 1 2 A - 3 22350
2 0 1 0 0 165 0 1 2 A - 11 21954
3 0 0 1 0 11 0 1 2 A - 9 21802
4 0 0 0 1 6 0 1 2 A - 8 22102
4 0 0 0 1 6 0 4 2 A - 9 21801
3 0 0 1 0 11 0 2 1 C - 18 0
4 0 0 0 1 6 0 1 2 A - 9 21801
3 0 0 1 0 11 0 1 2 A - 4 21703
4 0 0 0 1 6 0 2 2 A - 3 22350
2 0 1 0 0 165 0 1 2 A - 11 21950
4 0 0 0 1 6 0 2 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 8 22107
3 0 0 1 0 11 0 1 2 A - 1 23152
4 0 0 0 1 6 0 1 1 A - 3 22350
4 0 0 0 1 6 0 2 1 A - 8 22107
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 1 A - 8 22107
2 0 1 0 0 165 0 1 2 A - 12 21453
4 0 0 0 1 6 0 1 2 A - 8 22107
3 0 0 1 0 11 0 1 2 A - 11 21954
3 0 0 1 0 11 0 1 2 A - 9 21804
4 0 0 0 1 6 0 1 2 A - 3 22350
2 0 1 0 0 165 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
2 0 1 0 0 165 0 2 2 A - 3 22350
3 0 0 1 0 11 0 2 2 A - 3 22350
4 0 0 0 1 6 0 3 3 A - 3 22350
2 0 1 0 0 165 0 1 2 A - 8 22107
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 3 2 A - 3 22350
3 0 0 1 0 11 0 1 1 A - 8 22107
4 0 0 0 1 6 0 1 2 A - 3 22350
ATTACHMENT 2

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CASE_ID
8045060
8773052
9054492
9126518
8319913
8613031
9210887
8953938
9190817
8899422
8826588
8086724
8760688
8813706
8355393
8816422
8380350
8486833
8338210
9114677
8899434
8561901
8701172
9149745
8848118
8197810
8749534
9065745
8896711
8808459
8535189
8021520
8935538
9159346
8094787
9016747
8713393
8168359
8507868
8708008
9200089
8063153
9057322
8949750
91241854
8791841
8380286
8727082
8657195
8049111
8743332
8066886
9015565
7197272
8619537
9180221
8022703
8846815
8123643
9001202
9178276
8529857
8567628
COUNT_BICY COUNT_BI_1 COUNT_MC_K COUNT_MC_I PRIMARY_RA SECONDARY1 COUNTY CITY Longitude Latitude 0 0 0 0 - - NAPA NAPA 38.28062 -122.2743
0 0 0 0 - - NAPA NAPA 38.30156 -122.28436
0 0 0 0 - - NAPA NAPA 38.31039 -122.28526
0 0 0 0 - - NAPA NAPA 38.28272 -122.27437
0 0 0 0 - - NAPA NAPA 38.28055 -122.27469
0 0 0 0 - - NAPA NAPA 38.30986 -122.29617
0 0 0 0 - - NAPA NAPA 38.30943 -122.29
0 0 0 0 - - NAPA NAPA 38.31969 -122.31787
0 0 0 0 - - NAPA NAPA 38.33979 -122.32433
0 0 0 0 - - NAPA NAPA 38.31486 -122.276
0 1 0 0 - - NAPA NAPA 38.33049 -122.31716
0 0 0 0 - - NAPA NAPA 38.28178 -122.28975
0 0 0 0 - - NAPA NAPA 38.25728 -122.30274
0 0 0 0 - - NAPA NAPA 38.30251 -122.27644
0 0 0 0 - - NAPA NAPA 38.25761 -122.30288
0 1 0 0 - - NAPA NAPA 38.30804 -122.29563
0 0 0 0 - - NAPA NAPA 38.31548 -122.29778
0 0 0 0 - - NAPA NAPA 38.31975 -122.29904
0 0 0 1 - - NAPA NAPA 38.25761 -122.30288
0 0 0 1 - - NAPA NAPA 38.32277 -122.31123
0 0 0 0 - - NAPA NAPA 38.30303 -122.3192
0 0 0 0 - - NAPA NAPA 38.31988 -122.29908
0 0 0 0 - - NAPA NAPA 38.31068 -122.27645
0 0 0 0 NO NO NAPA NAPA 38.33059 -122.31696
0 0 0 0 - - NAPA NAPA 38.31025 -122.28503
0 0 0 0 - - NAPA NAPA 38.33944 -122.32434
0 0 0 0 - - NAPA NAPA 38.33046 -122.31685
0 0 0 0 - - NAPA NAPA 38.31789 -122.27367
0 0 0 0 - - NAPA NAPA 38.25761 -122.30288
0 0 0 0 - - NAPA NAPA 38.33059 -122.31696
0 0 0 0 - - NAPA NAPA 38.31828 -122.27354
0 0 0 0 - - NAPA NAPA 38.30998 -122.28525
0 0 0 0 - - NAPA NAPA 38.32487 -122.28668
0 0 0 0 - - NAPA NAPA 38.32471 -122.2892
0 0 0 0 - - NAPA NAPA 38.31935 -122.29893
0 0 0 0 - - NAPA NAPA 38.31966 -122.31804
0 1 0 0 - - NAPA NAPA 38.321 -122.31028
0 0 0 0 - - NAPA NAPA 38.25728 -122.30274
0 0 0 0 - - NAPA NAPA 38.25744 -122.30267
0 0 0 0 - - NAPA NAPA 38.31081 -122.27641
0 0 0 0 - - NAPA NAPA 38.30019 -122.28349
0 0 0 0 - - NAPA NAPA 38.30689 -122.2852
0 0 0 0 - - NAPA NAPA 38.28192 -122.29161
0 0 0 0 - - NAPA NAPA 38.31687 -122.27487
0 0 0 0 - - NAPA NAPA 38.32576 -122.31283
0 0 0 0 - - NAPA NAPA 38.28059 -122.27506
0 0 0 0 - - NAPA NAPA 38.30475 -122.28998
0 0 0 0 - - NAPA NAPA 38.33623 -122.32159
0 0 0 0 - - NAPA NAPA 38.29126 -122.27715
0 0 0 0 - - NAPA NAPA 38.3226 -122.30123
0 0 0 0 - - NAPA NAPA 38.32487 -122.28668
0 0 0 0 - - NAPA NAPA 38.28178 -122.28975
0 0 0 0 - - NAPA NAPA 38.31446 -122.3046
0 0 0 1 - - NAPA NAPA 38.29882 -122.29317
0 0 0 0 - - NAPA NAPA 38.31025 -122.28526
0 0 0 0 - - NAPA NAPA 38.32951 -122.31603
0 0 0 0 - - NAPA NAPA 38.33611 -122.32178
0 0 0 0 - - NAPA NAPA 38.30473 -122.27777
0 0 0 1 - - NAPA NAPA 38.29643 -122.28076
0 0 0 0 - - NAPA NAPA 38.31021 -122.28526
0 0 0 0 - - NAPA NAPA 38.28205 -122.29405
0 0 0 1 - - NAPA NAPA 38.32398 -122.2885
0 0 0 0 - - NAPA NAPA 38.31039 -122.28526
ATTACHMENT 2

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CASE_ID ACCIDENT_Y PROC_DATE COLLISION_ COLLISION1 Hour PRIMARY_RD SECONDARY_ DISTANCE DIRECTION INTERSECTI Intersec_1 WEATHER_1 9205643 2020 2021-02-24 2020-12-03 1804 18 SOSCOL AV IMOLA AV 0 - Y A 8404547 2017 2017-09-15 2017-06-29 2122 21 REDWOOD RD SOLANO AV 225 W N Y A 8779923 2019 2019-02-26 2019-01-05 1500 15 SILVERADO TRL SILVERADO TRL 1868 15 N N Y B 9167781 2020 2021-01-07 2020-10-13 515 5 W IMOLA AV RT 29 0 Y Y A 8657199 2018 2018-09-21 2018-07-24 1644 16 SOSCOL AV 3RD ST 650 S N N A 9107031 2020 2020-11-24 2020-09-02 522 5 SOSCOL AV SHETLER AV 0 Y Y A 9200097 2020 2021-03-15 2020-12-14 659 6 IMOLA AV SOSCOL AV 0 Y Y B 8783376 2018 2019-01-26 2018-12-27 1709 17 JEFFERSON ST I ST 100 S N Y A 9003651 2019 2020-03-03 2019-12-02 2207 22 SALVADOR AV RT 29 0 Y Y B 8067041 2016 2016-06-27 2016-06-03 1247 12 REDWOOD RD SOLANO AV 0 Y Y A 8712544 2018 2018-11-09 2018-10-03 533 5 SOSCOL AV SHETLER AV 135 N N Y B 9215689 2020 2021-02-09 2020-12-30 1503 15 BROWNS VALLEY RD 3107 BROWNS VALLEY RD 25 N N Y A 8141747 2016 2017-02-18 2016-10-02 2228 22 SILVERADO TRL HAGEN RD 100 S N Y A 8858385 2019 2019-05-24 2019-01-15 1842 18 SOSCOL AV LINCOLN AV 226 S N Y C 9121817 2020 2020-09-17 2020-07-06 1426 14 TRANCAS ST CALIFORNIA BL 100 W N Y A 9178284 2020 2020-12-08 2020-10-31 1049 10 IMOLA AV SOSCOL AV 0 Y Y A 8120963 2016 2016-09-16 2016-09-08 1708 17 JEFFERSON ST H ST 30 N N Y A 8692158 2018 2018-10-12 2018-09-04 1739 17 LINCOLN AV SOLANO AV 150 E N Y A 8301830 2017 2017-08-04 2017-01-21 1842 18 RT 29 TROWER AV 0 Y Y B 8927574 2019 2020-01-29 2019-08-20 1330 13 SILVERADO TRL SARATOGA DR 260 S N N A 8323520 2017 2017-03-16 2017-02-24 1008 10 STHY 29 WINE COUNTRY AV 0 Y Y A 8285309 2017 2017-01-26 2017-01-17 1043 10 SHETLER AV SOSCOL AV 0 Y Y B 8664262 2018 2018-08-21 2018-06-26 934 9 RT 29 SALVADOR AV 500 S N N A 8185753 2016 2017-03-03 2016-11-23 1936 19 SALVADOR AV RT 29 0 Y Y A 9025164 2020 2020-03-12 2020-01-13 1605 16 TRANCAS ST CLAREMONT ST 220 W N Y B 8181382 2016 2016-12-06 2016-11-18 803 8 REDWOOD RD SOLANO AV 0 Y Y A 9149600 2020 2020-11-25 2020-08-09 1110 11 RT 29 WINE COUNTRY AV 40 N N Y A 8804116 2019 2019-03-08 2019-02-18 903 9 SOLANO AV MORLAN DR 20 N N Y A 9104149 2020 2021-02-18 2020-05-16 1723 17 W IMOLA AV RT 29 0 Y Y A 9211455 2020 2021-01-14 2020-11-28 1210 12 LINCOLN AV (BLOCK 670) LINCOLN AV 5 N N Y A 8087562 2016 2017-03-02 2016-07-09 1419 14 RT 29 TROWER AV 0 Y Y A 8181366 2016 2016-12-06 2016-11-17 1804 18 CALIFORNIA BL PUEBLO AV 0 Y Y A 9149330 2020 2020-11-10 2020-09-03 1752 17 SOSCOL AV KANSAS AV 100 S N Y A 8708718 2018 2018-10-23 2018-10-09 637 6 TRANCAS ST SOSCOL AV 259 E N N A 8911284 2020 2020-07-07 2020-01-06 826 8 BROWNS VALLEY RD THOMPSON AV 629 E N N A 8974790 2019 2020-02-06 2019-10-22 938 9 SILVERADO TRL 1ST ST 10 N N Y A 8436217 2017 2017-09-15 2017-09-06 1621 16 LINCOLN AV SOSCOL AV 0 Y Y A 8535260 2018 2018-01-23 2018-01-10 1552 15 MAIN ST 1ST ST 110 S N Y B 8472356 2017 2017-10-24 2017-09-14 1637 16 SOSCOL AV SHETLER AV 250 N N Y A 8756223 2018 2019-01-30 2018-12-04 1300 13 JEFFERSON ST TRANCAS ST 306 S N N B 8361031 2017 2017-05-12 2017-04-28 1119 11 SILVERADO TRL SUMMIT AV 110 S N Y A 7183663 2016 2016-08-24 2016-01-23 2239 22 REDWOOD RD SOLANO AV 0 Y Y B 8816410 2019 2019-04-23 2019-02-21 1055 10 RT 29 TROWER AV 90 S N Y A 8928089 2019 2019-10-11 2019-08-15 1532 15 W IMOLA AV SOUTH JEFFERSON ST 385 W N N A 8624439 2018 2018-06-05 2018-05-18 1702 17 REDWOOD RD SOLANO AV 0 Y Y A 8784256 2019 2019-05-29 2019-01-19 1512 15 JEFFERSON ST SHERIDAN 125 S N Y B 8053924 2016 2017-02-18 2016-05-15 1108 11 RT 12 RT 29 0 Y Y A 8029139 2016 2016-04-28 2016-04-18 1438 14 JEFFERSON ST TRANCAS ST 12 S N Y A 8823438 2019 2019-05-07 2019-03-09 1816 18 RT 29 TROWER AV 0 Y Y B 8790912 2019 2019-02-05 2019-01-06 1236 12 JEFFERSON ST PUEBLO AV 280 N N N C 8802795 2019 2019-02-22 2019-02-04 1329 13 REDWOOD RD SOLANO 0 N Y B 8643479 2018 2018-06-27 2018-06-13 1959 19 RT 29 SALVADOR AV 0 Y Y A 8494583 2017 2017-12-05 2017-10-30 715 7 SOLANO AV REDWOOD RD 0 Y Y A 8285317 2017 2017-01-25 2017-01-13 1501 15 TRANCAS ST CLAREMONT WY 150 W N Y A 9008622 2019 2020-02-13 2019-12-11 1330 13 W IMOLA AV RT 29 0 Y Y C 9180769 2020 2021-02-04 2020-11-03 1152 11 TRANCAS ST CALIFORNIA BL 187 W N Y A 8982304 2019 2020-01-23 2019-11-15 929 9 REDWOOD RD DOVER ST 128 E N Y A 8851559 2019 2019-05-03 2019-04-25 1549 15 SOSCOL AV TRANCAS ST 500 S N N A 8519268 2017 2018-01-03 2017-11-29 730 7 1ST ST CHELSEA AV 305 E N N A 7181855 2016 2016-02-18 2016-01-14 1506 15 CALIFORNIA BL PUEBLO AV 0 Y Y C 8361023 2017 2017-05-12 2017-04-27 1641 16 IMOLA AV SOUTH COOMBS ST 150 W N Y A 8115438 2016 2016-09-01 2016-08-08 1856 18 IMOLA AV SOSCOL AV 0 Y Y A 8104711 2016 2016-08-26 2016-08-15 1123 11 JEFFERSON ST LINCOLN AV 15 S N Y A ATTACHMENT 2

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C N N
- N N
- Y NAP 4 121 - - 9.05 H - S Y

G N N
- N N
- N Y
- N Y
- N Y
C Y NAP 4 29 - - 13.86 I 5 S Y
- Y NAP 4 121 - - 6.82 H - N N
- N Y
- N Y
- Y NAP 4 29 - - 14.52 H - N Y
- Y NAP 4 29 - - 14.61 I 5 N Y
- N N
- N N
- Y NAP 4 29 - - 14.33 H - S N
- N Y
- Y NAP 4 121 - R 4.52 H - S Y
- N Y
- Y NAP 4 29 - - 13.86 I 5 S Y
- N Y
- N Y
- N Y
- N Y
- Y NAP 4 121 - - 7.71 H - S Y
- N Y
- N Y
- N N
- N N
- N Y
- N Y
- Y NAP 4 29 - - 13.84 H - N Y
- N Y
- N Y
- N Y
- Y NAP 4 29 - R 8.65 H - N N
- N N
C Y NAP 4 29 - - 13.85 H - N Y
- N Y
- N N
- Y N
- N N
- N Y
- N Y
- N Y
- N Y
- N Y
- N N
- N N
- N N
- N Y
- N N
ATTACHMENT 2

Page 38 of 109 ends

CASE_ID
9205643
8404547
8779923
9167781
8657199
9107031
9200097
8783376
9003651
8067041
8712544
9215689
8141747
8858385
9121817
9178284
8120963
8692158
8301830
8927574
8323520
8285309
8664262
8185753
9025164
8181382
9149600
8804116
9104149
9211455
8087562
8181366
9149330
8708718
8911284
8974790
8436217
8535260
8472356
8756223
8361031
7183663
8816410
8928089
8624439
8784256
8053924
8029139
8823438
8790912
8802795
8643479
8494583
8285317
9008622
9180769
8982304
8851559
8519268
7181855
8361023
8115438
8104711
COLLISIO_1 Severity_1 Severity_2 Severity_3 Severity_4 EPDO_Score NUMBER_KIL NUMBER_INJ PARTY_COUN PRIMARY_CO PCF_CODE_O PCF_VIOL_C PCF_VIOLAT 2 0 1 0 0 165 0 1 2 C - 18 0
1 1 0 0 0 165 1 0 2 A - 11 21954
4 0 0 0 1 6 0 1 1 A - 8 22107
4 0 0 0 1 6 0 1 2 A - 12 21453
3 0 0 1 0 11 0 1 2 D - 0 0
4 0 0 0 1 6 0 2 2 A - 12 21453
4 0 0 0 1 6 0 1 3 A - 12 21453
4 0 0 0 1 6 0 2 2 A - 9 21801
4 0 0 0 1 6 0 2 2 D - 0 0
3 0 0 1 0 11 0 1 2 A - 10 21950
2 0 1 0 0 165 0 1 2 A - 11 21955
4 0 0 0 1 6 0 1 4 A - 3 22350
2 0 1 0 0 165 0 1 2 A - 1 23152
2 0 1 0 0 165 0 1 2 A - 11 21954
4 0 0 0 1 6 0 1 2 A - 9 21801
3 0 0 1 0 11 0 2 3 A - 8 22107
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 2 3 A - 3 22350
3 0 0 1 0 11 0 3 2 A - 12 21453
4 0 0 0 1 6 0 1 3 A - 3 22350
4 0 0 0 1 6 0 2 3 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 12 21453
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 D - 0 0
4 0 0 0 1 6 0 1 2 A - 5 21650
3 0 0 1 0 11 0 1 2 A - 10 21950
3 0 0 1 0 11 0 1 3 A - 3 22350
4 0 0 0 1 6 0 3 2 A - 3 22350
4 0 0 0 1 6 0 2 3 A - 3 22350
1 1 0 0 0 165 1 0 1 C - 18 0
4 0 0 0 1 6 0 1 2 A - 12 21453
3 0 0 1 0 11 0 1 2 A - 12 22450
4 0 0 0 1 6 0 2 3 A - 0 0
4 0 0 0 1 6 0 1 2 A - 9 21804
1 1 0 0 0 165 1 0 1 C - 18 0
4 0 0 0 1 6 0 2 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 12 21453
4 0 0 0 1 6 0 1 2 A - 9 21804
4 0 0 0 1 6 0 3 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 10 21952
4 0 0 0 1 6 0 1 2 A - 3 22350
3 0 0 1 0 11 0 2 2 A - 12 21453
4 0 0 0 1 6 0 2 3 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 12 21453
3 0 0 1 0 11 0 1 2 C - 18 0
4 0 0 0 1 6 0 1 2 D - 0 0
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 2 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 9 21804
3 0 0 1 0 11 0 1 2 A - 8 22107
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 10 21950
4 0 0 0 1 6 0 1 2 A - 9 21801
3 0 0 1 0 11 0 1 3 A - 12 21453
3 0 0 1 0 11 0 1 2 A - 9 21801
4 0 0 0 1 6 0 3 2 A - 8 22107
3 0 0 1 0 11 0 1 2 A - 9 21804
4 0 0 0 1 6 0 1 3 A - 8 22107
4 0 0 0 1 6 0 1 2 A - 10 21950
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 3 A - 9 21453
4 0 0 0 1 6 0 1 2 A - 3 22350
ATTACHMENT 2

