AGENDA
NEWMAN CITY COUNCIL
SPECIAL MEETING MARCH 24, 2026
CITY HALL CONFERENCE ROOM, 6:30 P.M., 938 FRESNO STREET NOTICE: THIS MEETING WILL BE HELD IN ACCORDANCE WITH THE RALPH M. BROWN ACT (CALIFORNIA GOVERNMENT CODE SECTION 54950, ET SEQ.) AND THE FEDERAL AMERICANS WITH DISABILITIES ACT REMOTE PUBLIC COMMENT WILL BE ENABLED ONLY WHEN AT LEAST ONE COUNCIL MEMBER PARTICIPATES REMOTELY (Gov. Code § 54953.4(c)(2))
1. Call To Order.
2. Roll Call.
3. Items From The Public.
4. Adjourn To Closed Session
a. Conference With Labor Negotiator – Agency Negotiator: Michael E. Holland - Employee Organizations: Operating Engineers Local #3 Public Works Bargaining Unit, Operating Engineers Local #3 Miscellaneous Bargaining Unit, Newman Police Officers Association Bargaining Unit And Management, Supervisory And Confidential Bargaining Unit - G.C. 54957.6.
b. Conference With Legal Counsel - Initiation Of Litigation Pursuant To California Government Code Section 54956.9(d)(4): (One Case).
c. Conference With Real Property Negotiator – Stanislaus County APN 026-034-011 - G.C. 54956.8. Agency Negotiator: Michael E. Holland. Negotiating Parties: City Of Newman And Newman Crows Landing Unified School District. Under Negotiation: Price And Term Of Payment.
d. Return To Open Session.
5. Adjournment.
AGENDA
NEWMAN CITY COUNCIL
REGULAR MEETING MARCH 24, 2026
CITY COUNCIL CHAMBERS, 7:00 P.M., 938 FRESNO STREET
NOTICE: THIS MEETING WILL BE HELD IN ACCORDANCE WITH THE RALPH M. BROWN ACT (CALIFORNIA GOVERNMENT CODE SECTION 54950, ET SEQ.) AND THE FEDERAL AMERICANS WITH DISABILITIES ACT REMOTE PUBLIC COMMENT WILL BE ENABLED ONLY WHEN AT LEAST ONE COUNCIL MEMBER PARTICIPATES REMOTELY (Gov. Code § 54953.4(c)(2))
1. Call To Order.
2. Pledge Of Allegiance.
3. Invocation.
4. Roll Call.
5. Declaration Of Conflicts Of Interest.
6. Ceremonial Matters.
7. Items from the Public - Non-Agenda Items.
8. Consent Calendar
a. Waive All Readings Of Ordinances And Resolutions Except By Title. b. Approval Of Warrants. (View Warrant/Check Register)
c. Approval Of Minutes Of The March 10, 2026 Meetings. (View Minutes)
9. Public Hearings.
10. Regular Business
a. Adopt Resolution No. 2026- , A Resolution Adopting The City Of Newman Road Safety Action Plan. (View Report)
b. Adopt Resolution No. 2026- , A Resolution Approving And Authorizing The City Manager Or Designee To Execute The California Governor’s Office Of Emergency Services Agreement For The Temporary Transfer Of Vehicular Equipment A Type III Fire Engine. (View Report)
11. Items From District Five Stanislaus County Supervisor.
12. Items From The City Manager And Staff.
13. Items From City Council Members.
14. Adjournment.
Calendar of Events
March 19 – Planning Commission – Cancelled.
March 24 – City Council - 7:00 P.M.
March 31 – Citywide Curbside Leaf And Brush Pick-Up Ends.
April 5 – Easter Day.
April 13–18 – Spring Clean-Up Week.
April 14 – City Council - 7:00 P.M.
April 15 – Tax Day.
April 16 – Planning Commission – 7:00 P.M.
April 28 – City Council - 7:00 P.M.
AP Check Register
March 4, 2026 through March 16, 2026
1 of 12
Vendor Fund-Dept-Acct Amount Check # Check date Description AAA Workspace 63-56-6300 $ 108.89 127764 3/5/2026 Paper AAA Workspace 60-50-6300 $ 18.15 127764 3/5/2026 Paper
AAA Workspace 63-56-6300 $ 18.15 127764 3/5/2026 Paper
AAA Workspace 10-06-6300 $ 36.51 127764 3/5/2026 Binders AAA Workspace 60-50-6300 $ 108.89 127764 3/5/2026 Paper AAA Workspace 10-14-6300 $ (89.00) 127764 3/5/2026 Return of Paper AAA Workspace 60-50-6300 $ (89.00) 127764 3/5/2026 Return of Paper AAA Workspace 63-56-6300 $ (88.99) 127764 3/5/2026 Return of Paper AAA Workspace 60-50-6300 $ 72.59 127764 3/5/2026 Paper
AAA Workspace 10-14-6300 $ 18.15 127764 3/5/2026 Paper
AAA Workspace 10-14-6300 $ 72.60 127764 3/5/2026 Paper
AAA Workspace 63-56-6300 $ 72.59 127764 3/5/2026 Paper
AAA Workspace 10-14-6300 $ 108.89 127764 3/5/2026 Paper $ 368.42 127764 Total
Aguilera Maria 10-00-2840 $ 300.00 127809 3/10/2026 Memorial Building Rental Deposit Refund/ Aguilera $ 300.00 127809 Total
Amazon Capital Services 10-22-6300 $ 32.22 127810 3/10/2026 Key Tags $ 32.22 127810 Total
AutoZone MS #1 63-56-6530 $ 15.10 127811 3/10/2026 Windshield Wipers AutoZone MS #1 63-56-6530 $ 36.24 127811 3/10/2026 Mat
AutoZone MS #1 63-56-6530 $ 55.90 127811 3/10/2026 Mat, Oil Absorbent AutoZone MS #1 63-56-6530 $ 29.27 127811 3/10/2026 Tire Coating, Interior Cleaner $ 136.51 127811 Total
AvidWater, LLC 60-50-6300 $ 28.11 127812 3/10/2026 Water Repair Parts AvidWater, LLC 63-56-6300 $ 11.76 127812 3/10/2026 Water Repair Parts AvidWater, LLC 10-33-6270 $ 281.55 127812 3/10/2026 Water Repair Parts AvidWater, LLC 63-56-6300 $ 2.29 127812 3/10/2026 Water Repair Parts AvidWater, LLC 69-47-6300 $ 33.03 127812 3/10/2026 Water Repair Parts AvidWater, LLC 10-22-6300 $ 23.56 127812 3/10/2026 Water Repair Parts AvidWater, LLC 69-47-6300 $ 18.85 127812 3/10/2026 Water Repair Parts AvidWater, LLC 60-50-6300 $ 11.75 127812 3/10/2026 Water Repair Parts AvidWater, LLC 10-33-6530 $ 29.60 127812 3/10/2026 Water Repair Parts $ 440.50 127812 Total
Badger Meter 63-56-6200 $ 120.26 127765 3/5/2026 Beacons $ 120.26 127765 Total
Baker Dorothy June 10-44-6225 $ 79.81 127766 3/5/2026 Trimmer Line $ 79.81 127766 Total
Barbour Julie Ann 60-50-6200 $ 662.43 127857 3/13/2026 Pyrethroid Partnership Q"f: Nl::;'ij>.
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AP Check Register
March 4, 2026 through March 16, 2026
2 of 12
Vendor Fund-Dept-Acct Amount Check # Check date Description $ 662.43 127857 Total
Barker Heating & Cooling 10-14-6203 $ (20.00) 127767 3/5/2026 Refund of Business License Application/ Barker Barker Heating & Cooling 10-00-5830 $ 79.00 127767 3/5/2026 Refund of Business License Application/ Barker $ 59.00 127767 Total
Barriga Cesar 10-45-6730 $ 170.00 127813 3/10/2026 Youth Basketball Referee/ Barriga $ 170.00 127813 Total
Bauer Compressors 10-22-6200 $ 1,730.03 127768 3/5/2026 Preventative Maintenance $ 1,730.03 127768 Total
Bell Ashlynn 10-45-6730 $ 187.00 127814 3/10/2026 Youth Basketball Referee/ Bell $ 187.00 127814 Total
Bell Dwain 10-45-6730 $ 510.00 127815 3/10/2026 Youth Basketball Referee/ Bell $ 510.00 127815 Total
BELTRAN CHRISTINE & ALEXANDER 63-00-2010 $ 105.76 127799 3/5/2026 Refund Check 014558-001, 1524 DUTCH CORNER DR $ 105.76 127799 Total
Beltran Imelda 10-45-6730 $ 153.00 127816 3/10/2026 Youth Basketball Referee/ Beltran $ 153.00 127816 Total
Bertolotti Newman Disposal 69-47-6220 $ 78.00 127852 3/11/2026 40 Yard Trash Bin Dumping @ Corp Yard/ February 2026 Bertolotti Newman Disposal 10-33-6220 $ 78.00 127852 3/11/2026 26 Yard Trash Bin & Street Sweeping Debris/ February 2026 Bertolotti Newman Disposal 10-33-6220 $ 78.00 127852 3/11/2026 40 Yard Trash Bin Dumping @ Corp Yard/ February 2026 Bertolotti Newman Disposal 69-47-6220 $ 78.00 127852 3/11/2026 26 Yard Trash Bin & Street Sweeping Debris/ February 2026 $ 312.00 127852 Total
Bertolotti Newman Disposal, Inc 10-00-5733 $ (5,791.20) 127851 3/11/2026 Monthly Contract Garbage Service/ February 2026 Bertolotti Newman Disposal, Inc 10-00-5730 $ 22,006.54 127851 3/11/2026 Monthly Contract Garbage Service/ February 2026 Bertolotti Newman Disposal, Inc 10-41-6200 $ 86,867.94 127851 3/11/2026 Monthly Contract Garbage Service/ February 2026 Bertolotti Newman Disposal, Inc 10-00-5080 $ (16,215.35) 127851 3/11/2026 Monthly Contract Garbage Service/ February 2026 $ 86,867.93 127851 Total
BRADY INDUSTRIES 10-07-6665 $ 0.48 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-22-6300 $ 27.79 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-44-6660 $ 152.32 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-44-6660 $ 222.32 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-07-6300 $ 0.97 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-07-6300 $ 38.08 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-21-6300 $ 38.08 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-22-6300 $ 0.49 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-46-6300 $ 27.79 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-44-6300 $ 19.04 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-44-6670 $ 76.15 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-22-6300 $ 19.04 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-46-6300 $ 19.04 127770 3/5/2026 Miscellaneous Cleaning Supplies Q"f: Nl::;'ij>.
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AP Check Register
March 4, 2026 through March 16, 2026
3 of 12
Vendor Fund-Dept-Acct Amount Check # Check date Description BRADY INDUSTRIES 10-44-6300 $ 27.79 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-07-6300 $ 55.58 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-07-6665 $ 19.04 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-44-6670 $ 1.93 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-07-6665 $ 27.79 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-44-6300 $ 0.48 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-21-6300 $ 0.96 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-44-6670 $ 111.16 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-21-6300 $ 55.58 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-46-6300 $ 0.48 127770 3/5/2026 Miscellaneous Cleaning Supplies BRADY INDUSTRIES 10-44-6660 $ 3.86 127770 3/5/2026 Miscellaneous Cleaning Supplies $ 946.24 127770 Total
Burbank-Paradise Fire District 10-22-6690 $ 2,100.00 127817 3/10/2026 Trainig/ FD $ 2,100.00 127817 Total
California Chamber of Commerce 60-50-6300 $ 29.91 127771 3/5/2026 2026 California Labor Law Posters California Chamber of Commerce 63-56-6300 $ 29.91 127771 3/5/2026 2026 California Labor Law Posters California Chamber of Commerce 10-14-6300 $ 29.92 127771 3/5/2026 2026 California Labor Law Posters California Chamber of Commerce 10-46-6300 $ 89.74 127771 3/5/2026 2026 California Labor Law Posters $ 179.48 127771 Total
CALIFORNIA CONSULTING, INC 60-50-6200 $ 1,166.66 127818 3/10/2026 Grant writing/Lobbying CALIFORNIA CONSULTING, INC 63-56-6200 $ 1,166.67 127818 3/10/2026 Grant writing/Lobbying CALIFORNIA CONSULTING, INC 10-02-6200 $ 1,166.67 127818 3/10/2026 Grant writing/Lobbying $ 3,500.00 127818 Total
CARRANZA RUBIO CARLOS 10-45-6730 $ 186.00 127840 3/10/2026 Youth Basketball Referee/ Carranza Rubio
$ 186.00 127840 Total
Cen-Cal Auto & Truck Parts/ NAPA 69-47-6530 $ 12.64 127781 3/5/2026 Windshield Wipers Cen-Cal Auto & Truck Parts/ NAPA 60-50-6300 $ 8.11 127781 3/5/2026 Adapters Cen-Cal Auto & Truck Parts/ NAPA 10-33-6530 $ 17.84 127781 3/5/2026 Oil Cen-Cal Auto & Truck Parts/ NAPA 60-50-6530 $ 6.63 127781 3/5/2026 Windshield Wipers Cen-Cal Auto & Truck Parts/ NAPA 10-33-6530 $ 6.63 127781 3/5/2026 Windshield Wipers Cen-Cal Auto & Truck Parts/ NAPA 10-46-6300 $ 6.33 127781 3/5/2026 Oil Cen-Cal Auto & Truck Parts/ NAPA 60-50-6300 $ 4.77 127781 3/5/2026 Windshield Wipers Cen-Cal Auto & Truck Parts/ NAPA 10-44-6530 $ 12.64 127781 3/5/2026 Windshield Wipers Cen-Cal Auto & Truck Parts/ NAPA 63-56-6530 $ 6.63 127781 3/5/2026 Windshield Wipers Cen-Cal Auto & Truck Parts/ NAPA 10-07-6300 $ 13.56 127781 3/5/2026 Armor All, Tire Dressing, Air Freshener Cen-Cal Auto & Truck Parts/ NAPA 60-50-6530 $ 12.64 127781 3/5/2026 Windshield Wipers Cen-Cal Auto & Truck Parts/ NAPA 69-47-6530 $ 3.91 127781 3/5/2026 Lamp Cen-Cal Auto & Truck Parts/ NAPA 69-47-6300 $ 28.61 127781 3/5/2026 Windshield Wipers Cen-Cal Auto & Truck Parts/ NAPA 10-33-6530 $ 3.90 127781 3/5/2026 Lamp Q"f: Nl::;'ij>.
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AP Check Register
March 4, 2026 through March 16, 2026
4 of 12
Vendor Fund-Dept-Acct Amount Check # Check date Description Cen-Cal Auto & Truck Parts/ NAPA 69-47-6300 $ 6.78 127781 3/5/2026 Armor All, Tire Dressing, Air Freshener Cen-Cal Auto & Truck Parts/ NAPA 69-47-6530 $ 6.63 127781 3/5/2026 Windshield Wipers Cen-Cal Auto & Truck Parts/ NAPA 69-47-6530 $ 17.85 127781 3/5/2026 Oil Cen-Cal Auto & Truck Parts/ NAPA 10-44-6300 $ 28.61 127781 3/5/2026 Windshield Wipers Cen-Cal Auto & Truck Parts/ NAPA 10-21-6300 $ 38.19 127781 3/5/2026 Cicuit Tester Cen-Cal Auto & Truck Parts/ NAPA 60-50-6300 $ 55.70 127781 3/5/2026 Adapters Cen-Cal Auto & Truck Parts/ NAPA 10-33-6300 $ 28.60 127781 3/5/2026 Windshield Wipers Cen-Cal Auto & Truck Parts/ NAPA 10-33-6530 $ 12.62 127781 3/5/2026 Windshield Wipers Cen-Cal Auto & Truck Parts/ NAPA 63-56-6300 $ 4.77 127781 3/5/2026 Windshield Wipers Cen-Cal Auto & Truck Parts/ NAPA 60-50-6300 $ 6.78 127781 3/5/2026 Armor All, Tire Dressing, Air Freshener $ 351.37 127781 Total
Cerna Giovani 10-45-6730 $ 170.00 127819 3/10/2026 Youth Basketball Referee/ Cerna $ 170.00 127819 Total
Cogdill and Associates, Inc. 10-02-6200 $ 3,000.00 127820 3/10/2026 Appraisal Services for 1162 N St $ 3,000.00 127820 Total
Department of Forestry & Fire Protection 10-22-6690 $ 375.00 127821 3/10/2026 Hazrnat FRO Course $ 375.00 127821 Total
DISH NETWORK 10-22-6200 $ 1,804.08 127772 3/5/2026 Fire Dept. Annual Payment $ 1,804.08 127772 Total
Ditch Witch Central California 60-50-6225 $ 758.14 127858 3/13/2026 Ditch Witch Repairs Ditch Witch Central California 63-56-6225 $ 758.15 127858 3/13/2026 Ditch Witch Repairs Ditch Witch Central California 69-47-6225 $ 758.15 127858 3/13/2026 Ditch Witch Repairs $ 2,274.44 127858 Total
ECONOMIC TIRE SHOP 69-47-6530 $ 15.00 127859 3/13/2026 Tire Repair/ PW ECONOMIC TIRE SHOP 10-33-6530 $ 15.00 127859 3/13/2026 Tire Repair/ PW ECONOMIC TIRE SHOP 10-44-6530 $ 15.00 127859 3/13/2026 Tire Repair/ PW $ 45.00 127859 Total
Estrada III Jose Manuel 10-45-6730 $ 152.00 127853 3/11/2026 Youth Basketball Referee/ Estrada III $ 152.00 127853 Total
Felber Cohen 10-45-6730 $ 119.00 127822 3/10/2026 Youth Basketball Referee/ Felber $ 119.00 127822 Total
FGL ENVIRONMENTAL, INC 60-50-6200 $ 397.00 127773 3/5/2026 Inorganic Analysis, Support Analysis FGL ENVIRONMENTAL, INC 60-50-6200 $ 397.00 127773 3/5/2026 Inorganic Analysis, Support Analysis $ 794.00 127773 Total
Franco Rodriguez Alejandra 10-45-6730 $ 288.00 127854 3/11/2026 Youth Basketball Referee/ Franco $ 288.00 127854 Total
Gallardo Valeria 10-45-6730 $ 416.00 127823 3/10/2026 Youth Basketball Referee/ Gallardo $ 416.00 127823 Total
GANIBI HELEN 63-00-2010 $ 27.65 127802 3/5/2026 Refund Check 006069-000, 317 NORTHAMPTON WY Q"f: Nl::;'ij>.
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AP Check Register
March 4, 2026 through March 16, 2026
5 of 12
Vendor Fund-Dept-Acct Amount Check # Check date Description $ 27.65 127802 Total
Garcia Bonifacio 60-50-6300 $ 119.75 127769 3/5/2026 Bar, Sockets, Ratchets $ 119.75 127769 Total
Garcia Laylahni 10-45-6730 $ 221.00 127824 3/10/2026 Youth Basketball Referee/ Garcia $ 221.00 127824 Total
General Code, Inc 10-03-6265 $ 574.77 127774 3/5/2026 Annual Maintenance $ 574.77 127774 Total
Gonzalez Emilio 10-45-6730 $ 432.00 127825 3/10/2026 Youth Basketball Referee/ Gonzalez $ 432.00 127825 Total
HEFFNER LEITA & JASON 60-00-2010 $ 109.92 127798 3/5/2026 Refund Check 017664-000, 1531 WEST TULARE ST $ 109.92 127798 Total
HELMAN DANA 63-00-2010 $ 9.15 127801 3/5/2026 Refund Check 012372-000, 1342 CANYON CREEK DR. $ 9.15 127801 Total
Hernandez Dyson 10-45-6730 $ 221.00 127826 3/10/2026 Youth Basketball Referee/ Hernandez $ 221.00 127826 Total
INFOSEND, INC 60-50-6200 $ 1,204.50 127775 3/5/2026 Utility Bill & Late Notice Mailing February 2026 INFOSEND, INC 63-56-6200 $ 1,204.50 127775 3/5/2026 Utility Bill & Late Notice Mailing February 2026 $ 2,409.00 127775 Total
JG Nurseries LLC 69-47-6300 $ 63.65 127776 3/5/2026 Bark $ 63.65 127776 Total
JMDS 63-56-6530 $ 100.00 127827 3/10/2026 Detailing of Chevy Bolt JMDS 60-50-6530 $ 100.00 127827 3/10/2026 Detailing of Chevy Bolt $ 200.00 127827 Total
JOE'S LANDSCAPING & CONCR 69-47-6200 $ 12,022.00 127860 3/13/2026 Maintenance Service For The Month of February $ 12,022.00 127860 Total
Ledezma Yamlin 10-00-2840 $ 300.00 127777 3/5/2026 Memorial Building Rental Deposit Refund/ Ledezma $ 300.00 127777 Total
Lyle Keith 10-00-5830 $ 715.92 127778 3/5/2026 Reimbursement for Misapplied Payment/ Lyle $ 715.92 127778 Total
LYLE KEITH 63-00-2010 $ 715.92 127800 3/5/2026 Refund Check 006799-000, 1466 SUNNY CREEK WY $ 715.92 127800 Total
MACHADO BACKHOE, INC 60-50-6230 $ 4,045.53 127779 3/5/2026 Drain Pipe Repair $ 4,045.53 127779 Total
Maier Michael 10-45-6730 $ 221.00 127828 3/10/2026 Youth Basketball Referee/ Maier $ 221.00 127828 Total
Microbac Laboratories, Inc. 60-50-6200 $ 131.00 127829 3/10/2026 Water Samples Microbac Laboratories, Inc. 60-50-6200 $ 131.00 127829 3/10/2026 Water Samples Microbac Laboratories, Inc. 63-56-6200 $ 207.00 127829 3/10/2026 Water Samples Microbac Laboratories, Inc. 63-56-6200 $ 202.00 127829 3/10/2026 Water Samples Q"f: Nl::;'ij>.
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AP Check Register
March 4, 2026 through March 16, 2026
6 of 12
Vendor Fund-Dept-Acct Amount Check # Check date Description Microbac Laboratories, Inc. 17-36-7780 $ 834.50 127829 3/10/2026 Water Samples Microbac Laboratories, Inc. 60-50-6200 $ 131.00 127829 3/10/2026 Water Samples Microbac Laboratories, Inc. 63-56-6200 $ 207.00 127829 3/10/2026 Water Samples $ 1,843.50 127829 Total
MID VALLEY IT, INC 10-21-7105 $ 175.86 127861 3/13/2026 AP Replacement/ Corp Yard. FD MID VALLEY IT, INC 63-56-7105 $ 175.85 127861 3/13/2026 AP Replacement/ Corp Yard. FD MID VALLEY IT, INC 10-03-6200 $ 2,120.00 127861 3/13/2026 Annual Maintenance MID VALLEY IT, INC 10-45-6200 $ 392.73 127861 3/13/2026 Cable Installation/ Teen Center MID VALLEY IT, INC 10-22-7105 $ 527.56 127861 3/13/2026 AP Replacement/ Corp Yard. FD MID VALLEY IT, INC 60-50-7105 $ 175.86 127861 3/13/2026 AP Replacement/ Corp Yard. FD $ 3,567.86 127861 Total
Modesto Junior College Ag Department 10-21-6208 $ 3,422.00 127830 3/10/2026 Animal Shelter/ February 2026 Modesto Junior College Ag Department 10-21-6210 $ 2,103.50 127830 3/10/2026 Catch & Release Program February 2026 $ 5,525.50 127830 Total
Modesto Junior College Ag Department 10-21-6208 $ 1,388.15 127831 3/10/2026 Vaccines/ February 2026 $ 1,388.15 127831 Total
Muniquip, LLC 60-50-6225 $ 3,399.18 127832 3/10/2026 Lift Station Repair Parts $ 3,399.18 127832 Total
NAMI Stanislaus 10-00-2840 $ 75.00 127780 3/5/2026 Memorial Building Rental Deposit Refund/ NAMI Stanislaus $ 75.00 127780 Total
NEWMAN ACE HARDWARE/JACT, 69-47-6300 $ 21.55 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 60-50-6300 $ 17.18 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-44-6300 $ 9.70 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 60-50-6300 $ 4.85 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-22-6300 $ 85.12 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies
NEWMAN ACE HARDWARE/JACT, 10-44-6300 $ 6.46 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies
NEWMAN ACE HARDWARE/JACT, 10-44-6300 $ 6.99 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-44-6300 $ 29.10 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-07-6300 $ 22.64 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-44-6300 $ 12.65 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 69-47-6300 $ 4.85 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-07-6300 $ 70.67 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-44-6300 $ 66.39 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-44-6300 $ 56.08 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-44-6300 $ 24.80 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-44-6660 $ 19.19 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 63-56-6300 $ 1.28 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 60-50-6300 $ 67.86 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-07-6300 $ 69.63 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies Q"f: Nl::;'ij>.
