EX A - Local Roadway Safety Plan — Napa City Council, September 6, 2022 (part 2 of 2)

EXHIBIT A
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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EXHIBIT A

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

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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

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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

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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

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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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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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%
4/8/2022 Local Roadway Safety P a ge | 54

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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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):

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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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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%
4/8/2022 Local Roadway Safety P a ge | 66

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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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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EXHIBIT A

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):

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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EXHIBIT A

R11, Install acceleration/ deceleration lanes
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 accel/decel lanes on high speed roadways. Significant improvements to the merge length for lane-drop locations is also an acceptable use of this CM.

General information
Where to use:

Areas proven to have crashes that are the result of drivers not being able to turn onto a high speed roadway to accelerate until the desired roadway speed is reached and areas that do not provide the opportunity to safety decelerate to negotiate a turning movement. This CM can also be used to improve the safety of merging vehicles at a lane-drop location.

Why it works:

A lane that does not provide enough deceleration length and storage space for turning traffic may cause the turn queue to back up into the adjacent through lane. This can contribute to rear-end and sideswipe crashes. An acceleration lane is an auxiliary or speed-change lane that allows vehicles to accelerate to highway speeds (high speed roadways) before entering the through- traffic lanes of a highway. Additionally, if acceleration by entering traffic takes place directly on the traveled way, it may disrupt the flow of through-traffic and cause rear-end and sideswipe collisions.

General Qualities (Time, Cost and Effectiveness):

Costs are highly variable. Where sufficient median or shoulder space exists it may be possible to provide acceleration/deceleration lanes at a moderate cost. Where the roadway must be widened and additional right-of-way must be acquired, higher costs and a lengthy time-to-construct are likely. The expected effectiveness of this CM must be assessed for each individual location.

FHWA CMF Clearinghouse: Crash Types Addressed: Sideswipe, Rear-End CRF: 10 - 75 % R12, Widen lane (initially less than 10 ft)
For HSIP Cycle 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 widened lanes. Widening must a minimum of 1 foot.

General information
Where to use:

Horizontal curves or tangents and low speed or high speed roadways identified as having lane departure crashes, sideswipe or head-on crashes that can be attributed to an existing pavement width less than 10 feet.

Why it works:

Increasing pavement width can affect almost all crash types. A common practice is to widen the traveled way on horizontal curves to make operating conditions on curves comparable to those on tangents. Speed is a primary consideration when evaluating potential adverse impacts of lane width on safety. On high-speed, rural two-lane highways, an increased risk of cross-centerline head-on or cross-centerline sideswipe crashes is a concern because drivers may have more difficulty staying within the travel lane.

General Qualities (Time, Cost and Effectiveness):

Costs will depend on the amount of reconstruction necessary and on whether additional right-of-way is required. In general, this is one of the higher-cost strategies recommended, but it can also be very beneficial. Since this is a relatively expensive treatment, one of the keys to creating a cost effective project with at least a medium B/C ratio is targeting higher-hazard roadways.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 5 - 70 % 4/8/2022 Local Roadway Safety P a ge | 76

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EXHIBIT A

R13, Add two-way left-turn lane
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 lane, where an existing median did not already exist.

General information
Where to use:

Roadways having a high frequency of drivers being rear-ended while attempting to make a left turn across oncoming traffic.

Also can be effective for drivers crossing the centerline of an undivided multilane roadway inadvertently.

Why it works:

Two-way left-turn lanes provide a buffer between opposing directions of travel and separate left turning traffic from through traffic. They can also help to allow vehicles to begin to accelerate before entering the through-traffic lanes. They reduce the disruption of flow of through-traffic and reducing rear-end and sideswipe collisions. For some roadways the option of converting a four-lane undivided arterials to two-vehicle-lane roadways with a center left-turn lane and bike lanes should be considered (see "Road Diet" CM.)
General Qualities (Time, Cost and Effectiveness):

In some cases this strategy may be retrofitted into the existing roadway by utilizing a portion of the existing paved shoulder and can ultimately be as simple as restriping the roadway. Costs and time to implement could significantly increase if the paved area is not sufficient to include a median, requiring new right-of-way, and having significant environmental impacts. The expected effectiveness of this CM must be assessed for each individual location as the B/C ratios will vary from low to high.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 8 - 50 % R14, Road Diet (Reduce travel lanes and add a two way left-turn and bike lanes) For HSIP Cycle 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 lane striping. "Intersection" crashes can only be applied when they resulted from turning movements that had no designated turn lanes/phases in the existing condition and the Road Diet will provide turn lanes/phases for these movements. This CM does not apply to roadway sections that already included left turn lanes or two way left turn lanes before the lane reductions. New bike lanes are also expected to be part of these projects. if any pavement is planned to be removed for the purpose of adding landscaping, planter - boxes, or other non-roadway user features, the cost should be non-participating.

General information
Where to use:

Areas noted as having a higher frequency of head-on, left-turn, and rear-end crashes with traffic volumes that can be handled by only 2 free flowing lanes. Using this strategy in locations with traffic volumes that are too high could result in diversion of traffic to routes less safe than the original four-lane design. It may also result in congestion levels that contribute to other crashes.

Why it works:

The application of this strategy usually reduces the roadway segment speeds and serious head-on crashes. In many cases the extra pavement width can be used for the installation of bike lanes. In addition to increasing bicycle safety, these bike lanes can improve the safety of on-street parking.

General Qualities (Time, Cost and Effectiveness):

Implementation would require more time than in other low-cost treatments to complete environmental analyses, traffic studies and public input. Projects that only require new lane markings and minor signalization modifications will have relatively low cost and can be very effective and can be considered on a systematic approach. These striping and signal modification costs should be considered part of this CM and not an additional CM. (If additional signal hardware improvements are being made, over what is needed for the road diet, then the Improve Signal Hardware CM may also be used.) Often road diet projects need a seal-coat placed on the roadway to fully remove the old striping. These seal coats are considered part of the proper installation of this CM. In contrast, structural-overlays should not be considered part of this CM and are not considered eligible for funding in the California Local HSIP.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 26 - 43 % 4/8/2022 Local Roadway Safety P a ge | 77

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EXHIBIT A

R15, Widen shoulder
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 paved shoulder. A minimum of 2 feet width must be added and the new/resulting shoulders must be a minimum of 4 feet wide. This CM is not eligible unless it is done as the last step of an "incremental approach", for which the agency documents that: 1) they have already pursued and installed lower cost and lower impact CMs (i.e. signing/striping upgrades to MUTCD standards/recommendations, rumble strips, etc.), 2) they have already monitored the crash occurrences after these improvements were installed, and 3) the 'after' crash rate is still unacceptably high. This 'incremental approach' (or a special exception from the HSIP program manager) must be documented in the Narrative Questions in the application and a summary of the 'before' and 'after' crash analysis must be attached to the application.

General information
Where to use:

Roadways that have a frequent incidence of vehicles leaving the travel lane resulting in an unsuccessful attempt to reenter the roadway. The probability of a safe recovery is increased if an errant vehicle is provided with an increased paved area in which to initiate such a recovery.

Why it works:

Based on the best available research, adding shoulder or widening an existing shoulder provides a greater area to regain control of a vehicle, as well as lateral clearance to roadside objects such as guardrail, signs and poles. They may also provide space for disabled vehicles to stop or drive slowly, provide increased sight distance for through vehicles and for vehicles entering the roadway, and in some cases reduce passing conflicts between motor vehicles and bicyclists and pedestrians. The likely safety benefits for adding or widening an existing shoulder generally increase as the widening width increases - practitioners should refer to NCHRP Report 500 Series, the CMF Clearinghouse or other references for more details.

General Qualities (Time, Cost and Effectiveness):

Shoulder widening costs would depend on whether new right-of-way is required and whether extensive roadside modification is needed. Since shoulder widening can be a relatively expensive treatment, one of the keys to creating a cost effective project with at least a medium B/C ratio is targeting higher-hazard roadways.