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Page 40 of 109 ends

Page 41 of 109 ends

CASE_ID
9205643
8404547
8779923
9167781
8657199
9107031
9200097
8783376
9003651
8067041
8712544
9215689
8141747
8858385
9121817
9178284
8120963
8692158
8301830
8927574
8323520
8285309
8664262
8185753
9025164
8181382
9149600
8804116
9104149
9211455
8087562
8181366
9149330
8708718
8911284
8974790
8436217
8535260
8472356
8756223
8361031
7183663
8816410
8928089
8624439
8784256
8053924
8029139
8823438
8790912
8802795
8643479
8494583
8285317
9008622
9180769
8982304
8851559
8519268
7181855
8361023
8115438
8104711
COUNT_BICY COUNT_BI_1 COUNT_MC_K COUNT_MC_I PRIMARY_RA SECONDARY1 COUNTY CITY Longitude Latitude 0 0 0 0 - - NAPA NAPA 38.28057 -122.2743
0 0 0 0 - - NAPA NAPA 38.32087 -122.31105
0 0 0 0 - - NAPA NAPA 38.31828 -122.27354
0 0 0 0 - SF NAPA NAPA 38.28192 -122.30024
0 0 0 1 - - NAPA NAPA 38.297 -122.28121
0 0 0 0 - - NAPA NAPA 38.28242 -122.27434
0 0 0 0 - - NAPA NAPA 38.28057 -122.2743
0 0 0 0 - - NAPA NAPA 38.30757 -122.2955
0 0 0 0 - - NAPA NAPA 38.33979 -122.32433
0 0 0 0 - - NAPA NAPA 38.321 -122.31028
0 0 0 0 - - NAPA NAPA 38.28278 -122.27449
0 0 0 0 - - NAPA NAPA 38.30335 -122.32015
0 0 0 0 - - NAPA NAPA 38.32006 -122.27223
0 0 0 0 - - NAPA NAPA 38.30963 -122.28524
0 0 0 0 - - NAPA NAPA 38.32174 -122.3062
0 0 0 0 - - NAPA NAPA 38.28057 -122.2743
0 0 0 0 - - NAPA NAPA 38.3071 -122.29537
0 0 0 0 - - NAPA NAPA 38.30662 -122.30581
0 0 0 0 - - NAPA NAPA 38.33049 -122.31717
0 0 0 0 - - NAPA NAPA 38.29185 -122.27512
0 0 0 0 - - NAPA NAPA 38.33617 -122.32178
0 0 0 0 - - NAPA NAPA 38.28241 -122.27446
0 0 0 0 - - NAPA NAPA 38.33867 -122.32352
0 0 0 0 - - NAPA NAPA 38.33979 -122.32433
0 1 0 0 - - NAPA NAPA 38.32219 -122.30368
0 0 0 0 - - NAPA NAPA 38.321 -122.31028
0 0 0 0 - - NAPA NAPA 38.33624 -122.32188
0 0 0 0 - - NAPA NAPA 38.31285 -122.30679
0 0 0 0 - - NAPA NAPA 38.28196 -122.30002
0 0 0 0 - - NAPA NAPA 38.31026 -122.28317
0 0 0 0 - - NAPA NAPA 38.33049 -122.31717
0 0 0 0 - - NAPA NAPA 38.31445 -122.3046
0 0 0 0 - - NAPA NAPA 38.28491 -122.27466
0 0 0 0 - - NAPA NAPA 38.32483 -122.28796
0 0 0 0 - - NAPA NAPA 38.30362 -122.32099
0 0 0 0 - - NAPA NAPA 38.30363 -122.27745
0 0 0 0 - - NAPA NAPA 38.31025 -122.28526
0 0 0 0 - - NAPA NAPA 38.29894 -122.28528
0 0 0 0 - - NAPA NAPA 38.2831 -122.27451
0 0 0 0 - - NAPA NAPA 38.32202 -122.29968
0 0 0 0 - - NAPA NAPA 38.30837 -122.27733
0 0 0 0 - - NAPA NAPA 38.321 -122.31028
0 0 0 0 - - NAPA NAPA 38.33035 -122.31675
0 0 0 0 - - NAPA NAPA 38.28204 -122.29504
0 0 0 0 - - NAPA NAPA 38.321 -122.31028
0 0 0 0 - - NAPA NAPA 38.31902 -122.29884
0 0 0 0 - - NAPA NAPA 38.25744 -122.30267
0 0 0 0 - - NAPA NAPA 38.32275 -122.30011
0 0 0 0 - - NAPA NAPA 38.33046 -122.31685
0 0 0 0 - - NAPA NAPA 38.31643 -122.29807
0 1 0 0 - - NAPA NAPA 38.321 -122.31028
0 0 0 0 - - NAPA NAPA 38.33952 -122.3244
0 1 0 0 - - NAPA NAPA 38.321 -122.31028
0 0 0 0 - - NAPA NAPA 38.32223 -122.30344
0 0 0 0 - - NAPA NAPA 38.28192 -122.30024
0 0 0 0 - - NAPA NAPA 38.32169 -122.3065
0 0 0 0 - - NAPA NAPA 38.32012 -122.31529
0 0 0 0 - - NAPA NAPA 38.32353 -122.28812
0 0 0 0 - - NAPA NAPA 38.30051 -122.31017
0 0 0 0 - - NAPA NAPA 38.31445 -122.3046
0 0 0 0 - - NAPA NAPA 38.28182 -122.28962
0 0 0 0 - - NAPA NAPA 38.28057 -122.2743
0 0 0 0 - - NAPA NAPA 38.30837 -122.29572
ATTACHMENT 2

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CASE_ID ACCIDENT_Y PROC_DATE COLLISION_ COLLISION1 Hour PRIMARY_RD SECONDARY_ DISTANCE DIRECTION INTERSECTI Intersec_1 WEATHER_1 8791250 2019 2019-02-11 2019-01-19 1800 18 JEFFERSON ST PARK AV 30 S N Y A 8806116 2019 2019-02-26 2019-02-07 1724 17 JEFFERSON ST PUEBLO AV 150 S N Y A 8767825 2018 2019-01-08 2018-12-10 1153 11 JEFFERSON ST SHERIDAN DR 0 Y Y A 9130079 2020 2020-11-09 2020-08-02 536 5 LINCOLN AV SOSCOL AV 0 Y Y E 8783687 2019 2019-02-02 2019-01-15 829 8 REDWOOD RD SOLANO AV 0 Y Y B 8916224 2019 2020-06-04 2019-07-26 1448 14 RT 12 RT 29 0 Y Y A 8053928 2016 2017-02-18 2016-05-30 1600 16 RT 29 SALVADOR AV 150 N N Y A 8849044 2019 2019-08-26 2019-04-23 1640 16 RT 29 SALVADOR AV 30 N N Y A 9109629 2020 2020-08-26 2020-06-01 213 2 S FREEWAY DR IMOLA AV 300 N N N A 8920796 2019 2019-08-27 2019-08-05 1805 18 SOSCOL AV KANSAS AV 500 N N N A 8791888 2019 2019-02-26 2019-01-21 617 6 SOSCOL AV W IMOLA AV 200 N N Y A 8294001 2017 2017-02-01 2017-01-24 1212 12 TRANCAS ST CALIFORNIA BL 30 E N Y A 8938475 2019 2019-09-25 2019-08-30 1830 18 TRANCAS ST JEFFERSON ST 15 N Y A 9082848 2020 2020-09-25 2020-03-12 1738 17 TRANCAS ST TRANCAS ST 1558 2 N N Y A 8773621 2018 2019-01-31 2018-12-21 2045 20 W IMOLA AV GASSER DR 10 N Y A 8985663 2019 2020-03-02 2019-11-20 1811 18 W IMOLA AV HOOVER ST 295 E N N A 8604626 2018 2018-05-16 2018-04-20 1450 14 PUEBLO AV CALIFORNIA BL 0 Y Y A 9020653 2019 2020-09-11 2019-12-12 2104 21 RT 121 RT 29 20 W N Y E ATTACHMENT 2

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CASE_ID
8791250
8806116
8767825
9130079
8783687
8916224
8053928
8849044
9109629
8920796
8791888
8294001
8938475
9082848
8773621
8985663
8604626
9020653
WEATHER_2 STATE_HWY_ CALTRANS_C CALTRANS_D STATE_ROUT ROUTE_SUFF POSTMILE_P POSTMILE LOCATION_T RAMP_INTER SIDE_OF_HW TOW_AWAY - N N
- N N
- N Y
- N N

C N N
- Y NAP 4 29 - R 8.64 H - N N
- Y NAP 4 29 - - 14.64 H - S N
- Y NAP 4 29 - - 14.62 H - S N
- N Y
- N N
- Y NAP 4 121 - - 6.03 H - S N
- N N
- N N
- N N
- Y NAP 4 121 - R 5.67 I 5 N N
- Y NAP 4 121 - R 4.95 H - S N
- N N
- Y NAP 4 121 - - 4.49 H - N Y
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CASE_ID
8791250
8806116
8767825
9130079
8783687
8916224
8053928
8849044
9109629
8920796
8791888
8294001
8938475
9082848
8773621
8985663
8604626
9020653
COLLISIO_1 Severity_1 Severity_2 Severity_3 Severity_4 EPDO_Score NUMBER_KIL NUMBER_INJ PARTY_COUN PRIMARY_CO PCF_CODE_O PCF_VIOL_C PCF_VIOLAT 3 0 0 1 0 11 0 1 2 D - 0 0
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 2 2 D - 0 0
3 0 0 1 0 11 0 1 2 A - 10 21950
4 0 0 0 1 6 0 1 2 D - 0 0
4 0 0 0 1 6 0 1 3 D - 0 0
4 0 0 0 1 6 0 1 3 A - 3 22350
3 0 0 1 0 11 0 1 3 A - 3 22350
3 0 0 1 0 11 0 1 1 A - 3 22350
3 0 0 1 0 11 0 1 2 A - 9 21804
2 0 1 0 0 165 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 3 22350
4 0 0 0 1 6 0 1 2 A - 10 21950
4 0 0 0 1 6 0 1 2 A - 9 21804
3 0 0 1 0 11 0 1 2 A - 10 21950
4 0 0 0 1 6 0 2 3 A - 7 21658
4 0 0 0 1 6 0 1 2 A - 8 22107
4 0 0 0 1 6 0 1 2 A - 3 22350
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CASE_ID
8791250
8806116
8767825
9130079
8783687
8916224
8053928
8849044
9109629
8920796
8791888
8294001
8938475
9082848
8773621
8985663
8604626
9020653
PCF_VIOL_S HIT_AND_RU TYPE_OF_CO MVIW PED_ACTION ROAD_SURFA ROAD_COND_ ROAD_COND1 LIGHTING CONTROL_DE CHP_ROAD_T PEDESTRIAN BICYCLE_AC M B G A A H - A D 0 Y
F C C A A H - A A 0
N D D A A H - A A 0
F B B B A H - B A 0 Y
F H G A B H - A A 0 Y
M C C A A H - A D 0
F C C A A H - A A 0
F C C A A H - A A 0
F E I A A H - C D 0
A M D C A A H - A D 0
F B B D B H - C A 0 Y
F C C A A H - A D 0
A F G B B A H - A D 0 Y
A M D G A A H - A A 0 Y
A F D G A A H - C A 0 Y
A F C C A A H - D D 0
M D C A A H - A D 0
F C C A B H - C A 0
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CASE_ID
8791250
8806116
8767825
9130079
8783687
8916224
8053928
8849044
9109629
8920796
8791888
8294001
8938475
9082848
8773621
8985663
8604626
9020653
B_P_Accide MOTORCYCLE TRUCK_ACCI NOT_PRIVAT ALCOHOL_IN STWD_VEHTY CHP_VEHTYP COUNT_SEVE COUNT_VISI COUNT_COMP COUNT_PED_ COUNT_PED1 Y Y - 0 0 1 0 0 0
N Y A 1 0 0 1 0 0
N Y - 0 0 0 2 0 0
Y Y Y A 1 0 1 0 0 1
Y Y Y - 0 0 0 1 0 0
N Y - 0 0 0 1 0 0
N Y - 0 0 0 1 0 0
N Y Y - 99 0 1 0 0 0
N Y A 1 0 1 0 0 0
N Y Y C 2 0 1 0 0 0
Y Y - 99 1 0 0 0 1
N Y A 1 0 0 1 0 0
Y Y - 99 0 0 1 0 1
Y Y A 1 0 0 1 0 0
Y Y A 1 0 1 0 0 0
N Y A 7 0 0 2 0 0
N Y Y - 99 0 0 1 0 0
N Y A 1 0 0 1 0 0
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CASE_ID
8791250
8806116
8767825
9130079
8783687
8916224
8053928
8849044
9109629
8920796
8791888
8294001
8938475
9082848
8773621
8985663
8604626
9020653
COUNT_BICY COUNT_BI_1 COUNT_MC_K COUNT_MC_I PRIMARY_RA SECONDARY1 COUNTY CITY Longitude Latitude 0 1 0 0 - - NAPA NAPA 38.31257 -122.297
0 0 0 0 - - NAPA NAPA 38.31528 -122.29773
0 0 0 0 - - NAPA NAPA 38.31935 -122.29893
0 0 0 0 - - NAPA NAPA 38.31025 -122.28526
0 1 0 0 - - NAPA NAPA 38.321 -122.31028
0 0 0 0 - - NAPA NAPA 38.25728 -122.30274
0 0 0 0 - - NAPA NAPA 38.3401 -122.32474
0 0 0 0 - - NAPA NAPA 38.33984 -122.32458
0 0 0 0 - - NAPA NAPA 38.28269 -122.30238
0 0 0 1 - - NAPA NAPA 38.28655 -122.27476
0 0 0 0 - - NAPA NAPA 38.28052 -122.2743
0 0 0 0 - - NAPA NAPA 38.32182 -122.30576
0 0 0 0 - - NAPA NAPA 38.32278 -122.30013
0 1 0 0 - - NAPA NAPA 38.32234 -122.30295
0 1 0 0 - - NAPA NAPA 38.28093 -122.27859
0 0 0 0 - - NAPA NAPA 38.28195 -122.29198
0 0 0 0 - - NAPA NAPA 38.31445 -122.3046
0 0 0 0 - - NAPA NAPA 38.25771 -122.30316
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Appendix C: Countermeasure
Toolbox