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AP Check Register
March 4, 2026 through March 16, 2026
7 of 12
Vendor Fund-Dept-Acct Amount Check # Check date Description NEWMAN ACE HARDWARE/JACT, 63-56-6300 $ 36.67 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 63-56-6300 $ 6.44 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-07-6300 $ 35.59 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 69-47-6300 $ 22.10 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-44-6300 $ 18.13 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 69-47-6300 $ 2.15 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-00-5830 $ (279.96) 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 69-47-6300 $ 25.86 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 60-50-6300 $ 83.65 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-44-6300 $ 38.64 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-07-6300 $ 26.95 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-07-6300 $ 26.95 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies NEWMAN ACE HARDWARE/JACT, 10-33-6300 $ 22.11 127782 3/5/2026 Batteries, Misc Tools, Light Bulbs, Cleaning, Supplies $ 662.27 127782 Total
Nutrien Ag Solutions Inc 10-00-5830 $ (12.79) 127833 3/10/2026 Refund of Finance Charge Nutrien Ag Solutions Inc 60-50-6230 $ 1,932.68 127833 3/10/2026 3 Quarts Shark, 10 Gallons Amine, 4 Gallons Activator $ 1,919.89 127833 Total
O'Connor & Company 63-56-6205 $ 1,096.25 127783 3/5/2026 Accounting Services O'Connor & Company 10-14-6205 $ 1,096.25 127783 3/5/2026 Accounting Services O'Connor & Company 60-50-6205 $ 1,096.25 127783 3/5/2026 Accounting Services $ 3,288.75 127783 Total
Otis Elevator Company 10-07-6200 $ 792.00 127834 3/10/2026 Emergency Repairs $ 792.00 127834 Total
OTTMAN FARMS, INC 60-50-6230 $ 2,793.00 127784 3/5/2026 Spraying of Alfalfa @ WWTP $ 2,793.00 127784 Total
P G & E 10-45-6410 $ 145.88 127835 3/10/2026 Gas & Electric Use P G & E 10-44-6410 $ 2,162.97 127835 3/10/2026 Gas & Electric Use P G & E 10-33-6410 $ 6,247.15 127835 3/10/2026 Gas & Electric Use P G & E 63-56-6410 $ 24,793.12 127835 3/10/2026 Gas & Electric Use P G & E 60-50-6410 $ 4,926.98 127835 3/10/2026 Gas & Electric Use P G & E 10-07-6410 $ 3,649.08 127835 3/10/2026 Gas & Electric Use P G & E 10-46-6410 $ 627.64 127835 3/10/2026 Gas & Electric Use P G & E 10-22-6410 $ 1,241.86 127835 3/10/2026 Gas & Electric Use P G & E 69-47-6410 $ 3,921.64 127835 3/10/2026 Gas & Electric Use $ 47,716.32 127835 Total
Pace Supply Corporation 63-56-6350 $ 100.32 127785 3/5/2026 Meler Parts Pace Supply Corporation 63-56-6350 $ 5,064.73 127785 3/5/2026 Meler Parts $ 5,165.05 127785 Total
PIONEER DRUG 10-07-6300 $ 13.87 127786 3/5/2026 Spoons
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AP Check Register
March 4, 2026 through March 16, 2026
8 of 12
Vendor Fund-Dept-Acct Amount Check # Check date Description $ 13.87 127786 Total
Pitney Bowe's, Inc Reserve Account 10-14-6330 $ 333.34 127787 3/5/2026 Pre-Paid Postage/ CH Account #8000-9090-0982-2953 Pitney Bowe's, Inc Reserve Account 60-50-6330 $ 333.33 127787 3/5/2026 Pre-Paid Postage/ CH Account #8000-9090-0982-2953 Pitney Bowe's, Inc Reserve Account 63-56-6330 $ 333.33 127787 3/5/2026 Pre-Paid Postage/ CH Account #8000-9090-0982-2953 $ 1,000.00 127787 Total
Pitney Bowe's, Inc Reserve Account 10-21-6330 $ 1,000.00 127788 3/5/2026 Pre-Paid Postage/ PD Account #8000-9090-1158-3049 $ 1,000.00 127788 Total
Police Records and Information Management Group 10-21-6695 $ 159.00 127789 3/5/2026 Training Webinar/ Thompson $ 159.00 127789 Total
PORAC Law Enforcement News 10-21-6600 $ 795.00 127836 3/10/2026 Police Chief Employment Ad $ 795.00 127836 Total
RALEY'S IN STORE CHARGE 10-22-6300 $ 25.55 127790 3/5/2026 Fire Department Supplies RALEY'S IN STORE CHARGE 10-46-6300 $ 26.28 127790 3/5/2026 Corp Yard Supplies RALEY'S IN STORE CHARGE 10-46-6300 $ 56.05 127790 3/5/2026 Corp Yard Supplies $ 107.88 127790 Total
Raya Fatima 10-45-6730 $ 608.00 127837 3/10/2026 Youth Basketball Referee/ Raya $ 608.00 127837 Total
Rocha Lilly 10-45-6730 $ 136.00 127838 3/10/2026 Youth Basketball Referee/ Rocha $ 136.00 127838 Total
Rodriguez Castaneda Jose 10-45-6730 $ 512.00 127839 3/10/2026 Youth Basketball Referee/ Rodriguez Castaneda $ 512.00 127839 Total
Sabo Colton 10-45-6730 $ 187.00 127841 3/10/2026 Youth Basketball Referee/ Sabo $ 187.00 127841 Total
SAFE-T-LITE 10-33-6300 $ 505.22 127791 3/5/2026 Posts, Sockets SAFE-T-LITE 10-33-6300 $ 60.06 127791 3/5/2026 Lens Cleaning Towelettes SAFE-T-LITE 10-46-6300 $ 21.04 127791 3/5/2026 Lens Cleaning Towelettes $ 586.32 127791 Total
Sanchez Christina 10-00-2841 $ 20.00 127842 3/10/2026 Pioneer Park Rental Deposit Refund/ Sanchez $ 20.00 127842 Total
Saunders Hunter James 10-45-6730 $ 136.00 127843 3/10/2026 Youth Basketball Referee/ Saunders $ 136.00 127843 Total
SEN RACHAL R DEO-SEN & KELVIN R 63-00-2010 $ 90.69 127846 3/10/2026 Refund Check 016141-000, 1118 STRAWBRIDGE DR $ 90.69 127846 Total
SHARPENING SHOP 10-22-6300 $ 335.42 127792 3/5/2026 Generator Repair $ 335.42 127792 Total
SOLECON, INC 10-07-6200 $ 1,422.12 127855 3/11/2026 Service Call @ Theater $ 1,422.12 127855 Total
Stanislaus County Sheriff's Department 10-21-6695 $ 450.00 127794 3/5/2026 FTO Course/ Jantzen $ 450.00 127794 Total
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AP Check Register
March 4, 2026 through March 16, 2026
9 of 12
Vendor Fund-Dept-Acct Amount Check # Check date Description STAPLES ADVANTAGE 10-14-6300 $ 21.16 127795 3/5/2026 Pens, Rubberbands STAPLES ADVANTAGE 60-50-6300 $ 21.16 127795 3/5/2026 Pens, Rubberbands STAPLES ADVANTAGE 63-56-6300 $ 21.16 127795 3/5/2026 Pens, Rubberbands $ 63.48 127795 Total
State of Calif Dept of Justice 10-00-2014 $ 1,289.00 127862 3/13/2026 Fingerprint Apps/FBl/Child Abuse Index $ 1,289.00 127862 Total
State of Calif Dept of Justice 10-00-2014 $ 813.00 127793 3/5/2026 Fingerprint Apps/FBl/Child Abuse Index $ 813.00 127793 Total
Stephens & Borrelli, Inc 10-07-6200 $ 3,000.00 127863 3/13/2026 27530 Fig Lane Restoration $ 3,000.00 127863 Total
Sun Ridge Systems, Inc 10-21-6200 $ 13,616.00 127856 3/11/2026 RIMS Dispatch Software Annual Support $ 13,616.00 127856 Total
Swank Motion Pictures, Inc 10-45-6724 $ 1,615.00 127864 3/13/2026 Rental of Lilo & Stitch, Spongebob, Super Mario for Movie Night $ 1,615.00 127864 Total
Teeples Plumbing & Drilling Inc 63-56-6200 $ 3,340.00 127796 3/5/2026 Emergency Lift Station Repairs $ 3,340.00 127796 Total
Tomlinson Gary 10-01-6690 $ 25.00 127844 3/10/2026 Reimbursement for Cal Cities Registration/ Tomlinson $ 25.00 127844 Total
TruCatch Traps 10-21-6210 $ 919.90 127845 3/10/2026 Cat Traps $ 919.90 127845 Total
UNITED STATES POSTMASTER 60-50-6330 $ 132.67 127804 3/5/2026 P.O.Box 787 Annual Fee 2026 UNITED STATES POSTMASTER 10-14-6330 $ 132.67 127804 3/5/2026 P.O.Box 787 Annual Fee 2026 UNITED STATES POSTMASTER 63-56-6330 $ 132.66 127804 3/5/2026 P.O.Box 787 Annual Fee 2026 $ 398.00 127804 Total
UNIVAR USA, INC 63-56-6300 $ 1,296.75 127803 3/5/2026 190 Gallons of Sodium Hypoclorlte Delivered to Well #10 UNIVAR USA, INC 63-56-6300 $ 1,445.54 127803 3/5/2026 225 Gallons of Sodium Hypoclorlte Delivered to Well #8 $ 2,742.29 127803 Total
Valley Pet Care 10-00-5830 $ (1.50) 127865 3/13/2026 Discount Valley Pet Care 10-21-6210 $ 94.00 127865 3/13/2026 Catch & Release Program March 2026 Valley Pet Care 10-21-6210 $ 111.00 127865 3/13/2026 Catch & Release Program March 2026 Valley Pet Care 10-21-6210 $ 79.00 127865 3/13/2026 Catch & Release Program March 2026 Valley Pet Care 10-21-6210 $ 79.00 127865 3/13/2026 Catch & Release Program March 2026 Valley Pet Care 10-21-6210 $ 94.00 127865 3/13/2026 Catch & Release Program March 2026 Valley Pet Care 10-21-6210 $ 154.50 127865 3/13/2026 Catch & Release Program March 2026 Valley Pet Care 10-21-6210 $ 79.00 127865 3/13/2026 Catch & Release Program March 2026 Valley Pet Care 10-21-6210 $ 87.00 127865 3/13/2026 Catch & Release Program March 2026 $ 776.00 127865 Total
Valley Pet Care 10-21-6210 $ 1,486.00 127805 3/5/2026 Catch & Release Program February 2026 $ 1,486.00 127805 Total
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AP Check Register
March 4, 2026 through March 16, 2026
10 of 12
Vendor Fund-Dept-Acct Amount Check # Check date Description Valley Smog 10-22-6530 $ 39.75 127847 3/10/2026 Smog GMC Sierra Valley Smog 10-21-6530 $ 39.75 127847 3/10/2026 Smog Ford Explorer $ 79.50 127847 Total
Verizon Wireless 10-06-6420 $ 38.01 127806 3/5/2026 Mobile laptop access 1-19-26 to 2-18-26 Verizon Wireless 63-56-6420 $ 38.01 127806 3/5/2026 Mobile laptop access 1-19-26 to 2-18-26 Verizon Wireless 10-22-6615 $ 114.03 127806 3/5/2026 Mobile laptop access 1-19-26 to 2-18-26 Verizon Wireless 10-21-6420 $ 342.11 127806 3/5/2026 Mobile laptop access 1-19-26 to 2-18-26 $ 532.16 127806 Total
Vestis 10-22-6200 $ (136.59) 127866 3/13/2026 Uniform Cleaning/Mat Rental/Shop Towels/ Nov 2025, Feb 2026 Vestis 10-22-6200 $ 409.77 127866 3/13/2026 Uniform Cleaning/Mat Rental/Shop Towels/ Nov 2025, Feb 2026 Vestis 10-07-6200 $ 435.96 127866 3/13/2026 Uniform Cleaning/Mat Rental/Shop Towels/ Nov 2025, Feb 2026 Vestis 10-44-6200 $ (104.20) 127866 3/13/2026 Uniform Cleaning/Mat Rental/Shop Towels/ Nov 2025, Feb 2026 Vestis 10-07-6200 $ (165.32) 127866 3/13/2026 Uniform Cleaning/Mat Rental/Shop Towels/ Nov 2025, Feb 2026 Vestis 10-44-6200 $ 313.59 127866 3/13/2026 Uniform Cleaning/Mat Rental/Shop Towels/ Nov 2025, Feb 2026 Vestis 10-21-6200 $ 411.31 127866 3/13/2026 Uniform Cleaning/Mat Rental/Shop Towels/ Nov 2025, Feb 2026 Vestis 10-33-6200 $ 470.39 127866 3/13/2026 Uniform Cleaning/Mat Rental/Shop Towels/ Nov 2025, Feb 2026 Vestis 60-50-6200 $ (156.30) 127866 3/13/2026 Uniform Cleaning/Mat Rental/Shop Towels/ Nov 2025, Feb 2026 Vestis 10-21-6200 $ (172.39) 127866 3/13/2026 Uniform Cleaning/Mat Rental/Shop Towels/ Nov 2025, Feb 2026 Vestis 63-56-6200 $ (104.20) 127866 3/13/2026 Uniform Cleaning/Mat Rental/Shop Towels/ Nov 2025, Feb 2026 Vestis 10-33-6200 $ (156.30) 127866 3/13/2026 Uniform Cleaning/Mat Rental/Shop Towels/ Nov 2025, Feb 2026 Vestis 63-56-6200 $ 313.58 127866 3/13/2026 Uniform Cleaning/Mat Rental/Shop Towels/ Nov 2025, Feb 2026 Vestis 60-50-6200 $ 470.39 127866 3/13/2026 Uniform Cleaning/Mat Rental/Shop Towels/ Nov 2025, Feb 2026 $ 1,829.69 127866 Total
Vollmar Natural Lands Consulting 60-50-6200 $ 9,413.80 127807 3/5/2026 Project J-445 CDFW $ 9,413.80 127807 Total
Westside Connect 40-15-6600 $ 700.00 127848 3/10/2026 Notice of Public Hearing Auto Annual Inflation Adj Facility Fee Westside Connect 10-01-6600 $ 40.00 127848 3/10/2026 Single Box Ad Westside Connect 63-56-6600 $ 40.00 127848 3/10/2026 Single Box Ad Westside Connect 69-47-6600 $ 420.00 127848 3/10/2026 Notice to Bidders Landscape Maintenance Westside Connect 60-50-6600 $ 40.00 127848 3/10/2026 Single Box Ad $ 1,240.00 127848 Total
Westside Water Conditioning 60-50-6300 $ 68.65 127849 3/10/2026 Bottle Water Delivery Westside Water Conditioning 10-14-6300 $ 85.92 127849 3/10/2026 Bottle Water Delivery Westside Water Conditioning 60-50-6300 $ 85.92 127849 3/10/2026 Bottle Water Delivery Westside Water Conditioning 10-21-6200 $ 115.40 127849 3/10/2026 Bottle Water Delivery Westside Water Conditioning 63-56-6300 $ 106.97 127849 3/10/2026 Bottle Water Delivery Westside Water Conditioning 63-56-6300 $ 85.91 127849 3/10/2026 Bottle Water Delivery Westside Water Conditioning 60-50-6300 $ 106.98 127849 3/10/2026 Bottle Water Delivery Westside Water Conditioning 10-22-6200 $ 90.55 127849 3/10/2026 Bottle Water Delivery Q"f: Nl::;'ij>.
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AP Check Register
March 4, 2026 through March 16, 2026
11 of 12
Vendor Fund-Dept-Acct Amount Check # Check date Description $ 746.30 127849 Total
Witmer Public Safety Group, Inc 10-22-6300 $ 283.64 127850 3/10/2026 Helmet Shields $ 283.64 127850 Total
YANCEY LUMBER COMPANY 69-47-6200 $ 1.74 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 63-56-6300 $ 33.18 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 17-36-7780 $ 48.54 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 69-47-6300 $ 37.15 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 63-56-6300 $ 23.73 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 69-47-6300 $ 43.51 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 63-56-6300 $ 18.33 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 63-56-6300 $ 14.74 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 69-47-6300 $ 17.47 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-33-6300 $ 10.94 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 63-56-6300 $ 26.21 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-07-6300 $ 86.43 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-44-6300 $ 7.52 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-44-6300 $ 14.30 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-21-6300 $ 5.82 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 60-50-6300 $ 7.15 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-33-6300 $ 52.05 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-21-6307 $ 41.74 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 60-50-6300 $ 15.10 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs
YANCEY LUMBER COMPANY 63-56-6300 $ 84.14 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs
YANCEY LUMBER COMPANY 10-33-6300 $ 26.45 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-21-6300 $ 17.47 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs
YANCEY LUMBER COMPANY 10-44-6300 $ 4.85 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 69-47-6300 $ 17.96 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-33-6300 $ 35.42 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 69-47-6300 $ 15.99 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-33-6270 $ 9.28 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-44-6660 $ 3.39 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-44-6300 $ 54.35 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-33-6300 $ 17.96 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 69-47-6530 $ 1.94 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 69-47-6300 $ 38.80 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 60-50-6300 $ 23.72 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 63-56-6300 $ 12.62 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 60-50-6300 $ 25.20 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 63-56-6300 $ 4.60 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs Q"f: Nl::;'ij>.
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AP Check Register
March 4, 2026 through March 16, 2026
12 of 12
Vendor Fund-Dept-Acct Amount Check # Check date Description YANCEY LUMBER COMPANY 10-44-6660 $ 28.49 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-33-6530 $ 1.94 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-44-6300 $ 15.25 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 60-50-6300 $ 3.76 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-33-6300 $ 14.07 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 69-47-6300 $ 7.15 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-33-6300 $ 19.55 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-44-6300 $ 15.52 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 60-50-6300 $ 27.33 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-33-6300 $ 42.21 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-33-6300 $ 31.81 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 63-56-6300 $ 5.82 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 60-50-6300 $ 10.94 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 69-47-6300 $ 3.76 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 63-56-6300 $ (18.44) 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-22-6300 $ 5.82 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 63-56-6300 $ 12.62 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 63-56-6300 $ 16.50 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs YANCEY LUMBER COMPANY 10-33-6300 $ 12.60 127808 3/5/2026 Dog Food/Misc Tools/Locks/light Bulbs $ 1,156.49 127808 Total
$ 262,404.76 Grand Total
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MINUTES
NEWMAN CITY COUNCIL
SPECIAL MEETING MARCH 10, 2026
CITY HALL CONFERENCE ROOM, 6:30 P.M., 938 FRESNO STREET NOTICE: THIS MEETING WILL BE HELD IN ACCORDANCE WITH THE RALPH M. BROWN ACT (CALIFORNIA GOVERNMENT CODE SECTION 54950, ET SEQ.) AND THE FEDERAL AMERICANS WITH DISABILITIES ACT REMOTE PUBLIC COMMENT WILL BE ENABLED ONLY WHEN AT LEAST ONE COUNCIL MEMBER PARTICIPATES REMOTELY (Gov. Code § 54953.4(c)(2))
1. Call To Order - Mayor Graham 6:30 P.M.
2. Roll Call - PRESENT: Mayor Pro Tem Ball, Tomlinson, Harden, And Mayor Graham.
ABSENT: Pimentel.
3. Items From The Public – None.
4. Adjourn To Closed Session - 6:31 P.M.
a. Conference With Labor Negotiator – Agency Negotiator: Michael E. Holland - Employee Organizations: Operating Engineers Local #3 Public Works Bargaining Unit, Operating Engineers Local #3 Miscellaneous Bargaining Unit, Newman Police Officers Association Bargaining Unit And Management, Supervisory And Confidential Bargaining Unit - G.C. 54957.6.
b. Conference With Legal Counsel - Initiation Of Litigation Pursuant To California Government Code Section 54956.9(d)(4): (One Case).
c. Conference With Real Property Negotiator – Stanislaus County APN 026-034-011 - G.C. 54956.8. Agency Negotiator: Michael E. Holland. Negotiating Parties: City Of Newman And Newman Crows Landing Unified School District. Under Negotiation: Price And Term Of Payment.
d. Return To Open Session - 6:54 P.M.
Mayor Graham Reported That Staff Had Been Given Direction Regarding Items 4.a., 4.b., And 4.c.
5. Adjournment.
ACTION: On A Motion By Ball, Seconded By Harden, The Meeting Was Adjourned At 6:56 P.M. By The Following Vote: AYES: Mayor Pro Tem Ball, Tomlinson, Harden, And Mayor Graham; NOES:
None; ABSENT: Pimentel; NOT PARTICIPATING: None.
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MINUTES
NEWMAN CITY COUNCIL
REGULAR MEETING MARCH 10, 2026
CITY COUNCIL CHAMBERS, 7:00 P.M., 938 FRESNO STREET
NOTICE: THIS MEETING WILL BE HELD IN ACCORDANCE WITH THE RALPH M. BROWN ACT (CALIFORNIA GOVERNMENT CODE SECTION 54950, ET SEQ.) AND THE FEDERAL AMERICANS WITH DISABILITIES ACT REMOTE PUBLIC COMMENT WILL BE ENABLED ONLY WHEN AT LEAST ONE COUNCIL MEMBER PARTICIPATES REMOTELY (Gov. Code § 54953.4(c)(2))
1. Call To Order - Mayor Graham 7:00 P.M.
2. Pledge Of Allegiance.
3. Invocation – Council Member Ball.
4. Roll Call - PRESENT: Mayor Pro Tem Ball, Tomlinson, Harden, And Mayor Graham.
ABSENT: Pimentel.
5. Declaration Of Conflicts Of Interest – None.
6. Ceremonial Matters
a. Badge Pinning Of Police Officer Elias Rodriguez.
Chief Richardson Introduced Officer Elias Rodriguez And Presided Over His Badge Pinning Ceremony.
Officer Rodriguez Read A Heartfelt Letter Explaining His Desire To Become A Police Officer In The Town He Calls Home.
7. Items from the Public - Non-Agenda Items.
Evyn Galvan, District Director For Assemblymember Juan Alanis, Provided A Legislative Update On Recent Activities And Related Bills.
8. Consent Calendar
a. Waive All Readings Of Ordinances And Resolutions Except By Title. b. Approval Of Warrants.
c. Approval Of Minutes Of The February 24, 2026 Meetings.
ACTION: On A Motion By Tomlinson, Seconded By Harden, The Consent Calendar Was Approved By The Following Vote: AYES: Ball, Tomlinson, Harden, And Mayor Graham; NOES: None; ABSENT: Pimentel; NOT PARTICIPATING: None.
9. Public Hearings – None.
10. Regular Business
a. Adopt Resolution No. 2026-08, A Resolution Awarding The Bid For The Parks And Landscape Maintenance Services To Joe’s Landscaping And Concrete, Inc., And Authorizing The City Manager To Execute Agreement And Associated Documents.
ACTION: On A Motion By Ball, Seconded By Tomlinson, Resolution No. 2026-08, A Resolution Awarding The Bid For The Parks And Landscape Maintenance Services To Joe’s Landscaping And Concrete, Inc., And Authorizing The City Manager To Execute Agreement And Associated Documents, Was Adopted, By The Following Roll Call Vote: AYES: Ball, Tomlinson, Harden, And Mayor Graham; NOES: None; ABSENT: Pimentel; NOT PARTICIPATING: None.
11. Items From District Five Stanislaus County Supervisor – None.
12. Items From The City Manager And Staff.
City Manager Holland Noted That The City Of Newman Does Background Checks On All Coaches That Participate In City Organized Youth Sports. Holland Reported That He Submitted The City’s Community Project Funding Requests In The Amount Of A Million Dollars To Congressman Gray For The Foster Farms Site. He Mentioned That The City Is Continuing To Work On The Design And Construction Documents For The Proposed Veterans Circle. Holland Congratulated And Welcomed Officer Rodriguez To The Police Department.
Recreation Director/Community Liaison Mendoza Reported That There Was A Year Round Open Enrollment For The City’s Kajukenbo Program And Mentioned That Adult Basketball Was Currently Taking Place On Friday’s And Sunday’s.
Public Works Director Spankowski Reminded Everyone That The City’s Leaf And Brush Program Would Continue Through March 31st.
Chief Bowen Reported That The Fire Department Would Be Participating In Career Day In Gustine And Mentioned That The Department Was Recruiting New Fire Explorers.
13. Items From City Council Members.
Council Member Ball Welcomed Officer Rodriguez And Stated That He Looked Forward To Seeing Him In The Community.
Council Member Tomlinson Congratulated Officer Rodriguez And Welcomed Him To The Police Force.
Mayor Graham Congratulated Officer Rodriguez And Thanked Him For Being Part Of The Newman Community.
14. Adjournment.
ACTION: On A Motion By Tomlinson, Seconded By Harden, And Unanimously Carried, The Meeting Was Adjourned At 7:15 P.M.
Honorable Mayor and Members
of the Newman City Council
Agenda Item: 10. a.
City Council Meeting
of March 24, 2026
ADOPT THE CITY OF NEWMAN ROAD SAFETY ACTION PLAN
RECOMMENDATION:
It is recommended that the Newman City Council adopt Resolution No. 2026-, adopting the City of Newman Road Safety Action Plan.
BACKGROUND:
In early 2025, the City of Newman was awarded a US Department of Transportation's (USDOT) Federal Highway Administration (FHW A) Safe Streets and Roads for All (SS4A) Grant. The grant funded the study and development of a strategic guide to future construction efforts aimed at preventing deaths and serious injuries on roads and streets for all users.
To complete the Safety Action Plan, the City of Newman contracted Toole Design Group, LLC. In the early summer of 2025, staff and Tool Design began with a community pop-up event to introduce the scope and purpose of the Road Safety Action Plan and understand the community's general concerns and priorities. From then on, and until early 2026, Toole Design and City Staff conducted various engagement activities to gain further community insight regarding specific safety concerns, desired improvements, and priority locations within Newman.
ANALYSIS:
The Road Safety Action Plan is rooted in the Safe System Approach, a framework designed to prevent fatalities and serious injuries by recognizing that people make mistakes and by reducing the physical harm that can result when crashes occur. This approach is guided by six core principles and supported by five key elements. Together with these principles and elements, the Plan is anchored by a defined set of goals and objectives that align with Newman's priorities and serve as the foundation for the Road Safety Action Plan. These goals include:
• Goal 1: Reduce Fatal and Serious Injury Crashes by 50 Percent by 2040 • Goal 2: Reduce Conflicts Between Drivers, Pedestrians, and Cyclists • Goal 3: Reduce Excessive Vehicle Speeds
• Goal 4: Establish Policies, Programs, and Practices that Focus on Safety at All Levels • Goal 5: Promote a Culture that Prioritizes People's Safety During the project's community engagement phase, Toole Design and City staff used a combination of in-person and online approaches to collect input. Key materials were provided in both English and Spanish to better engage the community. Key takeaways and priorities from the outreach efforts included specific safety concerns such as speeding, reckless driving, disregard for stop signs, insufficient lighting, and lack of sidewalks. Many community members also expressed a need for traffic calming measures, additional lighting, improved sidewalks and bicycle infrastructure, and improved crossings and intersections. When asked to identify priority locations, community members identified locations where they felt unsafe and felt improvements were needed. Some of the key locations included Highway 33 and Inyo Avenue, Barrington Avenue, T Street, and, in general, areas near schools and parks.