FHWA CMF Clearinghouse: Crash Types Addressed: Fixed Object, Run-off Road, Sideswipe CRF: 15 - 75 %
R16, Curve Shoulder widening (Outside Only)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 45% 20 years
Notes: This CM only applies to crashes occurring within the limits (or influence area) of the new shoulder widening at curves. A minimum of 2-4 feet width must be added to the outside of horizontal curves and the new traversable shoulder must be a minimum of 4 feet wide.

General information
Where to use:

Roadway curves noted as having frequent lane departure crashes due to inadequate or no shoulders, resulting in an unsuccessful attempt to reenter the roadway.

Why it works:

Adding shoulders (outside only) creates a recovery area in which a driver can regain control of a vehicle, as well as lateral clearance to roadside objects.

General Qualities (Time, Cost and Effectiveness):

To minimize the R/W needs and the cost, only outside shoulder at curves is to be widened. This CM can be implemented in a relatively short timeframe.

FHWA CMF Clearinghouse: NA
4/8/2022 Local Roadway Safety P a ge | 78

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EXHIBIT A

R17, Improve horizontal alignment (flatten curves)
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 within the limits (or influence area) of the improved alignment. This CM is not eligible unless it is done as the last step of an "incremental approach", including: the agency documents that: 1) they have already pursued and installed lower cost and lower impact CMs (i.e. signing/striping upgrades to MUTCD standards/recommendations, rumble strips, etc.), 2) they have already monitored the crash occurrences after these improvements were installed, and 3) the 'after' crash rate is still unacceptably high. This 'incremental approach' (or a special exception from the HSIP program manager) must be documented in the Narrative Questions in the application and a summary of the agency's 'before' and 'after' crash analysis must be attached to the application.

General information
Where to use:

Roadways with horizontal curves that have experienced lane departure crashes as a result of a roadway segment having compound curves or a severe radius. This strategy should generally be considered only when less expensive strategies involving clearing of specific sight obstructions or modifying traffic control devices have been tried and have failed to ameliorate the crash patterns.

Why it works:

Increasing the radius of a horizontal curve can be very effective in improving the safety performance of the curve. Curve modification reduces the likelihood of a vehicle leaving its lane, crossing the roadway centerline, or leaving the roadway at a horizontal curve; and minimizes the adverse consequences of leaving the roadway. Horizontal alignment improvement projects are expected to include standard/improved superelevation elements, which should be considered part of this CM and not an additional CM.

General Qualities (Time, Cost and Effectiveness):

This strategy is a long-term, higher-cost alternative for improving the safety of a horizontal curve because it usually involves total reconstruction of the roadway. It may also require acquisition of additional right-of-way and an environmental review.

This strategy, albeit costly, has shown that increasing the radius of curvature can significantly reduce total curve-related crashes by up to 80 percent. The expected effectiveness of this CM must be assessed for each individual location.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 24 - 90% 4/8/2022 Local Roadway Safety P a ge | 79

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EXHIBIT A

R18, Flatten crest vertical curve
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 (or influence area) of the improved alignment. This CM is not eligible unless it is done as the last step of an "incremental approach", including: the agency documents that: 1) they have already pursued and installed lower cost and lower impact CMs (i.e. signing/striping upgrades to MUTCD standards/recommendations, rumble strips, etc.), 2) they have already monitored the crash occurrences after these improvements were installed, and 3) the 'after' crash rate is still unacceptably high. This 'incremental approach' (or a special exception from the HSIP program manager) must be documented in the Narrative Questions in the application and a summary of the agency's 'before' and 'after' crash analysis must b e attached to the application.

General information
Where to use:

The target for this strategy is usually unsignalized intersections with restricted sight distance due to vertical geometry and with patterns of crashes related to that lack of sight distance that cannot be ameliorated by less expensive methods. This strategy should generally be considered only when less expensive strategies involving clearing of specific sight obstructions or modifying traffic control devices have been tried and have failed to ameliorate the crash patterns.

Why it works:

Adequate sight distance for drivers at stopped approaches to intersections has long been recognized as among the most important factors contributing to overall intersection safety. Vertical alignment improvement projects are expected to include standard/improved superelevation elements, which should be considered part of this CM and not an additional CM.

General Qualities (Time, Cost and Effectiveness):

Projects involving changing the horizontal and/or vertical alignment to provide more sight distance are quite extensive and usually take several years to accomplish. If additional right-of-way is required or environmental impacts are expected, these projects will require a substantial period of time. Since this is usually an expensive treatment, one of the keys to creating a cost effective project with at least a medium B/C ratio is targeting higher-hazard locations.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 20 - 51 % R19, Improve curve superelevation
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 45% 20 years
Notes: This CM only applies to crashes occurring within the limits (or influence area) of the improved superelevation. This CM does not apply to sections of roadways where the horizontal or vertical alignments are changing via another CM.

General information
Where to use:

Roadways noted as having frequent lane departure crashes and inadequate or no superelevation. Safety can be enhanced when the superelevation is improved or restored along curves where the actual superelevation is less than the optimal.

Why it works:

Superelevation works with friction between the tires and pavement to counteract the forces on the vehicle associated with cornering. Many curves may have inadequate superelevation because of vehicles traveling at higher speeds than were originally designed for, because of loss of effective superelevation after resurfacing, or because of changes in design policy after the curve was originally constructed.

General Qualities (Time, Cost and Effectiveness):

This strategy can be a higher-cost alternative for improving the safety of a curve because it involves reconstruction to some degree. Other projects may be able to be constructed by simple overlays and minimal reconstruction of roadways features.

When simple overlay fixes are pursued, a systematic installation approach may be appropriate. The expected effectiveness of this CM must be assessed for each individual location.

FHWA CMF Clearinghouse: Crash Types Addressed: Run-off Road, All CRF: 40 - 50 % 4/8/2022 Local Roadway Safety P a ge | 80

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EXHIBIT A

R20, Convert from two-way to one-way traffic
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 one -way sections.

General information
Where to use:

One-way streets can offer improved signal timing and accommodate odd-spaced signals. One-way streets can simplify crossings for pedestrians, who must look for traffic in only one direction. While studies have shown that conversion of two-way streets to one-way generally reduces pedestrian crashes and the number of conflict points, one-way streets tend to have higher speeds which creates new problems. Care must be taken not to create conditions that cause driver confusion and erratic maneuvers.

Why it works:

Studies have shown a 10 to 50-percent reduction in total crashes after conversion of a two-way street to one-way operation.

While studies have shown that con-version of two-way streets to one-way generally reduces pedestrian crashes, one-way streets tend to have higher speeds which creates new problems. At the same time, this strategy (1) increases capacity significantly and (2) can have safety-related drawbacks including pedestrian confusion and minor sideswipe crashes.

General Qualities (Time, Cost and Effectiveness):

The costs will vary depending on length of treatment and if the conversion requires modification to signals. Conversion costs can be high to build "crossovers" where the one-way streets convert back to two-way streets and to rebuild traffic signals. It's also likely that these types of modifications will require public involvement and could significantly add to the time it takes to complete the project. The expected effectiveness of this CM must be assessed for each individual location.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 26 - 43 % R21, Improve pavement friction (High Friction Surface Treatments) For HSIP Cycle 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. Areas as noted having crashes on wet pavements or under dry conditions when the pavement friction available is significantly less than actual roadway speeds; including but not limited to curves, loop ramps, intersections, and areas with short stopping or weaving distances. This treatment is intended to target locations where skidding is determined to be a problem, in wet or dry conditions and the target vehicle is one that runs (skids) off the road or is unable to stop due to insufficient skid resistance.

Why it works:

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

General Qualities (Time, Cost and Effectiveness):

FHWA CMF Clearinghouse: Crash Types Addressed: Wet, Rear-End, All CRF: 17 - 68 % 4/8/2022 Local Roadway Safety P a ge | 81

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R22, Install/Upgrade signs with new fluorescent sheeting (regulatory or warning) 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 within the influence area of the new/upgraded signs. This CM is not intended for maintenance upgrades of street-name, parking, guide, or any other signs without a primary focus on roadway safety. This CM is not eligible unless it is done as part of a larger sign audit project, including the study of: 1) the existing signs' locations, sizes and information per MUTCD standards, 2) missing signs per MUTCD standards, and 3) sign retroreflectivity. The overall sign audit scope (or a special exception from the HSIP program manager) must be documented in the Narrative Questions in the application. Based on the scope of the project/audit, it may be appropriate to combine other CMs in the B/C calculation.