ATTACHMENT 2

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Control
CM1 CM2 CM3 CM4 CM5 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 1 Soscol Ave at W. Imola Ave Signalized S03 S09 S21PB S10 S11 S03 S09 S11 S11 S03 S09 S09 S11 S03 S21PB S17PB S20PB S02 S10 S02 S09 S10 2 SR 29 at Trower Ave Signalized S11 S10 S09 S03 S21PB
Bicycle boxes on Trower Ave; high
visibility crosswalks S03 S09 S10 S11 S03 S03 S09 S10 S21PB S17PB S20PB S09 S11 S10 S09 S11 S10 3 Lincoln Ave at Soscol Ave Signalized S02 S03 S09 S21PB S13PB Upgrade pavement markings S02 S03 S09 S11 S03 S09 S02 S03 S09 S21PB S17PB S13PB S02 S09 S01 S02 S09 S11 4 SR 29 at Wine Country Ave Signalized S03 S11 S09 S21PB S17PB S03 S09 S11 S11 S03 S09 S03 S09 S11 S21PB S17PB S09 S11 S09 S11 5 Silverado Trail at Lincoln Ave/Clark St Signalized S02 S09 S21PB S20PB S12 Address obstacles in crosswalks S02 S03 S09 S11 S09 S03 S12 S03 S09 S21PB S17PB S20PB S02 S10 S09 S02 S09 S11 6 Redwood Rd at Solano Ave Signalized S03 S09 S11 S21PB S12 Upgrade pavement markings S02 S03 S09 S11 S03 S09 S12 S03 S09 S21PB S17PB S20PB S09 S11 S01 S09 S11 S03 7 SR 29 at SR 12 Signalized S10 S03 S09 S11 S02 S10 S03 S09 S11 S03 S03 S09 S11 S10 S02 S10 S09 S11 8 W. Imola Ave at SR 29 NB Ramps Signalized S03 S09 S11 S10 S21PB High visibility crosswalk S03 S09 S10 S11 S03 S09 S03 S09 S10 S21PB S09 S11 S10 S09 S11 S10 9 SR 29 at Salvador Ave Signalized S03 S09 S21PB S11 S07 Create median refuge island on high
visiblity crosswalk; wrong way signs S03 S09 S11 S11 S03 S09 S09 S03 S11 S21PB S17PB S01 S02 S10 S02 S09 S10 10 Soscol Ave at Shetler Ave Signalized S03 S09 S21PB S13PB S11 S02 S03 S09 S11 S03 S09 S03 S07 S09 S21PB S17PB S13PB S09 S11 S09 S11 S03 11 California Blvd at Pueblo Ave Stop Controlled NS08 NS06 NS07 NS21PB NS19PB NS07 NS06 NS08 NS08 NS12 NS06 NS06 NS07 NS08 NS21PB NS19PB NS01 NS08 NS07 NS06 NS08 NS07 12 Jefferson St at Sheridan Dr Signalized S02 S03 S09 S08 S11 Upgrade pavement markings S02 S03 S09 S02 S03 S09 S03 S08 S09 S21PB S20PB S01 S02 S09 S02 S09 S11 Code Countermeasure Name
HSIP/Non-HSIP Code
S01 Add intersection lighting
S02 Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number S03 Improve signal timing (coordination, phases, red, yellow, or operation) S05 Install emergency vehicle pre-emption systems
S06 Install left-turn lane and add turn phase (signal has no left-turn lane or phase before) S07 Provide protected left turn phase (left turn lane already exists) S08 Convert signal to mast arm (from pedestal-mounted)
S09 Install raised pavement markers and striping (Through Intersection) S10 Install flashing beacons as advance warning (S.I.)
S11 Improve pavement friction (High Friction Surface Treatments) S12 Install raised median on approaches (S.I.)
S13PB Install pedestrian median fencing on approaches
S14 Create directional median openings to allow (and restrict) left-turns and U-turns (S.I.) S15 Reduced Left-Turn Conflict Intersections (S.I.)
S16 Convert intersection to roundabout (from signal)
S17PB Install pedestrian countdown signal heads
S18PB Install pedestrian crossing (S.I.)
S19PB Pedestrian Scramble
S20PB Install advance stop bar before crosswalk (Bicycle Box) S21PB Modify signal phasing to implement a Leading Pedestrian Interval (LPI) Code Countermeasure Name
NS01 Add intersection lighting (NS.I.)
NS02 Convert to all-way STOP control (from 2-way or Yield control) NS03 Install Signals
NS04 Convert intersection to roundabout
(from all way stop)
NS05 Convert intersection to roundabout (from 2-way stop or Yield control) NS06
Install/upgrade larger or additional stop
signs or other intersection
warning/regulatory
signs
NS07 Upgrade intersection pavement markings (NS.I.)
NS08 Install Flashing Beacons at Stop-Controlled Intersections NS09 Install flashing beacons as advance warning (NS.I.) NS10 Install transverse rumble strips on approaches
NS11 Improve sight distance to intersection (Clear Sight Triangles) NS12 Improve pavement friction (High Friction Surface Treatments) NS13 Install splitter-islands on the minor road approaches NS14 Install raised median on approaches (NS.I.)
NS15 Create directional median openings to allow (and restrict) left-turns and u-turns (NS.I.) NS16 Reduced Left-Turn Conflict Intersections (NS.I.)
NS17 Install right-turn lane (NS.I.)
NS18 Install left-turn lane (where no left-turn lane exists) NS19PB Install raised medians (refuge islands)
NS20PB Install pedestrian crossing at uncontrolled locations (signs and markings only) NS21PB Install/upgrade pedestrian crossing at uncontrolled locations (with enhanced safety features) NS22PB Install Rectangular Rapid Flashing Beacon (RRFB) NS23PB Install Pedestrian Signal (including Pedestrian Hybrid Beacon (HAWK)) Table 3: High Injury Intersections
EA - 2 Address Rear End
Collisions & Unsafe Speed
ViolationsID Intersection
Consolidated CMs
(HSIP-Eligible - Refer to LRSM* 2020) Additional CM
(non-HSIP)**
EA - 1 Improve Intersection
Safety
EA - 6 Address Driving Under
the Influence (DUI) Collisions
EA - 5 Address Nighttime
Collisions
EA - 4 Improve Pedestrian
Safety
EA - 3 Address Broadside
Collisions
EA - 7 Address Young Adult
Party-at-Fault Collisions
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CM1 CM2 CM3 CM4 CM5 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 A Soscol Ave: W. Imola Ave to Trancas St R22 R27 R35PB R37PB R26 Speed warning signs; traffic calming measures R22 R26 R21 R37PB R35PB R01 R22 R27 R22 R27 R02 B Silverado Trail: Soscol Ave to City Limit R22 R27 R21 R35PB R26 R22 R26 R21 R13 R35PB R37PB R34PB R01 R22 R24 R02 R30 R27 C Solano Ave: Lincoln Ave to Trower Ave R22 R27 R23 R35PB R24 Traffic Calming R22 R21 R26 R35PB R37PB R01 R22 R27 R22 R23 R24 D Trancas St/Redwood Rd: 450 E of Dry Creek Rd to City Li it (E t) R22 R27 R35PB R02 R37PB R22 R26 R21 R35PB R37PB R01 R22 R27 R22 R27 R02 E Lincoln Ave: Yajome St to Silverado Trail R14* R27 R22 R35PB R01 R14* R21 R26 R13 R35PB R37PB R01 R22 R27 R22 R27 R02 F ay Dr/Golden Gate Dr: 900’ N of Imola Ave to 1,600’ S of I R01 R27 R22 R24 R23 R22 R21 R26 R01 R27 R24 R22 R27 R23 G SR 29: 1,400’ N of Trancas St to City Limit (North) R22 R27 R31 R21 R03 R22 R21 R26 R01 R22 R27 R27 R31 R03 H W. Imola Ave: Foster Rd to Soscol Ave R22 R27 R21 R35PB R28 Upgrade striping and add edge line/centerline W of 29 R22 R26 R21 R35PB R37PB R34PB R01 R22 R27 R27 R28 R02 I Browns Valley Rd/1st St: 350' W of Austin Rd to 400’ W of Freeway Dr R22 R27 R37PB R02 R21 Improve pavement condition and restriping R22 R26 R21 R35PB R37PB R34PB R01 R22 R27 R22 R27 R02 J Main St: 750’ N of Lincoln Ave to 5th St R35PB R21 R22 R27 R09 Traffic Calming R22 R21 R09 R35PB R37PB R01 R22 R27 R22 R27 R02 K Jefferson St: Trancas St to 2nd St R14* R22 R21 R27 R01 Improve pavement condition and restriping R14* R26 R21 R13 R35PB R37PB R01 R22 R27 R22 R27 R02 Code Countermeasure Name
R01 Add Segment Lighting
R02 Remove or relocate fixed objects outside of Clear Recovery Zone R03 Install Median Barrier
R04 Install Guardrail
R05 Install impact attenuators
R06 Flatten side slopes
R07 Flatten side slopes and remove guardrail
R08 Install raised median
R09 Install median (flush)
R10PB Install pedestrian median fencing
R11 Install acceleration/ deceleration lanes
R12 Widen lane (initially less than 10 ft)
R13 Add two-way left-turn lane (without reducing travel lanes) R14 Road Diet (Reduce travel lanes from 4 to 3 and add a two way left-turn and bike lanes) R15 Widen shoulder
R16 Curve Shoulder widening (Outside Only)
R17 Improve horizontal alignment (flatten curves)
R18 Flatten crest vertical curve
R19 Improve curve superelevation
R20 Convert from two-way to one-way traffic
R21 Improve pavement friction (High Friction Surface Treatments) R22 Install/Upgrade signs with new fluorescent sheeting (regulatory or warning) R23 Install chevron signs on horizontal curves
R24 Install curve advance warning signs
R25 Install curve advance warning signs (flashing beacon) R26 Install dynamic/variable speed warning signs
R27 Install delineators, reflectors and/or object markers R28 Install edge-lines and centerlines
R29 Install no-passing line
R30 Install centerline rumble strips/stripes
R31 Install edgeline rumble strips/stripes
R32PB Install bike lanes
R33PB Install Separated Bike Lanes
R34PB Install sidewalk/pathway (to avoid walking along roadway) R35PB Install/upgrade pedestrian crossing (with enhanced safety features) R36PB Install raised pedestrian crossing
R37PB Install Rectangular Rapid Flashing Beacon (RRFB)
R38 Install Animal Fencing
* Additional determination of road diet feasibility for a particular corridor is needed. This may include
conducting a corridor analysis, an intersection analysis, and consideration of signal timing coordination
Table 4: High-Injury Corridors
EA - 7 Address Young Adult
Party-at-Fault Collisions
EA - 6 Address Driving Under
the Influence (DUI) Collisions
EA - 2 Address Rear End
Collisions & Unsafe Speed
Violations
EA - 3 Address Broadside
Collisions
EA - 4 Improve Pedestrian
Safety
EA - 5 Address Nighttime
CollisionsID Roadway Segment
Consolidated CMs
(HSIP-Eligible - Refer to LRSM* 2020) Additional CM
(non-HSIP)**
EA - 1 Improve Intersection Safety
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Table 5: Non-Engineering Strategies
Strategy Performance Measure Organizations to be involved Conduct public information and education campaign for intersection safety laws, unsafe speeds, distracted driving, and driving under the influence.

Number of education campaigns or
residents reached City/Police Department
Conduct bicycle/pedestrian safety campaigns and outreach to raise their awareness of bicycle/pedestrian safety needs through media outlets and social media.

Number of education campaigns or
residents reached City/ School District/ Police Department Targeted education campaign towards young drivers, include safe driving habits flyers or New Driver courses, such as those offered by CHP.

Number of education campaigns or
residents reached City/Police Department
Conduct a public information campaign against drunk driving through media outlets and social media.

Number of education campaigns or
residents reached City/Police Department
Targeted enforcement at high-risk locations.

Decrease in number of citations
and/or warnings issued over time due
to increased driver compliance. Police Department
Increase the number of personnel who have completed Advanced Roadside impaired Driving Enforcement (ARIDE) training
Number of personnel who have
completed Advanced Roadside
impaired Driving Enforcement (ARIDE)
training Police Department
S05, Install emergency vehicle pre-emption systems EMS vehicle response time. City/Fire Department Increase the number of EMS/fire control personnel taking Traffic Incident Management Training
number of EMS/fire control personnel
taking Traffic Incident Management
Training City/Fire Department
Enforcement
Emergency Medical Services (EMS)
Education
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City of Napa LRSP
Table 6: CM Descriptions
Sr. No. Code Countermeasure Name CM Description CRF Federal Funding Systemic Approach Opportunity HSIP/Non-HSIP Code
1 S01 Add intersection lighting Provision of lighting at intersection. 40% 100% Medium 2 S02 Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and Includes New LED lighting, signal back plates, retro-reflective tape outlining the back plates, or visors to increase signal visibility, larger signal heads, relocation of the signal heads, or additional signal heads. 15% 100% Very High 3 S03 Improve signal timing (coordination, phases, red, yellow, or operation) Includes adding phases, lengthening clearance intervals, eliminating or restricting higher-risk movements, and coordinating signals at multiple locations. 15% 50% Very High 4 S04 Provide Advanced Dilemma Zone Detection for high speed approaches The Advanced Dilemma-Zone Detection system enhances safety at signalized intersections by modifying traffic control signal timing to reduce the number of drivers that may have difficulty deciding whether to stop or proceed during a yellow phase. 40% 100% High
5 S05 Install emergency vehicle pre-emption systems
Corridors that have a history of crashes involving emergency response vehicles. The target of this strategy is signalized intersections where normal traffic operations impede emergency vehicles and where traffic conditions create a potential for conflicts between emergency and nonemergency vehicles. These conflicts could lead to almost any type of crash, due to the potential for erratic maneuvers of vehicles moving out of the paths of emergency vehicles 70% 100% High
6 S06 Install left-turn lane and add turn phase (signal has no left-turn lane or phase before) Intersections that do not currently have a left turn lane or a related left-turn phase that are experiencing a large number of crashes. Many intersection safety problems can be traced to difficulties in accommodating left-turning vehicles, in particular where there is currently no accommodation for left turning traffic. A key strategy for minimizing collisions related to left-turning vehicles (angle, rear-end, sideswipe) is to provide exclusive left-turn lanes and the appropriate signal phasing, particularly on high-volume and high-speed major-road approaches. 55% 90% Low 7 S07 Provide protected left turn phase (left turn lane already exists) Left turns are widely recognized as the highest-risk movements at signalized intersections. Providing Protected left-turn phases for signalized intersections with existing left turn pockets significantly improve the safety for left- turn maneuvers by removing the need for the drivers to navigate through gaps in oncoming/opposing through vehicles 30% 100% High
8 S08 Convert signal to mast arm (from pedestal-mounted) Providing better visibility of intersection signs and signals aids the drivers’ advance perception of the upcoming intersection. Visibility and clarity of the signal should be improved without creating additional confusion or distraction for drivers. 30% 100% Medium
9 S09 Install raised pavement markers and striping (Through Intersection) Adding clear pavement markings can guide motorists through complex intersections. When drivers approach and traverse through complex intersections, drivers may be required to perform unusual or unexpected maneuvers 10% 100% Very High 10 S10 Install flashing beacons as advance warning (S.I.) Increased driver awareness of an approaching signalized intersection and an increase in the driver's time to react. 30% 100% Medium 11 S11 Improve pavement friction (High Friction Surface Treatments) Improving the skid resistance at locations with high frequencies of wet road crashes and/or failure to stop crashes 55% 100% Medium 12 S12 Install raised median on approaches (S.I.) Raised medians next to left turn lanes at intersections offer a cost effective means for reducing crashes and improving operations at higher volume intersections
25% 90% Medium
13 S13PB Install pedestrian median fencing on approaches Signalized Intersections with high pedestrian-generators nearby (e.g. transit stops) may experience a high volumes of pedestrians J-walking across the travel lanes at mid-block locations instead of walking to the intersection and waiting to cross during the walk-phase. 30% 90% Low 14 S14 Create directional median openings to allow (and restrict) left-turns and U-turns (S.I.) Crashes related to turning maneuvers include angle, rear-end, pedestrian, and sideswipe (involving opposing left turns) type crashes. If any of these crash types are an issue at an intersection, restriction or elimination of the turning maneuver may be the best way to improve the safety of the intersection 50% 90% Medium 15 S15 Reduced Left-Turn Conflict Intersections (S.I.)
Reduced left-turn conflict intersections are geometric designs that alter how left-turn movements occur in order to simplify decisions and minimize the potential for related crashes. Two highly effective designs that rely on U- turns to complete certain left-turn movements are known as the restricted crossing U-turn (RCUT) and the median U-turn (MUT). 50% 90% Medium
16 S16 Convert intersection to roundabout (from signal) Signalized intersections that have a significant crash problem and the only alternative is to change the nature of the intersection itself. Roundabouts can also be very effective at intersections with complex geometry and intersections with frequent left-turn movements. Varies 100% Low 17 S17PB Install pedestrian countdown signal heads Signals that have signalized pedestrian crossing with walk/don't walk indicators and where there have been pedestrian vs. vehicle crashes.
25% 100% Very High
18 S18PB Install pedestrian crossing (S.I.)
Signalized Intersections with no marked crossing and pedestrian signal heads, where pedestrians are known to be crossing intersections that involve significant turning movements. They are especially important at intersections with (1) multiphase traffic signals, such as left-turn arrows and split phases, (2) school crossings, and (3) double- right or double-left turns. At signalized intersections, pedestrian crossings are often safer when the left turns have protected phases that do not overlap the pedestrian walk phase. 25% 100% High 19 S19PB Pedestrian Scramble
Pedestrian Scramble is a form of pedestrian "WALK" phase at a signalized intersection in which all vehicular traffic is required to stop, allowing pedestrians/bicyclists to safely cross through the intersection in any direction, including diagonally. Pedestrian Scramble may be considered at signalized intersections with very high pedestrian/bicycle volumes, e.g. in an urban business district. 40% 100% High 20 S20PB Install advance stop bar before crosswalk (Bicycle Box) Signalized Intersections with a marked crossing, where significant bicycle and/or pedestrians volumes are known to occur.
15% 100% Very High
21 S21PB Modify signal phasing to implement a Leading Pedestrian Interval (LPI) Addition of LPI gives pedestrians the opportunity to enter an intersection 3-7 seconds before vehicles are given a green indication; only minor signal timing alteration is required. 60% 100% Very High
Sr. No. Code Countermeasure Name CM Description CRF Federal Funding Systemic Approach Opportunity 1 NS01 Add intersection lighting (NS.I.) Provision of lighting at intersection. 40% 100% Medium 2 NS02 Convert to all-way STOP control (from 2-way or Yield control) Unsignalized intersection locations that have a crash history and have no controls on the major roadway approaches. However, all-way stop control is suitable only at intersections with moderate,and relatively balanced volume levels on the intersection approaches. Under other conditions, the use of all-way stop control may create unnecessary delays and aggressive driver behavior. 50% 100% High
3 NS03 Install Signals Installation of traffic signals 25% 100% Low 4 NS04 Convert intersection to roundabout (from all way stop) Intersections that have a high frequency of right-angle and left-turn type crashes. Whether such intersections have existing crash patterns or not, a roundabout provides an alternative to signalization. The primary target locations for roundabouts should be moderate-volume unsignalized intersections. Varies 100% Low Signalized
Unsignalized
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5 NS05 Convert intersection to roundabout (from 2-way stop or Yield control) Intersections that have a high frequency of right-angle and left-turn type crashes. Whether such intersections have existing crash patterns or not, a roundabout provides an alternative to signalization. The primary target locations for roundabouts should be moderate-volume unsignalized intersections. Varies 100% Low 6 NS06 Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs Additional regulatory and warning signs at or prior to intersections will help enhance the ability of approaching drivers to percieve them 15% 100% Very High
7 NS07 Upgrade intersection pavement markings (NS.I.) Typical improvements include "Stop Ahead" markings and the addition of centerlines and stop bars 25% 100% Very High 8 NS08 Install Flashing Beacons at Stop-Controlled Intersections Flashing beacons can reinforce driver awareness of the Non-Signalized intersection control and can help mitigate patterns of right-angle crashes related to stop sign violations. Post-mounted advanced flashing beacons or overhead flashing beacons can be used at stop-controlled intersections to supplement and call driver attention to stop signs. 15% 100% High
9 NS09 Install flashing beacons as advance warning (NS.I.) Installation of advance flashing beacoms to call drivers attention to intersection control signs 30% 100% High 10 NS10 Install transverse rumble strips on approaches Transverse rumble strips are installed in the travel lane for the purposes of providing an auditory and tactile sensation for each motorist approaching the intersection. 20% 90% High
11 NS11 Improve sight distance to intersection (Clear Sight Triangles) Unsignalized intersections with restricted sight distance and patterns of crashes related to lack of sight distance where sight distance can be improved by clearing roadside obstructions without major reconstruction of the roadway. 20% 90% High
12 NS12 Improve pavement friction (High Friction Surface Treatments) Non-signalized Intersections noted as having crashes on wet pavements or under dry conditions when the pavement friction available is significantly less than needed for the actual roadway approach speeds. This treatment is intended to target locations where skidding and failure to stop is determined to be a problem in wet or dry conditions and the target vehicle is unable to stop due to insufficient skid resistance. 55% 100% Medium
13 NS13 Install splitter-islands on the minor road approaches The installation of a splitter island allows for the addition of a stop sign in the median to make the intersection more conspicuous.
40% 90% Medium
14 NS14 Install raised median on approaches (NS.I.)
Effective access management is key to improving safety at, and adjacent to, intersections. The number of intersection access points coupled with the speed differential between vehicles traveling along the roadway often contributes to crashes. Any access points within 250 feet upstream and downstream of an intersection are generally undesirable. 25% 90% Medium
15 NS15 Create directional median openings to allow (and restrict) left-turns and u-turns (NS.I.) Crashes related to turning maneuvers include angle, rear-end, pedestrian, and sideswipe (involving opposing left turns) type crashes. If any of these crash types are an issue at an intersection, restriction or elimination of the turning maneuver may be the best way to improve the safety of the intersection. 50% 90% Medium 16 NS16 Reduced Left-Turn Conflict Intersections (NS.I.) Reduced left-turn conflict intersections are geometric designs that alter how left-turn movements occur in order to simplify decisions and minimize the potential for related crashes. 50% 90% Medium
17 NS17 Install right-turn lane (NS.I.)
Many collisions at unsignalized intersections are related to right-turn maneuvers. A key strategy for minimizing such collisions is to provide exclusive right-turn lanes, particularly on high-volume and high-speed major-road approaches. When considering new right-turn lanes, potential impacts to non-motorized users should be considered and mitigated as appropriate. 20% 90% Low
18 NS18 Install left-turn lane (where no left-turn lane exists) Many collisions at unsignalized intersections are related to left-turn maneuvers. A key strategy for minimizing such collisions is to provide exclusive left-turn lanes, particularly on high-volume and high-speed major-road approaches. When considering new left-turn lanes, potential impacts to non-motorized users should be considered and mitigated as appropriate. 35% 90% Low
19 NS19PB Install raised medians (refuge islands)
Intersections that have a long pedestrian crossing distance, a higher number of pedestrians, or a crash history.