Along with community feedback, a Stakeholder Task Force comprised ofrepresentatives from the City of Newman Public Works, Parks & Recreation, Police, and Fire Departments, and representatives from the Newman-Crows Landing Unified School District, as well as from the school bus operator, First Student, was created. The Task Force members were asked to advise on overall plan priorities and outreach strategies, as well as to provide input on areas of safety concern and potential improvements. Overall, community and Stakeholder input inform the recommendations and actions presented in the Road Safety Action Plan.
FISCAL IMPACT:
The total Safety Action Plan project cost was $150,000. The City received $120,000 from the SS4A grant and had a local match requirement of $30,000. The local match came out of the Local Transportation Fund.
CONCLUSION:
The Road Safety Action Plan establishes clear goals, priority initiatives, and specific actions to promote safer streets for all users in Newman. The Plan clarifies the roles of agencies and partners, identifies both short- and long-term strategies, and sets forth a transparent framework for measuring progress over time. Grounded in the Safe System Approach, the Road Safety Action Plan advances a coordinated effort to achieve lasting improvements in public safety and mobility, with a target of reducing fatal and serious injury crashes by 50 percent by 2040.
ATTACHMENTS:
1. Resolution No. 2026- , Adopting the City of Newman Road Safety Action Plan
2. City of Newman Road Safety Action Plan
Respect lly ~
omas Spankowski
Director of Public Works
REVIEWED/CONCUR
-- .
Michael nd
City Manager
Agenda Item: 1 O.a.
RESOLUTION NO. 2026-
ADOPTING THE CITY OF NEWMAN ROAD SAFETY ACTION PLAN
WHEREAS, the United States Department of Transportation (USDOT) launched the Safe Streets for All (SS4A) program to support local, regional, and Tribal initiatives to prevent roadway fatalities and serious injuries; and
WHEREAS, the City of Newman was awarded funding through the SS4A grant program in 2024 to develop a Safety Action Plan for Safe Streets and Roads for All; and WHEREAS, in 2025, the City of Newman retained Toole Design Group to work with the City of Newman to develop the Road Safety Action Plan; and
WHEREAS, the City, in coordination with engineering professionals, local stakeholders, and members of the public, completed the development of a data-driven, equity-focused Road Safety Action Plan; and
WHEREAS, the Road Safety Action Plan outlines specific strategies, projects, and policy recommendations to improve roadway safety for all users, including pedestrians, cyclists, motorists, and transit riders; and
WHEREAS, the City of Newman commits to adopt the Road Safety Action Plan to reduce fatal and • serious injury crashes by fifty percent (50%) by 2040; and WHEREAS, the City Council of the City of Newman has reviewed the proposed Road Safety Action Plan at their March 24, 2026 regular meeting; and
NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Newman, adopt the City of Newman Safety Action Plan.
The foregoing resolution was introduced at a regular meeting of the City Council of the City of Newman held on the 24th, day of March, 2026 by Council Member ____ _ _ ____ __., who moved its adoption, which motion was duly seconded and it was upon roll call carried and the resolution adopted by the following roll call vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
ATTEST:
Mike Maier,
City Clerk of the City of Newman,
County of Stanislaus, State of California
APPROVED:
Casey Graham,
Mayor of the City of Newman,
County of Stanislaus, State of California
City of Newman
Road Safety Action Plan
February 2026 Draft
Acknowledgments
City of Newman Public Works
Thomas Spankowski
Terry Barques
Joanna Lainez
Stakeholder Task Force Members
Sergeant Ashley Williams, Newman Police Department
Keith Bowen, City of Newman Fire Department
Alicia Mendoza, City of Newman Recreation Department
Justin Pruett, Newman-Crows Landing Unified School District Calisha Daniels, First Student Inc.
Consultants
Danny Reed, Gouveia Engineering
Kyle McGowan, Toole Design Group
Adam Vest, Toole Design Group
Anjulie Palta, Toole Design Group
Sara Rauwolf, Toole Design Group
Information contained in this document is for planning purposes and should not be used for final design of any project.
Contents
1. Why Does Newman Need a Road Safety Action Plan?.......... 5 What is a Road Safety Action Plan? ................................................................6 Safe Systen Approach......................................................................................6 Goals and Objectives........................................................................................8
2. Road Safety in Newman Today.............................................. 11 Current Programs/Plans/Policies................................................................12 Roadway Safety Analysis...............................................................................15
3. Community Voices.................................................................. 23 Public Engagement Overview .......................................................................24 What We Heard ...............................................................................................26 Community Feedback and Data Alignment..................................................27
4. Recommended Improvements.............................................. 29 Safety Countermeasures Toolkit ..................................................................30 Priority Locations and Recommended Countermeasures .........................33 Systemic Improvements................................................................................46 Non-Infrastructure Strategies ......................................................................48
5. Making Progress and Next Steps ......................................... 51 Funding and Implementation Plan................................................................52 Implementation Approach and Timeframes................................................53 Measuring Progress and Maintaining Transparency..................................55 Appendix A: Complete Analysis Methodology and Results.... 57 Appendix B: Newman Countermeasure Toolkit ...................... 69 Appendix C: SS4A Self-Certification Worksheet ................... 114
Why Does Newman
Need a Road Safety
Action Plan?
1 What is a Road
Safety Action Plan?
Every year, people in Newman are affected by crashes
where people lose their lives or are severely injured.
Between 2015 and 2024, one person was killed and 9
people were severely injured in crashes in Newman.
Newman’s Road Safety Action Plan is a strategic guide
to reducing these traffic-related deaths and severe
injuries. It brings together data analysis, community
input, and proven safety practices to identify the
most significant crash patterns and locations and the
behaviors that contribute to them.
This Road Safety Action Plan outlines clear goals,
priority actions, and the steps needed to advance safer streets for all travelers in Newman. It defines roles for agencies and partners, highlights short- and long-term
strategies, and provides a transparent path for tracking progress over time. By leveraging a Safe System
Approach (defined below), the Road Safety Action Plan
creates a coordinated approach that will lead to lasting improvements in public safety and mobility.
Safe System Approach
The Road Safety Action Plan is grounded in the Safe
System Approach, which aims to eliminate deaths and
severe injuries by anticipating human mistakes and
minimizing impacts on the human body when crashes
do occur. It recognizes that human error on public
roads is inevitable, but any loss of life or serious harm resulting from the roadway system is unacceptable
and can be prevented. This approach emphasizes the
importance of strong governance, effective planning,
and safe road design as essential components in the
mission to reduce fatal and severe injuries.
The Safe System Approach is built around six principles and is backed by five elements. The actions in the Road Safety Action Plan are informed by these principles
and elements.
6 | Why Does Newman Need a Road Safety Action Plan?
Safe System Approach
Six principles shape the philosophy of the
Safe System Approach:
1. Death & Serious Injury Is Unacceptable:
The Safe System Approach will focus on the elimination
of fatal and severe injury crashes.
2. Humans Make Mistakes:
Even the best drivers will inevitably make mistakes that can lead to a crash. How we design and operate our
transportation system can ensure these mistakes don’t
have life-altering impacts.
3. Humans Are Vulnerable:
Human bodies can only withstand so much impact from
a crash before death or serious injuries occur.
4. Responsibility is Shared:
Every part of our transportation system, from elected
officials to everyday users, to planners and engineers, has a role to play in creating safer roads.
5. Safety is Proactive:
Rather than waiting for crashes to occur, transportation agencies should seek to proactively identify and address dangerous situations.
6. Redundancy is Crucial:
Redundancy means making sure every part of the
transportation system is safe. This way, if one part fails, people are still protected.
Safe System Elements
The five Safe System Elements describe the methods
used implement the Safe System Approach:
1. Safer Road Users:
Working towards a culture of safety starts with
developing a network of civic partners, educating
road users, and creating personal connections to the
community’s roadway safety efforts.
2. Safer Vehicles:
Making vehicles safer can be done through advanced
driver assistance systems and by ensuring future
technology prioritizes vulnerable roadway users.
3. Safer Speeds:
Slower vehicle speeds increase visibility and reaction
times for drivers and reduce impact forces when a
crash occurs.
Moving towards safe speeds can be done through speed
limit reduction, traffic calming, and roadway design.
4. Safer Roads:
Safer roads come from providing physical separation
(like separated bike lanes and sidewalks) and facilitating safe travel for the most vulnerable road users, such as pedestrians and bicyclists.
5. Post-Crash Care:
A system-wide approach means working towards
safety even after a crash has occurred. This comes
from improving emergency response, traffic incident
reporting, and traffic management.
Safe System Approach | 7
Goals and Objectives
The Road Safety Action Plan is grounded in a clear
set of goals that reflect Newman’s priorities. These
goals guide the development of policies, programs, and
projects that work together to improve road safety in
Newman. These goals and objectives reflect both best
practices and the priorities of the Newman community.
Each goal is supported by several objectives that help
the City make progress toward achieving it.
Together, these goals and objectives form the foundation of the Road Safety Action Plan and shape the actions,
strategies, and investments that follow. They provide
clear direction for creating a safer transportation
system and guide decision making throughout the
project to support meaningful and lasting improvements
in safety outcomes.
Goal 1: Reduce Fatal and Serious Injury
Crashes by 50 Percent by 2040
Achieving a fifty percent reduction by 2040 will require a coordinated approach that combines infrastructure,
operational, and behavioral change.
Objectives:
• Lower the frequency and severity of crashes
through targeted actions.
• Focus resources on high-risk locations
and contributing behaviors.
• Track progress using consistent, reliable
safety data.
Goal 2: Reduce Conflicts Between Drivers,
Pedestrians, and Cyclists
Creating a safer transportation system depends on
lowering the likelihood of conflict between different
types of roadway users. The Plan will identify
locations and conditions where conflicts occur and will recommend treatments that support safer interactions.
Objectives:
• Identify conflict locations and prioritize improvements that support safer interactions between modes.
• Expand and improve walking and bicycling facilities
that organize or separate travel modes.
• Support campaigns that encourage awareness and
respectful roadway behavior.
8 | Why Does Newman Need a Road Safety Action Plan?
Goal 3: Reduce Excessive Vehicle Speeds
Speed is a leading factor in both crash frequency
and crash severity. The Plan will prioritize tools and
strategies that support safer, context-appropriate travel speeds across Newman.
Objectives:
• Apply design strategies to build roads that
support safe and appropriate speeds.
• Expand speed management programs that
address roadway design and driver behavior.
• Work with the Newman Police Department to
address consistent patterns of speeding.
Goal 4: Establish Policies, Programs, and
Practices that Focus on Safety at All Levels
A safe transportation system relies on consistent
practices across departments and decision-making
processes. The Plan will outline actions that integrate safety into daily operations, long-term planning, capital programming, and project delivery.
Objectives:
• Integrate road safety principles into operations
and Police Department.
• Develop consistent processes for evaluating
performance and identifying needs.
• Strengthen cross-departmental collaboration
to advance a unified safety vision.
Goal 5: Promote a Culture that
Prioritizes People’s Safety
Beyond physical improvements, lasting change requires
a community culture that values safe behavior and
supports people of all ages and abilities. The Plan will advance outreach, education, and engagement efforts
that highlight the importance of safety and encourage
shared ownership of the transportation system.
Objectives:
• Strengthen internal capacity, training, and crossdepartmental coordination to embed the Safe System principles into City policies, practices,
and daily decision making.
• Advance outreach and education programs
that highlight the importance of safe behavior
on our roads.
• Encourage shared responsibility among all
roadway users.
• Build support for safety-focused investments
and initiatives.
Goals and Objectives | 9
Road Safety in
Newman Today
2 Current Programs/
Plans/Policies
The City of Newman is supported by a wide range of local, regional, and statewide plans that offer valuable guidance for advancing roadway safety. Together, these documents highlight priorities such as expanding options for walking and bicycling, improving key corridors like Highway 33, and promoting safer travel for people of all ages and
abilities. This section summarizes the goals, strategies, and recommendations across these plans and describes
how they contribute to a broader vision for a connected and resilient transportation system. Importantly, the T Street Corridor Improvement and Connectivity Plan was
developed concurrently with the Newman Road Safety
Action Plan, and the recommendations in this Plan
should reference and coordinate with the T Street Plan.
With this context, the Road Safety Action Plan
can build on past work, coordinate with ongoing
initiatives, and identify practical opportunities
to improve safety throughout Newman.
Local and Regional Plans and Programs
There are several existing local, regional plans, projects, and programs that address roadway safety in some capacity. The following table provides an overview of these efforts, and their key goals and recommendations related to roadway safety.
Plan Name Key Points/Actions
City of Newman Plans and Programs
T Street Corridor
Improvement and Community
Connectivity Plan (2026)
• Identify alternatives and preferred design of T Street improvement project to add sidewalks on key corridor
• Identify alternatives and preferred designs of Inyo Avenue, Hardin Road, Yolo Street, and Canal School Road corridors
• Many preferred designs focus on school access, speed management, traffic calming, and sidewalk continuity and aim to improve road safety for all users City of Newman Highway 33
Specific Plan Update (2022)
• Guides land use and multimodal improvements along SR 33 • Propose multi-use paths, buffered bike lanes, and pedestrian crossings • Identify intersection upgrades, traffic control devices, and streetscape improvements
• Funded by a Caltrans Sustainable Transportation Planning Grant City of Newman 2030 General
Plan (2007)
• Establish long-term land use and circulation policies • Emphasize pedestrian access and non-auto travel in new development • Define roadway classifications, bikeway networks, and truck routes • Identify major planned circulation improvements, including SR 33 12 | Road Safety in Newman Today
Plan Name Key Points/Actions
State Route 33 Intersection
Improvement Project (2024)
• Improve SR 33 and Inyo Avenue intersection operations and truck movements
• Widen intersection and install infrastructure for a future traffic signal • Reconstruct roadway, curb, gutter, sidewalk, and drainage • Add updated striping and signage
Inyo Ave/SR 33 Signalized
Intersection Traffic Study
(2016)
• Analyze traffic volumes and operations for existing and future conditions • Evaluate traffic signal warrants at SR 33 and Inyo Avenue • Concluded that a signal was not warranted at the time of the study City of Newman Pedestrian
Railroad Crossings Project
(ATP Application) (2014)
• Improve pedestrian safety at railroad crossings
• Add sidewalks, ramps, and upgraded crossing panels
• Enhance access across the railroad right-of-way at key streets Northwest Newman Master
Plan (2017)
• Plan for mixed-use development in northwest Newman
• Propose new roadway network with Class III bikeway along Hardin Rd • Include new school and multiple parks to serve the area Regional Plans and Programs
Stanislaus Council of
Governments Regional
Transportation Plan
(StanCOG RTP) (2022)
• Includes safety, pavement, and pedestrian improvements in Newman • Proposes a planning study for SR 33 through the county Stanislaus Council of
Governments Non-Motorized
Transportation Plan
(StanCOG NMTP) (2021)
• Goal to improve countywide walking and bicycling access for all ages and abilities
• Identify SR 33 in Newman as high-stress for bicycling • Highlights priority corridors such as T Street for multimodal upgrades • Designates SR 33 as part of the regional non-motorized backbone network The recommendations in the Road Safety Action Plan
build on a strong foundation of adopted plans that
prioritize walking, biking, and multimodal safety,
particularly along key corridors such as Highway
33, T Street, and Hardin Road. Highway 33 serves
as a critical regional connection but remains a highstress environment for people walking and biking, underscoring the need for targeted safety strategies
and safer crossings. While past studies and recent
projects have focused on operations and infrastructure, changing conditions and new development highlight
the importance of re-evaluating safety needs through a
people-focused lens. Collectively, these plans position the Road Safety Action Plan to link long-term policy
goals with near-term, safety-driven investments that
support future efforts and grant competitiveness.
Current Programs/Plans/Policies | 13
Statewide/National Plans and Resources
There are additional state and national plans, programs, and resources that will guide the development of the Newman Safety Action Plan. The following table provides an overview of these plans and resources and their key goals and recommendations related to roadway safety.
These documents help define best practices, apply the Safe System Approach, identify proven safety strategies, and strengthen eligibility for state and federal funding programs.
The Road Safety Action Plan draws from these resources to align local priorities with broader safety goals and translate statewide and national guidance into community-specific actions.
Plan Name Key Points/Actions
California Strategic Highway
Safety Plan (Caltrans SHSP)
(2022)
• Statewide framework to reduce traffic fatalities and severe injuries • Emphasizes safety for all roadway users
• Local plans in Newman align through multimodal safety improvements California Road Safety Action
Plan (Caltrans RSAP) (2024)
• Establishes a goal of zero fatalities and serious injuries by 2050 • Applies the Safe System Approach statewide
• Newman plans align through safety-focused and multimodal strategies California Highway Safety
Improvement Program
(HSIP) (2024)
• Federally funded program supporting data-driven safety projects • Funds infrastructure-based roadway safety improvements • Local plans and the Safety Action Plan support HSIP applications • The next round of HSIP funding will be Cycle 13 in Fall 2026 California Local Roadway
Safety Manual (LRSM) (2024)
• Provides a framework for identifying and prioritizing local safety projects • Promotes a systemic approach with proven countermeasures • Aligns with HSIP eligibility and implementation considerations Federal Highway
Administration
(FHWA) Proven Safety
Countermeasures (2025)
• Identifies proven strategies to reduce fatalities and severe injuries • Applicable across roadway types and user groups
• Referenced for SS4A Implementation Grant applications Safe Streets and Roads for
All (SS4A) Grant Program
(2026)
• Federal program funding roadway safety planning and implementation • Supported development of the Newman Safety Action Plan • Identified projects may be eligible for implementation funding 14 | Road Safety in Newman Today
Roadway Safety Analysis
Understanding crash patterns and locations with high
concentrations of crashes informs both roadway design
and programmatic improvements to traffic safety. The
Road Safety Action Plan is informed by three analyses
of the last ten years of crash data (2015-2024) to
understand the current roadway safety context in
Newman. The full methodology and results of the crash
analyses can be found in Appendix A.
• Descriptive Crash Analysis: A comprehensive review
of the types of crashes and contributing factors to
identify citywide trends and issue areas.
• High Injury Network: A data-driven analysis to
identify a network of corridors with the highest
concentrations of injury crashes, based on observed
data from 2015-2024.
• Intersection Analysis: A review of all intersections in the City of Newman that counts the number and type
of crashes within 250 feet of the center point of each
intersection. This analysis identifies intersections with the highest concentrations of crashes.
Descriptive Crash Analysis
The descriptive crash analysis summarizes crash
data with the City of Newman from 2015-2024 derived
from UC Berkeley SafeTREC’s Transportation Injury
Mapping System (TIMS). The analysis focuses on
crashes that resulted in a fatality or severe injury,
known as ‘FSI’ crashes.
Key Descriptive Crash Findings
Total Injury Crashes: 116
Total Fatal Crashes: 1
Total Severe Injury Crashes: 8
Crashes by Mode:
• Pedestrians: Pedestrian-involved crashes account
for 8% of all injury crashes but 22% of all FSI crashes.
There were 9 pedestrian-involved crashes in the years
analyzed, and 2 of these resulted in a serious injury.
• Bicyclists: Bicyclist-involved crashes account for 9% of all injury crashes, but 33% of all FSI crashes. There was 1 bicyclist fatality in the years analyzed, and
2 severe injury crashes, which is 30% of all bicyclistinvolved injury crashes. • Motorcycles: Motorcycle-involved crashes account for
6% of all injury crashes. There were no FSI crashes
involving a motorcycle.
• Motor Vehicles: Motor vehicle crashes account for
77% of all injury crashes and 44% of all FSI crashes.
There were 89 motor vehicle crashes and 1 large
commercial vehicle (over 10,000 lbs) crash over the
ten years, including 4 serious injury crashes.
Table 1 Crashes by Injury Severity and Mode, 2015-2024
Injury Severity Pedestrian Bicyclist Motorcyclist Motor Vehicles Total Fatal 0 1 0 0 1
Serious Injury 2 2 0 4 8
Minor Injury 5 5 5 35 51
Possible Injury 2 2 2 50 56
Total 9 10 7 89 116
Roadway Safety Analysis | 15
Leading Contributing Behavioral Factors: As shown
in Figure 1, automobile right-of-way violation is the
leading contributing factor to crashes, accounting for
29% of crashes. Right-of-way violations occur when a
person does not allow another road user to proceed as
required by traffic law. This can happen in situations
such as failing to wait for oncoming traffic to clear
before turning left at intersections. Improper turning
(making a turn from the wrong lane, at the wrong
time, or without yielding to other roadway users)
and unsafe speed were the next highest contributing
causes making up 24% and 8% of all crashes.
High Injury Network
The High Injury Network (HIN) identifies the corridors
in Newman that experienced the greatest density
and severity of crashes and helps to focus safety
improvements where severe crashes are most frequent.
The HIN represents less than 11% of total road miles
in Newman, but contains 53% of all crashes and 66%
of FSI crashes. Streets in the HIN include Highway 33,
Sherman Parkway, Merced Street, and Inyo Avenue. Both
Highway 33 and Inyo Avenue were also consistent areas
of concerns in several previous plans developed for
Newman. Figure 2 shows the High Injury Network
for Newman.
The full methodology and High Injury Networks
separated by mode (such as pedestrian and bicyclists)
can be found in Appendix A.
Figure 1 Leading Contributing Factors of Crashes, 2015-2024 Automobile Right of Way Violation
Improper Turning
Unsafe Speed
Following Too Closely
Ignoring Trac Signals and Signs
Other
34 28
10 9
9 8
6 6
3 2
1 0 5 10 15 20 25 30 35 40
Unsafe Starting or Backing
D/B U.I. Alcohol or Drug
Pedestrian Right of Way
Wrong Side of Road
Unsafe Lane Change
16 | Road Safety in Newman Today
Figure 2 Newman High Injury Network
Roadway Safety Analysis | 17
Intersection Analysis
The following analysis identifies the intersections with the highest number of crashes within 250 feet of the center point of each intersection.
Table 2 shows the top 10 intersections ranked by number of all injury crashes. Many of the highest crash intersections were along Highway 33. Most FSI, pedestrian and bicyclist crashes were at stop-controlled intersections. Figure 3 shows the results of the intersection analysis in Newman.
Table 2 Top 10 Intersections by Number of All Injury Crashes (2015-2024) No. Intersection Name
Intersection
Type
All Injury
Crashes
Fatal and
Serious Injury
(FSI) Crashes
Pedestrian
Crashes
Bicyclist
Crashes
1 Highway 33 (N Street) &
Merced Street Signalized 6 1 0 1
2 Highway 33 (N Street) &
Tulare Street 1-way Stop 6 0 0 1
3 Upper Road & Hoyer Road/
Inyo Avenue 3-way Stop 4 1 1 0
4 Highway 33 (N Street) &
Kern Street Signalized 4 0 0 0
5 Highway 33 (N Street) &
Jensen Road/Sherman
Parkway
2-way stop 4 0 0 0
6 Highway 33 (N Street) &
Inyo Avenue 2-way Stop 4 0 1 0
7 Sherman Parkway &
Balsam Drive 1-way stop 3 2 1 1
8 M Street & Merced Street Signalized 3 0 0 0
9 Eucalyptus Avenue &
Merced Street 1-way Stop 3 0 0 0
10 Sherman Parkway & Hills
Ferry Road 1-way Stop 3 0 0 0
18 | Road Safety in Newman Today
Figure 3 Intersection Crash Analysis (2015-2024)
Roadway Safety Analysis | 19
Key Takeaways
There are several key takeaways from the Roadway
Safety Analysis that were used to inform the Road
Safety Action Plan recommendations:
ʃ Serious and fatal crashes in Newman are
relatively few in number but are disproportionately
concentrated among people walking and biking, who
account for a much higher share of fatal and severe
injury crashes than overall injury crashes.
ʃ Crashes are largely driven by behavioral and trafficrelated issues at intersections, with right-of-way violations, improper turning, and unsafe speed
emerging as the most common contributing factors.
ʃ A small portion of the roadway network carries
the majority of risk, as the High Injury Network
represents less than 11 percent of roadway mileage
but contains more than half of all crashes and twothirds of fatal and severe injury crashes. ʃ Highway 33 and key connecting streets such as
Inyo Avenue, Merced Street, and Sherman Parkway
consistently emerge as priority corridors across
multiple analyses.
ʃ Intersections along Highway 33 account for many
of the highest crash locations, with stop-controlled
intersections showing elevated concentrations of
fatal, serious injury, pedestrian, and bicyclist crashes.
These patterns highlight opportunities to focus
safety investments on a limited number of
corridors and intersections, using targeted
design, operational, and programmatic
strategies to address the most severe risks.
20 | Road Safety in Newman Today
Roadway Safety Analysis | 21
Community Voices
3 Public Engagement
Overview
The development of the Road Safety Action Plan
included multiple phases of public engagement that
blended in-person and online strategies to gather input.
Key materials were provided in English and Spanish to
fully engage the Newman community.
Community engagement took place across three phases:
• Phase I focused on introducing the scope and purpose
of the Road Safety Action Plan and understanding
the Newman community’s general concerns and
priorities. A pop-up was held on June 27th, 2025 at
the Newman Downtown Farmers Market.
• Phase II focused on reviewing high priority locations and discussing potential safety improvements in
Newman. A pop-up was held on October 11th, 2025 at
the Youth Soccer Tournament at Sherman Park.
• Phase III focused on reviewing draft project and
program recommendations to understand community
priorities. An open house workshop was held on
January 14th, 2026 at Newman City Hall.
Key engagement strategies included:
• Project Webpage: A dedicated webpage on the City’s
website contained general project information, draft
materials, and contact information. The webpage also
hosted a survey and online interactive map used in
the initial phases of engagement.
• Pop-up Events and Workshops: In-person events
during each phase of the project allowed community
members and stakeholders to engage with City staff
and provide direct input.
• Stakeholder Outreach: The project team convened
a Stakeholder Task Force to understand the
perspectives of local professionals across law
enforcement, public safety, recreation, and education.
24 | Community Voices
Stakeholder Task Force
The Stakeholder Task Force was comprised of
representatives from the City of Newman Public
Works, Parks & Recreation, Police Department, and
representatives from Newman-Crows-Landing USD, as
well as from the school bus operator First Student. Task Force members were asked to advise on overall plan
priorities and outreach strategies, and to provide input on areas of safety concern and potential improvements.
The Stakeholder Task Force met three times
throughout the Plan development process:
• Meeting 1: August 2025
Introduced the purpose and scope of the Road
Safety Action Plan, gathered input on overall
priorities, and discussed approaches for engaging
the Newman community.