General information
Where to use:

The target for this strategy should be on roadway segments with patterns of head on, nighttime, non-intersection, run-off road, and sideswipe crashes related to lack of driver awareness of the presence of a specific roadway feature or regulatory requirement. Ideally this type of safety CM would be combined with other sign evaluations and upgrades (install chevrons, warning signs, delineators, markers, beacons, and relocation of existing signs per MUTCD standards.) Why it works:

This strategy primarily addresses crashes caused by lack of driver awareness (or compliance) roadway signing. It is intended to get the drivers attention and give them a visual warning by using fluorescent yellow sheeting (or other retroreflective material).

General Qualities (Time, Cost and Effectiveness):

Signing improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number of signs. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding. When considering any type of federally funded sign upgrade project, California local agencies are encouraged to consider "Roadway Safety Signing Audit (RSSA) and Upgrade Projects". Including RSSAs in the development phase of sign projects are expected to identify non-standard (per MUTCD) sign features and missing signs that may otherwise go unnoticed. More information on RSSA is available on the Local Assistance HSIP webpage.

FHWA CMF Clearinghouse: Crash Types Addressed: Head on, Run-off road, Sideswipe, Night CRF: 18 - 35%
4/8/2022 Local Roadway Safety P a ge | 82

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R23, Install chevron signs on horizontal curves
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 within the influence area of the new signs. (i.e. only through the curve).

General information
Where to use:

Roadways that have an unacceptable level of crashes on relatively sharp curves during periods of light and darkness. Ideally this type of safety CM would be combined with other sign evaluations and upgrades (install warning signs, delineators, markers, beacons, and relocation of existing signs per MUTCD standards.) Why it works:

Post-mounted chevrons are intended to warn drivers of an approaching curve and provide tracking information and guidance to the drivers. While they are intended to act as a warning, it should also be remembered that the posts, placed along the roadside, represent a possible object with which an errant vehicle can crash into. Design of posts to minimize damage and injury is an important part of the considerations to be made when selecting these treatments.

General Qualities (Time, Cost and Effectiveness):

FHWA CMF Clearinghouse: Crash Types Addressed: Run-off Road, All CRF: 6 - 64 % R24, Install curve advance warning signs
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 influence area of the new signs. (i.e. only through the curve)
General information
Where to use:

Roadways that have an unacceptable level of crashes on relatively sharp curves during periods of light and darkness. This countermeasure may also include horizontal alignment and/or advisory speed warning signs. Ideally this type of safety CM would be combined with other sign evaluations and upgrades (install warning signs, chevrons, delineators, markers, beacons, and relocation of existing signs per MUTCD standards.)
Why it works:

This strategy primarily addresses problem curves, and serves as an advance warning of an unexpected or sharp curve. It provides advance information and gives drivers a visual warning that their added attention is needed.

General Qualities (Time, Cost and Effectiveness):

FHWA CMF Clearinghouse: Crash Types Addressed: Run-off Road, All CRF: 20 - 30 % 4/8/2022 Local Roadway Safety P a ge | 83

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R25, Install curve advance warning signs (flashing beacon) 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 within the influence area of the new signs. (i.e. only through the curve)
General information
Where to use:

Roadways that have an unacceptable level of crashes on relatively sharp curves. Flashing beacons in conjunction with warning signs should only be used on horizontal curves that have an established severe crash history to help maintain their effectiveness.

Why it works:

This strategy primarily addresses problem curves, and serves as an enhanced advance warning of an unexpected or sharp curve.

It provides advance information and gives drivers a visual warning that their added attention is needed. Flashing beacons are an added indication that a curve may be particularly challenging.

General Qualities (Time, Cost and Effectiveness):

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

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 30 % R26, Install dynamic/variable speed warning signs
For HSIP Cycle 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 within the influence area of the new signs. (i.e. through the curve) {This CM does not apply to dynamic regulatory speed warning signs. There are currently no nationally accepted CRFs for dynamic regulatory signs (also known as Radar Speed Feedback Signs).

CRFs are being developed and Caltrans hopes to include these CMs and CRFs in future calls for projects.}
General information
Where to use:

Curvilinear roadways that have an unacceptable level of crashes due to excessive speeds on relatively sharp curves.

Why it works:

This strategy primarily addresses crashes caused by motorists traveling too fast around sharp curves. It is intended to get the drivers attention and give them a visual warning that they may be traveling over the recommended speed for the approaching curve. Care should be taken to limit the placement of these signs to help maintain their effectiveness.

General Qualities (Time, Cost and Effectiveness):

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

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

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 0 - 41 % 4/8/2022 Local Roadway Safety P a ge | 84

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R27, Install delineators, reflectors and/or object markers 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 within the limits / influence area of the new features. { This is not a striping-related CM}
General information
Where to use:

Roadways that have an unacceptable level of crashes on curves (relatively flat to sharp) during periods of light and darkness.

Any road with a history of fixed object crashes is a candidate for this treatment, as are roadways with similar fixed objects along the roadside that have yet to experience crashes. If a fixed object cannot be relocated or made break-away, placing an object marker can provide additional information to motorists. Ideally this type of safety CM would be combined with other sign evaluations and upgrades (install warning signs, chevrons, beacons, and relocation of existing signs per MUTCD standards.) Why it works:

Delineators, reflectors and/or object markers are intended to warn drivers of an approaching curve or fixed object that cannot easily be removed. They are intended to provide tracking information and guidance to the drivers. They are generally less costly than Chevron Signs as they don't require posts to place along the roadside, avoiding an additional object with which an errant vehicle can crash into.

General Qualities (Time, Cost and Effectiveness):

These improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number of locations. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in low to moderate cost projects that are more appropriate to seek state or federal funding. When considering any type of federally funded sign upgrade project, California local agencies are encouraged to consider "Roadway Safety Signing Audit (RSSA) and Upgrade Projects". Including RSSAs in the development phase of sign projects are expected to identify non-standard (per MUTCD) sign features and missing signs that may otherwise go unnoticed. More information on RSSA is available on the Local Assistance HSIP webpage.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 0 - 30 % 4/8/2022 Local Roadway Safety P a ge | 85

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R28, Install edge-lines and centerlines
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 centerlines and/or edge -lines.

This CM is not intended to be used for general maintenance activities (i.e. the replacement of existing striping and RPMs in-kind) and must include upgraded safety features over the existing striping. For two lane roadways allowing passing, a striping audit must be done to ensure the passing limits meeting the MUTCD standards. Both the centerline and edge-lines are expected to be upgraded, unless prior approval is granted by Caltrans staff in writing and attached to application.

General information
Where to use:

Any road with a history of run-off-road right, head-on, opposite-direction-sideswipe, or run-off-road-left crashes is a candidate for this treatment - install where the existing lane delineation is not sufficient to assist the motorist in understanding the existing limits of the roadway. Depending on the width of the roadway, various combinations of edge line and/or center line pavement markings may be the most appropriate. Incorporating raised/reflective pavement markers (RPMs) into centerlines (and edge-lines) should be considered as it has been shown to improve safety.

Why it works:

Installing edge-lines and centerlines where none exists or making significant upgrades to existing lines (paint to thermoplastic, adding audible disks/bumps in the thermoplastic stripes, or adding RPMs) are intended/designed to help drivers who might leave the roadway because of their inability to see the edge of the roadway along the horizontal edge of the pavement or cross -
over the centerline of the roadway into oncoming traffic. New pavement marking products tend to be more durable, are all- weather, more visible, and have a higher retroreflectivity than traditional pavement markings.

General Qualities (Time, Cost and Effectiveness):

These improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number and length of locations. This CM can be effectively and efficiently implemented using a systematic approach with numerous and long locations, resulting in low to moderate cost projects that are more appropriate to seek state or federal funding. When considering any type of federally funded striping upgrade project, California local agencies are encouraged to consider "Roadway Safety Striping Audit and Upgrade Projects".