Raised medians decrease the level of exposure for pedestrians and allow pedestrians to concentrate on (or cross) only one direction of traffic at a time. 45% 90% Medium 20 NS20PB Install pedestrian crossing at uncontrolled locations (signs and markings only) Non-signalized intersections without a marked crossing, where pedestrians are known to be crossing intersections that involve significant vehicular traffic. They are especially important at school crossings and intersections with right and/or left turns pockets. See Zegeer study (Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Locations) for additional guidance regarding when to install a marked crosswalk. 25% 100% High
21 NS21PB Install/upgrade pedestrian crossing at uncontrolled locations (with enhanced safety features) Non-signalized intersections where pedestrians are known to be crossing intersections that involve significant vehicular traffic. They are especially important at school crossings and intersections with turn pockets.flashing beacons, curb extensions, advanced "stop" or "yield" markings, and other safety features should be added to complement the standard crossing elements. 35% 100% Medium 22 NS22PB Install Rectangular Rapid Flashing Beacon (RRFB) Rectangular Rapid Flashing Beacon (RRFB) includes pedestrian-activated flashing lights and additional signage that enhance the visibility of marked crosswalks and alert motorists to pedestrian crossings. It uses an irregular flash pattern that is similar to emergency flashers on police vehicles. RRFBs are installed at unsignalized intersections and mid-block pedestrian crossings. 35% 100% Medium 23 NS23PB Install Pedestrian Signal (including Pedestrian Hybrid Beacon (HAWK)) Intersections noted as having a history of pedestrian vs. vehicle crashes and in areas where the likelihood of the pedestrian presence is high. Corridors should also be assessed to determine if there are adequate safe opportunities for non-motorists to cross and if a pedestrian signal, or a Pedestrian Hybrid Beacon (PHB) (also called High-Intensity Activated crossWalK beacon (HAWK)) are needed to provide an active warning to motorists when a pedestrian is in the crosswalk.
55% 100% Low
CM Toolbox for Roadway Segments
Sr. No. Code Countermeasure Name CM Description CRF Federal Funding Systemic Approach Opportunity 1 R01 Add Segment Lighting Provision of lighting along roadways. 35% 100% Medium 2 R02 Remove or relocate fixed objects outside of Clear Recovery Zone Known locations or roadway segments prone to collisions with fixed objects such as utility poles, drainage structures, trees, and other fixed objects, such as the outside of a curve, end of lane drops, and in traffic islands. A clear recovery zone should be developed on every roadway, as space is available. In situations where public right- of-way is limited, steps should be taken to request assistance from property owners, as appropriate. 35% 90% High 3 R03 Install Median Barrier
Areas where crash history indicates drivers are unintentionally crossing the median and the cross-overs are resulting in high severity crashes. The installation of median barriers can increase the number of PDO and non- severe injuries. The net result in safety from this countermeasure is connected more to reducing the severity of crashes not the number of crashes. 25% 100% Medium
4 R04 Install Guardrail
Guardrail is installed to reduce the severity of lane departure crashes. However, guardrail can reduce crash severity only for those conditions where striking the guardrail is less severe than going down an embankment or striking a fixed object. Guardrail should only be installed where it is clear that crash severity will be reduced, or there is a history of run-off-the-road crashes at a given location that have resulted in severe crashes. 25% 100% High 5 R05 Install impact attenuators
Impact attenuators are typically used to shield rigid roadside objects such as concrete barrier ends, steel guardrail ends and bridge pillars from oncoming automobiles. Attenuators should only be installed where it is impractical for the objects to be removed. 25% 100% High
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6 R06 Flatten side slopes
Roadways experiencing frequent lane departure crashes that result in roll-over type crashes as a result of the roadway slope being so severe as to not accommodate a reasonable degree of driver correction. When there is a need to reduce the severity of lane departure crashes without installing a barrier system that could result in increased numbers of crashes. 30% 100% Medium
7 R07 Flatten side slopes and remove guardrail
Locations where high number of crashes originate as a lane departure and result in collision with guardrail or a fixed object located on the side slope shielded by guardrail. The guardrail may or may not meet current standards.

Even though guardrails are generally installed to reduce the severity of departure crashes, they still can result in severe crashes in some locations. 40% 90% Medium
8 R08 Install raised median
Areas experiencing head-on collisions that may be affected by both the number of vehicles that cross the centerline and by the speed of oncoming vehicles. Installing a raised median is a more restrictive approach in that it represents a more rigid barrier between opposing traffic. 25% 90% Medium
9 R09 Install median (flush)
Areas experiencing head-on collisions that may be affected by both the number of vehicles that cross the centerline and by the speed of oncoming vehicles. Roadways with oversized lanes offer an opportunity to restripe the roadway to reduce the lanes to standard widths and use the extra width for the median. 15% 90% Medium
10 R10PB Install pedestrian median fencing
Roadway segments with high pedestrian-generators and pedestrian-destinations nearby (e.g. transit stops) may experience a high volume of pedestrians J-walking across the travel lanes at mid-block locations instead of walking to the nearest intersection or designated mid-block crossing. When this safety issue cannot be mitigated with shoulder, sidewalk and/or crossing treatments, then installing a continuous pedestrian barrier in the median may be a viable solution. 35% 90% Low
11 R11 Install acceleration/ deceleration lanes
Areas proven to have crashes that are the result of drivers not being able to turn onto a high speed roadway to accelerate until the desired roadway speed is reached and areas that do not provide the opportunity to safety decelerate to negotiate a turning movement. 25% 90% Low 12 R12 Widen lane (initially less than 10 ft) Horizontal curves or tangents and low speed or high speed roadways identified as having lane departure crashes, sideswipe or head-on crashes that can be attributed to an existing pavement width less than 10 feet. 25% 90% Medium 13 R13 Add two-way left-turn lane (without reducing travel lanes) Roadways having a high frequency of drivers being rear-ended while attempting to make a left turn across oncoming traffic. Also can be effective for drivers crossing the centerline of an undivided multilane roadway inadvertently. 30% 90% Medium
14 R14 Road Diet (Reduce travel lanes from 4 to 3 and add a two way left-turn and bike lanes) Areas noted as having a higher frequency of head-on, left-turn, and rear-end crashes with traffic volumes that can be handled by only 2 free flowing lanes. Using this strategy in locations with traffic volumes that are too high could result in diversion of traffic to routes less safe than the original four-lane design. 30% 90% Medium 15 R15 Widen shoulder
Roadways that have a frequent incidence of vehicles leaving the travel lane resulting in an unsuccessful attempt to reenter the roadway. The probability of a safe recovery is increased if an errant vehicle is provided with an increased paved area in which to initiate such a recovery. 30% 90% Medium 16 R16 Curve Shoulder widening (Outside Only) Roadway curves noted as having frequent lane departure crashes due to inadequate or no shoulders, resulting in an unsuccessful attempt to reenter the roadway.
45% 90% Medium
17 R17 Improve horizontal alignment (flatten curves)
Roadways with horizontal curves that have experienced lane departure crashes as a result of a roadway segment having compound curves or a severe radius. This strategy should generally be considered only when less expensive strategies involving clearing of specific sight obstructions or modifying traffic control devices have been tried and have failed to ameliorate the crash patterns. 50% 90% Low
18 R18 Flatten crest vertical curve
The target for this strategy is usually unsignalized intersections with restricted sight distance due to vertical geometry and with patterns of crashes related to that lack of sight distance that cannot be ameliorated by less expensive methods. This strategy should generally be considered only when less expensive strategies involving clearing of specific sight obstructions or modifying traffic control devices have been tried and have failed to ameliorate the crash patterns. 25% 90% Low
19 R19 Improve curve superelevation
Roadways noted as having frequent lane departure crashes and inadequate or no superelevation. Safety can be enhanced when the superelevation is improved or restored along curves where the actual superelevation is less than the optimal. 45% 90% Medium
20 R20 Convert from two-way to one-way traffic
One-way streets can offer improved signal timing and accommodate odd-spaced signals. One-way streets can simplify crossings for pedestrians, who must look for traffic in only one direction. While studies have shown that conversion of two-way streets to one-way generally reduces pedestrian crashes and the number of conflict points, one-way streets tend to have higher speeds which creates new problems. 35% 90% Medium 21 R21 Improve pavement friction (High Friction Surface Treatments) Improving the skid resistance at locations with high frequencies of wet road crashes and/or failure to stop crashes 55% 100% High 22 R22 Install/Upgrade signs with new fluorescent sheeting (regulatory or warning) Additional or new signage can address crashes caused by lack of driver awareness or complaince of roadway signing.
15% 100% Very High
23 R23 Install chevron signs on horizontal curves Roadways that have an unacceptable level of crashes on relatively sharp curves during periods of light and darkness.
24 R24 Install curve advance warning signs Addition of advance curve warning signs; may also include horizontal alignment and/or advisory speed warning signs
25% 100% Very High
25 R25 Install curve advance warning signs (flashing beacon) Roadways that have an unacceptable level of crashes on relatively sharp curves. Flashing beacons in conjunction with warning signs should only be used on horizontal curves that have an established severe crash history to help maintain their effectiveness.
26 R26 Install dynamic/variable speed warning signs Includes the addition of dynamic speed warning signs (also known as Radar Speed Feedback Signs) 30% 100% High 27 R27 Install delineators, reflectors and/or object markers Installation of delineators, reflectors and/or object markers are intended to warn drivers of an approaching curve or fixed object that cannot easily be removed.
15% 100% Very High
28 R28 Install edge-lines and centerlines
Any road with a history of run-off-road right, head-on, opposite-direction-sideswipe, or run-off-road-left crashes is a candidate for this treatment -install where the existing lane delineation is not sufficient to assist the motorist in understanding the existing limits of the roadway. Depending on the width of the roadway, various combinations of edge line and/or center line pavement markings may be the most appropriate. 25% 100% Very High 29 R29 Install no-passing line
Roadways that have a high percentage of head-on crashes suggesting that many head-on crashes may relate to failed passing maneuvers. No-passing lines should be installed where drivers "passing sight distance" is not available due to horizontal or vertical obstructions. 45% 100% Very High 30 R30 Install centerline rumble strips/stripes Center Line rumble strips/stripes can be used on virtually any roadway – especially those with a history of head- on crashes.
20% 100% High
31 R31 Install edgeline rumble strips/stripes Shoulder and edge line milled rumble strips/stripes should be used on roads with a history of roadway departure crashes.
15% 100% High
32 R32PB Install bike lanes Roadway segments noted as having crashes between bicycles and vehicles or crashes that may be preventable with a buffer/shoulder.
35% 90% High
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33 R33PB Install Separated Bike Lanes
Separated bikeways are most appropriate on streets with high volumes of bike traffic and/or high bike-vehicle collisions, presumably in an urban or suburban area. Separation types range from simple, painted buffers and flexible delineators, to more substantial separation measures including raised curbs, grade separation, bollards, planters, and parking lanes. 45% 90% High
34 R34PB Install sidewalk/pathway (to avoid walking along roadway) Areas noted as not having adequate or no sidewalks and a history of walking along roadway pedestrian crashes. In rural areas asphalt curbs and/or separated walkways may be appropriate. 80% 90% Medium
35 R35PB Install/upgrade pedestrian crossing (with enhanced safety features) Roadway segments with no controlled crossing for a significant distance in high-use midblock crossing areas and/or multilane roads locations. flashing beacons, curb extensions, medians and pedestrian crossing islands and/or other safety features should be added to complement the standard crossing elements. 35% 90% Medium 36 R36PB Install raised pedestrian crossing On lower-speed roadways, where pedestrians are known to be crossing roadways that involve significant vehicular traffic.
35% 90% Medium
37 R37PB Install Rectangular Rapid Flashing Beacon (RRFB) Rectangular Rapid Flashing Beacon (RRFB) includes pedestrian-activated flashing lights and additional signage that enhance the visibility of marked crosswalks and alert motorists to pedestrian crossings. It uses an irregular flash pattern that is similar to emergency flashers on police vehicles. RRFBs are installed at unsignalized intersections and mid-block pedestrian crossings 35% 100% Medium 38 R38 Install Animal Fencing At locations with high percent of vehicular/animal crashes (reactive) or where there is a known high percent of animals crossing due to migratory patterns (proactive). 80% 90% Medium
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Appendix D: LRSM Excerpt

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3/30/2018 Local Roadway Safety - (Version 1.4)
Version 1.6
April 2022
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Document History
Version 1.0: 4/20/2012
The California Department of Transportation - Division of Local Assistance developed the first version of the Local Roadway Safety Manual (Version 1.0) in 2012 to support the Cycle 5 HSIP call- for-projects.

Version 1.1: 4/26/2013
Based on feedback and lessons learned from Cycle 5, Caltrans update d Appendix B: “Table of Countermeasures and Crash Reduction Factors” to better clarify text in “Where to use”, “Why it works”, and “General Q ualities” for several of the countermeasures included in the original manual.

No other changes were made to the Local Roadway Safety Manual as part of Version 1.1 Version 1.2: 03/10/2015
Based on feedback and lessons learned from Cycle 6, Caltrans made minor updates to the text of the document as needed for achieving consistency with overall Caltrans local HSIP guidance documents. The following sections were updated: 1.2, 4.2, 5.1, 6.2, and Appendix B, E, F & G.

Version 1.3: 04/29/2016
Caltrans made updates to the text of the document as needed in the following sections: 4.2, 5.1 and Appendix B.

Version 1.4: 06/08/2018
3/30/18 - Caltrans made updates to the crash costs in Appendix D, some of the website links in Appendix G, and some other texts of the document.
6/8/18 - Countermeasure S22 (“Modify signal phasing to implement a Leading Pedestrian Interval (LPI)”) is added.

Version 1.5: April 2020
Caltrans added a few more countermeasures (e.g. Pedestrian Scramble , Install Separated Bike Lanes, Reduced
Left-Turn Conflict Intersections, and Curve Shoulder widening), renumbered the countermeasures and updated the crash costs in Appendix D.

Version 1.6: April 2022
For Cycle 11 Call-for-projects, Countermeasure S04 (Provide Advanced Dilemma Zone Detection for high -speed approaches) was deleted and Countermeasure NS05mr (Convert intersection to mini -roundabout) added. The HSIP Funding Eligibility was changed to 90% except for S03, of which the HSIP Funding Eligibility stays at 50%. T he crash costs in Appendix D were updated.

Future Updates:

In the future, Caltrans anticipates that additional changes will be needed to keep the Local Roadway Safety Manual consistent with future Calls-for-Projects’ Guidelines and Application Instructions. In addition, new local HSIP programs, improvements to California data on local roadways, data analysis tools, and the latest safety research and methodologies may give rise to the need to make more significant changes to this manual. 4/8/2022 Local Roadway Safety Manual (Version 1.6) P a ge | i ATTACHMENT 2

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Table of Contents
Foreword....................................................................................................................................................... 1

1. Introduction and Purpose...................................................................................................................... 2

1.1 California Local Roadway Safety Challenges and Opportunities .................................................. 3

1.2 Safe System Approach .................................................................................................................. 3

1.3 The State’s Role in Local Roadway Safety..................................................................................... 4

1.4 The Local Roadway Crash Problem...............................................................................................5

1.5 Reactive vs. Proactive Safety Issue Identification......................................................................... 6

1.6 Implementation Approaches ........................................................................................................ 7

1.7 Our “Safety Challenge” for Local Agencies.................................................................................10

1.8 Summary of information in this Document................................................................................11

2. Identifying Safety Issues......................................................................................................................15

2.1 State and Local Crash Databases ................................................................................................16

2.2 Transportation Injury Mapping System (TIMS)...........................................................................18

2.3 Law Enforcement Crash Reports.................................................................................................19

2.4 Observational Information..........................................................................................................19

2.5 Public Notifications .....................................................................................................................20

2.6 Roadway Data and Devices.........................................................................................................20

2.7 Exposure Data .............................................................................................................................21

2.8 Field Assessments and Road Safety Audits.................................................................................22

3. Safety Data Analysis ............................................................................................................................23

3.1 Quantitative Analysis ..................................................................................................................23

3.2 Qualitative Analysis.....................................................................................................................25

4. Countermeasure Selection ..................................................................................................................28

4.1 Selecting Countermeasures and Crash Modification Factors / Crash Reduction Factors ..........29

4.2 List of Countermeasures .............................................................................................................30

5. Calculating the B/C Ratio and Comparing Projects .............................................................................36

5.1 Estimate the Benefit of Implementing Proposed Improvements...............................................36

5.2 Estimate the Cost of Implementing Proposed Improvements ...................................................38

5.3 Calculate the B/C Ratio ...............................................................................................................38

5.4 Compare B/C Ratios and Consider the Need to Reevaluate Project Elements ..........................39

6. Identifying Funding and Construct Improvements..............................................................................40

6.1 Existing Funding for Low-cost Countermeasures........................................................................40

6.2 HSIP and Other Funding Sources ................................................................................................40

6.3 Project Development and Construction Considerations ............................................................41

7. Evaluation of Improvements ...............................................................................................................42 Appendix A: HSIP Call-for-Projects Process ................................................................................................43 Appendix B: Detailed Tables of Countermeasures .....................................................................................44 B.1 Intersection Countermeasures – Signalized ...............................................................................47 S01, Add intersection lighting (Signalized Intersection => S.I.) ............................................................................................. 47 S02, Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number .................. 47 S03, Improve signal timing (coordination, phases, red, yellow, or operation) ..................................................................... 48 S05, Install emergency vehicle pre-emption systems....................................................................................................... 49 4/8/2022 Local Roadway Safety Manual (Version 1.6) P a ge | ii ATTACHMENT 2

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50 55
60 65
70 75
S06, Install left-turn lane and add turn phase (signal has no left-turn lane or phase before) ....................................... 49 S07, Provide protected left turn phase (left turn lane already exists).............................................................................

S16, Convert intersection to roundabout (from signal)....................................................................................................

S08, Convert signal to mast arm (from pedestal-mounted).................................................................................................. 50 S09, Install raised pavement markers and striping (Through Intersection) .......................................................................... 51 S10, Install flashing beacons as advance warning (S.I.).................................................................................................... 51 S11, Improve pavement friction (High Friction Surface Treatments) ............................................................................. 52 S12, Install raised median on approaches (S.I.) ................................................................................................................ 52 S13PB, Install pedestrian median fencing on approaches................................................................................................ 53 S14, Create directional median openings to allow (and restrict) left-turns and U-turns (S.I.) ...................................... 53 S15, Reduced Left-Turn Conflict Intersections (S.I.)......................................................................................................... 54 S17PB, Install pedestrian countdown signal heads .......................................................................................................... 55 S18PB, Install pedestrian crossing (S.I.)................................................................................................................................. 56 S19PB, Pedestrian Scramble............................................................................................................................................... 56 S20PB, Install advance stop bar before crosswalk (Bicycle Box)..................................................................................... 57 S21PB, Modify signal phasing to implement a Leading Pedestrian Interval (LPI) ......................................................... 57 B.2 Intersection Countermeasures – Non-signalized........................................................................58 NS05, Convert intersection to roundabout (from 2-way stop or Yield control) .............................................................