• Meeting 2: November 2025
Reviewed high-priority locations and explored
potential improvements and countermeasures.
• Meeting 3: January 2026
Reviewed draft project and program
recommendations to help shape the draft Plan.
Stakeholder Task Force Takeaways
Key themes that were identified by the Stakeholder
Task Force include:
ʃ Major traffic safety issues included excessive
speeding, distracted driving, and limited
infrastructure for pedestrians and bicyclists,
including sidewalks and bike lanes.
ʃ Community members frequently express a
desire for traffic calming in residential areas.
ʃ Highway 33 and the railroad serve as barriers for
east-west travel. Intersections along Highway 33 such
as at Inyo Avenue are difficult for users to navigate.
ʃ Corridors such as T Street, Inyo Avenue, and Merced
Street are key for school travel and are key areas for
improvement.
ʃ Traffic enforcement is a challenge with current
staffing, although the City has recently received
grant funding.
Public Engagement Overview | 25
What We Heard
Survey and Interactive Webmap
An online survey and interactive webmap was posted to the City’s website and was distributed via social media and project flyers posted at key locations in Newman. The survey received 79 entries and the interactive webmap received 40 comments. The locations of webmap comments, as shown in Figure 4, were located throughout Newman, but concentrated on some areas such as Highway 33 and Inyo Ave, Barrington Avenue, and Sherman Parkway and Balsam Drive.
Figure 4 Interactive Webmap Comments
26 | Community Voices
Website and In-Person Events
Through the project website, two pop-up events,
and an open house meeting, community members
were informed of the plan purpose and encouraged
to provide feedback on priorities and issues, as well
as feedback on locations where they feel unsafe
driving, walking, or biking by placing color-coded
stickers on maps. They were also asked at the
pop-up events to identify their key issues, such as
speeding drivers, lighting, or lack of sidewalks or
bicycle lanes. Community members were also asked
to prioritize specific locations or specific projects.
Several Road Safety Action Plan engagement events
also shared information and collected feedback on the
concurrently developed T Street Corridor Improvement
and Community Connectivity Plan. As a result, many of
the issues raised by community members focused on T
Street and other corridors addressed in that plan.
Community Priorities and Takeaways
Feedback from the Newman community highlighted
significant concerns with road safety in Newman.
Key takeaways and priorities from the outreach
efforts included:
ʃ Specific Safety Concerns: Common issues and
concerns expressed included speeding, reckless
driving, disregard for stop signs, insufficient lighting, and lack of sidewalks.
ʃ Desired Improvements: Many community
members expressed a need for traffic calming,
additional lighting, improved sidewalks and bicycle
infrastructure, and improved crossings
and intersections.
ʃ Priority Locations: Many Newman community
members identified locations where they felt unsafe
and felt improvements were needed. These locations
included Highway 33 and Inyo Avenue, Barrington
Avenue, T Street, and areas near schools and parks.
Community Feedback
and Data Alignment
Public outreach, Stakeholder Task Force input, and the
safety data analysis point to the same core roadway
safety issues in Newman. Community concerns about
speeding, reckless driving, difficult crossings, and
limited walking and biking infrastructure align with
crash patterns and roadway conditions identified
through the data, especially along Highway 33, Inyo
Avenue, T Street, Barrington Avenue, and Merced Street.
Public input placed a stronger emphasis on safety near
schools, parks, and other community destinations.
While fewer crashes are documented in some of these
areas, these concerns reflect real and perceived risks
for people walking and biking and are consistent with
broader data findings related to speed and lack of
supportive infrastructure.
Overall, the strong overlap between community
feedback and technical analysis reinforces the priority locations and safety themes identified. Together,
these inputs inform the recommendations and actions
presented in the Road Safety Action Plan.
Community Feedback and Data Alignment | 27
Recommended
Improvements
4 Safety Countermeasures Toolkit
The Safety Countermeasures Toolkit outlines a series
of best practices and design treatments aimed at
mitigating road safety issues and preventing fatal and
severe crashes in Newman. The Toolkit specifically
informs the strategies and recommendations of the
Road Safety Action Plan, though the Toolkit may also
be used by partner agencies in the development of
roadway safety improvement projects. In particular,
the Toolkit provides evidence-based solutions for a
particular road safety problem, risk, type of street, or type of crash. These solutions can include infrastructure upgrades, traffic calming measures, improved signage,
or modifications to signals.
The Toolkit contains 30 countermeasures grouped
in six categories. It also offers guidance on which
countermeasures are most effective in different contexts, which crashes it addresses, the expected reduction
in crashes, and general costs. The following table
summarizes the Safety Countermeasure Toolkit. The
complete Toolkit is included in Appendix B.
The City of Newman can use the Safety Countermeasures
Toolkit to select and prioritize both location-specific improvements at high-risk locations and systemic
treatments that address common crash patterns across
Newman’s roadway network. Select countermeasure
from the toolkit are expanded upon and recommended for
application at specific locations and throughout Newman, starting on page 33.
Countermeasure
Name Safety Benefits Applicable Context
Crash
Types
Addressed
Cost
High ($$$$)
Low ($)
Intersections & Crossings
Corner Redesign
Reduces speeds; shortens
crossings; increases visibility;
expands pedestrian waiting areas
Arterials, collectors, local
roads; best in developed
areas
Pedestrian;
Speeding $–$$
Crosswalk Visibility
Enhancements
Increases visibility & predictability
of pedestrian crossings
Arterials, collectors, local
roads; high pedestrian
activity; ≤30 mph for
in-street signs
Pedestrian $-$$
Enhanced
Crossings
(Rectangular
Rapid Flashing
Beacons (RRFBs),
Pedestrian Hybrid
Beacons (PHBs),
refuge islands)
Increases yielding; safer
crossings on multilane roads;
increases visibility
RRFBs on two lane roads
≤35 mph; PHBs on ≥4-lane
arterials; trail crossings
Pedestrian;
Bicyclist $$–$$$$
Convert Minor Way
Stop to All-Way
Stop
Reduces side-impact crashes;
improves pedestrian safety
Local urban/rural streets;
near schools, parks,
commercial areas;
irregular intersections
Side-impact;
Pedestrian;
Cyclist
$
30 | Recommended Improvements
Countermeasure
Name Safety Benefits Applicable Context
Crash
Types
Addressed
Cost
High ($$$$)
Low ($)
Roundabouts
Reduces speeds; reduces conflict
points; improves pedestrian
crossing safety
Urban/rural intersections
replacing stop/signal
control
Side-impact;
Pedestrian $$$–$$$$
Bike Boxes
Improves bicyclist visibility;
reduces right-hook conflicts;
provides a head start
Arterials & collectors with
bike lanes; high bicycle
volumes
Bicycle;
Intersectionrelated$
Improvements to Corridors & Travel Lanes
Medians
Reduces speeds; reduces head-on
& lane departure crashes;
provides pedestrian refuge;
improves access management
High-volume arterials,
collectors, highways
Lane
departure;
Side-impact
$$–$$$$
Narrow Travel
Lanes
Reduces speeds; lowers crash
severity; creates space for
other users
Collectors & local streets;
areas with high peds/
bikes; not for heavy truck/
transit routes
Speeding;
Pedestrian;
Cyclist
$–$$$
(varies by
design)
Road Diets
Reduces speeds; reduces conflict
points; shortens crossings;
improves multimodal comfort
Multilane roads with
excess capacity; arterials,
collectors, main streets
Rear-end;
Intersectionrelated$$–$$$$
Guardrails
Prevents roadway departures;
reduces severity of crashes;
protects vulnerable users
Highways, arterials, rural
roads; curves, drop-offs,
bridges
Roadway
departure $$–$$$$
Multi-Use Trails
Reduces conflicts; provides
safe non-motorized space;
separates users
Arterials, collectors, rural
highways; along roads and
at crossings
Pedestrian;
Bicyclist $$–$$$$
Bike Lanes
(painted, buffered,
separated)
Reduces conflicts between drivers
and bicyclists; increases bicyclist
visibility
Arterials, collectors, local
roads
Bicycle;
Speeding $–$$$
Sidewalks
Separates pedestrians from
traffic; improves access;
increases predictability
All street types Pedestrian $$–$$$$
Paved Shoulders
Creates space for walking/biking
in rural contexts; reduces vehicle
crashes
Rural arterials & collectors
Pedestrian;
Cyclist; Lane
departure
$–$$
Wider Edge Lines Improves visibility; reduces
departure crashes
All roads requiring edge
lines; rural emphasis
Roadway
departure $
Safety Countermeasures Toolkit | 31
Countermeasure
Name Safety Benefits Applicable Context
Crash
Types
Addressed
Cost
High ($$$$)
Low ($)
Signs & Signals
Signage
Improvements at
Curves
Increase curve awareness;
improve night visibility
Collectors, arterials, rural
highways
Roadway
departure $–$$
Signal Phasing/
Timing
Improvements
(Flashing Yellow
Arrow (FYA),
protected phases,
Leading Pedestrian
Intervals (LPIs))
Reduce turning conflicts; reduce
rear-end & side-impact crashes;
improve pedestrian safety
All signalized intersections
Intersection;
Rear-end;
Side-impact;
Pedestrian
$–$$
Stop Control
Visibility
Reduce stop violations; improve
driver compliance
Rural & local streets;
unexpected or lowvisibility intersections
Intersection;
Rear-end;
Side-impact
$–$$
Road Surface Treatments
Rumble Strips
(longitudinal &
transverse)
Increase driver awareness;
reduce lane departures; reduce
speeds
Rural highways; undivided
facilities
Roadway
departure;
Head-on;
Speeding;
Decisionpoint
$-$$
High Friction
Surface Treatment
Improves tire grip; reduces
skidding; reduces crash severity
Curves, ramps,
intersections, crossings
Roadway
departure;
Rear-end
$$–$$$
Visibility
Lighting
Improves visibility at intersections/crossings; increases personal safety
All street types; especially
crossings/intersections
Lightingrelated $$$–$$$$
High Visibility
Pavement Markings
Improve night/wet road visibility;
reduce departures
Highways, arterials,
collectors, rural
Roadway
departure;
Nighttime
crashes
$–$$
Retroreflective
Signal Backplates
Improve signal visibility in low
light & weather; reduce
intersection crashes
All signalized intersections Lightingrelated $–$$
32 | Recommended Improvements
Priority Locations and Recommended Countermeasures
Based on the crash data analysis and community and
stakeholder input, twelve Priority Locations throughout Newman were chosen to explore further and identify
improvements and safety countermeasures.
The twelve Priority Locations are as follows:
1. Merced St and Main St
2. Highway 33 and Merced St
3. Merced St and Eucalyptus St
4. Hills Ferry Rd and Canal School Rd1
5. Hills Ferry Rd from Sherman Way to Driskell Ave
6. Highway 33 and Inyo Ave2
7. Driskell Ave and Eucalyptus Ave
8. Driskell Ave and Barrington Ave
9. Barrington Ave from Sherman Pkwy to Driskell Ave
10. Cinnamon Teal Way and Marapole Ln
11. Sherman Parkway and Balsam Dr
12. Highway 33 and Sherman Pkwy/Jensen Rd
For each priority location, City staff and key
stakeholders performed a detailed review of crash
history, commonly heard issues and concerns,
and conducted an in-depth site visit to identify
potential safety improvements to the locations.
These improvements were then reviewed with the
Stakeholder Task Force and community members.
From this process, the Road Safety Action Plan
has identified key improvements for each Priority
Location. The following section summarizes each
Priority Location, the context, crash data, and
potential key improvements for each location.
In addition to these priority locations, the City of
Newman’s T Street Corridor Improvement and
Community Connectivity Plan identifies several
corridors such as T Street, Inyo Avenue, and
Hardin Road, for improvements that include safety
improvements such as lane narrowing, speed
management, curb extensions and high-visibility
crossings. More details about these locations can
be found in the T Street Corridor Improvement and
Community Connectivity Plan.
Priority Locations and Recommended Countermeasures | 33 Merced Street and Main Street
Corridor Context
Sidewalk Presence: Yes
Bicycle Facilities: Sharrows on Merced St
Number of Lanes: 1 in each direction
Posted Speed Limits: 25 MPH
Crash Data (2015-2024)
Total Crashes: 2
Fatal & Severe Injury Crashes: 0
Pedestrian or Bicycle Involved Crashes: 1 ped
Top Crash Types: Pedestrian, broadside
Top Crash Causes: Ignoring traffic signs
No. Improvement Name Opinion of Probable Cost Timeline
1 High-visibility crosswalks $7,000 Short-term
2 Increase size and visibility of stop signs $4,000 Short-term 3 Add stop signs on both sides $7,000 Short-term
4 Add ‘all way stop’ to stop signs $7,000 Short-term
5 Add painted stop bars $1,000 Short-term
6 Improve ADA accessibility of curb ramps with tactile surfaces $58,000 Long-term Merced St
Main St
1 2
4 3 5
6 34 | Recommended Improvements
Highway 33 and Merced Street
Corridor Context
Sidewalk Presence: Yes
Bicycle Facilities: Sharrows on Merced St
Number of Lanes: 1 in each direction
Posted Speed Limits: 35 MPH on Hwy 33
Crash Data (2015-2024)
Total Crashes: 5
Fatal & Severe Injury Crashes: 1
Pedestrian or Bicycle Involved Crashes: 1
Top Crash Types: Broadside
Top Crash Causes: Right-of-way violation, speeding
No. Improvement Name Opinion of Probable Cost Timeline
1 High-visibility crosswalks $7,000 Short-term
2 Retroreflective backplates on signals $28,000 Medium-term 3 Bicycle detection loops along Merced Street $44,000 Long-term 4 Adjust pedestrian lead time and crossing time $5,000 Short-term 5 Install flexible delineators on double yellow lines to prevent crossing over yellow lines $3,000 Medium-term
Merced St
2 Higway 33
3 5
1 3
4 Highway 33 and Merced Street | 35
Merced Street and Eucalyptus Street
Corridor Context
Sidewalk Presence: Yes, but none on south side of
Merced St
Bicycle Facilities: Bicycle lanes (Class II) on Merced St Number of Lanes: 1 in each direction
Posted Speed Limits: 35 MPH
Crash Data (2015-2024)
Total Crashes: 3
Fatal & Severe Injury Crashes: 0
Pedestrian or Bicycle Involved Crashes: 0
Top Crash Types: Broadside, rear-end
Top Crash Causes: Right-of-way violation
No. Improvement Name Opinion of Probable Cost Timeline
1 Speed feedback signs along Merced St $58,000 Medium-term 2 High-visibility crosswalks with accessibility improvements $2,000 Short-term 3 Minimize bike conflict zone by continuing striping across intersection $3,000 Short-term
4 Add stop lines $1,000 Short-term
5 Install Rectangular Rapid Flashing Beacon (RRFB) $29,000 Long-term 6 Add flexible delineators along bicycle lane to prevent cars from using bicycle lane to get around left-turning vehicles $3,000 Medium-term Merced St
Eucalyptus St
1 2
3 4 5
6 36 | Recommended Improvements
Hills Ferry Road and Canal School Road
Corridor Context
Sidewalk Presence: On north side of Hill Ferry Rd
Bicycle Facilities: Sharrows on Hills Ferry Rd
Number of Lanes: 1 in each direction
Posted Speed Limits: 35 MPH
Crash Data (2015-2024)
Total Crashes: 2
Fatal & Severe Injury Crashes: 0
Pedestrian or Bicycle Involved Crashes: 0
Top Crash Types: Broadside, run off road
Top Crash Causes: Improper turning
No. Improvement Name Opinion of Probable Cost Timeline
1 Reduce width of SB Hills Ferry Rd travel lane and add bicycle lanes along Hills Ferry Rd $27,000 Long-term
2 Add lighting to intersection $44,000 Long-term
3 Add flashing beacons to NB stop signs $7,000 Medium-term 4 Install flexible delineators on double yellow lines $3,000 Medium-term 1 Streetscape design improvements for Canal School Road are included in the T Street Corridor Improvement and Community Connectivity Plan. Future designs for these locations will be coordinated with the T Street Plan to ensure consistency and alignment.
Hills Ferry Rd
Canal School
Rd
1 2 3
4 Hills Ferry Road and Canal School Road | 37
Hills Ferry Road from Sherman Parkway to Driskell Avenue Corridor Context
Sidewalk Presence: On east side of Hills Ferry Rd
Bicycle Facilities: Bicycle lanes (Class 2)
Number of Lanes: 1 in each direction with center
turn lane
Posted Speed Limits: 45 MPH
Crash Data (2015-2024)
Total Crashes: 4
Fatal & Severe Injury Crashes: 0
Pedestrian or Bicycle Involved Crashes: 0
Top Crash Types: Broadside
Top Crash Causes: Right-of-way violation
No. Improvement Name Opinion of Probable Cost Timeline
1 Prohibit parking on Hills Ferry Rd just north of Edinburgh Way to increase sight distance $1,000 Short-term
2 High-visibility crosswalk $6,000 Short-term
3 Install advance speed limit signage $2,000 Medium-term 4 Reduce width of SB Hills Ferry Rd travel lane and add protected bicycle lanes along Hills Ferry Rd $51,000 Long-term
Hills Ferry Rd
Sherman Pkwy
4 5 3
Driskell Ave
2 1 2 2
Sherman
Park
38 | Recommended Improvements
Highway 33 and Inyo Avenue
Corridor Context
Sidewalk Presence: Yes
Bicycle Facilities: No
Number of Lanes: 1 in each direction with turn lanes
Posted Speed Limits: 35 MPH
Crash Data (2015-2024)
Total Crashes: 3
Fatal & Severe Injury Crashes: 0
Pedestrian or Bicycle Involved Crashes: 1
Top Crash Types: Broadside
Top Crash Causes: Right-of-way violation
No. Improvement Name Opinion of Probable Cost Timeline
1 High-visibility crosswalks $7,000 Medium-term
2 Convert to signalized intersection $1,504,000 Long-term 3 Review potential to reducing turning radius on NB right-turn of intersection with striping $7,000 Medium-term
2 Streetscape design improvements for Inyo Avenue are included in the T Street Corridor Improvement and Community Connectivity Plan.
Future designs for these locations will be coordinated with the T Street Plan to ensure consistency and alignment.
Inyo Ave
1 Higway 33
2 3
Highway 33 and Inyo Avenue | 39
Driskell Avenue and Eucalyptus Avenue
Corridor Context
Sidewalk Presence: Yes
Bicycle Facilities: Bicycle lanes (Class 2) on Driskell Ave Number of Lanes: 1 in each direction
Posted Speed Limits: 35 MPH
Crash Data (2015-2024)
Total Crashes: 2
Fatal & Severe Injury Crashes: 0
Pedestrian or Bicycle Involved Crashes: 1
Top Crash Types: Bicycle crash, sideswipe
Top Crash Causes: Wrong side of road, unsafe
starting and backing
No. Improvement Name Opinion of Probable Cost Timeline
1 Install flashing stop sign beacons $13,000 Medium-term 2 High-visibility crosswalks with accessibility improvements $7,000 Short-term 3 Improve striping of bike lanes: add paint and continue through the intersection $2,000 Short-term
4 Stripe Eucalyptus Avenue to delineate parking and travel lanes $22,000 Short-term 5 Paint and flex-post curb extensions to narrow intersection along Eucalyptus Avenue $29,000 Medium-term
Driskell Ave
Eucalyptus Ave
2 3
4 5
5 1
40 | Recommended Improvements
Driskell Avenue and Barrington Avenue
Corridor Context
Sidewalk Presence: Yes
Bicycle Facilities: Bicycle lanes (Class 2) on Driskell Ave Number of Lanes: 1 in each direction
Posted Speed Limits: 30 MPH
Crash Data (2015-2024)
Total Crashes: 1
Fatal & Severe Injury Crashes: 0
Pedestrian or Bicycle Involved Crashes: 0
Top Crash Types: Rear-end
Top Crash Causes: DUI
No. Improvement Name Opinion of Probable Cost Timeline
1 Install flashing stop sign beacons $13,000 Medium-term 2 High-visibility crosswalks with accessibility improvements $7,000 Short-term 3 Improve striping of bike lanes: add paint and continue through the intersection $2,000 Short-term
4 Stripe Barrington Avenue to delineate parking and travel lanes $22,000 Short-term 5 Paint and flex-post curb extensions to narrow intersection along Barrington Avenue $29,000 Medium-term
Driskell Ave
Barrington Ave
2 3
4 5
5 1
Driskell Avenue and Barrington Avenue | 41
Barrington Avenue from Sherman Parkway to Driskell Avenue Corridor Context
Sidewalk Presence: Yes
Bicycle Facilities: No
Number of Lanes: 1 in each direction
Posted Speed Limits: 25 MPH
Crash Data (2015-2024)
Total Crashes: 2
Fatal & Severe Injury Crashes: 0
Pedestrian or Bicycle Involved Crashes: 1
Top Crash Types: Bicycle crash and rear-end
Top Crash Causes: Right-of-way violation, DUI
No. Improvement Name Opinion of Probable Cost Timeline
1 Stripe lanes to delineate travel versus parking lanes $22,000 Short-term 2 High visibility crosswalks at intersections $13,920 Short-term 3 Install Rectangular Rapid Flashing Beacon (RRFB) at Red Lion Way to update existing crossing $29,000 Long-term
4 Install speed humps north of Barrington Park $8,000 Medium-term 5 Add angled parking on west side of Barrington Ave north of Barrington Park $15,000 Medium-term
Barrington Avenue
1 2
3 4 5
Driskell Ave
Sherman Pkwy
Barrington Park
2 2 2
42 | Recommended Improvements
Cinnamon Teal Way and Marapole Lane
Corridor Context
Sidewalk Presence: Yes
Bicycle Facilities: No
Number of Lanes: 1 in each direction
Posted Speed Limits: 25 MPH
Crash Data (2015-2024)
Total Crashes: 2
Fatal & Severe Injury Crashes: 0
Pedestrian or Bicycle Involved Crashes: 1
Top Crash Types: Bicycle crash, hit object
Top Crash Causes: Right-of-way violation,
improper turning
No. Improvement Name Opinion of Probable Cost Timeline
1 Install high-visibility crosswalk $4,000 Short-term
2 Install mid-block crosswalk along Cinnamon Teal Way $2,000 Medium-term 3 Install curb extensions on SW corner of intersection $8,000 Medium-term Cinnamon Teal
Marapole Ln
Way
1 2
3 Cinnamon Teal Way and Marapole Lane | 43
Sherman Parkway and Balsam Drive
Corridor Context
Sidewalk Presence: Yes, on south side of
Sherman Pkwy
Bicycle Facilities: Bicycle lanes on Balsam Dr
Number of Lanes: 1 in each direction
Posted Speed Limits: 40 MPH
Crash Data (2015-2024)
Total Crashes: 4
Fatal & Severe Injury Crashes: 3
Pedestrian or Bicycle Involved Crashes: 2
Top Crash Types: Hit object, pedestrian, bicycle
Top Crash Causes: Right-of-way violation, DUI
No. Improvement Name Opinion of Probable Cost Timeline
1 Add additional lighting $45,000 Long-term
2 Improve bike lane striping along Balsam Dr $44,000 Short-term 3 Install speed feedback signs on Sherman Parkway $58,000 Medium-term 4 Install high-visibility crosswalk $2,000 Short-term
5 Install flashing stop sign beacons on Balsam Dr $4,000 Medium-term 6 Install curb extensions to narrow Balsam Dr crossing $15,000 Medium-term Balsam Dr
Sherman Pkwy
1 2
3 3
4 5
6 7
44 | Recommended Improvements
Highway 33 and Sherman Parkway/Jensen Road
Corridor Context
Sidewalk Presence: No
Bicycle Facilities: No
Number of Lanes: 1 in each direction with center
turn lane
Posted Speed Limits: 45 MPH
Crash Data (2015-2024)
Total Crashes: 4
Fatal & Severe Injury Crashes: 0
Pedestrian or Bicycle Involved Crashes: 0
Top Crash Types: Broadside
Top Crash Causes: Right-of-way violation, DUI
No. Improvement Name Opinion of Probable Cost Timeline
1 Add additional lighting $87,000 Medium-term
2 Review and potenially adjust turning radius with striping $11,000 Short-term 3 Install NB left-turn lane when development occurrs along Jensen Rd $7,000 Short-term
4 Install advanced speed limit signage before entering Newman City Limits $4,000 Short-term
5 Install Rectangular Rapid Flashing Beacon (RRFB) with pedestrian refuge island $29,000 Medium-term
Jensen Rd
1 Higway 33
2 3
4 5
Sherman Pkwy
Highway 33 and Sherman Parkway/Jensen Road | 45
Systemic Improvements
In addition to the site-specific improvements and countermeasures at the Priority Locations, the Road Safety Action Plan has identified improvements that can be implemented systemically throughout Newman as funding and resources become available. These improvements align with the Countermeasure Toolbox. The following section summarizes the systemic improvements, the locations where they are applicable, benefits, and costs. The purpose is to deploy these strategies throughout the transportation network to proactively address areas where there is high potential for fatalities or serious injuries.
1. High-Visibility Crosswalks
High-visibility crosswalks use bold, reflective markings to draw driver attention to pedestrian crossings. They
are especially useful in areas with frequent walking
activity and where driver yielding needs improvements.
Applicable Locations:
Intersections near schools, parks, and in areas with high pedestrian traffic. These intersections include, but are not limited to:
• Hardin Rd/Orestimba Rd
• Yolo St/R St
• Kern St/R St
• Upper Rd/Hoyer Rd/Inyo Ave
• Merced St/T St
• Intersections along Main St from Kern St to Merced St • Eucalyptus Ave/Banff Dr
• Driskell Ave/Eucalyptus
• Driskell Ave/Barrington Ave
• Hills Ferry Rd/Edinburgh Way
• Intersections along Sherman Pkwy
• T St/Patchett Dr
• S St/Patchett Dr
• Upper Rd/Sandy Creek Dr
• Hwy 33/Kern St
• Hwy 33/Merced St
Benefits:
• Greater driver awareness of pedestrian
crossings
• Improved visibility during low light or adverse
weather
• Reinforcement of pedestrian priority at
intersections
Costs:
• Low to moderate, depending on marking
material and frequency of maintenance
46 | Recommended Improvements
2. Striping to Delineate Travel
and Parking Lanes
Striping is used to clarify the separation between
moving traffic and on-street parking. On wide residential streets, this treatment narrows the perceived travel lane and creates more predictable vehicle positioning along
the roadway.