Including wide-scale striping audits in the development phase of striping projects are expected to identify non-standard (per MUTCD) striping/marking features, no-passing zone limits needing adjustment, and missing striping/markings that may otherwise go unnoticed. More information on this concepts is available on the Local Assistance HSIP webpage under an RSSA example document. Note: When federal safety funding is used for these installations in high-wear-locations, the local agency is expected to maintain the improvement for a minimum of 10 years.

FHWA CMF Clearinghouse: Crash Types Addressed: Head-on, Run-off Road, All CRF: 0 - 44 % 4/8/2022 Local Roadway Safety P a ge | 86

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R29, Install no-passing line
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 45% 10 years
Notes: This CM only applies to crashes occurring within the limits of the new or extended no-passing zones.

General information
Where to use:

Roadways that have a high percentage of head-on crashes suggesting that many head-on crashes may relate to failed passing maneuvers. No-passing lines should be installed where drivers "passing sight distance" is not available due to horizontal or vertical obstructions. General restriping projects can be good opportunities to reevaluate and incorporate new no-passing zones limits. The incorporation 'No Passing Zone' pennants should also be considered when reevaluating the limits of no- passing zones. Installing no-passing limits in areas that are not warranted may reduce the overall safety of the corridor as drivers may become frustrated and attempt passing maneuvers at other locations without the necessary sight distance.

Why it works:

When the centerline markings do not differentiate between passing and no-passing areas, drivers may have difficulty determining where passing maneuvers can be completed safely. Providing clear and engineered passing and no-passing areas can encourage drivers to wait patiently for safe passing areas and avoid aggressively looking for passing opportunities.

General Qualities (Time, Cost and Effectiveness):

FHWA CMF Clearinghouse: Crash Types Addressed: Head-on, Side-swipe CRF: 40 - 53% R30, Install centerline rumble strips/stripes
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 within the limits of the new rumble strips/stripes .

General information
Where to use:

Center Line rumble strips/stripes can be used on virtually any roadway – especially those with a history of head-on crashes. It is recommended that rumble strips/stripes be applied systematically along an entire route instead of only at spot locations. For all rumble strips/stripes, pavement condition should be sufficient to accept milled rumble strips. Care should be taken when considering installing rumble strips in locations with residential land uses or in areas with high bicycle volumes.

Why it works:

Rumble strips provide an auditory indication and tactile rumble when driven on, alerting drivers that they are drifting out of their travel lane, giving them time to recover before they depart the roadway or cross the center line. Additionally, rumble stripes (pavement marking in the rumble itself) provide an enhanced marking, especially in wet dark conditions.

General Qualities (Time, Cost and Effectiveness):

These improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number and length of locations. This CM can be effectively and efficiently implemented using a systematic approach with numerous and long locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Head-on, Side-swipe, All CRF: 15 - 68% 4/8/2022 Local Roadway Safety P a ge | 87

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R31, Install edgeline rumble strips/stripes
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 within the limits of the new rumble strips/stripes.

General information
Where to use:

Shoulder and edge line milled rumble strips/stripes should be used on roads with a history of roadway departure crashes. It is recommended that rumble strips/stripes be applied systematically along an entire route instead of only at spot locations. For all rumble strips/stripes, pavement condition should be sufficient to accept milled rumble strips. Special requirements may appl y and care should be taken when considering installing rumble strips in locations with residential land uses or in areas with high bicycle volumes.

Why it works:

General Qualities (Time, Cost and Effectiveness):

These improvements do not require a long development process and can typically be implemented quickly. Costs for implementing this strategy are nominal and depend on the number and length of locations. This CM can be effectively and efficiently implemented using a systematic approach with numerous and long locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Run-off Road CRF: 10 - 41% R32PB, Install bike lanes
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 within the limits of the Class II (not Class III) bike lanes. When an off-street bike-path is proposed that is not adjacent to the roadway, the applicant must document the engineering judgment used to determine which "Ped & Bike" crashes to apply.

General information
Where to use:

Roadway segments noted as having crashes between bicycles and vehicles or crashes that may be preventable with a buffer/shoulder. Most studies suggest that bicycle lanes may provide protection against bicycle/motor vehicle collisions.

Striped bike lanes can be incorporated into a roadway when is desirable to delineate which available road space is for exclusive or preferential use by bicyclists.

Why it works:

Most studies present evidence that bicycle lanes provide protection against bicycle/motor vehicle collisions. Bicycle lanes provide marked areas for bicyclist to travel along the roadway and provide for more predictable movements for both bicyclist and motorist. Evidence also shows that riding with the flow of vehicular traffic reduces bicyclists’ chances of collision with a motor vehicle. Locations with bicycle lanes have lower rates of wrong-way riding. In combination with this CM, better guidance signs and markings for non-motorized and motorized roadway users should be considered, including: sign and markings directing cyclists on appropriate/legal travel paths and signs and markings warning motorists of non-motorized uses of the roadway that should be expected.

General Qualities (Time, Cost and Effectiveness):

Adding striped bicycle lanes can range from the simply restriping the roadway and minor signing to projects that require roadway widening, right-of-way, and environmental impacts. It is most cost efficient to create bike lanes during street reconstruction, street resurfacing, or at the time of original construction. The expected effectiveness of this CM must be assessed for each individual location. For simple installation scenarios, This CM can be very effective and can be considered on a systematic approach.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 0 - 53 % 4/8/2022 Local Roadway Safety P a ge | 88

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R33PB, Install Separated Bike Lanes
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 within the limits of the separated bike lanes.

When an off-street bike-path is proposed that is not adjacent to the roadway, the applicant must document the engineering judgment used to determine which "Ped & Bike" crashes to apply.

General information
Where to use:

Separated bikeways are most appropriate on streets with high volumes of bike traffic and/or high bike-vehicle collisions, presumably in an urban or suburban area. Separation types range from simple, painted buffers and flexible delineators, to more substantial separation measures including raised curbs, grade separation, bollards, planters, and parking lanes. These options range in feasibility due to roadway characteristics, available space, and cost. In some cases, it may be possible to provide additional space in areas where pedestrian and bicyclists may interact, such as the parking buffer, or loading zones, or extra bike lane width for cyclists to pass one another.

Why it works:

Separated bike lanes provide increased safety and comfort for bicyclists beyond conventional bicycle lanes. By separating bicyclists from motor traffic, “protected” or physically separated bike lanes can offer a higher level of comfort and are attractive to a wider spectrum of the public. Intersections and approaches must be carefully designed to promote safety and facilitate left- turns for bicyclists from the primary corridor to cross street.

In combination with this CM, better guidance signs and markings for non-motorized and motorized roadway users should be considered, including: sign and markings directing cyclists on appropriate/legal travel paths and signs and markings warning motorists of non-motorized uses of the roadway that should be expected.

General Qualities (Time, Cost and Effectiveness):

The cost of Installing separated bike lanes can be low to medium or high, depending on whether roadway widening, right-of- way and environmental impacts are involved. It is most cost efficient to create bike lanes during street reconstruction, street resurfacing, or at the time of original construction. The expected effectiveness of this CM must be assessed for each individual location.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 3.7 - 100 % R34PB, Install sidewalk/pathway (to avoid walking along roadway) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 80% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring within the limits of the new walkway. This CM is not intended to be used where an existing sidewalk is being replaced with a wider one, unless prior Caltrans approval is included in the application. When an off-street multi-use path is proposed that is not adjacent to the roadway, the applicant must document the engineering judgment used to determine which "Ped & Bike" crashes to apply.

General information
Where to use:

Areas noted as not having adequate or no sidewalks and a history of walking along roadway pedestrian crashes. In rural areas asphalt curbs and/or separated walkways may be appropriate.

Why it works:

Sidewalks and walkways provide people with space to travel within the public right-of-way that is separated from roadway vehicles. The presence of sidewalks on both sides of the street has been found to be related to significant reductions in the “walking along roadway” pedestrian crash risk compared to locations where no sidewalks or walkways exist. Reductions of 50 to 90 percent of these types of pedestrian crashes. In combination with this CM, better guidance signs and markings for 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):
4/8/2022 Local Roadway Safety P a ge | 89

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EXHIBIT A

Costs for sidewalks will vary, depending upon factors such as width, materials, and existing of curb, gutter and drainage.