NS14, Install raised median on approaches (NS.I.) ...........................................................................................................

NS23PB, Install Pedestrian Signal (including Pedestrian Hybrid Beacon (HAWK)) ......................................................

NS01, Add intersection lighting (NS.I.) .............................................................................................................................. 58 NS02, Convert to all-way STOP control (from 2-way or Yield control) ........................................................................... 58 NS03, Install signals ............................................................................................................................................................ 59 NS04, Convert intersection to roundabout (from all way stop)....................................................................................... 59 NS05mr, Convert intersection to mini-roundabout.......................................................................................................... 60 NS06, Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs...................... 61 NS08, Install Flashing Beacons at Stop-Controlled Intersections .................................................................................... 62 NS09, Install flashing beacons as advance warning (NS.I.) .............................................................................................. 62 NS10, Install transverse rumble strips on approaches..................................................................................................... 63 NS11, Improve sight distance to intersection (Clear Sight Triangles)............................................................................. 63 NS12, Improve pavement friction (High Friction Surface Treatments) .......................................................................... 64 NS13, Install splitter-islands on the minor road approaches........................................................................................... 64 NS15, Create directional median openings to allow (and restrict) left-turns and u-turns (NS.I.) ................................. 65 NS16, Reduced Left-Turn Conflict Intersections (NS.I.) ................................................................................................... 66 NS17, Install right-turn lane (NS.I.).................................................................................................................................... 67 NS18, Install left-turn lane (where no left-turn lane exists) ............................................................................................ 67 NS19PB, Install raised medians (refuge islands) .............................................................................................................. 68 NS20PB, Install pedestrian crossing at uncontrolled locations (signs and markings only)........................................... 68 NS21PB, Install/upgrade pedestrian crossing at uncontrolled locations (with enhanced safety features) ................. 69 NS22PB, Install Rectangular Rapid Flashing Beacon (RRFB)........................................................................................... 69 B.3 Roadway Countermeasures........................................................................................................71 R01, Add Segment Lighting................................................................................................................................................. 71 R02, Remove or relocate fixed objects outside of Clear Recovery Zone.......................................................................... 71 R03, Install Median Barrier................................................................................................................................................. 72 R04, Install Guardrail .......................................................................................................................................................... 72 R05, Install impact attenuators .......................................................................................................................................... 73 R06, Flatten side slopes ...................................................................................................................................................... 73 R07, Flatten side slopes and remove guardrail ................................................................................................................. 74 R08, Install raised median .................................................................................................................................................. 74 R09, Install median (flush) .................................................................................................................................................

R10PB, Install pedestrian median fencing......................................................................................................................... 75 4/8/2022 Local Roadway Safety Manual (Version 1.6) P a ge | iii ATTACHMENT 2

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R11, Install acceleration/ deceleration lanes .................................................................................................................... 76 R12, Widen lane (initially less than 10 ft) ......................................................................................................................... 76 R13, Add two-way left-turn lane ........................................................................................................................................ 77 R14, Road Diet (Reduce travel lanes and add a two way left-turn and bike lanes) ........................................................ 77 R15, Widen shoulder........................................................................................................................................................... 78 R16, Curve Shoulder widening (Outside Only) ................................................................................................................. 78 R17, Improve horizontal alignment (flatten curves) ........................................................................................................ 79 R18, Flatten crest vertical curve......................................................................................................................................... 80 R19, Improve curve superelevation................................................................................................................................... 80 R20, Convert from two-way to one-way traffic................................................................................................................. 81 R21, Improve pavement friction (High Friction Surface Treatments) ............................................................................ 81 R22, Install/Upgrade signs with new fluorescent sheeting (regulatory or warning) .................................................... 82 R23, Install chevron signs on horizontal curves ............................................................................................................... 83 R24, Install curve advance warning signs.......................................................................................................................... 83 R25, Install curve advance warning signs (flashing beacon) ........................................................................................... 84 R26, Install dynamic/variable speed warning signs......................................................................................................... 84 R27, Install delineators, reflectors and/or object markers .............................................................................................. 85 R28, Install edge-lines and centerlines .............................................................................................................................. 86 R29, Install no-passing line................................................................................................................................................. 87 R30, Install centerline rumble strips/stripes .................................................................................................................... 87 R31, Install edgeline rumble strips/stripes....................................................................................................................... 88 R32PB, Install bike lanes..................................................................................................................................................... 88 R33PB, Install Separated Bike Lanes ................................................................................................................................. 89 R34PB, Install sidewalk/pathway (to avoid walking along roadway) ............................................................................ 89 R35PB, Install/upgrade pedestrian crossing (with enhanced safety features) .............................................................. 90 R36PB, Install raised pedestrian crossing ......................................................................................................................... 91 R37PB, Install Rectangular Rapid Flashing Beacon (RRFB)............................................................................................. 91 R38, Install Animal Fencing ................................................................................................................................................ 92 Appendix C: Summary of “Recommended Actions”...................................................................................93 Appendix D: Benefit Cost Ratio (BCR) Calculations.....................................................................................97 Appendix E: Examples of Crash Data Collection and Analysis Techniques using TIMS ..............................98 Appendix F: List of Abbreviations ...............................................................................................................99 Appendix G: References............................................................................................................................100 4/8/2022 Local Roadway Safety Manual (Version 1.6) P a ge | iv ATTACHMENT 2

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B.1 Intersection Countermeasures – Signalized
S01, Add intersection lighting (Signalized Intersection => S.I.) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% "night" crashes 40% 20 years
Notes: This CM only applies to "night" crashes (all types) occurring within limits of the proposed roadway lighting 'engineered' area.

General information
Where to use:

Signalized intersections that have a disproportionate number of night-time crashes and do not currently provide lighting at the intersection or at its approaches. Crash data should be studied to ensure that safety at the intersection could be improved by providing lighting (this strategy would be supported by a significant number of crashes that occur at night).

Why it works:

Providing lighting at the intersection itself, or both at the intersection and on its approaches, improves the safety of an intersection during nighttime conditions by (1) making drivers more aware of the surroundings at an intersection, which improves drivers' perception-reaction times, (2) enhancing drivers' available sight distances, and (3) improving the visibility of non-motorists. Intersection lighting is of particular benefit to non-motorized users. Lighting not only helps them navigate the intersection, but also helps drivers see them better.

General Qualities (Time, Cost and Effectiveness):

Some locations can result in high B/C ratios, but due to higher costs, these projects often result in medium to low B/C ratios.

FHWA CMF Clearinghouse: Crash Types Addressed: Night, All CRF: 20-74% S02, Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 15% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the upgraded signals. This CM does not apply to improvements like "battery backup systems", which do not provide better intersection/signal visibility or help drivers negotiate the intersection (unless applying past crashes that occurred when the signal lost power). If new signal mast arms are part of the proposed project, CM "S2" should not be used and the signal improvements would be included under CM "S7".

General information
Where to use:

Signalized intersections with a high frequency of right-angle and rear-end crashes occurring because drivers are unable to see traffic signals sufficiently in advance to safely negotiate the intersection being approached. Signal intersection improvements include new LED lighting, signal back plates, retro-reflective tape outlining the back plates, or visors to increase signal visibility, larger signal heads, relocation of the signal heads, or additional signal heads.

Why it works:

Providing better visibility of intersection signals aids the drivers’ advance perception of the upcoming intersection. Visibility and clarity of the signal should be improved without creating additional confusion for drivers.

General Qualities (Time, Cost and Effectiveness):

Installation costs and time should be minimal as these type strategies are classified as low cost and implementation does not typically require the approval process normally associated with more complex projects. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in low to moderate cost projects that are more appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Rear-End, Angle CRF: 0-46% 4/8/2022 Local Roadway Safety P a ge | 47
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S03, Improve signal timing (coordination, phases, red, yellow, or operation) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 50% All 15% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new signal timing. For projects coordination signals along a corridor, the crashes related to side -street movements should not be applied. This CM does not apply to projects that only 'study' the signal network and do not make physical timing changes, including corridor operational studies and improvements to Traffic Operation Centers (TOCs).

In Caltrans calls for projects, this CM has a HSIP reimbursement ratio of 50%, considering that it will improve the signal operation rather than merely the safety.

General information
Where to use:

Locations that have a crash history at multiple signalized intersections. Signalization improvements may include adding phases, lengthening clearance intervals, eliminating or restricting higher-risk movements, and coordinating signals at multiple locations.

Understanding the corridor or roadway's crash history can provide insight into the most appropriate strategy for improving safety.

Why it works:

Certain timing, phasing, and control strategies can produce multiple safety benefits. Sometimes capacity improvements come along with the safety improvements and other times adverse effects on delay or capacity occur. Corridor improvements often have the highest benefit but may take longer to implement. Projects focused on capacity improvements (without a separate focus on signal timing safety needs) may not result in a reduction in future crashes.

General Qualities (Time, Cost and Effectiveness):

In general, these low-cost improvements to multiple signalized intersections can be implemented in a short time. Typically these low cost improvements are funded through local funding by local maintenance crews. However, some projects requiring new interconnect infrastructure can have moderate to high costs making them more appropriate to seek state or federal funding.

The expected effectiveness of this CM must be assessed for each individual project.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 0 - 41% S04, Provide Advanced Dilemma-Zone Detection for high speed approaches For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 40% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new detection and signal timing.

General information
Where to use:

More rural/remote areas that have a high frequency of right-angle and rear-end crashes. The Advanced Dilemma-Zone Detection system enhances safety at signalized intersections by modifying traffic control signal timing to reduce the number of drivers that may have difficulty deciding whether to stop or proceed during a yellow phase. This may reduce rear-end crashes associated with unsafe stopping and angle crashes due to illegally continuing into the intersection during the red phase.

Why it works:

Clearance times provide safe, orderly transitions in ROW assignment between conflicting streams of traffic. An Advanced Dilemma-Zone Detection system has several benefits relative to traditional multiple detector systems, which have upstream detection for vehicles in the dilemma zone but do not take the speed or size of individual vehicles into account. These benefits include: Reducing the frequency of red-light violations; Reducing the frequency of crashes associated with the traffic signal phase change (for example, rear-end and angle crashes); Reducing delay and stop frequency on the major road and a reduction in overall intersection delay.

General Qualities (Time, Cost and Effectiveness):

Installation costs should be low and the time to implement short. Additional modifications to the traffic signal controller may also necessary. In general, This CM can be very effective and can be considered on a systematic approach. Video detection equipment is now available for this purpose, making installation and maintenance more efficient.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 39% 4/8/2022 Local Roadway Safety P a ge | 48
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S05, Install emergency vehicle pre-emption systems
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Emergency Vehicle - only 70% 10 years
Notes: This CM only applies to "E.V." crashes occurring on the approaches / influence area of the new pre-emption system.

General information
Where to use:

Corridors that have a history of crashes involving emergency response vehicles. The target of this strategy is signalized intersections where normal traffic operations impede emergency vehicles and where traffic conditions create a potential for conflicts between emergency and nonemergency vehicles. These conflicts could lead to almost any type of crash, due to the potential for erratic maneuvers of vehicles moving out of the paths of emergency vehicles Why it works:

Providing emergency vehicle preemption capability at a signal or along a corridor can be a highly effective strategy in two ways; any type of crash could occur as emergency vehicles try to navigate through intersections and as other vehicles try to maneuver out of the path of the emergency vehicles. In addition, a signal preemption system can decrease emergency vehicle response times therefore decreasing the time in receiving emergency medical attention, which is critical in the outcome of any crash.

When data is not available for past crashes with emergency vehicles, an agency may consider combining the E.V. pre-emption improvements into a comprehensive project that also makes significant signal hardware and/or signal timing improvements.

General Qualities (Time, Cost and Effectiveness):

Costs for installation of a signal preemption system will vary from medium to high, based upon the number of signalized intersections at which preemption will be installed and the number of emergency vehicles to be outfitted with the technology.

The number of detectors, a requirement for new signal controllers, and the intricacy of the preemption system could increase costs. This CM is considered systemic as it is usually implemented on a corridor-basis.

FHWA CMF Clearinghouse: Crash Types Addressed: Emergency Vehicle - only CRF: 70% S06, Install left-turn lane and add turn phase (signal has no left-turn lane or phase before) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 55% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new left turn lanes. This CM does NOT apply to converting a single-left into double-left turn.

General information
Where to use:

Intersections that do not currently have a left turn lane or a related left-turn phase that are experiencing a large number of crashes. Many intersection safety problems can be traced to difficulties in accommodating left-turning vehicles, in particular where there is currently no accommodation for left turning traffic. A key strategy for minimizing collisions related to left-turning vehicles (angle, rear-end, sideswipe) is to provide exclusive left-turn lanes and the appropriate signal phasing, particularly on high-volume and high-speed major-road approaches. Agencies need to document their consideration of the MUTCD, Section 4D.19 guidelines; the section on implementing protected left-turn phases.

Why it works:

Left-turn lanes allow separation of left-turn and through-traffic streams, thus reducing the potential for rear-end collisions. Left- turn phasing also provides a safer opportunity for drivers to make a left-turn. The combination of left-turn storage and a left turn signal has the potential to reduce many collisions between left-turning vehicles and through vehicles and/or non-motorized road users.

General Qualities (Time, Cost and Effectiveness):

Implementation time may vary from months to years. At some locations, left-turn lanes can be quickly installed simply by restriping the roadway. At other locations, widening of the roadway, acquisition of additional right-of-way, and extensive environmental processes may be needed. Such projects require a substantial time for development and construction. Costs are highly variable and range from very low to high. Installing a protected left turn lane and phase where none exists results in a high Crash Reduction Factor and is often highly effective.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 17 - 58 % 4/8/2022 Local Roadway Safety P a ge | 49
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S07, Provide protected left turn phase (left turn lane already exists) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new left turn phases. This CM does NOT apply to converting a single-left into double-left turn (unless the single left is unprotected and the proposed double left will be protected).

General information
Where to use:

Signalized intersections (with existing left turns pockets) that currently have a permissive left-turn or no left-turn protection that have a high frequency of angle crashes involving left turning, opposing through vehicles, and non-motorized road users. A properly timed protected left-turn phase can also help reduce rear-end and sideswipe crashes between left-turning vehicles and the through vehicles as well as vehicles behind them. Protected left-turn phases are warranted based on such factors as turning volumes, delay, visibility, opposing vehicle speed, distance to travel through the intersection, presence of non-motorized road users, and safety experience of the intersections. Agencies need to document their consideration of the MUTCD, Section 4D.19 guidelines; the section on implementing protected left-turn phases.

Why it works:

Left turns are widely recognized as the highest-risk movements at signalized intersections. Providing Protected left-turn phases (i.e., the provision for a specific phase for a turning movement) for signalized intersections with existing left turn pockets significantly improve the safety for left-turn maneuvers by removing the need for the drivers to navigate through gaps in oncoming/opposing through vehicles. Where left turn pockets are not protected, the pedestrian and bicyclist crossing phase often conflicts with these left turn maneuvers. Drivers focused on navigating the gaps of oncoming cars may not anticipate and/or perceive the non-motorized road users.

General Qualities (Time, Cost and Effectiveness):

If the existing traffic signal only requires a minor modification to allow for a protected left-turn phase, then the cost would also be low. The time to implement this countermeasure is short because there is no actual construction that has to take place. In- house signal maintainers can perform this operation once the proper signal phasing is determined so the cost is low. In addition, the countermeasure is tried and proven to be effective. Has the potential of being applied on a systemic/systemati c approach.

FHWA CMF Clearinghouse: Crash Types Addressed: Rear-End, Sideswipe, Broadside CRF: 16 - 99% S08, Convert signal to mast arm (from pedestal-mounted) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the converted signal heads that are relocated from median and/or outside shoulder pedestals to signal heads on master arms over the travel-lanes. Projects using CM "S7" should not also apply "S2" in the B/C calc.

General information
Where to use:

Intersections currently controlled by pedestal mounted traffic signals (in medians and/or on outside shoulder) that have a high frequency of right-angle and rear-end crashes occurring because drivers are unable to see traffic signals in advance to safely negotiate the intersection. Intersections that have pedestal-mounted signals may have poor visibility and can result in vehicles not being able to stop in time for a signal change. Care should be taken to place the new signal heads (with back plates) as close to directly over the center of the travel lanes as possible.

Why it works:

Providing better visibility of intersection signs and signals aids the drivers’ advance perception of the upcoming intersection.

Visibility and clarity of the signal should be improved without creating additional confusion or distraction for drivers.

General Qualities (Time, Cost and Effectiveness):

Dependent on the scope of the project. Costs are generally moderate for this type of project. There is usually no right-of-way costs, minimal roadway reconstruction costs, and a shorter project development timeline. At the same time, new mast arms can be expensive. Some locations can result in high B/C ratios, but due to moderate costs, some locations may result in medium to low B/C ratios.

FHWA CMF Clearinghouse: Crash Types Addressed: Rear-End, Angle CRF: 12 - 74% 4/8/2022 Local Roadway Safety P a ge | 50
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S09, Install raised pavement markers and striping (Through Intersection) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 10% 10 years
Notes: This CM only applies to crashes occurring in the intersection and influence areas of the new pavement markers and/or markings.

General information
Where to use:

Intersections where the lane designations are not clearly visible to approaching motorists and/or intersections noted as being complex and experiencing crashes that could be attributed to a driver’s unsuccessful attempt to navigate the intersection.

Driver confusion can exist in regard to choosing the proper turn path or where through-lanes do not line up. This is especially relevant at intersections where the overall pavement area of the intersection is large, and multiple turning lanes are involved or other unfamiliar elements are presented to the driver.

Why it works:

Adding clear pavement markings can guide motorists through complex intersections. When drivers approach and traverse through complex intersections, drivers may be required to perform unusual or unexpected maneuvers. Providing more effective guidance through an intersection will minimize the likelihood of a vehicle leaving its appropriate lane and encroaching upon an adjacent lane.

General Qualities (Time, Cost and Effectiveness):

Costs of implementing this strategy will vary based on the scope and number of applications. Applying raised pavement markers is relatively low cost but can be variable and determined largely by the material used for pavement markings (paint, thermoplastic, epoxy, RPMs etc.). When using this type delineators, an issue of concern is the cost-to-service-life of the material. (Note: When HSIP safety funding is used for these installations in high-wear-locations, the local agency is expected to maintain the improvement for a minimum of 10 years.) When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Wet, Night, All CRF: 10 - 33% S10, Install flashing beacons as advance warning (S.I.) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new flashing beacons.

General information
Where to use:

At signalized intersections with crashes that are a result of drivers being unaware of the intersection or are unable to see the traffic control device in time to comply.

Why it works:

Increased driver awareness of an approaching signalized intersection and an increase in the driver's time to react. Driver awareness of both downstream intersections and traffic control devices is critical to intersection safety. Crashes often occur when the driver is unable to perceive an intersection, signal head or the back of a stopped queue in time to react. Advance flashing beacons can be used to supplement and call driver attention to intersection control signs. Most advance warning flashing beacons can be powered by solar, thus reducing the issues relating to power source.