Applicable Locations:
Wide residential roads such as:
• Balsam Dr
• Eucalyptus Ave
• Barrington Ave
• Fig Ln
• Tulare St
• Fresno St
3. Rectangular Rapid Flashing Beacons
(RRFBs)
RRFBs are pedestrian-activated flashing devices placed
at uncontrolled crossings. They provide a strong visual cue that a person is waiting or beginning to cross,
prompting drivers to yield.
Applicable Locations:
Locations near parks and schools, and across larger
roads with few crossings. Locations can include:
• Merced St near Eucalyptus Ave
• Hwy 33 and Jensen Rd/Sherman Pkwy
• Barrington Ave and Red Lion Way
Benefits:
• Reduction in vehicle speeds
• Better organization of roadway space
• Fewer conflicts between moving vehicles and
parked cars
Costs:
• Low, based primarily on striping length and
material
Benefits:
• Significant increase in driver yielding behavior
• Higher visibility of crossing activity
• Safer conditions at midblock or multilane
crossings
Costs:
• Moderate, with ongoing maintenance and
electrical needs
• Higher than standard markings but lower than
full signal installations
Systemic Improvements | 47
Non-Infrastructure Strategies
In addition to the infrastructure improvements summarized on previous pages, the Road Safety Action Plan identifies non-infrastructure strategies can strengthen road safety by shaping behavior, supporting consistent enforcement practices, and introducing technologies that can reduce the likelihood and severity of crashes. These strategies complement the engineering recommendations in the Plan and align with the five elements of the Safe System Approach, but are not intended to replace them.
Safer Road Users
Safer road user strategies focus on education,
outreach, and programs that support responsible
behavior among drivers, pedestrians, bicyclists,
and school-aged children.
Key opportunities for Newman include:
• Community education campaigns focused on
common local issues such as speeding on wide
residential streets, distraction, and seatbelt
use. Outreach may involve partnerships with
schools, health organizations, and local media
serving both English- and Spanish-speaking
households. Outreach and education campaigns
can align with regional and national efforts.
• School-based safety programs that teach walking
and biking safety in coordination with the NewmanCrows Landing Unified School District. These programs are especially important given the number
of students who walk to school and the presence
of high-speed regional roads near school zones.
• Building internal City staff capacity around
the Safe System Approach through regular
trainings, ongoing communication, and routine
coordination among departments such as
Public Works, Police, and Planning to support
consistent, safety-focused decisions that
reflect Newman’s local roadway conditions.
• Driver awareness efforts highlighting
rural roadway challenges, including long
sight distances, higher operating speeds,
and agricultural vehicle movements.
• Targeted community workshops that engage
residents who may face higher exposure to traffic
risk, including youth drivers, older adults, and
families living near high-speed corridors.
Safer Speeds
Newman experiences speeding challenges on
wide neighborhood streets and on corridors that
connect to surrounding agricultural areas. Noninfrastructure tools can support safer operating speeds by complimenting physical changes.
Key opportunities for Newman include:
• A Neighborhood Traffic Calming Plan that
establishes a consistent, community-driven
process for identifying speeding concerns on
residential streets, selecting appropriate traffic
calming measures, and prioritizing implementation
based on safety risk and community input.
• Speed management communication campaigns
that explain why slower speeds reduce the severity
of crashes.
• Coordination with law enforcement to prioritize
the enforcement of speed-related violations at
high-risk locations and times of day identified
through crash data and community feedback.
• Seasonal reminders to travel at safe
speeds during harvest periods when traffic
volumes and vehicle types change, creating
opportunities for targeted messaging.
48 | Recommended Improvements
Safer Vehicles
While the City of Newman has limited authority over
privately owned vehicles, it can lead by example
through its own fleet practices and by coordinating
with local partners.
Key opportunities for Newman include:
• Update Municipal fleet safety purchasing policies
and standards that prioritize selecting vehicles
with a greater emphasis on safety and consider
crash test ratings and safety features. This
can include prioritizing safety features such as
automatic emergency braking, blind zone detection,
backup cameras, and enhanced retroreflective
markings when replacing or upgrading City-owned
vehicles. These features can reduce crash risk
for both drivers and vulnerable road users.
• Pilot use of vehicle-based safety technologies,
such as telematics or speed monitoring for
City vehicles, side-underride guards for larger
vehicles to protect those walking and biking
from going under the wheels, and turning alerts
to both reinforce safe driving behaviors of
operators and protect those outside of vehicles.
• Fleet operations and driver training for City
staff, emphasizing safe driving behaviors, speed
management, and awareness of pedestrians
and bicyclists, particularly in residential areas,
school zones, and downtown streets.
• School bus safety coordination with the NewmanCrows Landing Unified School District and First Student to support consistent use of best practices
such as enhanced bus stop visibility, enhanced
mirrors, backup alerts, and safe loading and
unloading procedures on higher-speed roads.
• Partnerships with agricultural and local freight
operators to promote safe vehicle operation on
shared roadways. This can include providing
them with materials to enhance visibility to other
road users, inviting them to participate in pilot
opportunities for leveraging vehicle-based safety
technologies, and gathering feedback on how
city staff can help keep their operators safe.
Safer Roads
While infrastructure improvements are discussed
elsewhere in the plan, these elements can also
support safe operations on Newman’s roads.
Key opportunities for Newman include:
• Traffic operations policies for school pick-up and
drop-off, construction zones, and special events.
• Data-driven tools that help City staff identify
safety concerns before crashes occur.
• Regular coordination among Public Works,
Police, Planning, and community partners to
maintain consistent, safety-focused practices.
• Roadway maintenance and resurfacing policies that
incorporate paint-based safety treatments, such as
high-visibility crosswalks, edge lines, centerlines,
and lane width adjustments, during routine work.
These strategies complement infrastructure projects
and support proactive management of local roads.
Post-Crash Care
In communities like Newman, coordinated emergency
response and communication play an important role in
reducing injury severity after a crash.
Key opportunities for Newman include:
• Training for first responders focused on traumainformed care, roadside triage, and crash scene management.
• Improved coordination among fire, police, and
regional emergency medical providers, particularly
on higher-speed corridors.
• Community education on reporting hazards, near
misses, and crashes.
• Continued data collection to improve understanding
of crash factors and inform future safety strategies.
Strengthening post-crash care supports community
resilience and reduces the long-term impacts of
severe crashes.
Non-Infrastructure Strategies | 49
Making Progress
and Next Steps
5 Funding and Implementation Plan
Implementation of the strategies identified in the Newman Road Safety Action Plan will occur over time and will rely on a combination of local, state, and federal funding sources. The Plan will position the City to compete for these funding sources. The following sections identify potential funding sources and strategies to prioritize and implement the Plan recommendations and strategies.
Funding Sources
Stanislaus County Council of Governments (StanCOG) Funding Sources Surface Transportation Block Grant (STBG) Program
The STBG Program provides flexible funding that can be used for a wide range of transportation improvements, including roadway safety projects, complete streets projects, and operational enhancements. STBG funding may support corridor improvements, intersection safety upgrades, and multimodal projects that align with Stanislaus County priorities and the goals of the Road Safety Action Plan.
Congestion Mitigation & Air Quality (CMAQ) Program
The CMAQ Program funds transportation projects that reduce congestion and improve air quality in areas that do not meet federal air quality standards (such as Stanislaus County).
Safety improvements that support more efficient traffic operations, reduce vehicle idling, or encourage walking, bicycling, and transit use may be eligible for CMAQ funding.
The City of Newman has applied for CMAQ funding in 2025 for the signalization of the intersection of Highway 33 and Inyo Avenue.
State Funding Sources
California Highway Safety Improvement Program (HSIP)
California HSIP is a primary funding source for infrastructure projects that address intersections or corridors with a history of fatal and serious injury crashes. HSIP funding is usually used for countermeasures such as enhanced crossings, traffic control upgrades, roadway reconfigurations, bicycle projects. Funding is competitive and is rated on the cost-to-benefit ratio of each project. The HSIP program typically issues a Call for Projects every two years, with the next call expected in 2026. Completion of the Road Safety Action Plan makes the City of Newman eligible to receive HSIP funding.
California Active Transportation Program (ATP)
ATP funds projects that improve walking and bicycling conditions, with an emphasis on safety and accessibility. Both infrastructure and planning projects are eligible for funding.
The next ATP call for projects will be in 2027.
California Office of Traffic Safety (OTS) Grants
OTS grants support education, enforcement, and outreach programs that focus on reducing traffic fatalities and serious injuries. These grants can complement infrastructure investments by funding safety campaigns, targeted enforcement, and data analysis efforts to address behaviors such as speeding and impaired driving. Agencies can apply for OTS funding yearly. 52 | Making Progress and Next Steps
Federal Funding Sources
Federal Safe Streets and Roads for All (SS4A)
The SS4A program funds support planning, demonstration, and implementation activities that advance roadway safety. With the adoption of the Road Safety Action Plan, the City of Newman is eligible to pursue SS4A implementation grant funding. A completed SS4A Self-Certification Eligibility Worksheet that demonstrates this Plan is compliant with SS4A requirements can be found in Appendix C.
The next round of funding will open for applications in Spring 2026.
Implementation Approach and Timeframes
Implementation of the infrastructure recommendations
will be phased based on factors such as cost, complexity, funding availability, and coordination needs. The proposed improvements are grouped into three general time
frames:
• Short-term improvements that focus on low-cost
or quick-build strategies that can be implemented
within one to three years, often using existing staff
resources or short-term grants.
• Medium-term improvements that typically require
additional design, coordination, or funding and can be
implemented within three to five years.
• Long-term improvements include higher-cost
capital projects or corridor-scale changes that
require significant design, funding, and construction
considerations. These projects may require multiple
funding cycles and longer implementation horizons,
and can be implemented in five or more years.
Implementation Approach and Timeframes | 53
Table 3 summarizes the potential safety improvements, their potential funding sources, and their anticipated implementation timeframe. This is intended to be a flexible guide and may be updated over time as funding opportunities, priorities, and conditions change.
Table 3 Project Implementation and Funding Considerations Potential Improvements Potential Implementation
Timeframe Potential Funding Source
Add painted stop bars Short-term City General Funds
Continue bike lane striping through intersection Short-term City General Funds High visibility crosswalk Short-term City General Funds, HSIP Reduce turning radius of intersection with striping Short-term City General Funds Stripe to delineate between parking and travel lanes Short-term City General Funds Prohibit parking to increase visibility Short-term City General Funds All 'all way stop' plaque to stop sign Short-term City General Funds Install new signage Short-term City General Funds
Adjust pedestrian lead time Short-term City General Funds Stop sign beacons Medium-term HSIP
Install flexible delineators Medium-term HSIP
Install curb extensions Medium-term HSIP
Install angled parking Medium-term City General Funds, STBG Retroreflective backplates on signal heads Medium-term HSIP Speed feedback signs Medium-term HSIP
Install speed humps Medium-term City General Funds
Review all-way stop control warrants Medium-term City General Funds, STBG ADA improvements to curb ramps Long-term HSIP, ATP
Restripe road for Class II bike lanes Long-term ATP, HSIP, STBG, SS4A Restripe road for Class IV (protected) bike lanes Long-term ATP, HSIP, STBG, SS4A Install bike loops Long-term ATP, STBG
Add lighting Long-term HSIP
Rectangular Rapid Flashing Beacons Long-term HSIP, ATP, STBG, SS4A Convert Highway 33 and Inyo Ave to signalized intersection Long-term CMAQ 54 | Making Progress and Next Steps
Measuring Progress and Maintaining Transparency
Metrics for Success
Tracking progress over time is essential to
maintaining a data-driven approach to road safety.
Regular monitoring and reporting out improve
transparency, support accountability and help
identify which strategies are most effective.
The City of Newman should aim for performance
monitoring that tracks both outcomes and
implementation. Outcome measures focus on
reductions in fatalities and severe injuries on our
roads, while implementation measures can track
delivery of safety projects. Together these metrics
can help direct resources toward the most
impactful safety investments.
Key Performance Metrics
The following metrics can be tracked annually to
measure progress toward reducing roadway fatalities
and severe injuries:
• Number of fatalities and severe injuries on Newman
roads, overall and by mode
• Number of crashes on and off the High Injury Network
• Crash trends near schools and parks
• Percentage of the HIN with completed safety
improvements
• Number of locations where systemic safety
improvements were implemented
• Number of infrastructure and non-infrastructure
projects completed.
• Miles of sidewalk and bikeway improvements
implemented.
Transparency and Public
Reporting
The City of Newman will provide an annual, publicly
accessible report on road safety progress. This report
will summarize safety trends, progress towards goals,
and an implementation of priority actions identified in the Road Safety Action Plan.
The Road Safety Action Plan will be posted on the
City’s website and maintained as a public resource.
As safety improvements are made, the City should
continue sharing updates that are easily accessible and digestible by the public. These efforts can establish
ongoing transparency with residents, stakeholders, and
partner agencies and support continued community
engagement in roadway safety efforts.
Measuring Progress and Maintaining Transparency | 55
A
Appendix A
Crash Analysis
Methodology and Results
1 CRASH ANALYSIS METHODOLOGY AND RESULTS
The purpose of this appendix is to document the crash analysis process and detailed technical results prepared for the Newman Safety Action Plan. This crash analysis will inform the identification of critical locations for safety improvements based on patterns in historical crashes. The crash analysis consists of a descriptive crash analysis of overall trends, a High Injury Network, and a review of high crash intersections.
Crash Data Sources and Study Area
Crash data for the 10-year period of 2015-2024 was acquired from the California Transportation Injury Mapping System (TIMS) for the City of Newman.
Descriptive Crash Statistics
Citywide Trend Summary
• Years of Crash Data analyzed: 2015 - 2024
• Total Injury Crashes: 116
• Total Fatal Crashes: 1
• Total Serious Injury Crashes: 8
• Total Fatal and Serious Injury (FSI) Crashes: 9
• Crash Trends by Year:
o In 2018, City of Newman experienced the highest injury crash total (18). o In 2022, City of Newman reached its highest FSI crashes (3) among all analyzed years. • FSI Crashes by Mode
o Pedestrians: Pedestrian-involved crashes account for 8% of all injury crashes but 22% of all FSI crashes. There were 9 pedestrian-involved crashes in the years analyzed, and 2 of these resulted in a serious injury.
o Bicyclists: Bicyclist-involved crashes account for 9% of all injury crashes, but 33% of all FSI crashes. There was 1 bicyclist fatality in the years analyzed, and 2 serious injury crashes, which is 30% of all bicyclist-involved injury crashes.
o Motorcycles: Motorcycle-involved crashes account for 6% of all injury crashes. There were no FSI crashes involving a motorcycle.
o Motor Vehicles: Motor vehicle crashes account for 77% of all injury crashes and 44% of all FSI crashes. There were 89 motor vehicle crashes and 1 truck crash over the ten years, including 4 serious injury crashes.
Table 1 - Crashes by Injury Severity and Mode, 2015 - 2024 Injury Severity Pedestrian Bicyclist Motorcycles Motor Vehicles Total Fatal 0 1 0 0 1
Serious Injury 2 2 0 4 8
Minor Injury 5 5 5 35 51
Possible Injury 2 2 2 50 56
Total 9 10 7 89 116
Leading Contributing Factors: As shown in Figure 1, automobile right-of-way violation is the leading contributing factor to crashes; 29% of crashes are caused by automobile right-of-way violations. Right-of- 2 way violations occurs when a person does not allow another road user to proceed as required by traffic law. This can happen in situations such as failing to wait for oncoming traffic to clear before turning left at intersections. Improper turning and unsafe speed were the next highest contributing causes making up 24% and 8% of all crashes.
Figure 1 – Leading Contributing Factors of Crashes
• Lighting Conditions
o As shown in Figure 2, a majority (73%) of crashes occurred in daylight conditions, with 14% occurring in dark conditions with street lights and 9% in dark conditions with no street lights.
Figure 2 - Crash Share by Lighting Conditions, 2015 - 2024 High Injury Network
The development of a High Injury Network (HIN) is a key element of a safety plan that helps identify where fatal and serious injury crashes have occurred at the greatest density over a period of time. The HIN development process involves counting fatal and serious injury crashes along each corridor throughout the region, calculating severity-weighted crash density scores for each corridor, and identifying roadway segments that meet an established score threshold for each transportation mode. This section describes the crash data sources, methodologies, and thresholds for the development of an HIN for the City of Newman 1 2
3 6
6 8
9 9
10 28
34 0 5 10 15 20 25 30 35 40
Unsafe Lane Change
Wrong Side of Road
Pedestrian Right of Way
D/B U.I. Alcohol or Drug
Unsafe Starting or Backing
Other
Ignoring Traffic Signals and Signs
Following Too Closely
Unsafe Speed
Improper Turning
Automobile Right of Way Violation
Daylight
73%
Dark with Street
Lights, 14%
Dark with No
Street Lights, 9%
Dusk, 3% Unknown, 1%
3 High Injury Network Analysis Methodology
The process of defining scoring thresholds and examining the segments that should be included in the HIN utilizes the following steps:
1. Map the sliding window analysis results for all modes collectively and each mode individually.
2. For each mode, determine the threshold score required to be included in the HIN for that mode. This step eliminates streets that have a lower severity-weighted crash density, prioritizing segments that have higher frequencies of severe crashes.
3. Produce maps that show the segments that meet the threshold for all modes collectively and each mode individually.
Sliding Window Analysis: The HIN was developed using a sliding window analysis, which helps safety professionals better understand and quantify safety performance along a transportation network, identifying segments with the highest densities of severe crashes. The analysis works by determining the number and severity of crashes along a roadway segment (i.e., the window) and sliding that window along the network at set intervals. In this approach, the window is moved along a corridor, counting the number of crashes by density and severity by mode that occurred within each successive segment.
Segmentation: To perform this HIN analysis, all roads were split based on road segments and then combined into corridors based on name and functional class. The analysis segment windows extended 0.5 miles in length and slid along the network at 0.1-mile increments. A lateral buffer of 25 feet on either side of the segment was used to capture crashes that may not be precisely aligned within the roadway.
Both intersection and segment crashes were included in this evaluation, as the focus was on overall corridor conditions. Crash events occurring within the bounds of an intersection were counted on both corridors for the purposes of identifying the HIN. An example of a sliding windows analysis is shown in Figure 3. The sliding windows analysis was conducted for transportation modes that include pedestrians, bicyclists, and motorists. For crashes involving multiple modes, a crash was assigned a single mode based on the most vulnerable mode involved. For example, a crash between a motor vehicle and a bicyclist would be classified as a bicycle crash, but it would not be included in the “motorists” HIN analysis. 4 Figure 3 - Example of Sliding Window Analysis
Scoring and Evaluation Process: A score for each window was determined based on the frequency and severity of crashes by mode using the KABCO injury classification scale. Fatal and serious injury (K+A) crashes were given a weight of 3, other visibility injury (B) a weight of 2, and complaint of pain (C) crashes a weight of 2.
Once the weights are established and applied to the crashes, the number of crashes is aggregated to each window, incorporating the crash severity weighting.
For example, if a segment had one K crash, two A crashes, zero B crashes, and two C crashes, it would receive a score of 11; (1x3) + (2x3) + (0x2) + (2x1). This method of weighting places a greater focus on fatal and serious injury crashes.
High Injury Network Thresholds: Setting the sliding windows score threshold for each mode will determine which corridors are selected for inclusion in the HIN. These scores may differ by transportation mode. For example, a score of 3 may be high for the bicycle network, but relatively low for a motor vehicle network since there are generally more motor vehicle crashes than bicycle crashes. A segment that meets or exceeds the score threshold for that mode will be included in that mode’s HIN. The threshold scores used for the Newman SAP are listed below.
Table 2 - HIN Threshold Score by Mode
Mode Threshold Score
All Modes 10
Pedestrian 4
Bicycle 3
Motorists 8
HIN Network Maps
Figure 4 to Figure 7 show the HINs for all crashes, pedestrian, bicycle, motorcycle, and motor vehicle modes, respectively, within the City of Newman.
5 Figure 4 – High Injury Network – All Modes (2015-2024) 6 Figure 5 – High Injury Network – Pedestrians (2015-2024) 7 Figure 6 – High Injury Network – Bicyclists(2015-2024) 8 Figure 7 – High Injury Network – Motorists (2015-2024) 9 Intersection Crash Analysis
Toole Design has prepared the following crash analysis as part of the Newman Safety Action Plan. The crash analysis used injury crashes that occurred in the City of Newman from 2015-2024.
Intersection Analysis Methodology and Results
Through geospatial analysis, the Toole Design team counted the number and severity of crashes within 250 feet of the center point of each intersection.
Table 3 shows the top 10 intersections ranked by number of all injury crashes. Many of the highest crash intersections were along Highway 33. Most FSI, pedestrian and bicyclist crashes were at unsignalized intersections. These intersections may be a focus in further analysis. Figure 8 shows the results of the intersection analysis in the Newman study area.
Table 3 - Top 10 Intersections by Number of All Injury Crashes (2015-2024) No. Intersection Name Intersection
Type
All
Injury
Crashes
Fatal and
Serious
Injury
(FSI)
Crashes
Pedestrian
Crashes
Bicyclist
Crashes
1 HWY 33 (N ST) & MERCED ST Signalized 6 1 0 1
2 HWY 33 (N ST) & TULARE ST 1-way Stop 6 0 0 1
3 UPPER RD & HOYER RD/INYO AVE 3-way Stop 4 1 1 0
4 HWY 33 (N ST) N ST & KERN ST Signalized 4 0 0 0
5 HWY 33 (N ST) & JENSEN
RD/SHERMAN PKWY
2-way stop 4 0 0 0
6 HWY 33 (N ST) & INYO AVE 2-way Stop 4 0 1 0
7 SHERMAN PKWY & BALSAM DR 1-way stop 3 2 1 1
8 M ST & MERCED ST Signalized 3 0 0 0
9 EUCALYPTUS AVE & MERCED ST 1-way Stop 3 0 0 0
10 SHERMAN PKWY & HILLS FERRY
RD
1-way Stop 3 0 0 0
10 Figure 8 – Intersection Crash Analysis (2015-2024)
B
Appendix B
Newman Countermeasure
Toolkit
City of Newman Road Safety Action Plan
SAFETY COUNTERMEASURES TOOLKIT
TABLE OF CONTENTS
Introduction
I. Intersections and Crossings
1. Corner Redesigns
2. Crosswalk Visibility Enhancements
3. Enhanced Crossings
4. Convert Minor Way Stop Control to All Way Stop Control
5. Roundabouts
6. Bike Boxes
II. Improvements to Corridors and Travel Lanes
7. Medians
8. Narrow Travel Lanes
9. Road Diets
10. Guardrails
11. Multi-Use Trails
12. Bike Lanes
13. Sidewalks
14. Paved Shoulders
15. Wider Edge Lines
III. Speed Management
16. Horizontal Deflections
17. Vertical Deflections
18. Context Sensitive Speed Limits
19. Dynamic Speed Feedback Signs
20. Roadway Design Improvements at Curves
21. Speed Signage and Markings
22. Optical Speed Bars
IV. Signs and Signals
23. Signage Improvements at Curves
24. Signal Phasing/Timing Improvements
25. Stop Control Visibility
V. Road Surface Treatments
26. Rumble Strips
27. High Friction Surface Treatment
VI. Visibility
28. Lighting
29. High Visibility Pavement Markings
30. Retroreflective Traffic Signal Backplates
INTRODUCTION
SAFETY COUNTERMEASURES
The Newman Safety Countermeasures Toolkit is comprised of 30 countermeasures listed under six categories that are specifically intended to reduce likelihood or severity of crashes. It is important to note the countermeasures are organized around the primary applications and benefits, though some techniques cut across multiple categories.
The Toolkit also offers guidance on cost-effectiveness, appropriateness for different contexts, and anticipated safety benefits, including reducing speeds and separating roadway users in space and time.
HOW TO USE THE TOOLKIT
The Toolkit indicates the purpose and provides a description for each countermeasure, outlines safety benefits, identifies applicable street types and contexts, lists considerations for implementation, identifies target crash types and primary user groups, summarizes expected crash reduction, lists the range of cost and expected life span, and references where more information about the countermeasure can be found. The Toolkit is organized under the following structure:
[COUNTERMEASURE]
Purpose
Indicates the countermeasure’s main safety objective.
Description
Provides a brief depiction of the measure or measures.
Safety Benefits
Lists all the safety benefits that the implementation of the countermeasure could provide.
Street Types and Context
Lists all the applicable street types for the countermeasure and provides guidance on which context they should be implemented.
Considerations for Implementation
Suggests additional actions and elements to consider when implementing countermeasures in specific situations/context.
Target Crash Types
Identifies crash types the countermeasure relates to, including:
• Speeding-related – Occurs when a driver is traveling above the posted speed limit or too fast for the road and/or vehicle conditions.
• Head-on – Occurs when two drivers traveling in opposite directions crash front to front. • Rear-end – Occurs when one driver crashes with the back of another vehicle. • Intersection-related – Occurs at or near an intersection, often involving drivers turning, failing to yield, or running through red lights.
• Side impact/broadside – Occurs when a driver crashes into the side of another vehicle. • Roadway or lane departure – Occurs when a driver swerves out of the travel lane and crashes with an object, another vehicle, or leaves the roadway.
• Lighting conditions-related – Occurs when the weather or lighting conditions affect the visibility of road, leading to a crash.
• Pedestrian-related and/or bicyclist-related – Occurs when there is a pedestrian or a bicyclist involved in a crash.
Primary User Groups
Refers to the main road users that the countermeasure will be assisting. • Pedestrians
• Bicyclists
• Scooters
• Cars and sport utility vehicles (SUVS)
• Motorcycles
• Freight vehicles
Expected Crash Reduction
Refers to the anticipated decrease in the number of crashes resulting from the implementation of the countermeasure. This number is based on research, historical data, and analysis of past interventions. The Toolkit primarily refers to Crash Modification Factors (CMFs) used by the Federal Highway Administration (FHWA) to provide a quantitative measure of the expected safety impact of a specific countermeasure. CMFs are often derived from specific contexts and may not be transferable to all locations or conditions.