Asphalt curbs and walkways are less expensive, but require more maintenance. The expected effectiveness of this CM must be assessed for each individual location. These projects can be very effective in areas of high-pedestrian volumes with a past history of crashes involving pedestrians.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 65 - 89 % R35PB, Install/upgrade pedestrian crossing (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 influence area (expected to be a maximum of within 250') of the new crossing which includes new enhanced safety features. Note:

This CM is not intended to be combined with the "Install raised pedest rian crossing" when calculating the improvement's B/C ratio. This CM is not intended to be used for high- cost aesthetic enhancements (i.e. stamped concrete or stamped asphalt).

General information
Where to use:

Roadway segments with no controlled crossing for a significant distance in high-use midblock crossing areas and/or multilane roads locations. Based on the Zegeer study (Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Locations) at many locations, a marked crosswalk alone may not be sufficient to adequately protect non-motorized users. In these cases, flashing beacons, curb extensions, medians and pedestrian crossing islands and/or other safety features should be added to complement the standard crossing elements. For multi -lane roadways, advance "yield" markings can be effective in reducing the 'multiple-threat' danger to pedestrians.

Why it works:

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

The enhanced safety elements, which may include curb extensions, medians and pedestrian crossing islands, beacons, and lighting, combined with pavement markings delineating a portion of the roadway that is designated for pedestrian crossing.

Care must be taken to warn drivers of the potential for pedestrians crossing the roadway and enhanced improvements added to the crossing increase the likelihood of pedestrians crossing in a safe manner. In combination with this CM, better guidance signs and markings for non-motorized and motorized roadway users should be considered, including: sign and markings directing pedestrians and cyclists on appropriate/legal travel paths and signs. When agencies opt to install aesthetic enhancement to crossing like stamped concrete/asphalt, the project design and construction costs can significantly increase. For HSIP applications, these costs must be accounted for in the B/C calculation, but these costs (over standard crosswalk markings) must be tracked separately and are not federally reimbursable and will increase the agency's local-funding share for the project costs.

General Qualities (Time, Cost and Effectiveness):

Costs associated with this strategy will vary widely, depending on the extent of the curb extensions, raised medians, flashing beacons, and other pedestrian safety elements that are needed with the crossing. When considered at a single location, these improvements can sometimes be low cost and funded through local funding by local crews. This CM can often be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate to high cost projects that are appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 8 - 56% 4/8/2022 Local Roadway Safety P a ge | 90

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EXHIBIT A

R36PB, Install raised pedestrian crossing
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 area with the new raised crossing. Note:

This CM is not intended to be combined with the "Install pedestrian crossing (with enhanced safety features)" when calculating the improvement's B/C ratio.

General information
Where to use:

On lower-speed roadways, where pedestrians are known to be crossing roadways that involve significant vehicular traffic. Based on the Zegeer study (Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Locations) at many locations, a marked crosswalk alone, may not be sufficient to adequately protect non-motorized users. In these cases, raised crossings can be added to complement the standard crossing elements. Special requirements may apply and extra care should be taken when considering installing raised crossings to ensure unintended safety issues are not created, such as: emergency vehicle access or truck route issues.

Why it works:

Adding a raised pedestrian crossing has the opportunity to enhance pedestrian safety at locations noted as being especially problematic. The raised crossing encourages motorists to reduce their speed and provides improved delineation for the portion of the roadway that is designated for pedestrian crossing. In combination with this CM, better guidance signs and markings for non-motorized and motorized roadway users should be considered, including: sign and markings directing pedestrians and cyclists on appropriate/legal travel paths.

General Qualities (Time, Cost and Effectiveness):

Costs associated with this strategy will vary widely, depending upon the elements of the raised crossing and the need for new curb ramps and sidewalk modifications. This CM may be effectively and efficiently implemented using a systematic approach with more than one location and can have medium to high B/C ratios based on past non-motorized crash history.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 30 - 46% R37PB, 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:

Why it works:

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 | 91

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EXHIBIT A

R38, Install Animal Fencing
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Animal 80% 20 years
Notes: This CM only applies to "animal" crashes occurring within the limits of the new fencing.

General information
Where to use:

At locations with high percent of vehicular/animal crashes (reactive) or where there is a known high percent of animals crossing due to migratory patterns (proactive).

Why it works:

Animal fencing helps to channelize the identified animals to a natural or man-made crossing, eliminating the conflict between vehicles and animals on the same place. Animal fencing is typically installed at a bridge location with its "run of need" dependent on the surrounding terrain.

General Qualities (Time, Cost and Effectiveness):

Time to install fencing can be moderate to lengthy depending on the environmental commitments and agreed upon solution to mitigating project impacts. Costs will be fairly low and depend on the "run of need" length. There will be minimal reoccurring maintenance costs on keeping the fence intact. The expected effectiveness of this CM must be assessed for each individual location.

FHWA CMF Clearinghouse: Crash Types Addressed: Animal CRF: 70 - 90 % 4/8/2022 Local Roadway Safety P a ge | 92