General Qualities (Time, Cost and Effectiveness):

Before choosing this CM, the agency needs to confirm the ability to provide power to the site (solar may be an option). Flashing beacons can be constructed with minimal design, environmental and right-of-way issues and have relatively low costs. This combined with a relatively high CRF, can result in high B/Cs for locations with a history of crashes and lead to a high effectiveness.

FHWA CMF Clearinghouse: Crash Types Addressed: Rear End, Angle CRF: 36 - 62% 4/8/2022 Local Roadway Safety P a ge | 51
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S11, Improve pavement friction (High Friction Surface Treatments) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 55% 10 years
Notes: This CM only applies to crashes occurring within the limits of the improved friction overlay. This CM is not intended to apply to standard chip-seal or open-graded maintenance projects for long segments of corridors or structure repaving projects intended to fix failed pavement.

General information
Where to use:

Nationally, this countermeasure is referred to as "High Friction Surface Treatments" or HFST. Signalized Intersections noted as having crashes on wet pavements or under dry conditions when the pavement friction available is significantly less than needed for the actual roadway approach speeds. This treatment is intended to target locations where skidding and failure to stop is determined to be a problem in wet or dry conditions and the target vehicle is unable to stop due to insufficient skid resistance.

Why it works:

Improving the skid resistance at locations with high frequencies of wet-road crashes and/or failure to stop crashes can result in reductions of 50 percent for wet-road crashes and 20 percent for total crashes. Applying HFST can double friction numbers, e.g. low 40s to high 80s. This CM represents a special focus area for both FHWA and Caltrans, which means there are extra resources available for agencies interested in more details on High Friction Surface Treatment projects.

General Qualities (Time, Cost and Effectiveness):

This strategy can be relatively inexpensive and implemented in a short timeframe. The installation would be done by either agency personnel or contractors and can be done by hand or machine. In general, This CM can be very effective and can be considered on a systematic approach.

FHWA CMF Clearinghouse: Crash Types Addressed: Wet, Night, ALL CRF: 10 - 62 % S12, Install raised median on approaches (S.I.)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new raised median. All new raised medians funded with HSIP funding should not include the removal of the existing roadway structural section and should be doweled into the existing roadway surface. This requirement is being implemented to maximize the safety-effectiveness of the limited HSIP funding and to minimize project impacts.

Landscaping, if included in the project, is considered non-participating.

General information
Where to use:

Intersections noted as having turning movement crashes near the intersection as a result of insufficient access control.

Application of this CM should be based on current crash data and a clearly defined need to restrict or accommodate the movement.

Why it works:

Raised medians next to left-turn lanes at intersections offer a cost-effective means for reducing crashes and improving operations at higher volume intersections. The raised medians prohibit left turns into and out of driveways that may be located too close to the functional area of the intersection.

General Qualities (Time, Cost and Effectiveness):

Raised medians at intersections may be most effective in retrofit situations where high volumes of turning vehicles have degraded operations and safety, and where more extensive CMs would be too expensive because of limited right-of-way and the constraints of the built environment. The result is This CM can be very effective and can be considered on a systematic approach. Raised medians can often be installed directly over the existing pavement. When agencies opt to install landscaping in conjunction with new raised medians, the portion of the cost for landscaping and other non-safety related items that exceeds 10% of the project total cost is not federally participated and must be funded by the applicant.

FHWA CMF Clearinghouse: Crash Types Addressed: Angle CRF: 21 -55 % 4/8/2022 Local Roadway Safety P a ge | 52
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S13PB, Install pedestrian median fencing on approaches
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 35% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring on the approaches/influence area of the new pedestrian median fencing.

General information
Where to use:

Signalized Intersections with high pedestrian-generators nearby (e.g. transit stops) may experience a high volumes of pedestrians J-walking across the travel lanes at mid-block locations instead of walking to the intersection and waiting to cross during the walk-phase. When this safety issue cannot be mitigated with signal timing and shoulder/sidewalk treatments, then installing a continuous pedestrian barrier in the median may be a viable solution.

Why it works:

Adding pedestrian median fencing has the opportunity to enhance pedestrian safety at locations noted as being problematic involving pedestrians running/darting across the roadway outside the intersection crossings. Pedestrian median fencing can significantly reduce this safety issue by creating a positive barrier, forcing pedestrians to the designated pedestrian crossing.

General Qualities (Time, Cost and Effectiveness):

Costs associated with this strategy will vary widely depending on the type and placement of the median fencing. Impacts to transit and other land uses may need to be considered and controversy can delay the implementation. In general, this CM can be effective as a spot-location approach.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 25- 40% S14, Create directional median openings to allow (and restrict) left-turns and U-turns (S.I.) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 50% 20 years
Notes: This CM only applies to crashes occurring in the intersection / influence area of the new directional openings.

General information
Where to use:

Why it works:

Restricting turning movement into and out of an intersection can help reduce conflicts between through and turning traffic. The number of access points, coupled with the speed differential between vehicles traveling along the roadway, contributes to crashes. Affecting turning movements by either allowing them or restricting them, based on the application, can ensure safe movement of traffic.

General Qualities (Time, Cost and Effectiveness):

Turn prohibitions that are implemented by closing a median opening can be implemented quickly. The cost of this strategy will depend on the treatment. Impacts to businesses and other land uses must be considered and controversy can delay the implementation. In general, This CM can be very effective and can be considered on a systematic approach.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 51% 4/8/2022 Local Roadway Safety P a ge | 53
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S15, Reduced Left-Turn Conflict Intersections (S.I.)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 50% 20 years
Notes: This CM only applies to crashes occurring in the intersection / influence area of the new Reduced Left-Turn Conflict.

General information
Where to use and Why it works:

Reduced left-turn conflict intersections are geometric designs that alter how left-turn movements occur in order to simplify decisions and minimize the potential for related crashes. Two highly effective designs that rely on U-turns to complete certain left-turn movements are known as the restricted crossing U-turn (RCUT) and the median U-turn (MUT).

Restricted Crossing U-turn (RCUT):

The RCUT intersection modifies the direct left-turn and through movements from cross-street approaches. Minor road traffic makes a right turn followed by a U-turn at a designated location (either signalized or unsignalized) to continue in the desired direction.

The RCUT is suitable for a variety of circumstances, including along rural, high-speed, four-lane, divided highways or signalized routes. It also can be used as an alternative to signalization or constructing an interchange. RCUTs work well when consistently used along a corridor, but also can be used effectively at individual intersections.

Median U-turn (MUT)
The MUT intersection modifies direct left turns from the major approaches. Vehicles proceed through the main intersection, make a U-turn a short distance downstream, followed by a right turn at the main intersection. The U-turns can also be used for modifying the cross-street left turns.

The MUT is an excellent choice for heavily traveled intersections with moderate left-turn volumes. When implemented at multiple intersections along a corridor, the efficient two-phase signal operation of the MUT can reduce delay, improve travel times, and create more crossing opportunities for pedestrians and bicyclists.

General Qualities (Time, Cost and Effectiveness):

Implementing this strategy may take from months to years, depending on whether additional R/W is required. Such projects require a substantial time for development and construction. Costs are highly variable and range from very low to high. The expected effectiveness of this CM must be assessed for each individual location.

FHWA CMF Clearinghouse: Crash Types Addressed: Angle/Left-turn/Rear- End/All CRF: 34.8-100%
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S16, Convert intersection to roundabout (from signal)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All Varies 20 years
Notes: This CM only applies to crashes occurring in influence area of the new roundabout. This CM is not intended for mini-roundabouts.

The benefit of this CM is calculated using Caltrans procedure. The CRF is dependent on the ADT, project location (Rural/Urban) and the roundabout type (1 lane or 2 lanes). The benefit comes from both the reduction in the number and the severity of the crashes.

General information
Where to use:

Signalized intersections that have a significant crash problem and the only alternative is to change the nature of the intersection itself. Roundabouts can also be very effective at intersections with complex geometry and intersections with frequent left-turn movements.

Why it works:

The types of conflicts that occur at roundabouts are different from those occurring at conventional intersections; namely, conflicts from crossing and left-turn movements are not present in a roundabout. The geometry of a roundabout forces drivers to reduce speeds as they proceed through the intersection. This helps keep the range of vehicle speed narrow, which helps reduce the severity of crashes when they do occur. Pedestrians only have to cross one direction of traffic at a time at roundabouts, thus reducing their potential for conflicts.

General Qualities (Time, Cost and Effectiveness):

Provision of a roundabout requires substantial project development. The need to acquire right-of-way is likely and will vary from site to site and depends upon the geometric design. These activities may require up to 4 years or longer to implement. Costs are variable, but construction of a roundabout to replace an existing signalized intersection are relatively high. The result is this CM may have reduced relative-effectiveness compared to other CMs.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 35 - 67% S17PB, Install pedestrian countdown signal heads
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 25% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersection/crossing with the new countdown heads.

General information
Where to use:

Signals that have signalized pedestrian crossing with walk/don't walk indicators and where there have been pedestrian vs. vehicle crashes.

Why it works:

A pedestrian countdown signal contains a timer display and counts down the number of seconds left to finish crossing the street. Countdown signals can reassure pedestrians who are in the crosswalk when the flashing "DON’T WALK" interval appears that they still have time to finish crossing. Countdown signals begin counting down either when the "WALK" or when the flashing "DON’T WALK" interval appears and stop at the beginning of the steady "DON’T WALK" interval. These signals also have been shown to encourage more pedestrians to use the pushbutton rather than jaywalk.

General Qualities (Time, Cost and Effectiveness):

Costs and time of installation will vary based on the number of intersections included in this strategy and if it requires new signal controllers capable of accommodating the enhancement. When considered at a single location, these low cost improvements are usually funded through local funding by local crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 25% 4/8/2022 Local Roadway Safety P a ge | 55
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S18PB, Install pedestrian crossing (S.I.)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 25% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersection/crossing with the new crossing. This CM is not intended to be used for high-cost aesthetic enhancements to intersection crosswalks (i.e. stamped concrete or stamped asphalt).

General information
Where to use:

Signalized Intersections with no marked crossing and pedestrian signal heads, where pedestrians are known to be crossing intersections that involve significant turning movements. They are especially important at intersections with (1) multiphase traffic signals, such as left-turn arrows and split phases, (2) school crossings, and (3) double-right or double-left turns. At signalized intersections, pedestrian crossings are often safer when the left turns have protected phases that do not overlap the pedestrian walk phase.

Why it works:

Adding pedestrian crossings has the opportunity to enhance pedestrian safety at locations noted as being problematic. Nearly one-third of all pedestrian-related crashes occur at or within 50 feet of an intersection. Of these, 30 percent may involve a turning vehicle. Another 22 percent of pedestrian crashes involve a pedestrian either running across the intersection or darting out in front of a vehicle whose view was blocked just prior to the impact. Finally, 16 percent of these intersection-related crashes occur because of a driver violation (e.g., failure to yield right-of-way). When agencies opt to install aesthetic enhancement to intersection crosswalks like stamped concrete/asphalt, the project design and construction costs can significantly increase. For HSIP applications, these costs must be accoun ted for in the B/C calculation, but these costs (over standard crosswalk markings) must be tracked separately and are not federally reimbursable and will increase the agency's local-funding share for the project costs.

General Qualities (Time, Cost and Effectiveness):

Costs associated with this strategy will vary widely, depending if curb ramps and sidewalk modifications are required with the crossing. When considered at a single location, these low cost improvements may be funded through local funding by local crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate to high cost projects that are appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 25% S19PB, Pedestrian Scramble
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 40% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersection with the new pedestrian crossing.

General information
Where to use:

Pedestrian Scramble is a form of pedestrian "WALK" phase at a signalized intersection in which all vehicular traffic is required to stop, allowing pedestrians/bicyclists to safely cross through the intersection in any direction, including diagonally. Pedestrian Scramble may be considered at signalized intersections with very high pedestrian/bicycle volumes, e.g. in an urban business district.

Why it works:

Pedestrian Scramble has been shown to reduce injury risk and increase bicycle ridership due to its perceived safety and comfort.

General Qualities (Time, Cost and Effectiveness):

Not involving any additional R/W, Pedestrian Scramble should not require a long development process and should be implemented reasonably soon. A systemic approach may be used in implementing this CM, resulting in cost efficiency with low to moderate cost.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: -10% to 51% 4/8/2022 Local Roadway Safety P a ge | 56
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S20PB, Install advance stop bar before crosswalk (Bicycle Box) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 15% 10 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersection-crossing with the new advanced stop bars.

General information
Where to use:

Signalized Intersections with a marked crossing, where significant bicycle and/or pedestrians volumes are known to occur.

Why it works:

Adding advance stop bar before the striped crosswalk has the opportunity to enhance both pedestrian and bicycle safety.

Stopping cars well before the crosswalk provides a buffer between the vehicles and the crossing pedestrians. It also allows for a dedicated space for cyclists, making them more visible to drivers (This dedicated space is often referred to as a bike-box.) General Qualities (Time, Cost and Effectiveness):

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 35% S21PB, Modify signal phasing to implement a Leading Pedestrian Interval (LPI) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 60% 10 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersections with signalized pedestrian crossing with the newly implemented Leading Pedestrian Interval (LPI).

General information
Where to use:

Intersections with signalized pedestrian crossing that have high turning vehicles volumes and have had pedestrian vs. vehicle crashes.

Why it works:

A leading pedestrian interval (LPI) gives pedestrians the opportunity to enter an intersection 3-7 seconds before vehicles are given a green indication. With this head start, pedestrians can better establish their presence in the crosswalk before vehicles have priority to turn left. LPIs provide (1) increased visibility of crossing pedestrians; (2) reduced conflicts between pedestrians and vehicles; (3) Increased likelihood of motorists yielding to pedestrians; and (4) enhanced safety for pedestrians who may be slower to start into the intersection.

General Qualities (Time, Cost and Effectiveness):

Costs for implementing LPIs are very low, since only minor signal timing alteration is required. This makes it an easy and inexpensive countermeasure that can be incorporated into pedestrian safety action plans or policies and can become routine agency practice. When considered at a single location, the LPI is usually local-funded. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 59% 4/8/2022 Local Roadway Safety P a ge | 57
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B.2 Intersection Countermeasures – Non-signalized
NS01, Add intersection lighting (NS.I.)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Night 40% 20 years
Notes: This CM only applies to "night" crashes (all types) occurring within limits of the proposed roadway lighting 'engineered' area.

General information
Where to use:

Non-signalized intersections that have a disproportionate number of night-time crashes and do not currently provide lighting at the intersection or at its approaches. Crash data should be studied to ensure that safety at the intersection could be improved by providing lighting (this strategy would be supported by a significant number of crashes that occur at night).

Why it works:

Providing lighting at the intersection itself, or both at the intersection and on its approaches, improves the safety of an intersection during nighttime conditions by (1) making drivers more aware of the surroundings at an intersection, which improves drivers' perception-reaction times, (2) enhancing drivers' available sight distances, and (3) improving the visibility of non-motorists. Intersection lighting is of particular benefit to non-motorized users as lighting not only helps them navigate the intersection, but also helps drivers see them better.

General Qualities (Time, Cost and Effectiveness):

A lighting project can usually be completed relatively quickly, but generally requires at least 1 year to implement because the lighting system must be designed and the provision of electrical power must be arranged. The provision of lighting involves both a fixed cost for lighting installation and an ongoing maintenance and power cost. For rural intersections, studies have shown the installation of streetlights reduced nighttime crashes at unlit intersections and can be more effective in reducing nighttime crashes than either rumble strips or overhead flashing beacons. Some locations can result in high B/C ratios, but due to higher costs, these projects often result in medium to low B/C ratios.

FHWA CMF Clearinghouse: Crash Types Addressed: Night, All CRF: 25- 50% NS02, Convert to all-way STOP control (from 2-way or Yield control) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 50% 10 years
Notes: This CM only applies to crashes occurring in the intersection and/or influence area of the new control. CA-MUTCD warrant must be met.

General information
Where to use:

Unsignalized intersection locations that have a crash history and have no controls on the major roadway approaches. However, all-way stop control is suitable only at intersections with moderate and relatively balanced volume levels on the intersection approaches. Under other conditions, the use of all-way stop control may create unnecessary delays and aggressive driver behavior. MUTCD warrants should always be followed.

Why it works:

All-way stop control can reduce right-angle and turning collisions at unsignalized intersections by providing more orderly movement at an intersection, reducing through and turning speeds, and minimizing the safety effect of any sight distance restrictions that may be present. Advance public notification of the change is critical in assuring compliance and reducing crashes.

General Qualities (Time, Cost and Effectiveness):

The costs involved in converting to all-way stop control are relatively low. All-way stop control can normally be implemented at multiple intersections with just a change in signing on intersection approaches, and typically are very quick to implement. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Left-turn, Angle CRF: 6 - 80% 4/8/2022 Local Roadway Safety P a ge | 58
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NS03, Install signals
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 20 years
Notes: This CM only applies to crashes occurring in the intersection and/or influence area of the new signals. All new signals must meet MUTCD "safety" warrants: 4, 5 or 7. Given the over-arching operational changes that occur when an intersection is signalized, no other intersection CMs can be applied to the intersection crashes in conjunction with this CM.

General information
Where to use:

Traffic signals can be used to prevent the most severe type crashes (right-angle, left-turn). Consideration to signalize an unsignalized intersection should only be given after (1) less restrictive forms of traffic control have been utilized as the installation of a traffic signal often leads to an increased frequency of crashes (rear-end) on major roadways and introduces congestion and (2) signal warrants have been met. Refer to the CA MUTCD, Section 4C.01, Studies and Factors for Justifying Traffic Control Signals.

Why it works:

Traffic signals have the potential to reduce the most severe type crashes but will likely cause an increase in rear-end collisions. A reduction in overall injury severity is likely the largest benefit of traffic signal installation.

General Qualities (Time, Cost and Effectiveness):

Typical traffic signal costs fall in the medium to high category and are affected by application, type of signal and right-of-away considerations. Projects of this magnitude should only be considered after alternate and lesser means of correction have been evaluated. Some locations can result i n high B/C ratios, but due to higher costs, these projects often result in medium to low B/C ratios.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 0 - 74% NS04, Convert intersection to roundabout (from all way stop) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All Varies 20 years
Notes: This CM only applies to crashes occurring in the intersection and/or influence area of the new control.

General information
Where to use:

Intersections that have a high frequency of right-angle and left-turn type crashes. Whether such intersections have existing crash patterns or not, a roundabout provides an alternative to signalization. The primary target locations for roundabouts should be moderate-volume unsignalized intersections. Roundabouts may not be a viable alternative in many suburban and urban settings where right-of-way is limited.

Why it works:

Roundabouts provide an important alternative to signalized and all-way stop-controlled intersections. Modern roundabouts differ from traditional traffic circles in that they operate in such a manner that traffic entering the roundabout must yield the right-of-way to traffic already in it. Roundabouts can serve moderate traffic volumes with less delay than all-way stop-controlled intersections and provide fewer conflict points. Crashes at roundabouts tend to be less severe because of the speed constraints and elimination of left-turn and right-angle movements.

General Qualities (Time, Cost and Effectiveness):

Construction of roundabouts are usually relatively costly and major projects, requiring the environmental process, right-of-way acquisition, and implementation under an agency’s long-term capital improvement program. (For this reason, roundabouts may not be appropriate for California's Federal Safety Programs that have relatively short delivery requirements.) Even with roundabouts higher costs, they still can have a relatively high effectiveness.