Cost
Indicates the magnitude of cost for the countermeasure’s implementation, taking into account the regular need for maintenance.
The cost is represented as a graphic scale from low to high ($ to $$$$) by highlighting the icons to indicate where the countermeasure falls within the scale. If more than one icon is highlighted it means that the cost falls within a range depending on factors such as number of elements and frequency of maintenance.
Expected Life Span
Provides a range of years for the utility of the countermeasure before needing to be updated or requiring major maintenance.
References
These include federal publications and manuals, research papers, and national design guidelines. Links to the relevant documents are included in each countermeasure section in case there is a need for more information and deeper understanding of the safety treatment.
I. INTERSECTIONS AND CROSSINGS
Intersections and pedestrian crossings are critical points in road safety as conflicts between different road users—including motorists, bicyclists, and pedestrians—are most frequent due to the number of movements, interactions, and decision points in the area.
Countermeasures under this category focus on infrastructure redesign, sign additions, and signal modifications/implementations. The application of these countermeasures can improve the clarity of vehicle movements and right-of-way, visibility, and speed management, and help provide safe, clear, and accessible paths.
The following countermeasures present a range of effort, cost, and impacts that can be applied to different intersection and crossing contexts, from small town intersections to rural highways. Whether retrofitting existing infrastructure or designing new intersections, these countermeasures help ensure that roads are safer, more efficient, and equitable for all users.
1. CORNER REDESIGN
Redesigning the corners shortens the crossing distance for people walking, reduces turning speeds, and improves sight distance between drivers and people crossing.
2. CROSSWALK VISIBILITY ENHANCEMENTS
Enhancing crosswalk visibility makes them more noticeable to approaching drivers which improves the yield compliance and safety for all users. Furthermore, they indicate preferred crossing locations for pedestrians.
3. ENHANCED CROSSINGS
Enhancing crossings increases driver yielding to pedestrians and bicyclists at uncontrolled crossings and improves access to key destinations.
4. CONVERT MINOR WAY STOP CONTROL TO ALL WAY STOP CONTROL Converting the intersections organizes right of way at intersections and better controls conflict points.
5. ROUNDABOUTS
Implementing roundabouts reduces vehicle speeds and conflicts associated with left turns at intersections.
6. BIKE BOXES
Installing bike boxes increases the visibility of bicyclists at intersections and reduces conflicts with turning vehicles.
1. CORNER REDESIGN
PURPOSE
Shorten the crossing distance for people walking, reduce turning speeds, and improve sight distance between drivers and people crossing.
DESCRIPTION
Treatments that narrow the intersection and reduce the radii of corners all contribute to tightening the intersection.
Curb extensions extend the sidewalk into the roadway at intersections.
Corner wedges use pre-cast curbs or flexible delineators and pavement markings on both sides of a crosswalk at an intersection to achieve a similar effect.
When these options are not possible, reducing corner radii helps tighten the intersection slightly and is effective to reduce turning speeds.
SAFETY BENEFITS
• Reduce vehicle speeds through visual narrowing and sharper turns • Shorten pedestrian crossing distances
• Increase pedestrian waiting areas at corners
• Improve sight distances and visibility
STREET TYPES AND CONTEXT
Applicable Street Types
Arterials, major and minor collector roads, and urban and rural local roads Location Guidance
Curb extensions are appropriate at intersections and can also be installed mid-block to reduce crossing distance and traveling speed. They are usually implemented in developed/higher density areas.
CONSIDERATIONS FOR IMPLEMENTATION
• Consider the turning needs of design vehicles. Corner radii should be as small as practicable, considering the effective radius of the turning vehicles.
• Road diets, daylighting efforts, and road functional class changes all present opportunities to tighten intersections.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
• Pedestrian-related crashes
• Speeding-related crashes
EXPECTED CRASH REDUCTION
A crash reduction factor has not yet been associated with curb extensions and turn wedges, though research indicates a reduction in crash severity associated with tighter corner radii.
COST
Treatments that narrow the intersection and reduce the radii of corners all contribute to tightening the intersection. $ $$ $$$ $$$$
EXPECTED LIFE SPAN
10-20 years
REFERENCES
• Module 3: Toolbox of Individual Traffic Calming Measures Part 2 | FHWA • Pedestrian Safety Guide and Countermeasure Selection System
2. CROSSWALK VISIBILITY ENHANCEMENTS
PURPOSE
Improve visibility of people in crosswalks for approaching drivers and indicate preferred crossing locations for pedestrians.
DESCRIPTION
Multiple methods can be used to increase the visibility of crosswalks. High-visibility crosswalk markings (e.g. continental or ladder patterns) are more visible to all road users from farther away compared to transverse line crosswalks. Reflective and durable materials such as thermoplastic tape should be used.
In-street signing (R1-6) can be added to enhance typical crossing signs (W11-2, W16-7P).
SAFETY BENEFITS
• Increase predictability of pedestrian crossing locations for drivers • Increase visibility of crossing locations for drivers
STREET TYPES AND CONTEXT
Applicable Street Types
Arterials, major and minor collector roads, and urban and rural local roads Location Guidance
Follow the California Manual on Uniform Traffic Control Devices (CA MUTCD) guidance for placement of all signs and markings.
In-street signs are appropriate on streets with a speed limit of 30 miles per hour or less and 2-3 lanes.
CONSIDERATIONS FOR IMPLEMENTATION
• In-street signs are most appropriate at mid-block locations. • Typical signs and marking are appropriate both mid-block and at intersections, particularly where the volume of pedestrians is high.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Pedestrian-involved Crashes
User Groups
Pedestrians, Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• 40% reduction in pedestrian injury crashes when implementing high-visibility crosswalks | CMF ID 4123. • 42% reduction in pedestrian crashes when implementing advance yield or stop markings and signs | CMF ID 9017.
COST
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
5-10 years
REFERENCES
• FHWA Proven Safety Countermeasures
• Manual of Uniform Traffic Control Devices
• Pedestrian Safety Guide and Countermeasure Selection System
3. ENHANCED CROSSINGS
PURPOSE
Increase driver yielding to pedestrians and bicyclists at uncontrolled crossings and improve access to key destinations.
DESCRIPTION
Enhanced crossings include rectangular rapid flashing beacons (RRFBs) and pedestrian hybrid beacons (PHBs). RRFBs are irregularly flashing LEDs mounted with pedestrian crossing signs at uncontrolled crossings. PHBs are mast arm-mounted beacons that, when activated, turn yellow and then red to give people walking, rolling, and biking the right of way. RRFBs can be solar powered or hard-wired to the electricity grid while PHBs can only be hard-wired. Both are controlled by a useractivated pushbutton or by a passive detection system that alerts drivers that a person is trying to cross.
Enhanced crossings are typically accompanied by high-visibility crosswalk pavement markings and can be further enhanced with advance stop bars or yield markings placed 20-50 feet in advance of a marked crosswalk.
Additional features that enhance crossings include pedestrian refuge islands, which allow people to cross one direction of traffic at a time and stop in the median space.
SAFETY BENEFITS
• Increase driver yielding
• Provide safer opportunities for people to cross busy roads • Increase pedestrian/bicycle visibility
• Reduce the risk of crashes at crossings on multi-lane roads
STREET TYPES AND CONTEXT
Applicable Street Types
RRFBs: Arterials and collectors with two lanes, modest posted speeds (35 mph or lower) and traffic volumes.
PHBs: Highways and arterials acting as village or town main streets with 4+ lanes.
Advance stop/yield markings and pedestrian refuge islands: All street types where a crossing exists.
Location Guidance
These measures are commonly placed at midblock locations. They are most applicable where there is demand for crossing (e.g., important destinations on either side of the road, at a trail crossing, etc.). PHBs can be placed where a warrant fortraffic signals is not met.
PHBs can be implemented at locations with high vehicle speeds or in roads with multiple lanes where it is challenging for pedestrians to cross safely. These crossings are also applicable when multi-use trails intersect with streets, especially at points with high pedestrian or bicyclist flows.
CONSIDERATIONS FOR IMPLEMENTATION
• PHBs are not common in the City of Newman; consider outreach efforts when implementing PHBs to educate drivers, pedestrians, and bicyclists.
• PHBs can be coordinated with existing traffic signals to minimize traffic impacts. • Other treatments like advance warning signs, refuge islands, or rectangular rapid flashing beacons may be more appropriate in locations with sight distance constraints. • In more densely populated areas (e.g.town centers), safe crossing opportunities, including enhanced crossings and controlled intersections, should be provided close together (i.e., as frequently as every 200 feet).
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Pedestrian-related Crashes, Bicyclist-related Crashes (particularly at trail crossings) User Groups
Pedestrians, Bicyclists, Scooters
EXPECTED CRASH REDUCTION
• RRFBs: 47% reduction in pedestrian crashes | CMF ID 9024. • PHBs: 55% reduction in pedestrian crashes | CMF ID 9020. • Advance stop lines: 25% reduction in vehicle/pedestrian crashes | CMF ID 9017. • Pedestrian refuge islands: 32% reduction in pedestrian crashes | CMF ID 8799.
COST
Costs are higher for PHBs compared to RRFBs and vary by site complexity. Advance stop lines are inexpensive and pedestrian refuge island cost can be low if temporary materials are used, or higher for permanent installations. $ $$ $$$ $$$$
EXPECTED LIFE SPAN
20 years for permanent pedestrian refuge island; 10 years for all others
REFERENCES
• FHWA Proven Safety Countermeasures
• Manual of Uniform Traffic Control Devices
• FHWA Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations • National Cooperative Highway Research Program (NCHRP) 562 & Transit Cooperative Research Program (TCRP) 112:
Improving Pedestrian Safety at Unsignalized Intersections • Pedestrian Safety Guide and Countermeasure Selection System
4. CONVERT MINOR ROAD STOP CONTROL TO ALL-WAY STOP CONTROL
PURPOSE
Organize right of way at intersections and better controls conflict points between users.
DESCRIPTION
Converting a minor road stop control to an all-way stop control involves changing an intersection where only the minor road is stopped to one where drivers from all approaching directions must stop. The measure includes installing stop signs on all approaches and adding pavement markings and warning signs where necessary.
SAFETY BENEFITS
• Reduce side-impact crashes
• Improve pedestrian safety
STREET TYPES AND CONTEXT
Applicable Street Types
Local rural and urban streets
Location Guidance
The control conversion can be applied on roads near schools, parks, or commercial areas orthose with overall high pedestrian volumes. Intersections with irregular designs can also benefit from an all-way stop control.
CONSIDERATIONS FOR IMPLEMENTATION
• Follow CAMUTCD guidance for implementation guidelines. • An all-way stop-controlled intersection can increase delays for some users at intersections.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Side-impact Crashes, Pedestrian and Cyclist-related Crashes User Groups
Pedestrians, Bicyclists, Scooters, Cars and SUVs, Motorcycles
EXPECTED CRASH REDUCTION
• 54% reduction in fatal/injury crashes | CMF ID 10524.
COST
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
5-10 years
REFERENCES
• Manual of Uniform Traffic Control Devices
5. ROUNDABOUTS
PURPOSE
Reduce drivers’ speeds and conflicts associated with left turns at intersections.
DESCRIPTION
A roundabout is a form of intersection with a circular design that helps traffic flow smoothly. Drivers entering the roundabout must yield to traffic already inside.
SAFETY BENEFITS
• Reduce vehicle speeds
• Reduce points of conflict
• Improve safety for pedestrians crossing
STREET TYPES AND CONTEXT
Applicable Street Types
Arterial, collector, and urban and residential local streets Location Guidance
Roundabouts can replace intersections controlled by signals, two- way stops, or all way stops in both urban and rural settings.
They can also be used at transitions from high-speed environments to low-speed roads.
CONSIDERATIONS FOR IMPLEMENTATION
• Implementation of roundabouts at existing intersections may require additional right-of-way. • Pedestrian crosswalks should be pulled back from the intersection for a safer crossing. • Destination signage should accompany the entry and exit points. • Curb radii design should accommodate all vehicles.
• Design should be accompanied by splitter islands or markings at the entry to the roundabout to clarify movements. • Roundabouts are not intuitive for pedestrians with a visual impairment. This can be addressed through alternative crosswalk placement, sound treatments, or othertechnologies to alert visually impaired pedestrians when it is safe to cross.
• Roundabouts can feel risky for bicyclists. Where possible, provide them with the option to share the lane with drivers or share the sidewalk with pedestrians.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Side-impact Crashes, Pedestrian-related Crashes
User Groups
Pedestrians, Bicyclists, Scooters, Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• 68% reduction in crashes when converting a high-speed (40-65 mph), rural intersection (4-leg) to roundabout. | CMF ID 4697.
• 36% reduction in crashes from conversion of stop and signal-controlled intersections into roundabouts | CMF ID 10084.
COST
The cost depends on the type of reconfiguration, construction, and drainage. $ $$ $$$ $$$$
EXPECTED LIFE SPAN
20-30 years, depending on the materials
REFERENCES
• NCHRP Roundabouts: An Informational Guide
• FHWA Roundabouts with Pedestrians and Bicycles
• Pedestrian Safety Guide and Countermeasure Selection System • FHWA Proven Safety Countermeasures
6. BIKE BOXES
PURPOSE
Improve visibility of bicyclists at intersections and reduce conflicts with turning vehicles.
DESCRIPTION
A bike box is a designated area at a signalized intersection that allows bicyclists to wait in front of traffic before the light turns green.
A two-stage left-turn (TSLT) box allows bicyclists to make a left turn in two signal phases instead of merging across traffic. Cyclists first ride straight to a marked waiting area, then proceed through the intersection in the new direction on the next green light
SAFETY BENEFITS
• Increase visibility of bicyclists at intersections
• Reduces conflict with turning vehicles
• Provide a head start for bicyclists when signals change • Prevents bicycles and motor vehicles from encroaching into pedestrian crosswalks
STREET TYPES AND CONTEXT
Applicable Street Types
Arterials, major and minor collector roads
Location Guidance
Appropriate at intersections with high volume of bicycle traffic or right-turning vehicles. Typically Installed on roads with existing bike lanes.
CONSIDERATIONS FOR IMPLEMENTATION
• Pavement marking and color (typically green) should be used to increase visibility. • Requires a “No-Turn-on-Red” restriction.
• Implement additional signage such as “Stop Here on Red”.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Bicycle-related Crashes, Intersection-related Crashes
User Groups
Bicyclists, Scooters
EXPECTED CRASH REDUCTION
A crash reduction factor has not yet been associated with bike boxes, though research indicates a reduction in right-hook conflicts.
COST
Low-cost implementation but may require maintenance.
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
5-10 years depending on pavement marking materials
REFERENCES
• Interim Approval for Optional Use of an Intersection Bicycle Box (IA-18) - Interim Approvals Issued by FHWA - FHWA MUTCD
II. IMPROVEMENTS TO CORRIDORS AND TRAVEL LANES
The configuration of a roadway and the design of travel lanes plays a crucial role in determining safety, traffic flow, and the user experience. Poorly designed or wide travel lanes can promote higher vehicle speeds, contribute to uncertainty of movements, and increase the risk of crashes. Conversely, optimized travel lane design can enhance safety by encouraging appropriate speeds, reducing the likelihood of crashes, and providing sufficient space for different road users.
Countermeasures focused on travel lanes and the configuration of the roadway aim to improve safety and efficiency by recalibrating lane widths, reconfiguring lane layouts, and implementing medians and other measures that guide drivers effectively. By ensuring that travel lanes are designed with all users in mind, this group of countermeasures help create safer, more balanced roadways that reduce crash risks.
7. MEDIANS
Medians organize opposing traffic and/or road users, determine access points, manage U-turns, and provide refuge for pedestrians crossing.
8. NARROW TRAVEL LANES
Narrowing the lanes encourages drivers to reduce their speed.
9. ROAD DIETS
Incorporating road diets reduces traffic speeds, organizes maneuvers, shortens pedestrian crossings, and/or reallocates space to other road users.
10. GUARDRAILS
Incorporating guardrails prevents vehicles from leaving the roadway and colliding with objects or natural features.
11. MULTI-USE TRAILS
Promote the safe interaction of pedestrians, bicyclists, and other non-motorized users between them and motorized vehicle users.
12. BIKE LANES
Implementing designated bicycle lanes separates bicyclists from motor vehicle traffic, increasing predictability and enhancing safety and comfort.
13. SIDEWALKS
Providing sidewalks separates pedestrians from motor vehicle traffic, improving their mobility and safety.
14. PAVED SHOULDERS
Paved shoulders can create a space for non-motorized users where a fully separated facility is not possible.
15. WIDER EDGE LINES
Having wider edge lines improves visibility of travel lane boundaries.
7. MEDIANS
PURPOSE
Organize opposing traffic and/or road users, determine access points, manage U-turns, and provide refuge for pedestrians crossing.
DESCRIPTION
Medians are longitudinal barriers that divide opposing traffic; they can be at road level or raised. Medians can visually break up long stretches of road and provide a sense of narrower lanes, encouraging slower driving. There are various measures that can separate opposing lanes.
SAFETY BENEFITS
• Reduce vehicle speeds of left-turning vehicles
• Reduce head-on crashes and/or lane departures
• Reduce pedestrian crash rates on multi-lane intersections and mid-block locations where there is a median refuge • Reducing incidents of speeding by visually narrowing the roadway. • Reducing mid-block crashes by controlling access across the roadway
STREET TYPES AND CONTEXT
Applicable Street Types
Urban and rural highways, arterial roads, and collectors Location Guidance
Medians are usually implemented on roads with high traffic volumes, higher speeds, and areas with a history of head-on collisions or left-turn crashes. They are also effective in urban and suburban areas that can benefit from better access management and organization of traffic flows and pedestrian crossings.
CONSIDERATIONS FOR IMPLEMENTATION
• A hardened centerline is a raised or textured strip running at the center of the road. • A median barrier is a vertical physical structure designed to redirect vehicles that strike it from either side. Barriers can be cabled, metal- beamed, or concrete.
• Consider access and flow management (i.e. turning movements and driveways access). • Consider road width and accessibility for emergency vehicles. • Consider accessibility and road legibility for pedestrians at intersections. • Medians can be complemented by landscaping and lighting to make roads safer and more enjoyable.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Lane Departure Crashes, Side-impact Crashes
User Groups
Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• 8% reduction in all fatalities due to head-on crashes (Fatality Analysis Reporting System). • 39% reduction in all crashes where a raised median was implemented | CMF ID 3034.
COST
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
10-40 years depending on measure, the material, environmental conditions, and maintenance
REFERENCES
• FHWA Proven Safety Countermeasures
• Hardened Centerlines and Turn Wedges – Official Website of Arlington County Virginia Government (arlingtonva.us)
8. NARROW TRAVEL LANES
PURPOSE
Encourage drivers to reduce their speed.
DESCRIPTION
Reducing the width of travel lanes makes drivers feel more constrained, causing them to slow down and drive more cautiously. This can be achieved through paint or by implementing vertical elements. By narrowing lanes, additional space can be created for other measures that accommodate other road users or infrastructure needs.
SAFETY BENEFITS
• Reduce drivers’ speeds
• Reduce severity of crashes
• Reduce crossing exposure for pedestrians at intersections • Allocate space for other road users
STREET TYPES AND CONTEXT
Applicable Street Types
Urban and rural collectors and local streets
Location Guidance
Narrow lanes are appropriate on roads with lanes that are too wide, or on roads with lower posted speed limits and on multilane roads with less traffic flow. Narrower lanes are recommended on roadways where larger vehicles do not typically operate. Narrower lanes are an important strategy in areas with a high volume of pedestrians and bicyclists.
CONSIDERATIONS FOR IMPLEMENTATION
• Lanes narrower than 11 feet are not recommended for streets with regular transit service and/or high volumes of truck freight.
• Lane widths must align with local ordinances or regulations. • Narrower lanes can be implemented as part of regular resurfacing and restriping.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Speeding-related Crashes, Pedestrian and Cyclist-related Crashes User Groups
Pedestrians, Bicyclists, Scooters, Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• 24% reduction in all crashes when converting 12 ft lanes to 11 ft | CMF ID 7825.
COST
Cost varies depending on the approach taken for the narrowing (paint, implementation of median or sidewalk extension). $ $$ $$$ $$$$
EXPECTED LIFE SPAN
5-20 years depending on if the approach pertains to road markings or rigid elements such as medians and/or curbs
REFERENCES
• FHWA Countermeasures
• NACTO Urban Street Design Guide
• SRTS Guide
9. ROAD DIETS
PURPOSE
Reduce traffic speeds, organize maneuvers, shorten pedestrian crossings, and/or reallocate space to other road users.
DESCRIPTION
A road diet entails narrowing or removing one or more travel lanes from a road to make the section more compact and/or multimodal. The reconfiguration aims to have a road that is easier to navigate and that safely accommodates flows and more types of road users.
SAFETY BENEFITS
• Reduce drivers’ speeds
• Reduce conflict points and crashes derived from them
• Reduce crossing exposure for pedestrians at intersections
STREET TYPES AND CONTEXT
Applicable Street Types
Arterial, collector, and main streets
Location Guidance
Road diets can be applied to multi-lane roads where there is excess roadway capacity and where there is a demand for pedestrian and bicyclist infrastructure. Road diets can also be located on roads that might benefit from dedicated left-turn lanes.
CONSIDERATIONS FOR IMPLEMENTATION
• Consider impacts to traffic operations and identify volume thresholds where road diets are appropriate. • Ensure that public transportation can still be accommodated.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Rear-end Crashes, Intersection-related Crashes
User Groups
Pedestrians, Bicyclists, Scooters, Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• 37% reduction in all crash types when converting a 4-lane undivided road to 2-lanes plus a turning lane | CMF ID 11231. • 47% reduction in all crash types when converting a 4-lane road to 3 lanes plus a center turn lane | CMF ID 2841.
COST
Costs vary depending on the approach taken and the length of the section. $ $$ $$$ $$$$
EXPECTED LIFE SPAN
Up to 20 years, depending on the approach
REFERENCES
• FHWA Road Diet Desk Reference
• FHWA Proven Safety Countermeasures
• Pedestrian Safety Guide and Countermeasure Selection System
10. GUARDRAILS
PURPOSE
Prevent vehicles from leaving the roadway and colliding with objects or natural features.
DESCRIPTION
Aguardrail is a safety barrierthatis placed along roadways to guide traffic and prevent vehicles from leaving the lane.
Guardrails can be made of steel,wood, or concrete and are designed to absorb the impact of a vehicle ifit happens to collide with it.
SAFETY BENEFITS
• Prevent roadway departures
• Minimize crash severity
• Protect vulnerable road users
• Enhance driver guidance
STREET TYPES AND CONTEXT
Applicable Street Types
Highways, freeways, arterials, and rural roads
Location Guidance
Guardrails are commonly placed along sharp curves, roadside areas without shoulders or recovery spaces, bridges and embankments with drop-offs. They should be installed in high-risk areas where vehicles are likely to depart from the roadway.
CONSIDERATIONS FOR IMPLEMENTATION
• Placement should be informed by high- speed and/or high-volume roads. • Placement should prioritize locations with frequent roadway departures.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Roadway Departure Crashes
User Groups
Pedestrians, Bicyclists, Scooters, Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• 8% reduction in all crash types when installing a w-beam guardrail or concrete barrier in principal arterials or freeways | CMF ID 8365.
• 24% reduction in all crash types when installing a guardrail at a bridge | CMF ID 557.
COST
Costs vary depending on the material selection and the length of the guardrail. $ $$ $$$ $$$$
EXPECTED LIFE SPAN
20-30 years
REFERENCES
• FHWA Proven Safety Countermeasures
• The Handbook of Road Safety Measures
11. MULTI-USE TRAILS
PURPOSE
Promote the safe travel of pedestrians, bicyclists, and othernon-motorized users by creating dedicated facilities that are separate from motorized vehicle users.
DESCRIPTION
A multi-use trail is a dedicated, shared pathway that accommodates non-motorized users, providing continuous and accessible routes. Multi-use trails, also referred to as side paths when located adjacent to a roadway, are separated from motor vehicle traffic through spatial and/or vertical barriers.
SAFETY BENEFITS
• Minimize conflicts between users
• Protect vulnerable road users
STREET TYPES AND CONTEXT
Applicable Street Types
Arterials, collectors, and rural highways
Location Guidance
Safety countermeasures should be placed both along the trail and at intersections. On the trail, proper signage, pavement markings, and lighting should be installed at entry points, along curves, and at steep grades.At intersections, advance warning signs and high-visibility crosswalks can alert both drivers and users about crossing points.
CONSIDERATIONS FOR IMPLEMENTATION
• Trail design should comply with ADA standards, incorporating tactile warning strips and accessible crossing features. • Design should incorporate comfort elements such as lighting, smooth pavement surfaces, shade, and water stations. • The traffic conditions related to speed, volume, and frequency of vehicles should inform the type of trail crossing treatment.
• Amenities such as landscaping and drinking fountains can increase the usability of trails.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Pedestrian-related and/or Bicycle-related Crashes
User Groups
Pedestrians, Bicyclists, Scooters, Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
A crash reduction factor has not yet been associated with multi-use trails.
COST
Costs vary depending on the material selection and the types of amenities included along the trail. $ $$ $$$ $$$$
EXPECTED LIFE SPAN
7-10 years
REFERENCES
• FHWA Evaluation of Safety, Design and Operation of Shared-Use Paths • Albuquerque Bikeways & Trails System Vision, Goals, and Policies
12. BIKE LANES
PURPOSE
Improve safety and comfort of bicyclists by providing dedicated space separate from motor vehicle traffic.
DESCRIPTION
Bike lanes are designated lanes on roads reserved exclusively for bicycle travel, marked by pavement striping, symbols, and signage.
Traditional bike lanes are one-way in each direction and use standard painted lanes.
Buffered bike lanes are similar to traditional bike lanes, but provide additional space (typically 3-5 feet) through a painted buffer between the bike lane and the adjacent vehicular travel lane.
Separated bike lanes are either one-way or two-way facilities which physically separate bicyclists from motor vehicles through barriers, such as curbs, planters, flexible posts, or parked vehicles.