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EXHIBIT A

Appendix E: B/C Ratio Calculations

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EXHIBIT A
CM R22 use 25%
Years of Collision Data 5 25%
Cost, Benefit and B/C Ratio Calculation Table 10% 5% 10% 0% 0% 15% FID
Location CM 1 CM 2 CM 3 CM1_CRF CM2_CRF CM3_CRF CM1_Life (Year)
CM2_Life
(Year)
CM3_Life
(Year)
Unused &
Desired CM Cost Contingency
Cost
Environmental
Cost PS&E Cost Right of Way
Engineering Cost
Appraisals,
Acqusitions &
Utilities Cost
Construction
Engineering (CE)
Cost
Cost Per Location All Locations
(Cost 2021) 20% More
Project 1
1 Soscol Ave at W. Imola Ave S09 S11 0.1 0.55 10 10 266,190.00$ 26, 619.00$ 13, 309.50$ 26, 619.00$ 39, 928.50$ 372, 666$ 2 SR 29 at SR 12 S09 S11 0.1 0.55 10 10 396,595.00$ 39, 659.50$ 19, 829.75$ 39, 659.50$ 59, 489.25$ 555, 233$ 3 SR 29 at Trower Ave S09 S11 0.1 0.55 10 10 204,897.50$ 20, 489.75$ 10, 244.88$ 20, 489.75$ 30, 734.63$ 286, 857$ 4 Lincoln Ave at Soscol Ave S09 S11 0.1 0.55 10 10 344,970.00$ 34, 497.00$ 17, 248.50$ 34, 497.00$ 51, 745.50$ 482, 958$ 5 SR 29 at Wine Country Ave S09 S11 0.1 0.55 10 10 313,180.00$ 31, 318.00$ 15, 659.00$ 31, 318.00$ 46, 977.00$ 438, 452$ 6 Silverado Trail at Lincoln Ave/Clark St S09 S11 0.1 0.55 10 10 185,680.00$ 18, 568.00$ 9, 284.00$ 18, 568.00$ 27, 852.00$ 259, 952$ 7 Redwood Rd at Solano Ave S09 S11 0.1 0.55 10 10 212,900.00$ 21, 290.00$ 10, 645.00$ 21, 290.00$ 31, 935.00$ 298, 060$ 8 SR 29 at Salvador Ave S09 S11 0.1 0.55 10 10 169,680.00$ 16, 968.00$ 8, 484.00$ 16, 968.00$ 25, 452.00$ 237, 552$ 9 Soscol Ave at Shetler Ave S09 S11 0.1 0.55 10 10 280,680.00$ 28, 068.00$ 14, 034.00$ 28, 068.00$ 42, 102.00$ 392, 952$ 10 W. Imola Ave at SR 29 NB Ramps S09 S11 0.1 0.55 10 10 84,620.00$ 8, 462.00$ 4, 231.00$ 8, 462.00$ 12, 693.00$ 118, 468$ 11 Jefferson St at Sheridan Dr S09 S11 0.1 0.55 10 10 129,440.00$ 12, 944.00$ 6, 472.00$ 12, 944.00$ 19, 416.00$ 181, 216$ Project 2
1 Soscol Ave at W. Imola Ave S03 S10 0.15 0.3 10 10 62,150.00$ 6, 215.00$ 3, 107.50$ 6, 215.00$ 9, 322.50$ 87, 010$ 2 SR 29 at SR 12 S03 0.15 10 10 6,150.00$ 615. 00$ 307. 50$ 615. 00$ 922. 50$ 8, 610$ 3 SR 29 at Trower Ave S03 0.15 10 10 6,150.00$ 615. 00$ 307. 50$ 615. 00$ 922. 50$ 8, 610$ 4 Lincoln Ave at Soscol Ave S02 S03 0.15 0.15 10 61,150.00$ 6, 115.00$ 3, 057.50$ 6, 115.00$ 9, 172.50$ 85, 610$ 5 SR 29 at Wine Country Ave S03 0.15 10 10 6,150.00$ 615. 00$ 307. 50$ 615. 00$ 922. 50$ 8, 610$ 6 Silverado Trail at Lincoln Ave/Clark St S02 S03 0.15 0.15 10 57,050.00$ 5, 705.00$ 2, 852.50$ 5, 705.00$ 8, 557.50$ 79, 870$ 7 Redwood Rd at Solano Ave S03 0.15 10 6,150.00$ 615. 00$ 307. 50$ 615. 00$ 922. 50$ 8, 610$ 8 SR 29 at Salvador Ave S02 S03 0.15 0.15 10 10 35,900.00$ 3, 590.00$ 1, 795.00$ 3, 590.00$ 5, 385.00$ 50, 260$ 9 Soscol Ave at Shetler Ave S03 0.15 10 6,150.00$ 615. 00$ 307. 50$ 615. 00$ 922. 50$ 8, 610$ 10 W. Imola Ave at SR 29 NB Ramps S03 S10 0.15 0.3 10 10 62,150.00$ 6, 215.00$ 3, 107.50$ 6, 215.00$ 9, 322.50$ 87, 010$ 11 Jefferson St at Sheridan Dr S02 S03 0.15 0.15 10 33,700.00$ 3, 370.00$ 1, 685.00$ 3, 370.00$ 5, 055.00$ 47, 180$ Project 3
1 Soscol Ave at W. Imola Ave S21PB S17PB S20PB 0.6 0.25 0.15 10 20 10 130,205.00$ 13, 020.50$ 6, 510.25$ 13, 020.50$ 19, 530.75$ 182, 287$ 2 SR 29 at Trower Ave S21PB S17PB 0.6 0.25 10 20 12,000.00$ 1, 200.00$ 600. 00$ 1, 200.00$ 1, 800.00$ 16, 800$ 3 Lincoln Ave at Soscol Ave S21PB S17PB S20PB 0.6 0.25 0.15 10 20 10 120,875.00$ 12, 087.50$ 6, 043.75$ 12, 087.50$ 18, 131.25$ 169, 225$ 4 SR 29 at Wine Country Ave S21PB S17PB 0.6 0.25 10 20 8,500.00$ 850. 00$ 425. 00$ 850. 00$ 1, 275.00$ 11, 900$ 5 Silverado Trail at Lincoln Ave/Clark St S21PB S17PB S20PB 0.6 0.25 0.15 10 20 10 92,070.00$ 9, 207.00$ 4, 603.50$ 9, 207.00$ 13, 810.50$ 128, 898$ 6 Redwood Rd at Solano Ave S21PB S17PB S20PB 0.6 0.25 0.15 10 20 10 111,900.00$ 11, 190.00$ 5, 595.00$ 11, 190.00$ 16, 785.00$ 156, 660$ 7 SR 29 at Salvador Ave S21PB S17PB 0.6 0.25 10 20 8,500.00$ 850. 00$ 425. 00$ 850. 00$ 1, 275.00$ 11, 900$ 8 Soscol Ave at Shetler Ave S21PB S17PB 0.6 0.25 10 20 15,500.00$ 1, 550.00$ 775. 00$ 1, 550.00$ 2, 325.00$ 21, 700$ 9 W. Imola Ave at SR 29 NB Ramps S21PB S17PB 0.6 0.25 10 20 8,500.00$ 850. 00$ 425. 00$ 850. 00$ 1, 275.00$ 11, 900$ 10 Jefferson St at Sheridan Dr S21PB 0.6 10 5,000.00$ 500. 00$ 250. 00$ 500. 00$ 750. 00$ 7, 000$ Project 4
1 California Blvd at Pueblo Ave NS21PB NS06 NS07 0.15 0.15 0.25 10 10 10 53,300.00$ 5, 330.00$ 2, 665.00$ 5, 330.00$ 7, 995.00$ 74, 620$ 74,620.00$ 89,544.00$ Project 5
1 Soscol Ave: W. Imola Ave to Trancas St R22 R27 R21 0.15 0.15 0.55 10 10 10 801,845.00$ 80, 184.50$ 40, 092.25$ 80, 184.50$ 120, 276.75$ 1, 122,583$ 2 Silverado Trail: Soscol Ave to City Limit R22 R27 R21 0.15 0.15 0.55 10 10 10 449,810.00$ 44, 981.00$ 22, 490.50$ 44, 981.00$ 67, 471.50$ 629, 734$ 3 Solano Ave: Lincoln Ave to Trower Ave R22 R27 R21 0.15 0.15 0.55 10 10 10 364,480.00$ 36, 448.00$ 18, 224.00$ 36, 448.00$ 54, 672.00$ 510, 272$ 4 Lincoln Ave: Yajome St to Silverado Trail R22 R27 R21 0.15 0.15 0.55 10 10 10 339,675.00$ 33, 967.50$ 16, 983.75$ 33, 967.50$ 50, 951.25$ 475, 545$ 5 S. Freeway Dr/Golden Gate Dr: 900 N of
Imola Ave to 1 600’ S of Imola Ave R22 R27 R21 0.15 0.15 0.55 10 10 10 264,950.00$ 26,495.00$ 13,247.50$ 26,495.00$ 39,742.50$ 370,930$ 6 SR 29: 1,400 N of Trancas St to City Limit
(North) R22 R27 R21 0.15 0.15 0.55 10 10 10 963,065.00$ 96,306.50$ 48,153.25$ 96,306.50$ 144,459.75$ 1,348,291$ 7 W. Imola Ave: Foster Rd to Soscol Ave R22 R27 R21 0.15 0.15 0.55 10 10 10 276,650.00$ 27, 665.00$ 13, 832.50$ 27, 665.00$ 41, 497.50$ 387, 310$ 8 Browns Valley Rd: 350 W of Austin Rd to
400’ W of Freeway Dr R22 R27 R21 0.15 0.15 0.55 10 10 10 159,925.00$ 15,992.50$ 7,996.25$ 15,992.50$ 23,988.75$ 223,895$ 9 Main St: 750’ N of Lincoln Ave to 5th St
R22 R27 R21