FHWA CMF Clearinghouse: Crash Types Addressed: Left-turn, Angle CRF: 12 - 78 % 4/8/2022 Local Roadway Safety P a ge | 59
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NS05, Convert intersection to roundabout (from 2-way stop or Yield control) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All Varies 20 years
Notes: This CM only applies to crashes occurring in the intersection and/or influence area of the new control.

General information
Where to use:

Why it works:

General Qualities (Time, Cost and Effectiveness):

FHWA CMF Clearinghouse: Crash Types Addressed: Left-turn, Angle CRF: 12 - 78 % NS05mr, Convert intersection to mini-roundabout
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 20 years
Notes: This CM only applies to crashes occurring in the intersection and/or influence area of the new control.

General information
Where to use:

Mini-roundabouts are characterized by a small diameter (45-90 ft) and traversable islands (central island and splitter islands).

Mini-roundabouts offer most of the benefits of regular roundabouts with the added benefit of a smaller footprint. They are best suited to environments where speeds are already low and environmental constraints would preclude the use of a larger roundabout. Mini-roundabouts are most effective in lower speed environments in which all approaching roadways have posted speed of 30 mph or less and an 85th-percentile speed of less than 35 mph near the proposed yield and/or entrance line. For any location with an 85th-percentile speed above 35 mph, the mini-roundabout can be included as part of a broader system of traffic calming measures to achieve an appropriate speed environment.

Why it works:

Mini-roundabouts may be an optimal solution for a safety or operational issue at an existing intersection where there is insufficient right-of-way for a standard roundabout installation. The benefits of mini-roundabouts are the compact size, operational efficiency, traffic safety improvement and traffic Calming.

General Qualities (Time, Cost and Effectiveness):

Construction costs for mini-roundabouts vary widely depending upon the extent of sidewalk modifications or other geometric improvements and the types of materials used. In most cases, mini-roundabouts have been installed with little or no pavement widening and with only minor changes to curbs and sidewalks. Construction costs can be minimum for an installation consisting entirely of pavement markings and signage or moderate for mini-roundabouts that include raised islands and pedestrian improvements.

FHWA CMF Clearinghouse: Crash Types Addressed: NA CRF: NA 4/8/2022 Local Roadway Safety P a ge | 60
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NS06, Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 15% 10 years
Notes: This CM only applies to crashes occurring in the influence area of the new signs. The influence area must be determined on a location by location basis.

General information
Where to use:

The target for this strategy should be approaches to unsignalized intersections with patterns of rear-end, right-angle, or turning collisions related to lack of driver awareness of the presence of the intersection.

Why it works:

The visibility of intersections and, thus, the ability of approaching drivers to perceive them can be enhanced by installing larger regulatory and warning signs at or prior to intersections. A key to success in applying this strategy is to select a combination of regulatory and warning sign techniques appropriate for the conditions on a particular unsignalized intersection approach.

General Qualities (Time, Cost and Effectiveness):

Signing improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number of signs. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 11 - 55% NS07, Upgrade intersection pavement markings (NS.I.)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new pavement markings. This CM is not intended to be used for general maintenance activities (i.e. the replacement of existing pavement markings in-kind) and must include upgraded safety features over the existing pavement markings and striping.

General information
Where to use:

Unsignalized intersections that are not clearly visible to approaching motorists, particularly approaching motorists on the major road. The strategy is particularly appropriate for intersections with patterns of rear-end, right-angle, or turning crashes related to lack of driver awareness of the presence of the intersection. Also at minor road approaches where conditions allow the stop bar to be seen by an approaching driver at a significant distance from the intersection. Typical improvements include "Stop Ahead" markings and the addition of Centerlines and Stop Bars.

Why it works:

The visibility of intersections and, thus, the ability of approaching drivers to perceive them can be enhanced by installing appropriate pavement delineation in advance of and at intersections will provide approaching motorists with additional information at these locations. Providing visible stop bars on minor road approaches to unsignalized intersections can help direct the attention of drivers to the presence of the intersection. Drivers should be more aware that the intersection is coming up, and therefore make safer decisions as they approach the intersection.

General Qualities (Time, Cost and Effectiveness):

Pavement marking improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number of markings. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding. Note: When federal safety funding is used for these installations in high-wear-locations, the local agency is expected to maintain the improvement for a minimum of 10 years.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 13 - 60% 4/8/2022 Local Roadway Safety P a ge | 61
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NS08, Install Flashing Beacons at Stop-Controlled Intersections For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 15% 10 years
Notes: This CM only applies to crashes occurring on the stop-controlled approaches / influence area of the new beacons.

General information
Where to use:

Flashing beacons can reinforce driver awareness of the Non-Signalized intersection control and can help mitigate patterns of right-angle crashes related to stop sign violations. Post-mounted advanced flashing beacons or overhead flashing beacons can be used at stop-controlled intersections to supplement and call driver attention to stop signs.

Why it works:

Flashing beacons provide a visible signal to the presence of an intersection and can be very effective in rural areas where there may be long stretches between intersections as well as locations where night-time visibility of intersections is an issue.

General Qualities (Time, Cost and Effectiveness):

Flashing beacons can be constructed with minimal design, environmental and right-of-way issues and have relatively low costs.

Before choosing this CM, the agency needs to confirm the ability to provide power to the site (solar may be an option). In general, This CM can be very effective and can be considered on a systematic approach.

FHWA CMF Clearinghouse: Crash Types Addressed: Angle, Rear-End CRF: 5-34% NS09, Install flashing beacons as advance warning (NS.I.) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new beacons placed in advance of the intersection.

General information
Where to use:

Non-Signalized Intersections with patterns of crashes that could be related to lack of a driver's awareness of approaching intersection or controls at a downstream intersection.

Why it works:

Advance flashing beacons can be used to supplement and call driver attention to intersection control signs. Flashing beacons are intended to reinforce driver awareness of the stop or yield signs and to help mitigate patterns of crashes related to intersection regulatory sign violations. Most advance warning flashing beacons can be powered by solar, thus reducing the issues relating to power source.

General Qualities (Time, Cost and Effectiveness):

Use of flashing beacons requires minimal development process, allowing flashing beacons to be installed within a short time period. Before choosing this CM, the agency needs to confirm the ability to provide power to the site (solar may be an option).

In general, This CM can be very effective and can be considered on a systematic approach.

FHWA CMF Clearinghouse: Crash Types Addressed: Angle, Rear-End CRF: 36 - 62% 4/8/2022 Local Roadway Safety P a ge | 62
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NS10, Install transverse rumble strips on approaches
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 20% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new rumble strips.

General information
Where to use:

Transverse rumble strips are installed in the travel lane for the purposes of providing an auditory and tactile sensation for each motorist approaching the intersection. They can be used at any stop or yield approach intersection, often in combination with advance signing to warn of the intersection ahead. Due to the noise generated by vehicles driving over the rumble strips, care must be taken to minimize disruption to nearby residences and businesses.

Why it works:

When motorists are traveling along the roadway, they are sometimes unaware they are approaching an intersection. This is especially true on rural roads, as there may be fewer clues indicating an intersection ahead. Transverse rumble strips warn motorists that something unexpected is ahead that they need to pay attention to.

General Qualities (Time, Cost and Effectiveness):

Use of transverse rumble strips requires minimal development process, allowing transverse rumble strips to be installed within a short time period. In general, This CM can be very effective and can be considered on a systematic approach, although care should be taken to not over-use this CM. Note: When federal safety funding is used for these installations in high-wear- locations, the local agency is expected to maintain the improvement for a minimum of 10 years.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 0 - 35% NS11, Improve sight distance to intersection (Clear Sight Triangles) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 20% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the significantly improved new sight distance. Minor/incidental improvements to sight distance would not likely result in the CRF shown below.

General information
Where to use:

Unsignalized intersections with restricted sight distance and patterns of crashes related to lack of sight distance where sight distance can be improved by clearing roadside obstructions without major reconstruction of the roadway.

Why it works:

Adequate sight distance for drivers at stop or yield-controlled approaches to intersections has long been recognized as among the most important factors contributing to overall safety at unsignalized intersections. By removing sight distance restrictions (e.g., vegetation, parked vehicles, signs, buildings) from the sight triangles at stop or yield-controlled intersection approaches, drivers will be able see approaching vehicles on the main line, without obstruction and therefore make better decisions about entering the intersection safely.

General Qualities (Time, Cost and Effectiveness):

Projects involving clearing sight obstructions on the highway right-of-way can typically be accomplished quickly, assuming the objects are readily moveable. Clearing sight obstructions on private property requires more time for discussions with the property owner. Costs will generally be low, assuming that in most cases the objects to be removed are within the right-of-way.

In general, this CMs can be very effective and can be implemented by agencies' maintenance staff and/or implemented on a systematic approach. Usually only high -cost removals would be good candidates for Caltrans Federal Safety Funding. Note:

When federal safety funding is used to remove vegetation that has the potential to grow back, the local agency is expected to maintain the improvement for a minimum of 10 years.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 11 - 56% 4/8/2022 Local Roadway Safety P a ge | 63
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NS12, Improve pavement friction (High Friction Surface Treatments) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 55% 10 years
Notes: This CM only applies to crashes occurring within the limits of the improved friction overlay. This CM is not intended to apply to standard chip-seal or open-graded maintenance projects for long segments of corridors or structure repaving projects intended to fix failed pavement.

General information
Where to use:

Nationally, this countermeasure is referred to as "High Friction Surface Treatments" or HFST. Non-signalized Intersections noted as having crashes on wet pavements or under dry conditions when the pavement friction available is significantly less than needed for the actual roadway approach speeds. This treatment is intended to target locations where skidding and failure to stop is determined to be a problem in wet or dry conditions and the target vehicle is unable to stop due to insufficient skid resistance.

Why it works:

General Qualities (Time, Cost and Effectiveness):

FHWA CMF Clearinghouse: Crash Types Addressed: Wet, Night, ALL CRF: 10 - 62 % NS13, Install splitter-islands on the minor road approaches For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 40% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new splitter island on the minor road approaches.

General information
Where to use:

Minor road approaches to unsignalized intersections where the presence of the intersection or the stop sign is not readily visible to approaching motorists. The strategy is particularly appropriate for intersections where the speeds on the minor road are high. In creation of a splitter island allows for an additional stop sign to be placed in the median for the minor approach.

Why it works:

The installation of splitter islands allows for the addition of a stop sign in the median to make the intersection more conspicuous. Additionally, the splitter island on the minor-road provides for a positive separation between turning vehicles on the through road and vehicles stopped on the minor road approach.

General Qualities (Time, Cost and Effectiveness):

Splitter islands at non-signalized intersections can usually be installed with minimal roadway reconstruction and relatively quickly. In general, This CM can be very effective and can be considered on a systematic approach.

FHWA CMF Clearinghouse: Crash Types Addressed: Angle, Rear-End CRF: 35 - 100 % 4/8/2022 Local Roadway Safety P a ge | 64
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NS14, Install raised median on approaches (NS.I.)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new raised median. All new raised medians funded with federal HSIP funding should not include the removal of the existing roadway structural section and should be doweled into the existing roadway surface. This requirement is being implemented to maximize the safety-effectiveness of the limited HSIP funding and to minimize project impacts. Landscaping, if included in the project, is considered non- participating.

General information
Where to use:

Where related or nearby turning movements affect the safety and operation of an intersection. Effective access management is key to improving safety at, and adjacent to, intersections. The number of intersection access points coupled with the speed differential between vehicles traveling along the roadway often contributes to crashes. Any access points within 250 feet upstream and downstream of an intersection are generally undesirable.

Why it works:

Raised medians with left-turn lanes at intersections offer a cost-effective means for reducing crashes and improving operations at higher volume intersections. The raised medians also prohibit left turns into and out of driveways that may be located too close to the functional area of the intersection.

General Qualities (Time, Cost and Effectiveness):

Raised medians at intersections may be most effective in retrofit situations where high volumes of turning vehicles have degraded operations and safety, and where more extensive approaches would be too expensive because of limited right-of-way and the constraints of the built environment. Because raised medians limit property access to right turns only, the need for providing alternative access ways should be considered. In general, This CM can be very effective and can be considered on a systematic approach. When agencies opt to install landscaping in conjunction with new raised medians, the portion of the cost for landscaping and other non-safety related items that exceeds 10% of the project total cost is not federally participated and must be funded by the applicant.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 20 - 39 % NS15, Create directional median openings to allow (and restrict) left-turns and u-turns (NS.I.) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 50% 20 years
Notes: This CM only applies to crashes occurring in the intersection / influence area of the new directional openings.

General information
Where to use:

Crashes related to turning maneuvers include angle, rear-end, pedestrian, and sideswipe (involving opposing left turns) type crashes. If any of these crash types are an issue at an intersection, restriction or elimination of the turning maneuver may be the best way to improve the safety of the intersection. Because raised medians limit property access to right turns only, they should be used in conjunction with efforts to provide alternative access ways and promote driveway spacing objectives.

Why it works:

Agencies are increasingly using access management techniques on urban and suburban arterials to manage the number of conflicts experienced at an intersection. A key element of access management is to restrict certain movements, create directional median openings, or close median openings that are deemed too close to an intersection.

General Qualities (Time, Cost and Effectiveness):

Turn prohibitions that are implemented by closing a median opening can usually be implemented quickly. Costs are highly variable but in many cases could be considered low. In some cases this strategy may involve acquiring access or constructing replacement access; those actions will significantly increase the cost of the project. Impacts to businesses and other land uses must be considered and controversy can delay the implementation. In general, This CM can be very effective and can be considered on a systematic approach.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 51% 4/8/2022 Local Roadway Safety P a ge | 65
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NS16, Reduced Left-Turn Conflict Intersections (NS.I.)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 50% 20 years
Notes: This CM only applies to crashes occurring in the intersection / influence area of the new Reduced Left-Turn Conflict.

General information
Where to use and Why it works:

Restricted Crossing U-turn (RCUT):

General Qualities (Time, Cost and Effectiveness):

FHWA CMF Clearinghouse: Crash Types Addressed: Angle/Left-turn/Rear- End/All CRF: 34.8-100%
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NS17, Install right-turn lane (NS.I.)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 20% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new right -turn lanes. This CM is not eligible for use at existing all-way stop intersections.

General information
Where to use:

Many collisions at unsignalized intersections are related to right-turn maneuvers. A key strategy for minimizing such collisions is to provide exclusive right-turn lanes, particularly on high-volume and high-speed major-road approaches. When considering new right-turn lanes, potential impacts to non-motorized users should be considered and mitigated as appropriate. When considering new right-turn lanes, potential impacts to non-motorized users should be considered and mitigated as appropriate.

Why it works:

The strategy is targeted to reduce the frequency of rear-end collisions resulting from conflicts between vehicles turning right and following vehicles and vehicles turning right and through vehicles coming from the left on the cross street. Right-turn lanes also remove slow vehicles that are decelerating to turn right from the through-traffic stream, thus reducing the potential for rear-end collisions. Right-turn lanes can increase the length of the intersection crossing and create an additional potential conflict point for non-motorized users.

General Qualities (Time, Cost and Effectiveness):

Implementing this strategy may take from months to years. At some locations, right-turn lanes can be quickly and simply installed by restriping the roadway. At other locations, widening of the roadway, acquisition of additional right-of-way, and extensive environmental processes may be needed. Such projects require a substantial time for development and construction.

Costs are highly variable and range from very low to high. The expected effectiveness of this CM must be assessed for each individual location.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 14 - 26 % NS18, Install left-turn lane (where no left-turn lane exists) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 35% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new left -turn lanes. This CM does NOT apply to converting a single-left into double-left turn. This CM is not eligible for use at existing all-way stop intersections.

General information
Where to use:

Many collisions at unsignalized intersections are related to left-turn maneuvers. A key strategy for minimizing such collisions is to provide exclusive left-turn lanes, particularly on high-volume and high-speed major-road approaches. When considering new left-turn lanes, potential impacts to non-motorized users should be considered and mitigated as appropriate.

Why it works:

Adding left-turn lanes remove vehicles waiting to turn left from the through-traffic stream, thus reducing the potential for rear- end collisions. Because they provide a sheltered location for drivers to wait for a gap in opposing traffic, left-turn lanes may encourage drivers to be more selective in choosing a gap to complete the left-turn maneuver. This strategy may reduce the potential for collisions between left-turn and opposing through vehicles.

General Qualities (Time, Cost and Effectiveness):

Implementing this strategy may take from months to years. At some locations, left-turn lanes can be quickly and simply installed by restriping the roadway. At other locations, widening of the roadway, acquisition of additional right-of-way, and extensive environmental processes may be needed. Such projects require a substantial time for development and construction. Costs are highly variable and range from very low to high. The expected effectiveness of this CM must be assessed for each individual location.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 9 -55 % 4/8/2022 Local Roadway Safety P a ge | 67
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NS19PB, Install raised medians (refuge islands)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 45% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the crossing with the new islands. All new raised medians funded with federal HSIP funding should not include the removal of the existing roadway structural section and should be doweled into the existing roadway surface. This requirement is being implemented to maximize the safety-effectiveness of the limited HSIP funding and to minimize project impacts. Landscaping, if included in the project, is considered non-participating.

General information
Where to use:

Intersections that have a long pedestrian crossing distance, a higher number of pedestrians, or a crash history. Raised medians decrease the level of exposure for pedestrians and allow pedestrians to concentrate on (or cross) only one direction of traffic at a time.

Why it works:

Raised pedestrian refuge islands, or medians at crossing locations along roadways, are another strategy to reduce exposure between pedestrians and motor vehicles. Refuge islands and medians that are raised (i.e., not just painted) provide pedestrians more secure places of refuge during the street crossing. They can stop partway across the street and wait for an adequate gap in traffic before completing their crossing.

General Qualities (Time, Cost and Effectiveness):

Median and pedestrian refuge areas are a low-cost countermeasure to implement. This cost can be applied to retrofit improvements or if it is a new construction project, implementing this countermeasure is even more cost-effective. In general, This CM can be very effective and can be considered on a systematic approach. When agencies opt to install landscaping in conjunction with new raised medians, the portion of the cost for landscaping and other non-safety related items that exceeds 10% of the project total cost is not federally participated and must be funded by the applicant.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian and Bicycle CRF: 30 - 56 % NS20PB, Install pedestrian crossing at uncontrolled locations (signs and markings only) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 25% 10 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersection/crossing with the new crossing. This CM is not intended to be used for high-cost aesthetic enhancements to intersection crosswalks (i.e. stamped concrete or stamped asphalt).

General information
Where to use:

Non-signalized intersections without a marked crossing, where pedestrians are known to be crossing intersections that involve significant vehicular traffic. They are especially important at school crossings and intersections with right and/or left turns pockets. See Zegeer study (Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Locations) for additional guidance regarding when to install a marked crosswalk.