SAFETY BENEFITS
• Reduces conflicts between bicyclists and motor vehicles • Increases visibility of bicyclists
STREET TYPES AND CONTEXT
Applicable Street Types
Arterials, major and minor collectors, local streets
Location Guidance
The type of bike lane to implement varies on the characteristics of the specific roadway.
CONSIDERATIONS FOR IMPLEMENTATION
• Maintain continuity of bicycle network when possible. • Consider separation or protection on higher-speed or higher-volume roads. • Can be integrated during street resurfacing, reconstruction, or reallocation of existing lane width.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Bicycle-related crashes, Speed-related Crashes
User Groups
Bicyclists, Scooters, Cars and SUVS, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• 53% reduction in bicycle/vehicle crashes when converting buffered bicycle lanes to a separated bicycle lane with flexible delineator posts | CMF ID 11296.
• 49% reduction in total crashes on urban 4-lane undivided collectors and local roads when implementing bicycle lanes. | CMF ID 10738 and 10742.
• 30% reduction in total crashes on urban 2-lane undivided collectors and local roads when implementing bicycle lanes. | CMF ID 10738 and 10742.
COST
Costs vary depending on the bicycle facility type.
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
7-10 years depending on materials, environmental conditions, and maintenance.
REFERENCES
• FHWA Proven Safety Countermeasures
• AASHTO Journal - AASHTO Releases 5th Edition of Comprehensive Bike Guide
13. SIDEWALKS
PURPOSE
Provides a dedicated space for pedestrians
DESCRIPTION
A sidewalk is a paved walkway for pedestrians that is separate from the street.
SAFETY BENEFITS
• Separate pedestrians from motor vehicles
• Increase predictability of pedestrian crossing locations for drivers • Improves access to destinations and promotes walking
STREET TYPES AND CONTEXT
Applicable Street Types
Arterials, major and minor collectors, local roads
Location Guidance
Sidewalks should be located on each side of the street, preferably with a curb.
CONSIDERATIONS FOR IMPLEMENTATION
• Sidewalks should be wide enough to accommodate two people walking side by side, a minimum of five feet, but a preference of six feet.
• Ensure design of sidewalk complies with accessibility guidelines, including PROWAG. • Sidewalks should be clear of debris and be maintained in good condition (minimal to no cracks or overgrowing plants) • Wider sidewalks can provide space for amenities, such as public seating and landscape, and improve pedestrian experience.
• Consider maintenance responsibilities and requirements for sidewalks.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Pedestrian-involved Crashes
User Groups
Pedestrians
EXPECTED CRASH REDUCTION
• 40% reduction in pedestrian crashes when installing sidewalks | CMF ID 11246.
COST
Costs can vary depending on materials, length of sidewalk, and presence of curbs. $ $$ $$$ $$$$
EXPECTED LIFE SPAN
20-30 years but requires maintenance.
REFERENCES
• FHWA Proven Safety Countermeasures
• Guidance Memorandum on Consideration and Implementation of Proven Safety Countermeasures | FHWA • Pedestrian Safety Guide and Countermeasure Selection System • Public Right of Way Accessibility Guidelines
14. PAVED SHOULDERS
PURPOSE
Create a space for non-motorized users where a fully separate facility is not possible.
DESCRIPTION
A paved shoulder on the edge of a roadway enhanced with paint markings to serve as a dedicated space for people walking and biking in rural environments. The recommended minimum clear width varies from 5 feet to 8 feet depending on the posted speed and traffic volume. The shoulder can be defined with an additional buffer space (18 inches to >4 feet),rumble strips, or colored/stamped pavement.
SAFETY BENEFITS
• Designates a space for non-motorized users, reducing crashes where pedestrians and bicyclists are struck on rural roadways
STREET TYPES AND CONTEXT
Applicable Street Types
Principal arterials to minor collectors and rural highways Location Guidance
Use where a rural cross-section currently exists and fully separated facilities (such as a shared use path or sidewalk) are not practical or possible due to current constraints.
CONSIDERATIONS FOR IMPLEMENTATION
• Paint must not obstruct visibility or interfere with traffic control devices or be confused with lane markings. • Markings should not interfere with the intended function of the shoulder.
If the shoulder is meant to accommodate bicyclists, additional considerations exist:
• Edge line markings may be extended through intersections and major driveways to bring additional awareness to the presence of pedestrians and bicyclists.
• If rumble strips are used, ensure a gap pattern is introduced to allow safe access into and out of the shoulder.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Pedestrian and Cyclist-involved Crashes
User Groups
Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
Adding shoulders and rumble strips are both Proven Safety Countermeasures for vehicle crashes. No conclusive evidence exists yet of the crash reduction for pedestrians and bicyclists specifically.
COST
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
20 years (shoulder) 10 years (markings)
REFERENCES
• FHWA Proven Safety Countermeasures
• http://www.pedbikesafe.org/PEDSAFE/
15. WIDER EDGE LINES
PURPOSE
Improve visibility of travel lane boundaries.
DESCRIPTION
Six-inch edge lines, rather than the minimum four-inch edge lines, can be applied to indicate the edge of the travel lane.
SAFETY BENEFITS
• Increase the visibility of the travel lane boundary
• Reduce the risk of roadway departure
STREET TYPES AND CONTEXT
Applicable Street Types
Multilane divided and undivided highways, two-lane highways and roads.
Location Guidance
Wider edge lines can be applied everywhere edge lines are required.
CONSIDERATIONS FOR IMPLEMENTATION
• Can be implemented in conjunction with otherroad surface improvements. • Can be installed over rumble strips to improve marking longevity. • Reflective markings will increase effectiveness in wet and dark conditions. • Six inches is the maximum normal line width per FHWA regulations.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Roadway departure crashes
User Groups
Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• 37% reduction in fatal and injury crashes on rural two-lane roads | CMF ID 4737.
COST
The cost of the countermeasure is low and can be lowered by integrating its implementation with ongoing marking maintenance and other resurfacing projects.
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
1-5 years depending on the marking type
REFERENCES
• FHWA Proven Safety Countermeasures
III. SPEED MANAGEMENT
Speed management is one of the most critical aspects of road safety, as excessive speeds significantly increase the likelihood and severity of crashes. The design and operation of a roadway has a direct influence on driver speeds; targeted speed management countermeasures can bring appropriate speeds that match the surrounding environment and road user needs.
The countermeasures under this category encompass a wide array of techniques, from physical interventions to regulatory measures. By introducing design elements that encourage drivers to slow down, and pairing these with appropriate signage, markings, and enforcement, roads become safer, and traffic becomes more predictable. Slower speeds not only reduce the frequency of crashes but also mitigate the severity of collisions when they do occur, making streets safer for all road users.
16. HORIZONTAL DEFLECTIONS
Having horizontal deflections forces drivers to reduce their speed to navigate roads safely.
17. VERTICAL DEFLECTIONS
Having vertical deflections prompt drivers to slow down and go at safer speeds.
18. CONTEXT SENSITIVE SPEED LIMITS
Adapting speed limits to their context reduces the risk of fatalities and serious injuries given the roadway type, users present, and the context.
19. DYNAMIC SPEED FEEDBACK SIGNS
Implementing dynamic speed feedback signs helps communicate safe driving speeds to drivers given the current roadway conditions and provide feedback to adjust their speed.
20. ROADWAY DESIGN IMPROVEMENTS AT CURVES
Improving roadside design at curves reduces drivers’ speeds, enhances safety and visibility at curves, and prevents collisions.
21. SPEED SIGNAGE AND MARKINGS
Having speed signs and markings increases driver awareness of the posted speed limit.
22. OPTICAL SPEED BARS
Having optical speed bars encourages drivers to reduce their speed.
16. HORIZONTAL DEFLECTIONS
PURPOSE
Force drivers to slow down and go at safer speeds.
DESCRIPTION
Various traffic calming measures create horizontal deflections that guide drivers to make lateral movements.
Pinch points are created by adding curb extensions on opposite sides of a street, creating a yield condition between opposing directions of vehicular traffic mid-block.
Chicanes are introduced by offsetting curb extensions mid-block, introducing a shift in the travel lane.
Traffic circles are small, roundabout-like features installed at unsignalized intersections.
SAFETY BENEFITS
• Reduce drivers’ speeds and create a calmer traffic environment • Improve driver attention as they must navigate shifts in the travel lane • Reduce the frequency and severity of crashes for all road users • Improve driver yielding to other road users and provide a more comfortable environment for bicyclists and pedestrians due to reduced speeds
STREET TYPES AND CONTEXT
Applicable Street Types
Local streets
Location Guidance
Horizontal deflections should generally be avoided on truck routes and where there is more than one lane of travel in each direction. Traffic circles can replace stop-controlled intersections and can be useful for transitioning traffic from high to lower speeds.
CONSIDERATIONS FOR IMPLEMENTATION
• Drainage may be an issue at pinch points and chicanes. • Curb extensions can be built as islands with a 1–2- foot gap from the curb to facilitate drainage flows. • The space created by horizontal deflection devices can be landscaped (e.g.,inside traffic circles and extensions)to beautify neighborhoods.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Speeding-related crashes
User Groups
Pedestrians, Bicyclists, Scooters, Cars and SUVs, Motorcycles
EXPECTED CRASH REDUCTION
A CMF has not been developed for horizontal deflections, but initial research indicates crashes may be reduced.
COST
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
10-20 years
REFERENCES
• NACTO Urban Street Design Guide
• FHWA Mini-Roundabouts Technical Summary
• https://pedbikesafe.org/PEDSAFE/
• ITE, A Guide to Vertical Deflection Speed Reduction
Techniques
17. VERTICAL DEFLECTIONS
PURPOSE
Force drivers to slow down and go at safer speeds.
DESCRIPTION
Vertical deflections include speed humps and speed tables, which are both raised pavement areas. A speed hump has a dome shape while a speed table has a flat top to limit disturbances to larger vehicles. Large yield triangles are marked on the sloped areas of both vertical deflection types to provide a visual warning for users.
SAFETY BENEFITS
• Reduce drivers’ speeds and create a calmer traffic environment • May reduce the frequency and severity of crashes for all road users • May improve driver yielding to other road users and provide a more comfortable environment for bicyclists and pedestrians due to reduced speeds
STREET TYPES AND CONTEXT
Applicable Street Types
Local streets
Location Guidance
Vertical deflections are best used on streets with lower vehicle speeds (30 mph and under) and lower volumes (9,000 vpd) where traffic calming is needed, such as near pedestrian and bicycle activity generators (i.e., schools, parks, trail crossings). They should not be placed on sharp curves.
CONSIDERATIONS FOR IMPLEMENTATION
• If the location where a vertical deflection is considered carries frequent emergency or heavy vehicles, speed cushions can be considered. This variation has wheel cutouts to allow large vehicles to pass through unaffected. However, this design may reduce the effectiveness of the countermeasure for other vehicles. • Consider impacts to roadway drainage when implementing vertical deflections.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Speeding-related crashes
User Groups
Pedestrians, Bicyclists, Scooters, Cars and SUVs, Motorcycles
EXPECTED CRASH REDUCTION
• Speed humps:40% reduction in injury crashes when installing speed humps. | CMF ID 132.
COST
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
10-20 years
REFERENCES
• NACTO Urban Street Design Guide
• FHWA Mini-Roundabouts Technical Summary
• https://pedbikesafe.org/PEDSAFE/
• ITE, A Guide to Vertical Deflection Speed Reduction Techniques
18. CONTEXT SENSITIVE SPEED LIMITS
PURPOSE
Reduce the risk of fatalities and serious injuries given the roadway type, users present, and the context.
DESCRIPTION
Speed is a fundamental factor in determining the outcomes of a crash, particularly if vulnerable road users are present.
Jurisdictions should set appropriate speed limits (which may be different than the statutory speed limit) to reduce the significant risk associated with crashes at higher speeds. The MUTCD no longer requires the 85th percentile speed and supports context sensitive speed limits. California Assembly Bill (AB) 43 (2021) gave greater flexibility to local jurisdictions to reduce speed limits on specific street types.
Several tools exist to aid in setting appropriate speed limits, including USLIMITS2, the NCHRP 966 report and the Safe System Approach.
SAFETY BENEFITS
• Reduced speed limits (appropriate to the context) can lead to measurable declines in speeds and crashes
STREET TYPES AND CONTEXT
Applicable Street Types
All street types
Location Guidance
Context sensitive speed limits are most appropriate in areas near schools/parks, commercial areas, and corridors with high bicycle/pedestrian volumes. Follow CA MUTCDguidance for placement of all speed limit signs and to conduct a compliant engineering study.
CONSIDERATIONS FOR IMPLEMENTATION
• Coordination withCaltrans is needed for any proposed speed limitreductions alongUS andCA highways.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
• Pedestrian and cyclist-involved crashes
• Speeding-related crashes
EXPECTED CRASH REDUCTION
• 40% reduction in fatal and serious injury crashes on rural roads when setting the speed limit to 5 mph below the 85th percentile speed study recommendations | CMF ID 10249.
COST
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
7-10 years
REFERENCES
• FHWA Proven Safety Countermeasures
• FHWA USLIMITS2
• NCHRP 966: Posted Speed Limit Setting Procedure and Tool • FHWA Safe System Approach for Speed Management
• NACTO City Limits: Setting Safe Speed Limits on Urban Streets • http://www.pedbikesafe.org/PEDSAFE/
19. DYNAMIC SPEED FEEDBACK SIGNS
PURPOSE
Communicate safe driving speeds to drivers given the current roadway conditions and provide feedback to adjust their speed.
DESCRIPTION
Speed feedback indicator signs measure speed and display feedback to drivers going above the posted speed through a digital messaging sign. Numbers typically flash on the screen if the current driver’s speed is faster than the speed limit.
SAFETY BENEFITS
• Increase driver awareness of the speed limit and of their own traveling speed
STREET TYPES AND CONTEXT
Applicable Street Types
Feedback signs are appropriate on all street types.
Location Guidance
Speed feedback indicator signs should be placed where speeding issues have been identified.
CONSIDERATIONS FOR IMPLEMENTATION
• Feedback signs can be permanently installed or portable.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Speeding-related crashes
User Groups
Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• Feedback indicator signs: 7% reduction in all crashes when implemented at high-crash curve sites | CMF ID 6886.
COST
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
5-10 years
REFERENCES
• FHWA Proven Safety Countermeasures
• NHTSA Countermeasures That Work
• http://www.pedbikesafe.org/PEDSAFE/
20. ROADWAY DESIGN IMPROVEMENTS AT CURVES
PURPOSE
Reduces drivers’ speeds, enhances safety and visibility at curves, and prevents collisions.
DESCRIPTION
Crash cushions soften the impact of a vehicle that crashes into it. They are usually placed at ends of guardrails and/or by stationary objects.
Slope flattening decreases the steepness of the embankments, allowing drivers to have better control of their vehicles and avoid obstacles.
Clear zones are areas alongside the road that are unobstructed where drivers can safely stop or regain control if lost.
Roadside barriers are structures designed to shield objects and/ or prevent vehicles from leaving the roadway. These can be cabled, metal-beamed or concreted.
Delineators are reflective posts or signs placed along the road to enhance visibility, define boundaries, and indicate road alignment changes.Rumble stripes on edge lines add sensationalfeedback on road delimitation to drivers. The delineators provide clearnavigation guidance to drivers
SAFETY BENEFITS
• Help recover vehicle control during runoffs
• Reduce collisions and rollover accidents
• Reduce collision severity by impact mitigation
• Increase visibility by eliminating obstacles and improving decision-making and road navigation
STREET TYPES AND CONTEXT
Applicable Street Types
Highways and rural roads
Location Guidance
These measures can be applied to roadswith significant elevation changes and on segments that need speed management.
They should also be implemented on curved approaches to intersections to encourage appropriate speeds and enhance visibility.
CONSIDERATIONS FOR IMPLEMENTATION
• Ensure proper placement of measures to effectively guide drivers; take into consideration sight distances and surrounding environment.
• Adding reflective materials can support visibility in low-light conditions.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Roadway departure, rollover, and side-impact crashes
User Groups
Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• 10% reduction in single-vehicle crashes when flattening side slopes from 1V:2H to 1V:4H | CMF ID 4623. • 22% reduction in crashes increasing the distance to roadside features from 3.3ft to 16.7ft (Elvik, R., and Vaa). • 44% reduction in crashes increasing the distance to roadside features from 16ft to 30ft (Elvik, R., and Vaa).
COST
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
5-10 years
REFERENCES
• FHWA Proven Safety Countermeasures
• The Handbook of Road Safety Measures
21. SPEED SIGNAGE AND MARKINGS
PURPOSE
Increase driver awareness of the posted speed limit.
DESCRIPTION
Speed legends, or in-road pavement markings indicating the speed limit, supplement the speed signs to serve as reminders for drivers to travel at the posted speed limit.
SAFETY BENEFITS
• Encourage reduced driving speeds, which can reduce the severity of crashes when they occur
STREET TYPES AND CONTEXT
Applicable Street Types
Highways, arterials, collectors, and local streets
Location Guidance
Follow CAMUTCD guidance for placement of all signs and markings. Increasing the frequency of speed limit signs may encourage reduced/safer speeds.
Speed pavement markings supplement speed limit signs and should be placed where speeding issues have been identified, particularly if the speed signage visibility may be limited (e.g. seasonally, overgrown vegetation).
CONSIDERATIONS FOR IMPLEMENTATION
• Adding speed pavement markings may be particularly effective atreminding users of the speed limit when a change in speed limit occurs, such as in transition zones.
• Increased costs of implementing and maintaining speed legends and speed signs.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Speeding-related crashes
User Groups
Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
A crash reduction factor has not yet been associated with in-road speed pavement markings or static speed limit signs.
COST
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
5-10 years
REFERENCES
• Speed Management: A manual for Local Rural Road Owners • http://www.pedbikesafe.org/PEDSAFE/
22. OPTICAL SPEED BARS
PURPOSE
Increases a driver’s perception of their speed resulting in them slowing. A reduction in speed results in fewer and less severe crashes.
DESCRIPTION
Optical speed bars serve as a visual aid to increase drivers’ perceived speed. These bars consist of a series of lines placed perpendicular to the direction of travel, with the spacing between them progressively reduced across the area where reduced speeding is desired.
SAFETY BENEFITS
• Reduce drivers’ speeds
• Reduce rear-end crashes
• Prevent loss-of-control crashes
STREET TYPES AND CONTEXT
Applicable Street Types
Highways, arterials, collectors, and local rural streets Location Guidance
Follow MUTCD guidance for placement of markings. Optical speed bars should be located where speed control is critical (i.e., approaching intersections, curves, or urban environments). They should not be used where there are no lane lines.
CONSIDERATIONS FOR IMPLEMENTATION
• Optical speed bars work best when accompanied by a vertical deflection countermeasure. • They are usually 2 inches to 4 inches wide.
• The overuse of optical speed bars can reduce their effectiveness.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Speeding-related crashes
User Groups
Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
A crash reduction factor has not yet been established for optical speed bars.
COST
Low-cost implementation but requires regular maintenance $ $$ $$$ $$$$
EXPECTED LIFE SPAN
3-6 years with regular maintenance required
REFERENCES
• FHWA Low Cost Treatments for Horizontal Curve Safety
• NCHRP Speed Reduction Techniques for Rural High-to-Low Speed Transitions • Manual on Uniform Traffic Control Devices (MUTCD)
IV. SIGNS AND SIGNALS
Traffic signs and signals are key for regulating road user behavior, conveying critical information, and ensuring an organized movement of drivers, bicyclists, and pedestrians. Properly designed and maintained signs and signals help reduce confusion, clarify right-of- way, and improve overall safety at intersections and along corridors.
Countermeasures within the category focus on optimizing their visibility and effectiveness to improve road safety. These interventions involve upgrading traffic signal phasing for better coordination and flow and enhancing signs and markings to support speed regulation.
This section of the toolkit presents a variety of strategies aimed at improving the function and effectiveness of signs and signals.
By guiding road users more effectively and ensuring compliance with traffic rules, these countermeasures help reduce crashes and enhance the predictability of road interactions.
23. SIGNAGE IMPROVEMENTS AT CURVES
Implementing signs at curves increases driver awareness of horizontal curves, including the direction and sharpness.
24. SIGNAL PHASING AND TIMING IMPROVEMENTS
Modifying signal operations improves safety and efficiency of intersections for vehicles and pedestrians and reduces conflicts between road users.
25. STOP CONTROL VISIBILITY
Enhancing stop control visibility reduces the likelihood of stop sign violations and improves traffic control at intersections.
23. SIGNAGE IMPROVEMENTS AT CURVES
PURPOSE
Increase driver awareness of curves, including the direction and sharpness.
DESCRIPTION
Signage that alerts drivers to the presence of curves such as advance curve warning signs and chevrons. Additional signage can include advisory speed signs.
SAFETY BENEFITS
• Increase driver awareness of upcoming curves
• Provide visual cue of curve edge
• Increase visibility of curve in dark conditions
STREET TYPES AND CONTEXT
Applicable Street Types
Collectors, arterials, and rural highways with curves
Location Guidance
Follow MUTCD guidance for placement of all signs.
CONSIDERATIONS FOR IMPLEMENTATION
• Oversized chevron signs and LED lights outlining the chevron symbol can be used to increase the noticeability of signs. • For greater visibility and crash reduction, use dynamic curve warning signs that light up in sequence as vehicles approach.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Roadway departure crashes
User Groups
Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• 16-30% reduction in fatal and injury crashes | CMF ID 2438 and CMF ID 71.
COST
Low-cost implementation but requires regular maintenance $ $$ $$$ $$$$
EXPECTED LIFE SPAN
5-10 years
REFERENCES
• FHWA Proven Safety Countermeasures
• Manual of Uniform Traffic Control Devices
• http://www.pedbikesafe.org/PEDSAFE/
24. SIGNAL PHASING/TIMING IMPROVEMENTS
PURPOSE
Improve safety and efficiency of intersections for vehicles and pedestrians and reduce conflicts between road users.
DESCRIPTION
Signal phasing modifications can improve the operational function of a street orintersection, making the traffic flow smoother and potentially reducing hazardous behaviors and conflicting movements.
Flashing yellow arrows (FYA) replace the solid green circle with a flashing yellow traffic signal head. This increases driver awareness to yield to oncoming traffic and provides the opportunity for protected left-turn phasing Protected turn signals provide a separate phase for turning traffic. This removes any conflicts with pedestrians or other vehicular traffic.
Leading Pedestrian Intervals (LPIs) give pedestrians a head start of a few seconds before adjacent vehicle traffic gets a green signal, making them more visible and improving crossing safety.
SAFETY BENEFITS
• Reduce movement conflicts
• Reduce speeds of turning vehicles
• Reduce crashes related to turning maneuvers
• Reduce rear-end collisions
• Enhance pedestrian safety by better managing turning vehicles • Reduce potential collisions caused by high-risk behaviors stemming from frustration due to queuing and delay
STREET TYPES AND CONTEXT
Applicable Street Types
All street types with signalized intersections
Location Guidance
Signal phasing modifications should address safety oroperational corridor needs. They can be implemented at intersections with a history of left-turn related crashes and/orqueuing.
Signal phasing modifications can be used at intersections with a heavy flow of pedestrians and/or bicyclists.
FYA can be implemented when traffic conditions in the oncoming traffic present gaps allowing drivers to make left turns. They should also be implemented where pedestrian flows are low to moderate.
Protected signal phasing is usually applied to major road approaches, two-way multi-lane roads, roads with a high number of left-turning vehicles and to roads with a history of turning-related crashes.
Leading pedestrian intervals are typically applied at intersections with high pedestrian volumes, frequent turning movements, complex signal phasing, or a history of pedestrian-vehicle conflicts.
CONSIDERATIONS FOR IMPLEMENTATION
• Follow CAMUTCD guidance for implementation.
• The road geometry should be able to accommodate an exclusive left turn lane. • Implementation may reduce intersection vehicle capacity. • Signaltiming changes at one intersection may impact otherintersections along a corridor and should be considered holistically.
• Consider driver’s knowledge and understanding of FYAs. If these are new to the urban orrural context, it is recommended to accompany them by a “Left Turn Yield on Flashing” (R10-12a) sign.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Intersection-related crashes, Rear-end Crashes, Side-impact Crashes User Groups
Pedestrians, Bicyclists, Scooters, Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• 14% reduction in crashes when installing left turn flashing arrow signals and supplemental traffic signs | CMF ID 7730. • 42% reduction in left turn crashes when changing from protected/permitted to protected only left turn signals during special time-of-day | CMF ID 2108.
• 14% reduction in overall crashes when changing permissive left-turn phasing to protective/permissive | CMF ID 4270. • 13% reduction in vehicle-pedestrian crashes when implementing a Leading Pedestrian Interval | CMF 9918 COST
Low-cost implementation but requires regular maintenance $ $$ $$$ $$$$
EXPECTED LIFE SPAN
15-20 years depending on environmental conditions, maintenance, and technology
REFERENCES
• FHWA Signalized Intersections Informational Guide
• FHWA Proven Safety Countermeasures
• Manual on Uniform Traffic Control Devices for Streets and Highways • NHTSA Countermeasures that Work
25. STOP CONTROL VISIBILITY
PURPOSE
Reduce the likelihood of stop sign violations and improve traffic control at intersections.
DESCRIPTION
Enhancing stop control visibility helps drivers clearly see stop signs or signals by making them more noticeable. Measures include:
Stop lines are horizontal road markings that indicate the point where a driver must stop.
Oversized stop signs are signs that are larger than the standard recommended size.
Stop sign beacons are red flashing lights that are attached to stop signs.
Advanced stop warning signs and beacons are placed ahead of an intersection to alert drivers of the upcoming stop.
Stop signs on both sides of the street to improve visibility.
Daylighting the intersection to prevent on-street parking from obstructing the stop signs.
SAFETY BENEFITS
• Reduce crashes at intersections
• Improve driver compliance
• Increase pedestrian/bicycle safety
• Reduce stop control violations
STREET TYPES AND CONTEXT
Applicable Street Types
Rural roads, local/residential streets
Location Guidance
These measures are commonly placed on roads where drivers may not expect to stop or at intersections with limited visibility. They can be placed on intersections with complex layouts.
CONSIDERATIONS FOR IMPLEMENTATION
• When installing these measures, assess how the visibility of the signs might be affected by time of day or weather conditions.