0.15 0.15 0.55 10 10 10 103,430.00$ 10,343.00$ 5,171.50$ 10,343.00$ 15,514.50$ 144,802$ 10 Jefferson St: Trancas St to 2nd St R22 R27 R21 0.15 0.15 0.55 10 10 10 159,825.00$ 15, 982.50$ 7, 991.25$ 15, 982.50$ 23, 973.75$ 223, 755$ 11 Trancas St/Redwood Rd: 450' E of Dry Creek
Rd to City Limit (East) R22 R27 R21 0.15 0.15 0.55 10 10 10 383,050.00$ 38,305.00$ 19,152.50$ 38,305.00$ 57,457.50$ 536,270$ Project 6
1 Soscol Ave: W. Imola Ave to Trancas St R35PB R37PB R26 0.35 0.35 0.3 20 20 10 701,300.00$ 70, 130.00$ 35, 065.00$ 70, 130.00$ 105, 195.00$ 981, 820$ 2 Silverado Trail: Soscol Ave to City Limit R35PB R37PB R26 0.35 0.35 0.3 20 20 10 279,460.00$ 27, 946.00$ 13, 973.00$ 27, 946.00$ 41, 919.00$ 391, 244$ 3 Solano Ave: Lincoln Ave to Trower Ave R35PB R37PB R26 0.35 0.35 0.3 20 20 10 307,360.00$ 30, 736.00$ 15, 368.00$ 30, 736.00$ 46, 104.00$ 430, 304$ 4 Lincoln Ave: Yajome St to Silverado Trail R35PB R37PB R26 0.35 0.35 0.3 20 20 10 273,550.00$ 27,355.00$ 13,677.50$ 27,355.00$ 41,032.50$ 382,970$ 5 W. Imola Ave: Foster Rd to Soscol Ave R35PB R37PB R26 0.35 0.35 0.3 20 20 10 293,350.00$ 29, 335.00$ 14, 667.50$ 29, 335.00$ 44, 002.50$ 410, 690$ 6 Browns Valley Rd: 350' W of Austin Rd to
400’ W of Freeway Dr R35PB R37PB
R26 0.35 0.35 0.3 20 20 10 549,950.00$ 54,995.00$ 27,497.50$ 54,995.00$ 82,492.50$ 769,930$ 7 Main St: 750’ N of Lincoln Ave to 5th St R35PB R37PB R26 0.35 0.35 0.3 20 20 10 418,800.00$ 41, 880.00$ 20, 940.00$ 41, 880.00$ 62, 820.00$ 586, 320$ 8 S. Freeway Dr/Golden Gate Dr: 900 N of
Imola Ave to 1 600’ S of Imola Ave
R26 0.3 10 15,350.00$ 1,535.00$ 767.50$ 1,535.00$ 2,302.50$ 21,490$ 9 Jefferson St: Trancas St to 2nd St R35PB R37PB R26 0.35 0.35 0.3 20 20 10 419,550.00$ 41, 955.00$ 20, 977.50$ 41, 955.00$ 62, 932.50$ 587, 370$ 10 Trancas St/Redwood Rd: 450' E of Dry Creek
Rd to City Limit (East) R35PB R37PB
R26 0.35 0.35 0.3 20 20 10 613,750.00$ 61,375.00$ 30,687.50$ 61,375.00$ 92,062.50$ 859,250$ 5,421,388.00$ 6,505,665.60$
5,973,387.00$ 7,168,064.40$
479,990.00$
3,624,366$ 4,349,238.60$
718,270.00$ 861,924.00$
575,988.00$