Why it works:

Adding pedestrian crossings has the opportunity to enhance pedestrian safety at locations noted as being problematic. Pavement markings delineate a portion of the roadway that is designated for pedestrian crossing. These markings will often be different for controlled verses uncontrolled locations. The use of "ladder", "zebra" or other enhanced markings at uncontrolled crossings can increase both pedestrian and driver awareness to the increased exposure at the crossing. Incorporating advanced "stop" or “yield" markings provides an extra safety buffer and can be effective in reducing the 'multiple-threat' danger to pedestrians. Nearly one-third of all pedestrian-related crashes occur at or within 50 feet of an intersection. Of these, 30 percent may involve a turning vehicle. There are several types of pedestrian crosswalks, including:
continental, ladder, zebra, and standard. When agencies opt to install aesthetic enhancement to intersection crosswalks like stamped concrete/asphalt, the project design and construction costs can significantly increase. For HSIP applications, these costs must be accounted for in the B/C calculation, but these costs (over standard crosswalk markings) must be tracked separately and are not federally reimbursable and will increase the agency's local-funding share for the project costs.

General Qualities (Time, Cost and Effectiveness):

Costs associated with this strategy will vary widely, depending upon if curb ramps and sidewalk modifications are required with the crossing. When considered at a single location, these low cost improvements are usually funded through local funding by local crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian and Bicycle CRF: 25 % 4/8/2022 Local Roadway Safety P a ge | 68
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NS21PB, Install/upgrade pedestrian crossing at uncontrolled locations (with enhanced safety features)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 35% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the new crossing (influence area) with enhanced safety features. This CM is not intended to be used for high-cost aesthetic enhancements to intersection crosswalks (i.e. stamped concrete or stamped asphalt).

General information
Where to use:

Non-signalized intersections where pedestrians are known to be crossing intersections that involve significant vehicular traffic.

They are especially important at school crossings and intersections with turn pockets. Based on the Zegeer study (Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Locations) at many locations, a marked crosswalk alone may not be sufficient to adequately protect non-motorized users. In these cases, flashing beacons, curb extensions, advanced "stop" or "yield" markings, and other safety features should be added to complement the standard crossing elements.

Why it works:

Adding pedestrian crossings that include enhances safety features has the opportunity to enhance pedestrian safety at locations noted as being especially problematic. The enhanced safety elements help delineate a portion of the roadway that is designated for pedestrian crossing. Incorporating advanced "yield" markings provide an extra safety buffer and can be effective in reducing the 'multiple-threat' danger to pedestrians. Nearly one-third of all pedestrian-related crashes occur at or within 50 feet of an intersection. When agencies opt to install aesthetic enhancement to intersection crosswalks like stamped concrete/asphalt, the project design and construction costs can significantly increase. For HSIP applications, these costs must be accounted for in the B/C calculation, but these costs (over standard crosswalk markings) must be tracked separately and are not federally reimbursable and will increase the agency's local-funding share for the project costs.

General Qualities (Time, Cost and Effectiveness):

Costs associated with this strategy will vary widely, depending upon the types of enhanced features that will be combined with the standard crossing improvements. The need for new curb ramps and sidewalk modifications will also be a factor. This CM may be effectively and efficiently implemented using a systematic approach with more than one location and can have relatively high B/C ratios based on past non-motorized crash history.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian and Bicycle CRF: 37% NS22PB, Install Rectangular Rapid Flashing Beacon (RRFB) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 35% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the influence area (expected to be a maximum of within 250') of the crossing which includes the RRFB.

General information
Where to use:

Rectangular Rapid Flashing Beacon (RRFB) includes pedestrian-activated flashing lights and additional signage that enhance the visibility of marked crosswalks and alert motorists to pedestrian crossings. It uses an irregular flash pattern that is similar to emergency flashers on police vehicles. RRFBs are installed at unsignalized intersections and mid-block pedestrian crossings.

Why it works:

RRFBs can enhance safety by increasing driver awareness of potential pedestrian conflicts and reducing crashes between vehicles and pedestrians at unsignalized intersections and mid-block pedestrian crossings. The addition of RRFB may also increase the safety effectiveness of other treatments, such as crossing warning signs and markings.

General Qualities (Time, Cost and Effectiveness):

RRFBs are a lower cost alternative to traffic signals and hybrid signals. This CM can often be effectively and efficiently implemented using a systematic approach with numerous locations.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 7 – 47.4% 4/8/2022 Local Roadway Safety P a ge | 69
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NS23PB, Install Pedestrian Signal (including Pedestrian Hybrid Beacon (HAWK)) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 55% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersection/crossing with the new signal.

For HAWK or other pedestrian signals, the justification may be Warrant 4, 5 and/or 7, or passing the test in Figure 4F-1/4F-2 in Chapter 4F of CA MUTCD. Please refer to Chapter 4F of CA MUTCD for more details
General information
Where to use:

Intersections noted as having a history of pedestrian vs. vehicle crashes and in areas where the likelihood of the pedestrian presence is high. Corridors should also be assessed to determine if there are adequate safe opportunities for non-motorists to cross and if a pedestrian signal, or a Pedestrian Hybrid Beacon (PHB) (also called High-Intensity Activated crossWalK beacon (HAWK)) are needed to provide an active warning to motorists when a pedestrian is in the crosswalk.

Why it works:

Adding a pedestrian signal has the opportunity to greatly enhance pedestrian safety at locations noted as being problematic.

Nearly one-third of all pedestrian-related crashes occur at or within 50 feet of an intersection. In combination with this CM, better guidance signs and markings for non-motorized and motorized roadway users should be considered, including: sign and markings directing pedestrians and cyclists on appropriate/legal travel paths and signs and markings warning motorists of non- motorized uses of the roadway that should be expected.

General Qualities (Time, Cost and Effectiveness):

The cost of improvements are generally high, but can vary dependent on the type of signal and overall scope of the project. In most cases the project duration can be short. The expected effectiveness of this CM must be assessed for each individual location.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian and Bicycle CRF: 15 - 69% 4/8/2022 Local Roadway Safety P a ge | 70
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B.3 Roadway Countermeasures
R01, Add Segment Lighting
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Night 35% 20 years
Notes: This CM only applies to "night" crashes (all types) occurring within limits of the proposed roadway lighting 'engineered' area.

General information
Where to use:

Where to use: Noted substantial patterns of nighttime crashes. In particular, patterns of rear-end, right-angle, turning or roadway departure collisions on the roadways may indicate that night-time drivers can be unaware of the roadway characteristics.

Why it works:

Providing roadway lighting improves the safety during nighttime conditions by (1) making drivers more aware of the surroundings, which improves drivers' perception-reaction times, (2) enhancing drivers' available sight distances to perceive roadway characteristic in advance of the change, and (3) improving non-motorist's visibility and navigation.

General Qualities (Time, Cost and Effectiveness):

It expected that projects of this type may be constructed in a year or two and are relatively costly. There are several types of costs associated with providing lighting, including the cost of providing a permanent source of power to the location, the cost for the luminaire supports (i.e., poles), and the cost for routinely replacing the bulbs and maintenance of the luminaire supports.

Some locations can result in high B/C ratios, but due to higher costs, these projects often result in medium to low B/C ratios.

FHWA CMF Clearinghouse: Crash Types Addressed: Night, All CRF: 18 - 69 % R02, Remove or relocate fixed objects outside of Clear Recovery Zone For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 35% 20 years
Notes: This CM only applies to crashes occurring within the limits of the new clear recovery zone (per Caltrans' HDM).

General information
Where to use:

Known locations or roadway segments prone to collisions with fixed objects such as utility poles, drainage structures, trees, and other fixed objects, such as the outside of a curve, end of lane drops, and in traffic islands. A clear recovery zone should be developed on every roadway, as space is available. In situations where public right-of-way is limited, steps should be taken to request assistance from property owners, as appropriate.

Why it works:

While this strategy does not prevent the vehicle leaving the roadway, it does provide a mechanism to reduce the severity of a resulting crash. A clear zone is an unobstructed, traversable roadside area that allows a driver to stop safely or regain control of a vehicle that has left the roadway. Removing or moving fixed objects, flattening slopes, or providing recovery areas reduces the likelihood of a crash.

General Qualities (Time, Cost and Effectiveness):

Projects involving removing fixed objects from highway right-of-way can typically be accomplished quickly, assuming the objects are readily moveable. Clearing objects on private property requires more time for discussions with the property owner. Costs will generally be low, assuming that in most cases the objects to be removed are within the right-of-way. This CMs can be very effective and can be implemented by agencies' maintenance staff and/or implemented on a systematic approach. High-cost removals or removals implemented using a systematic approach would be good candidates for Caltrans Federal Safety Funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Fixed Object CRF: 17 - 100 % 4/8/2022 Local Roadway Safety P a ge | 71
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R03, Install Median Barrier
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 20 years
Notes: Note: For Caltrans' statewide Calls-for-Projects, this CM only applies to crashes occurring within the limits of the new barrier.

General information
Where to use:

Areas where crash history indicates drivers are unintentionally crossing the median and the cross-overs are resulting in high severity crashes. The installation of median barriers can increase the number of PDO and non-severe injuries. The net result in safety from this countermeasure is connected more to reducing the severity of crashes not the number of crashes. It is recommended to review the warrants as outlined in Chapter 7 of the Caltrans Traffic Manual when considering whether to install median barriers.

Why it works:

This strategy is designed to prevent head-on collisions by providing a barrier between opposing lanes of traffic. The variety of median barriers available makes it easier to choose a site-specific solution. The main advantage is the reduction of the severity of the crashes. The key to success would be in selecting an appropriate barrier based on the site, previous crash history, maintenance needs, and median width.

General Qualities (Time, Cost and Effectiveness):

This strategy would in many cases be possible to implement within a short period after site selection. Costs will vary depending on the type of median barrier selected and whether the strategy is implemented as a stand-alone project or incorporated as part of a reconstruction or resurfacing effort. Maintenance costs and worker exposure will also vary depending on the type of barrier selected. The expected effectiveness of this CM must be assessed for each individual location.

FHWA CMF Clearinghouse: Crash Types Addressed: Head-on CRF: 0 - 94 % R04, Install Guardrail
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 20 years
Notes: This CM only applies to crashes occurring within the limits of the new guardrail. This CM is not intended to be used for general maintenance activities (i.e. the replacement of existing damaged rail).

For projects proposing to upgrade existing guardrail to current standards, this CM and corresponding CRF should only be applied to locations where past crash data or engineering judgment applied to the existing rail conditions suggests the upgraded guardrail may result in fewer or less severe crashes (justifying the use of the 25% CRF for this CM).

General information
Where to use:

Guardrail is installed to reduce the severity of lane departure crashes. However, guardrail can reduce crash severity only for those conditions where striking the guardrail is less severe than going down an embankment or striking a fixed object. Guardrail should only be installed where it is clear that crash severity will be reduced, or there is a history of run-off-the-road crashes at a given location that have resulted in severe crashes. New and upgraded guardrail and end-treatments must meet current safety standards; see Method for Assessing Safety Hardware (MASH) for more information. Caltrans (or other national accepted guidance) slope/height criteria need to be considered and documented.

Why it works:

Guardrail redirects a vehicle away from embankment slopes or fixed objects and dissipates the energy of an errant vehicle.

General Qualities (Time, Cost and Effectiveness):

Strategies range from relatively inexpensive too costly. Costly projects may include those that upgrade existing guardrail applications to more semi-rigid and rigid barrier systems over extended distances. In general, this CMs can be effective and can be implemented by agencies' maintenance staff and/or implemented on a systematic approach.

FHWA CMF Clearinghouse: Crash Types Addressed: Fixed Object, Run-off Road CRF: 11 - 78 % 4/8/2022 Local Roadway Safety P a ge | 72
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R05, Install impact attenuators
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 10 years
Notes: This CM only applies to crashes occurring within the limits of the new attenuators. This CM is not intended to be used for general maintenance activities (i.e. the replacement of existing damaged attenuators). For projects proposing to upgrade existing attenuators to current standards, this CM and corresponding CRF should only be applied to locations where past crash data or engineering judgment applied to the existing attenuator conditions suggests the upgraded attenuators may result in fewer or less severe crashes (justifying the use of the 25% CRF for this CM).

General information
Where to use:

Impact attenuators are typically used to shield rigid roadside objects such as concrete barrier ends, steel guardrail ends and bridge pillars from oncoming automobiles. Attenuators should only be installed where it is impractical for the objects to be removed. New and upgraded barrier end-treatments must meet current safety standards; see MASH for more information.

Why it works:

Attenuators bring an errant vehicle to a more-controlled stop or redirect the vehicle away from a rigid object. Attenuators are effective at absorbing impact energy and increasing occupant safety. They also tend to draw attention to the fixed object, which helps drivers steer clear of the fixed objects.

General Qualities (Time, Cost and Effectiveness):

Costs depending on the scope of the project, type(s) used, and associated ongoing maintenance costs. Time to install is fairly quick once site is identified.

FHWA CMF Clearinghouse: Crash Types Addressed: Fixed Object, Run-off Road CRF: 5 - 50 % R06, Flatten side slopes
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 20 years
Notes: This CM only applies to crashes occurring within the limits of the new side slopes. Minor/incidental flattening of side slopes would not likely result in the CRF shown below and may not be appropriate for use in Caltrans B/C calculations.

General information
Where to use:

Roadways experiencing frequent lane departure crashes that result in roll-over type crashes as a result of the roadway slope being so severe as to not accommodate a reasonable degree of driver correction. When there is a need to reduce the severity of lane departure crashes without installing a barrier system that could result in increased numbers of crashes.

Why it works:

Flattened slopes provide a greater area for a driver to regain control of a vehicle. Steep slopes, ditches or unprotected hazardous drops-offs adjacent to a travel lane offer little opportunities to correct an inappropriate action by a driver and can result in sever crashes.

General Qualities (Time, Cost and Effectiveness):

Roadside modifications range from relatively inexpensive to very costly. Strategies that include creating safer side slopes where none exists can be moderately expensive based on the scope of the project and the associated clearing, grading, etc. The potential for high environmental and right-of-way impacts is high which can take several years to clear. In other cases This CM can be effective and can be implemented by agencies' maintenance staff and/or implemented on a systematic approach.

FHWA CMF Clearinghouse: Crash Types Addressed: Fixed Object, Run-off Road CRF: 5 - 62 % 4/8/2022 Local Roadway Safety P a ge | 73
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R07, Flatten side slopes and remove guardrail
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 40% 20 years
Notes: This CM only applies to crashes occurring within the limits of both the removed guardrail and the new side slopes.

General information
Where to use:

Locations where high number of crashes originate as a lane departure and result in collision with guardrail or a fixed object located on the side slope shielded by guardrail. The guardrail may or may not meet current standards. Even though guardrails are generally installed to reduce the severity of departure crashes, they still can result in severe crashes in some locations.

Why it works:

Flattened side slopes and an unobstructed clear zone provide a greater area for a driver to regain control of a vehicle. The existing guardrail may help protect the steep slopes, fixed objects, or unprotected hazardous drops-offs adjacent to a travel lane, but removing all of these obstacles generally improves safety.

General Qualities (Time, Cost and Effectiveness):

FHWA CMF Clearinghouse: Crash Types Addressed: Roll Over, Fixed Object CRF: 42% R08, Install raised median
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 20 years
Notes: This CM only applies to crashes occurring within the limits of the new raised median. All new raised medians funded with federal HSIP funding should not include the removal of the existing roadway structural section and should be doweled into the existing roadway surface. This requirement is being implemented to maximize the safety-effectiveness of the limited HSIP funding and to minimize project impacts. Landscaping, if included in the project, is considered non-participating.

General information
Where to use:

Areas experiencing head-on collisions that may be affected by both the number of vehicles that cross the centerline and by the speed of oncoming vehicles. Installing a raised median is a more restrictive approach in that it represents a more rigid barrier between opposing traffic. Application of raised medians on roadways with higher speeds is not advised - instead a median barrier should be considered. Including landscaping in new raised medians can be counterproductive to the HSIP safety goals and should only be done in ways that do not increase drivers’ exposure to fixed objects and that will maintain driver's sight distance needs throughout the life of the proposed landscaping. Agencies need to consider and document impacts of additional turning movements at nearby intersections.

Why it works:

Adding raised medians is a particularly effective strategy as it adds to or reallocates the existing cross section to incorporate a buffer between the opposing travel lanes and reinforces the limits of the travel lane. Raised median may also be used to limit unsafe turning movements along a roadway.

General Qualities (Time, Cost and Effectiveness):

In some cases this strategy may be a retrofit into the existing roadway by utilizing a portion of the existing paved shoulder.

These raised medians can be installed directly over the existing pavement. Cost and time to implement could significantly increase if the paved area is not sufficient to include a median. The surface treatment of the raised median also significantly affects their cost-effectiveness: standard concrete or other hardscape surfaces are usually more cost effective than landscaped medians. When agencies opt to install landscaping in conjunction with new raised medians, the project design and construction costs can significantly increase due to excavation, backfill/top-soil, water-connection, irrigation, planting, maintenance needed for the landscaping. When agencies opt to install landscaping in conjunction with new raised medians, the portion of the cost for landscaping and other non-safety related items that exceeds 10% of the project total cost is not federally participated and must be funded by the applicant.

FHWA CMF Clearinghouse: Crash Types Addressed: Head-on CRF: 20 - 75 % 4/8/2022 Local Roadway Safety P a ge | 74
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R09, Install median (flush)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 15% 20 years
Notes: This CM only applies to crashes occurring within the limits of the new flush median. The new median must be a minimum of 4 feet wide (or "wider" if a narrow median exists before the proposed proje ct).

General information
Where to use:

Areas experiencing head-on collisions that may be affected by both the number of vehicles that cross the centerline and by the speed of oncoming vehicles. Roadways with oversized lanes offer an opportunity to restripe the roadway to reduce the lanes to standard widths and use the extra width for the median.

Why it works:

Adding medians is a particularly effective strategy as it adds to or reallocates the existing cross section to incorporate a narrow buffer median between opposing flows, thereby providing a greater opportunity to correct an errant maneuver and further reinforce the limits of the travel lane. Application widths can vary based on the available cross section and intended application.

Additional safety can be provided by combining this CM with rumble strips.

General Qualities (Time, Cost and Effectiveness):

In some cases this strategy may be retrofitted into the existing roadway by utilizing a portion of the existing paved shoulder and can ultimately be as simple as restriping the roadway. Costs and time to implement could significantly increase if the paved area is not sufficient to include a median.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 15 - 78 % R10PB, Install pedestrian median fencing
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 35% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring on the approaches/influence area of the new pedestrian median fencing.

General information
Where to use:

Roadway segments with high pedestrian-generators and pedestrian-destinations nearby (e.g. transit stops) may experience a high volume of pedestrians J-walking across the travel lanes at mid-block locations instead of walking to the nearest intersection or designated mid-block crossing. When this safety issue cannot be mitigated with shoulder, sidewalk and/or crossing treatments, then installing a continuous pedestrian barrier in the median may be a viable solution.

Why it works:

Adding pedestrian median fencing has the opportunity to enhance pedestrian safety at locations noted as being problematic involving pedestrians running/darting across the roadway outside designated pedestrian crossings. Pedestrian median fencing can significantly reduce this safety issue by creating a positive barrier, forcing pedestrians to the designated pedestrian crossing.

General Qualities (Time, Cost and Effectiveness):

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 25 - 40% 4/8/2022 Local Roadway Safety P a ge | 75
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Napa City CouncilAugust 2, 2022

Napa City Council
August 2, 2022