Page 192 of 194 ends

EXHIBIT A
Cost, Benefit and B/C Ratio
FID
Location
Project 1
1 Soscol Ave at W. Imola Ave
2 SR 29 at SR 12
3 SR 29 at Trower Ave
4 Lincoln Ave at Soscol Ave
5 SR 29 at Wine Country Ave
6 Silverado Trail at Lincoln Ave/Clark St
7 Redwood Rd at Solano Ave
8 SR 29 at Salvador Ave
9 Soscol Ave at Shetler Ave
10 W. Imola Ave at SR 29 NB Ramps
11 Jefferson St at Sheridan Dr
Project 2
1 Soscol Ave at W. Imola Ave
2 SR 29 at SR 12
3 SR 29 at Trower Ave
4 Lincoln Ave at Soscol Ave
5 SR 29 at Wine Country Ave
6 Silverado Trail at Lincoln Ave/Clark St
7 Redwood Rd at Solano Ave
8 SR 29 at Salvador Ave
9 Soscol Ave at Shetler Ave
10 W. Imola Ave at SR 29 NB Ramps
11 Jefferson St at Sheridan Dr
Project 3
1 Soscol Ave at W. Imola Ave
2 SR 29 at Trower Ave
3 Lincoln Ave at Soscol Ave
4 SR 29 at Wine Country Ave
5 Silverado Trail at Lincoln Ave/Clark St
6 Redwood Rd at Solano Ave
7 SR 29 at Salvador Ave
8 Soscol Ave at Shetler Ave
9 W. Imola Ave at SR 29 NB Ramps
10 Jefferson St at Sheridan Dr
Project 4
1 California Blvd at Pueblo Ave
Project 5
1 Soscol Ave: W. Imola Ave to Trancas St
2 Silverado Trail: Soscol Ave to City Limit
3 Solano Ave: Lincoln Ave to Trower Ave
4 Lincoln Ave: Yajome St to Silverado Trail
5 S. Freeway Dr/Golden Gate Dr: 900 N of
Imola Ave to 1 600’ S of Imola Ave6 SR 29: 1,400 N of Trancas St to City Limit (North)7 W. Imola Ave: Foster Rd to Soscol Ave
8 Browns Valley Rd: 350 W of Austin Rd to
400’ W of Freeway Dr
9 Main St: 750’ N of Lincoln Ave to 5th St
10 Jefferson St: Trancas St to 2nd St
11 Trancas St/Redwood Rd: 450' E of Dry Creek
Rd to City Limit (East)
Project 6
1 Soscol Ave: W. Imola Ave to Trancas St
2 Silverado Trail: Soscol Ave to City Limit
3 Solano Ave: Lincoln Ave to Trower Ave
4 Lincoln Ave: Yajome St to Silverado Trail
5 W. Imola Ave: Foster Rd to Soscol Ave
6 Browns Valley Rd: 350' W of Austin Rd to
400’ W of Freeway Dr
7 Main St: 750’ N of Lincoln Ave to 5th St
8 S. Freeway Dr/Golden Gate Dr: 900 N of
Imola Ave to 1 600’ S of Imola Ave9 Jefferson St: Trancas St to 2nd St 10 Trancas St/Redwood Rd: 450' E of Dry Creek
Rd to City Limit (East)
Total
#Collisions Fatal Severe
Injury
Other Visible
Injury
Complaint of
Pain
Property
Damage
Only
Fatal Severe Injury Other Visible
Injury Compliant of Pain PDO Crash Costs Total Crash Cost CM1_Benefit (Annual)
CM2_Benefit
(Annual)
CM3_Benefit
(Annual)
CM1_Benefit
(Life)
18 3 3 12 -$ 8,529,000$ 426,900$ 970,800.00$ -$ 9,926,700.00$ 198,534.00$ 1,091,937.00$ -$ 1,985,340.00$ 14 1 5 8 -$ 2,843,000$ 711,500$ 647,200.00$ -$ 4,201,700.00$ 84,034.00$ 462,187.00$ -$ 840,340.00$ 19 1 5 13 2,843,000.00$ -$ 711,500$ 1,051,700.00$ -$ 4,606,200.00$ 92,124.00$ 506,682.00$ -$ 921,240.00$ 18 2 3 13 -$ 5,686,000$ 426,900$ 1,051,700.00$ -$ 7,164,600.00$ 143,292.00$ 788,106.00$ -$ 1,432,920.00$ 7 1 1 2 3 2,843,000.00$ 2,843,000$ 284,600$ 242,700.00$ -$ 6,213,300.00$ 124,266.00$ 683,463.00$ -$ 1,242,660.00$ 5 2 1 2 -$ 5,686,000$ 142,300$ 161,800.00$ -$ 5,990,100.00$ 119,802.00$ 658,911.00$ -$ 1,198,020.00$ 17 1 7 9 2,843,000.00$ -$ 996,100$ 728,100.00$ -$ 4,567,200.00$ 91,344.00$ 502,392.00$ -$ 913,440.00$ 11 1 4 6 -$ 2,843,000$ 569,200$ 485,400.00$ -$ 3,897,600.00$ 77,952.00$ 428,736.00$ -$ 779,520.00$ 10 1 9 -$ 2,843,000$ -$ 728,100.00$ -$ 3,571,100.00$ 71,422. 00$ 392,821.00$ -$ 714,220.00$ 4 1 2 1 -$ 2,843,000$ 284,600$ 80,900.00$ -$ 3,208,500.00$ 64,170.00$ 352,935.00$ -$ 641,700.00$ 9 1 3 5 -$ 2,843,000$ 426,900$ 404,500.00$ -$ 3,674,400.00$ 73,488.00$ 404,184.00$ -$ 734,880.00$ 18 3 3 12 -$ 8,529,000$ 426,900$ 970,800.00$ -$ 9,926,700.00$ -$ 297,801.00$ 595,602.00$ -$ 14 1 5 8 -$ 2,843,000$ 711, 500$ 647,200.00$ -$ 4,201,700.00$ -$ 126,051.00$ -$ -$ 19 1 5 13 2,843,000.00$ -$ 711,500$ 1,051,700.00$ -$ 4,606,200.00$ -$ 138,186.00$ -$ -$ 18 2 3 13 -$ 5,686,000$ 426,900$ 1,051,700.00$ -$ 7,164,600.00$ 214,938.00$ 214,938.00$ -$ -$ 7 1 1 2 3 2,843,000.00$ 2,843,000$ 284,600$ 242,700.00$ -$ 6,213,300.00$ -$ 186,399.00$ -$ -$ 5 2 1 2 -$ 5,686,000$ 142,300$ 161,800.00$ -$ 5,990,100.00$ 179,703.00$ 179,703.00$ -$ -$ 17 1 7 9 2,843,000.00$ -$ 996,100$ 728,100.00$ -$ 4,567,200.00$ -$ 137,016.00$ -$ -$ 11 1 4 6 -$ 2,843,000$ 569,200$ 485,400.00$ -$ 3,897,600.00$ 116,928.00$ 116, 928.00$ -$ 1,169,280.00$ 10 1 9 -$ 2,843,000$ -$ 728,100.00$ -$ 3,571,100.00$ -$ 107,133.00$ -$ -$ 4 1 2 1 -$ 2,843,000$ 284,600$ 80,900.00$ -$ 3,208,500.00$ -$ 96,255.00$ 192,510.00$ -$ 9 1 3 5 -$ 2,843,000$ 426,900$ 404,500.00$ -$ 3,674,400.00$ 110,232.00$ 110,232.00$ -$ -$ 2 2 -$ 5,686,000.00$ -$ -$ -$ 5,686,000.00$ 682,320.00$ 284,300.00$ 170,580.00$ 6,823,200.00$ 1 1 -$ 2,843,000.00$ -$ -$ -$ 2,843,000.00$ 341,160.00$ 142,150.00$ -$ 3,411,600.00$ 4 2 1 1 -$ 5,686,000.00$ 142,300$ 80,900.00$ -$ 5,909,200.00$ 709,104.00$ 295,460.00$ 177,276.00$ 7,091,040.00$ 1 1 -$ 2,843,000.00$ -$ -$ -$ 2, 843,000.00$ 341,160.00$ 142,150.00$ -$ 3,411,600.00$ 2 2 -$ 5,686,000.00$ -$ -$ -$ 5,686,000.00$ 682,320.00$ 284,300.00$ 170,580.00$ 6,823,200.00$ 9 1 5 3 2,843,000.00$ -$ 711,500$ 242,700.00$ -$ 3,797,200.00$ 455,664.00$ 189,860.00$ 113,916.00$ 4,556,640.00$ 0 -$ -$ -$ -$ -$ -$ -$ -$ -$ -$ 1 1 -$ 2,843,000.00$ -$ -$ -$ 2,843,000.00$ 341,160.00$ 142,150.00$ -$ 3,411,600.00$ 0 -$ -$ -$ -$ -$ -$ -$ -$ -$ -$ 0 -$ -$ -$ -$ -$ -$ -$ -$ -$ -$ 8 1 3 4 -$ 2,843,000.00$ 426,900$ 323,600.00$ -$ 3,593,500.00$ $ 3,593,500 107,805.00$ 107,805.00$ 179, 675.00$ 1, 078,050.00$ 47 6 13 28 -$ 17,058,000.00$ 1,849,900$ 2,265,200.00$ -$ 21,173,100.00$ 635,193.00$ 635,193.00$ 2,329,041.00$ 6,351,930.00$ 25 1 2 3 19 2,843,000.00$ 5,686,000.00$ 426,900$ 1,537,100.00$ -$ 10,493,000.00$ 314,790.00$ 314,790.00$ 1,154,230.00$ 3,147,900.00$ 13 2 6 5 -$ 5,686,000.00$ 853,800$ 404,500.00$ -$ 6,944,300.00$ 208,329.00$ 208,329.00$ 763,873.00$ 2,083,290.00$ 11 1 1 1 8 2,843,000.00$ 2,843,000.00$ 142,300$ 647,200.00$ -$ 6,475,500.00$ 194,265.00$ 194,265.00$ 712,305.00$ 1,942,650.00$ 5 1 1 3 -$ 2,843,000.00$ 142,300$ 242,700.00$ -$ 3,228,000.00$ 96,840.00$ 96,840.00$ 355,080.00$ 968,400.00$ 23 1 6 16 -$ 2,843,000.00$ 853,800$ 1,294,400.00$ -$ 4,991,200.00$ 149,736.00$ 149,736.00$ 549,032.00$ 1,497,360.00$ 16 5 11 -$ -$ 711,500$ 889,900.00$ -$ 1,601,400.00$ 48,042.00$ 48,042.00$ 176,154.00$ 480,420.00$ 20 1 6 13 2,843,000.00$ -$ 853,800$ 1,051,700.00$ -$ 4,748,500.00$ 142,455.00$ 142,455.00$ 522,335.00$ 1,424,550.00$ 13 1 3 9 -$ 2,843,000.00$ 426,900$ 728,100.00$ -$ 3,998,000.00$ 119,940.00$ 119,940.00$ 439,780.00$ 1,199,400.00$ 29 10 19 -$ -$ 1,423,000$ 1,537,100.00$ -$ 2, 960,100.00$ 88,803.00$ 88,803.00$ 325,611.00$ 888,030.00$ 29 1 10 18 2,843,000.00$ -$ 1,423,000$ 1,456,200.00$ -$ 5,722,200.00$ 171,666.00$ 171,666.00$ 629,442.00$ 1,716,660.00$ 4 4 -$ 11,372,000.00$ -$ -$ -$ 11,372,000.00$ 796,040.00$ 796,040.00$ 682,320.00$ 15,920,800.00$ 2 1 1 2,843,000.00$ 2,843,000.00$ -$ -$ -$ 5,686,000.00$ 398,020.00$ 398,020.00$ 341,160.00$ 7,960,400.00$ 1 1 -$ 2, 843,000.00$ -$ -$ -$ 2,843,000.00$ 199,010.00$ 199,010.00$ 170,580.00$ 3,980,200.00$ 2 1 1 -$ 2,843,000.00$ -$ 80,900.00$ -$ 2,923,900.00$ 204,673.00$ 204,673.00$ 175,434.00$ 4,093,460.00$ 1 1 -$ -$ 142,300$ -$ -$ 142,300.00$ 9,961.00$ 9,961.00$ 8,538.00$ 199,220.00$ 1 1 -$ -$ 142,300$ -$ -$ 142,300.00$ 9,961.00$ 9,961.00$ 8,538.00$ 199,220.00$ 5 2 3 -$ -$ 284,600$ 242,700.00$ -$ 527,300.00$ 36,911.00$ 36,911.00$ 31,638.00$ 738,220.00$ 5 1 1 3
5 3 2 -$ -$ 426,900$ 161,800.00$ -$ 588,700.00$ 41,209.00$ 41,209.00$ 35,322.00$ 824,180.00$ 9 1 4 4 2,843,000.00$ -$ 569,200$ 323,600.00$ -$ 3,735,800.00$ 261,506. 00$ 261,506.00$ 224,148.00$ 5, 230,120.00$ $ 27,961,300
$ 72,335,300
$ 104,116,100
$ 29,607,400
Collisions (2016-2020) Crash Costs CM Annual Benefit
$ 76,702,100

Page 193 of 194 ends

20.59122,970,010.00$
87,379,930.00$ 24.11
CM Life Benefit
88,682,590.00$ 184.76

99.49

Page 194 of 194 ends

EXHIBIT A

Napa City CouncilSeptember 6, 2022

Napa City Council
September 6, 2022