• Consider mechanisms to power flashing beacons and their appropriateness near residential properties • Ongoing maintenance costs for beacons, extra signs, and extra pavement markings
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Intersection Crashes,Rear-End Crashes, Side Impact/Broadside Crashes User Groups
Pedestrians, Bicyclists, Scooters, Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• Stop sign beacons:13% reduction in all crash types | CMF ID 457. • Advance stop lines: 25% reduction in vehicle/pedestrian crashes | CMF ID 9017.
COST
The cost of installation of signs and road markings is low, and the implementation cost of beacons is higher. $ $$ $$$ $$$$
EXPECTED LIFE SPAN: 5-10 years.
REFERENCES
• FHWA Proven Safety Countermeasures
V. ROAD SURFACE TREATMENTS
Road surface treatments, in addition to maintaining performance and longevity of pavement, enhance road safety as the features and condition of the road surface affects vehicle handling and braking.
Countermeasures focused on road surface treatments are designed to correct the course of vehicles that may be drifting out of their lane, enhance grip for vehicles, and reduce the likelihood of skidding or loss of control. Treatments that improve traction are particularly important during adverse weather conditions.
This section of the toolkit outlines effective road surface treatment strategies that help create safer driving conditions, reduce crash risk, and provide a more reliable and comfortable experience for all road users.
26. RUMBLE STRIPS
Longitudinal rumble strips alert drivers who have drifted from their lane due to distraction, drowsiness, or inattentiveness.
Transverse rumble strips enhance drivers’ decision-making and encourage them to lower their speeds.
27. HIGH FRICTION SURFACE TREATMENT
Creating friction on pavement creates better adherence between the vehicle tires and the roadway.
26. RUMBLE STRIPS
PURPOSE
Alert drivers who have drifted from their lane, enhance drivers’ decision-making, and encourage them to lower their speeds.
DESCRIPTION
Rumble strips are milled or raised elements on the pavement.
Longitudinal rumble strips are placed along the shoulder, the edge line, or at the center line of an undivided highway. Vibration and sound are created when rolled on with a vehicle that alerts the driver that their vehicle has left the travel lane.
Transverse rumble strips are placed across the roadway, perpendicularto the direction of travel. They offer audible and tactile speed feedback to drivers approaching a decision or conflict point further down the road.
SAFETY BENEFITS
• Enhance drivers’ awareness
• Reduce lane departure crashes
• Reduce vehicle speeds
STREET TYPES AND CONTEXT
Applicable Street Types
Rural highways. Center line rumble strips are appropriate on undivided facilities.
Location Guidance
Rumble strips can be co-located with pavement markings. They are most effective when systematically applied. If systemic application is not immediately possible, a crash analysis should inform priority locations.
CONSIDERATIONS FOR IMPLEMENTATION
• In locations where bicyclists are expected, gaps between segments of rumble strips allow safe crossing of the edge line. • Studies indicate no particular maintenance practices are required.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Roadway Departure Crashes (Edge Line), Head-on Crashes (Center Line), Speed-related Crashes, Intersection and Decision Point-related Crashes
User Groups
Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• 23-44% reduction in fatal and injury crashes on 2-lane rural roads when installing a centerline and shoulder strips | CMF ID 6851 and 6946.
COST
Rumble strips are a low-cost countermeasure that can be applied along with other corridor safety improvements and as part of reconstruction or resurfacing projects.
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
10 years
REFERENCES
• FHWA Proven Safety Countermeasures
• FHWA Decision Support Guide for the Installation of Shoulder and Center Line Rumble Strips on Non-Freeways • FHWA Factors Influencing Operating Speeds and Safety on Rural and Suburban Roads
27. HIGH FRICTION SURFACE TREATMENTS
PURPOSE
Increase the friction of the pavement for better adherence between the vehicle tires and the roadway.
DESCRIPTION
Pavement friction treatments, such as High Friction Surface Treatment (HFST), can increase friction and skid resistance by applying a layer of durable, anti-abrasion, and polish-resistant aggregate.
SAFETY BENEFITS
• Improves tire contact with roadway
• Addresses various types of crashes, acting as a cross-cutting measure
STREET TYPES AND CONTEXT
Applicable Street Types
All street types
Location Guidance
The most critical locations for enhanced friction and monitoring are where drivers are frequently turning, slowing, and stopping. Horizontal curves, interchange ramps, and approaches to intersections and crossings should be the primary targets.
CONSIDERATIONS FOR IMPLEMENTATION
• HFST is applied on existing pavement, which should therefore be structurally stable to ensure longevity of the treatment.
• Pavement frictions should be measured, monitored and maintained over time.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Roadway Departure Crashes, Rear-End Crashes
User Groups
Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• 49% reduction in injury crashes along horizontal curves | CMF ID 10333.
COST
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
10 years
REFERENCES
• FHWA Proven Safety Countermeasures
VI. VISIBILITY
Visibility influences how well road users can see and respond to the road’s layout and configuration and to other road users. Poor visibility resulting from weather conditions, poor lighting, low contrast markings, or obstructed sightlines can lead to delayed reactions from road users, increasing crash risk.
Countermeasures in this section are designed to enhance how road users perceive and navigate the streets and their surroundings. The measures range from improving lighting to enhancing road markings and signs. These techniques enhance guidance and awareness, especially during adverse weather conditions or nighttime, making interactions on the road safer.
28. LIGHTING
More and better lighting increases visibility on the roadway for all users, particularly at crossings and intersections.
29. HIGH VISIBILITY PAVEMENTS MARKINGS
Implementing high visibility markings improves guidance information by enhancing the visibility of lane markings and striping.
30. RETROFLECTIVE TRAFFIC SIGNAL BACKPLATES
Implementing retroreflective backplates improves visibility of traffic signals.
28. LIGHTING
PURPOSE
Increasing visibility on the roadway for all users, particularly at crossings and intersections.
DESCRIPTION
Rural highway lighting increases the visibility of potential hazards or other users along roadway segments.
Intersection lighting illuminates spot locations at intersections or pedestrian crossings and can increase personal safety in addition to increasing visibility.
SAFETY BENEFITS
• Increase the visibility of road users and hazards within the lighting coverage area
STREET TYPES AND CONTEXT
Applicable Street Types
All street types
Location Guidance
Light posts must be placed outside of the clear zone on high-speed roadways to reduce the risk of fixed-object crashes. Light posts within the clear zone should be equipped with breakaway features or shields.
Lighting is most important at intersections and crossings where users make decisions and have a higher degree of interaction.
When illuminating crosswalks, place luminaries in a forward position to avoid back-lighting pedestrians and creating a silhouette effect.
CONSIDERATIONS FOR IMPLEMENTATION
• Consider engaging with underserved communities to identify locations where lighting would most advance wider community goals, such as personal safety or increasing access to destinations. • Evaluate electrical connections and utilities needs and options for solar lighting. • Consider placing lighting in a way that reduced spillover and light pollution.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Lighting conditions-related
User Groups
Pedestrians, Bicyclists, Scooters, Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• 42% reduction in nighttime vehicle and pedestrian injury crashes at intersections | CMF ID 436. • 38% reduction in nighttime injury crashes at intersections | CMF ID 433.
COST
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
20 years
REFERENCES
• FHWA Proven Safety Countermeasures
29. HIGH VISIBILITY PAVEMENT MARKINGS
PURPOSE
Improve guidance information by enhancing visibility of lane delimitations and markings.
DESCRIPTION
Reflective pavement markings are a type of road marking that is more durable than regular paint. The markings are bright and reflective, improving the visibility for road users, and provide a rumble effect when drivers deviate from their lane.
Raised pavement markers (RMPs) are small, often reflective devices used to mark lane boundaries and other areas that need to be highlighted.
SAFETY BENEFITS
• Reduce risk of crashes caused by poor visibility by facilitating navigation at nighttime and in adverse weather conditions • Reduce crashes by roadway departure
STREET TYPES AND CONTEXT
Applicable Street Types
Highways, arterials, collector, local, rural roads, and school zones Location Guidance
Follow MUTCDguidance for placement of road markings. RMPs should be placed on roads with poor light, with a history of crashes, and on curves, and should supplement centerlines and edge lines.
CONSIDERATIONS FOR IMPLEMENTATION
• Visibility markings require regular maintenance to remain visible. • RMPs should match the color of the lines.
• Spacing between RPMs varies based on street type and speed limit.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Lane Departure Crashes, Intersection-related Crashes, Lighting Conditions-related Crashes User Groups
Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• 24% reduction in nighttime crashes on rural areas where RMPs were implemented | CMF ID 5502. • 10% reduction in crashes where reflective pavement markings were applied | CMF ID 9812.
COST
The cost of the implementation of the countermeasure is low, but the cost of maintenance adds up over time. $ $$ $$$ $$$$
EXPECTED LIFE SPAN
15 years
REFERENCES
• FHWA Guidelines for the Use of Raised Pavement Markers • Manual of Uniform Traffic Control Devices
30. RETROFLECTIVE TRAFFIC SIGNAL BACKPLATES
PURPOSE
Improve visibility of traffic signals.
DESCRIPTION
A retroreflective backplate creates a yellow border (1 to 3 inches wide) on the signal’s backplate to enhance the visibility for drivers.
SAFETY BENEFITS
• Improve visibility of signals at night and/ or in adverse weather conditions • Makes signals more visible at a distance, giving drivers more time to react • Reduce crashes at intersections
STREET TYPES AND CONTEXT
Applicable Street Types
All streets with signalized intersections
Location Guidance
Retroreflective traffic signal backplates are most effective in low-light environments, high-speed roads, and at intersections with high crash rates.
CONSIDERATIONS FOR IMPLEMENTATION
• This measure is most effective as part of a comprehensive approach to safety improvements. • Not all signal structures support the implementation of the retroreflective border.
TARGET CRASH TYPES AND PRIMARY USER GROUPS
Applicable Crash Types
Lighting Conditions-related Crashes
User Groups
Cars and SUVs, Motorcycles, Freight Vehicles
EXPECTED CRASH REDUCTION
• 15% reduction in all crashes when adding 3-inch yellow reflective sheeting to signal backplates | CMF ID 1410.
COST
$ $$ $$$ $$$$
EXPECTED LIFE SPAN
15 years
REFERENCES
• FHWA Proven Safety Countermeasures
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C
Appendix C
SS4A Self-Certification
Eligibility Worksheet
SS4A Self-Certification Eligibility Worksheet | Page 2 of 5 Action Plan Components
For each question below, answer “YES” or “NO.” If “YES,” list the relevant plan(s) or supporting documentation that address the condition and the specific page number(s) in each document that corroborates your response. This form provides space to reference multiple plans, but please list only the most relevant document(s).
1. Leadership Commitment and Goal Setting
Are BOTH of the following true?
• A high-ranking official and/or governing body in the jurisdiction publicly committed to an eventual goal of zero roadway fatalities and serious injuries; and • The commitment includes either setting a target date to reach zero OR setting one or more targets to achieve a reduction in roadway fatalities and serious injuries by a specific date.
YES
NO
Note: This may include a resolution, policy, ordinance, executive order, or other official announcement from a high-ranking official and the official adoption of a plan that includes the commitment by a legislative body.
If “YES,” please list the relevant document(s) and page number(s) that corroborate your response.
Document Title Page Number(s)
2. Planning Structure
To develop the Action Plan, was a committee, task force, implementation group, or similar body established and charged with the plan’s development, implementation, and monitoring? YES
NO
Note: This should include a description of the membership of the group and what role they play in the development, implementation, and monitoring of the Action Plan.
If “YES,” please list the relevant document(s) and page number(s) that corroborate your response.
Document Title Page Number(s)
SS4A Self-Certification Eligibility Worksheet | Page 3 of 5
3. Safety Analysis
Does the Action Plan include ALL of the following?
• Analysis of existing conditions and historical trends to provide a baseline level of crashes involving fatalities and serious injuries across a jurisdiction, locality, Tribe, or region; • Analysis of the location(s) of crashes, the severity, contributing factors, and crash types; • Analysis of systemic and specific safety needs, as needed (e.g., high-risk road features or specific safety needs of relevant road users); and,
• A geospatial identification (geographic or locational data using maps) of higher risk locations.
YES
NO
Note: Availability and level of detail of safety data may vary greatly by location. The Fatality and Injury Reporting System Tool (FIRST) provides county- and city-level data. When available, local data should be used to supplement nationally available data sets.
If “YES,” please list the relevant document(s) and page number(s) that corroborate your response.
Document Title Page Number(s)
4. Engagement and Collaboration
Did development of the Action Plan include ALL of the following activities? • Engagement with the public and relevant stakeholders, including the private sector and community groups;
• Incorporation of information received from the engagement and collaboration into the plan; and • Coordination that included inter- and intra-governmental cooperation and collaboration, as appropriate.
YES
NO
Note: This should include a description of public meetings, participation in public and private events, and proactive meetings with stakeholders.
If “YES,” please list the relevant document(s) and page number(s) that corroborate your response.
Document Title Page Number(s)
SS4A Self-Certification Eligibility Worksheet | Page 4 of 5
5. Policy and Process Changes
Are BOTH of the following true?
• The plan development included an assessment of current policies, plans, guidelines, and/or standards to identify opportunities to improve how processes prioritize safety; and • The plan discusses implementation through the adoption of revised or new policies, guidelines, and/or standards.
YES
NO
Note: This may include existing and/or recommended Complete Streets policy, guidelines for community engagement and collaboration, policy for prioritizing areas of greatest need, local laws (e.g., speed limit), design guidelines, and other policies and processes that prioritize safety.
If “YES,” please list the relevant document(s) and page number(s) that corroborate your response.
Document Title Page Number(s)
6. Strategy and Project Selections
Does the plan identify a comprehensive set of projects and strategies to address the safety problems in the Action Plan, with information about time ranges when projects and strategies will be deployed, and an explanation of project prioritization criteria?
YES
NO
Note: This should include one or more lists of community-wide multi-modal and multi-disciplinary projects that respond to safety problems and reflect community input and a description of how your community will prioritize projects in the future.
If “YES,” please list the relevant document(s) and page number(s) that corroborate your response.
Document Title Page Number(s)
SS4A Self-Certification Eligibility Worksheet | Page 5 of 5
7. Progress and Transparency
Does the plan include BOTH of the following?
• A description of how progress will be measured over time that includes, at a minimum, outcome data.
• The plan is posted publicly online.
YES
NO
Note: This should include a progress reporting structure and list of proposed metrics.
If “YES,” please list the relevant document(s) and page number(s) that corroborate your response.
Document Title Page Number(s)
8. Action Plan Date
Was at least one of your plans finalized and/or last updated between 2020 and June 26, 2025? YES
NO
Note: Updates may include major revisions, updates to the data used for analysis, status updates, or the addition of supplemental planning documents, including but not limited to an ADA Transition Plan, one or more Road Safety Audits conducted in high-crash locations, or a Vulnerable Road User Plan.
If “YES,” please list your most recent document, date of finalization, and page number(s) that corroborate your response.
Document Title Date of Most
Recent Update Page Number(s)
Agenda Item: 10. b.
Honorable Mayor and Members
of the Newman City Council
City Council Meeting
of March 24, 2026
APPROVE AND AUTHORIZE THE CITY MANAGER OR DESIGNEE TO EXECUTE THE
CALIFORNIA GOVERNOR'S OFFICE OF EMERGENCY SERVICES AGREEMENT FOR THE
TEMPORARY TRANSFER OF VEHICULAR EQUIPMENT A TYPE III FIRE ENGINE RECOMMENDATION:
Staff recommends that the City Council Adopt Resolution No. 2026- , a resolution approving and authorizing the City Manager or designee to execute the California Governor's Office of Emergency Services agreement for the temporary transfer of vehicle equipment, a Type-III Fire Engine.
BACKGROUND:
On March 4, 2026, the California Governor's Office of Emergency Services (Cal-OES) Fire and Rescue Division provided the City of Newman Fire Department with an agreement for the temporary transfer of a Type III fire engine. This apparatus is designed for mutual aid, multiple-alarm incidents, emergency response, and temporary standby for the City's regular apparatus. The proposed agreement will become effective on April 3, �026.
ANALYSIS:
If approved, the City of Newman will receive a 2008 !TL/Central States Model 34 fire engine, designated as vehicle 4312. By accepting this equipment, the City agrees to the following key responsibilities:
1. Housing and maintenance: The City must adequately house the apparatus in an enclosed, secure structure to protect it from inclement weather and theft.
2. Repairs: The City is responsible for routine maintenance and individual repair items costing up to $100.00.
The State covers repair items exceeding $100.00 on a $100.00 deductible basis, provided the damage is not due to the City's misuse or negligence.
3. Staffing and deployment: The City must provide trained personnel to operate the engine. For out-of-county assignments, staffing is expected to be four trained fire personnel. The engine may be assigned to out-of-area emergency incidents for up to 14 days, plus travel time.
4. Personnel qualifications: Staff assigned to the engine must meet wildland fire and Incident Command System (ICS) standards, specifically requiring an Engine Boss, an Engineer, and a Type 1 or 2 Firefighter.
5. Equipment: The City is responsible for providing its personnel with standard firefighting personal protective equipment (PPE) and other required specialized gear.
FISCAL IMPACT:
The Cal-OES apparatus being transferred to the City is valued at $242,000.00, with an additional $30,000.00 in included hose and appliance inventory. There is no acquisition cost to the City; however, the City will incur ongoing costs related to insurance, minor maintenance, and staffing. The agreement requires the City to maintain liability and property damage insurance with a combined single limit of $1,000,000.00 per occurrence, naming the State of California as an Additional Insured. The City must also provide physical damage and collision coverage, naming the State as a loss payee.
CONCLUSION:
The temporary transfer of Cal-OES Fire Engine - 4312 represents a strategic opportunity to enhance the City's emergency response capabilities at a minimal cost. By securing this Type III apparatus, the Fire Department gains a critical resource for mutual aid, wildland fire incidents, and temporary standby during routine maintenance of existing fleet vehicles. While the City assumes responsibility for insurance, housing, and minor maintenance, the operational benefits of the integrated emergency equipment, valued at over $272,000, significantly outweigh the associated fiscal impacts. Staff recommends approval to ensure the Department remains well-equipped to serve both the local community and the broader regional emergency network.
ATTACHMENTS:
1. Resolution No. 2026- , Approving and Authorizing the City Manager or Designee to Execute the California Governor's Office of Emergency Services Agreement for the Temporary Transfer of Vehicular Equipment, a Type III Fire Engine
2. Cal-OES Agreement for Temporary Transfer of Vehicular Equipment-Type III Engine Respectfully submitted,
~ (L---
Fire Chief
REVIEWED/CONCUR:
Michael Holland
City Manager
Agenda Item: 10. b.
RESOLUTION NO. 2026-
A RESOLUTION OF THE CITY OF NEWMAN CITY COUNCIL APPROVING AND
AUTHORIZING THE CITY MANAGER OR DESIGNEE TO EXECUTE THE
CALIFORNIA GOVERNOR'S OFFICE OF EMERGENCY SERVICES AGREEMENT FOR
THE TEMPORARY TRANSFER OF VEIDCULAR EQUIPMENT A TYPE III FIRE ENGINE
WHEREAS, the City of Newman Fire Department is a public agency located in the County of Stanislaus, State of California; and
WHEREAS, the Fire Department desires to provide mutual aid assistance to other agencies; and WHEREAS, the Fire Department has in its employ Fire Department response personnel, including a Fire Chief, Fire Battalion Chiefs, Fire Captains, Fire Engineers, Firefighter/EMTs, and Firefighters; and
WHEREAS, the Fire Department will staff the assigned Type III fire engine provided by the Office of Emergency Services; and
WHEREAS, the Governor's Office of Emergency Services will temporarily transfer the Type III fire engine for use by the Fire Department; and
NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Newman hereby adopts the resolution authorizing overtime and portal-to-portal pay for employees.
The foregoing resolution was introduced at a regular meeting of the City Council of the City of Newman held on the 24th day of March, 2026 by Council Member _____ ______ , who moved its adoption, which motion was duly seconded and the resolution was adopted by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
ATTEST:
Mike Maier,
City Clerk of the City of Newman,
County of Stanislaus, State of California
APPROVED:
Casey Graham,
Mayor of the City of Newman,
County of Stanislaus, State of California
GA VIN NEWSOM
GOVERNOR
March 3, 2026
Keith Bowen, Fire Chief
City of Newman Fire Department
93 8 N. Street
Newman, CA 95360
Dear Chief Bowen:
CAROLINE JACOBS
DIRECTOR
You will find enclosed two copies of Assignment of Equipment Form, and Agreement for Temporary Transfer of Vehicular Equipment covering the assignment of Cal OES Fire Engine No. 4312 to the City of Newman Fire Department. The agreement is effective April 3, 2026.
Please have the authorized official sign both copies of the above-mentioned documents and return one original set to our office.
NOTE 1: Cal OES cannot assign the apparatus to your agency until this signed agreement is returned.
It is required that this office be furnished with a Certificate of Insurance, or a letter certifying self-insurance, in accordance with Paragraph 11 of the Agreement for Temporary Transfer of Vehicular Equipment.
If you have any questions regarding this assignment, please feel free to contact our office.
Sincerely,
BRIAN S. MARSHALL
State Fire and Rescue Chief
Enclosures
Cc: Eric Walder, Region IV Fire and Rescue Coordinator
Chris Parnell, Operational Area Coordinator
Sam Marouk, Cal OES Deputy Chief, Operations
Eric Petterson, Cal OES Assistant Chief
3650 SCHRIEVER AVENUE • MATHER, CA 95655
FIRE AND RESCUE DIVISION
PHONE: (916) 845-8711 • FAX: (916) 845-8396
State of Calitomia
GOVERNOR'S OFFICE OF EMERGENCY SERVICES
Fire and Rescue Division
AGREEMENT FOR
TEMPORARY TRANSFER OF VEHICULAR EQUIPMENT-TYPE III ENGINE THIS AGREEMENT, entered into this 3rd day of April, 2026, by and between the ST ATE OF CALIFORNIA acting by and between its duly appointed, qualified and acting Director of the Governor's Office of Emergency Services, hereinafter called the "STATE," and the City of Newman Fire Department, acting by and through its duly appointed, qualified and acting officers, hereinafter called "TRANSFEREE",
W I T N E S S E T H:
IT IS HEREBY MUTUALLY AGREED between the parties hereto as follows:
1. The ST ATE hereby transfers possession to TRANSFEREE and TRANSFEREE hereby accepts possession from ST ATE of the fire apparatus and equipment listed on the attached Exhibit "A" which is by this reference made a part hereof, for the period commencing April 3, 2026, for the following all-risk events, emergency incidents, civil defense, and disaster purposes, namely:
Mutual aid, multiple alarm events and emergency incidents, emergency incidents threatening properties vital to national defense or important military installations, parades and displays, training of regular, volunteer and auxiliary firefighters and temporary standby for assignee's regular apparatus and the regular apparatus of other departments while out of service for repairs.
a. Vehicle Description: 2008 !TL/CENTRAL ST ATES Model 34 Vehicle Designation: 4312
Vehicle License Number: 1300482
Vehicle Identification Number: 1HTWEAZR98J553418
Value of Vehicle: $242,000.00
Value of Hose and Appliances: $30,000.00
b. Equipment inventories (Exhibit "A") may by mutual concurrence of the STATE and TRANSFEREE be changed during the term of this agreement, utilizing property accountability procedures established or approved by the State.
2. Housing, Maintenance, Repair and Replacement. During the term of this transfer, TRANSFEREE agrees to adequately house in a enclosed secure structure, staff, operate, maintain and repair ( consistent with section 2 b.) said fire apparatus and equipment (hereinafter collectively referred to as "the apparatus" except where it is desired to refer to equipment alone, in which case the term "equipment" is used) at its sole cost and expense, save as otherwise expressly provided in this agreement. Apparatus shall be housed on property of the TRANSFEREE in a manner to provide reasonable protection against inclement weather, sabotage, theft or malicious damage. Apparatus shall be maintained in such condition that it is available for immediate emergency use, and at the same standard as other emergency apparatus operated by TRANSFEREE. Maintenance shall include care of hose, batteries, tires, appliances, lubrication and fuel, general cleaning and polishing, minor body repairs and periodic testing. Repairs shall include, without being limited to, motor tune-ups, pump repairs, transmission, differential and all running gears, brake and exhaust systems, cooling devices 1 5/2018
Agreement for Temporary Transfer of Vehicular Equipment-Type III Engine State of California
GOVERNOR'S OFFICE OF EMERGENCY SERVICES
Fire and Rescue Division
including radiator, pump packing, equipment assigned to apparatus and so forth. a. Repairs to the extent of $100.00 for each individual item of repair shall be the responsibility of TRANSFEREE.
b. Repairs to the extent that they exceed $100.00 for each individual item of repair shall be the responsibility of STATE on a $100.00 deductible basis, unless in the judgment of the ST A TE the same results from misuse or negligence on the part of TRANSFEREE in the maintenance or use of the apparatus, in which event the cost of each such item of repair above $100.00 shall also be the responsibility of TRANSFEREE. In no event shall TRANSFEREE arrange for repairs costing above $100.00 for any item of repair, whether it deems the same to be the responsibility of ST ATE or TRANSFEREE, without first obtaining authorization in writing from the Governor's Office of Emergency Services, Fire and Rescue Division. c. Notwithstanding the foregoing, replacement of hose, batteries and tires shall be the responsibility of ST A TE, save to the extent ST A TE deems damage thereto to be the result of . negligence or misuse on the part of TRANSFEREE, in which event TRANSFEREE will bear such portion of the replacement cost thereof as the STATE deems equitable. Procurement of tires, hose and batteries is subject to State fiscal policies and procedures, and written approval must be obtained by the Governor's Office of Emergency Services, Fire and Rescue Division prior to procurement.
d. Maintenance and repairs must be requested and authorized pursuant to Cal OES Fire and Rescue Division Operations Bulletin # 18, which is here by incorporated into this agreement by reference. The Transferee shall replace the out of service CAL OES apparatus with a Type III engine from the transferee's fleet during the time that the CAL OES apparatus is out of service. The temporary engine must meet the typing requirements identified in FIRESCOPE 420-1 and the California Fire Assistance Agreement Exhibit B. e. Repair or replacement of the apparatus transferred hereunder which is consumed, lost, stolen, damaged or destroyed during mutual aid operations when ST A TE has dispatched or directed the dispatch of said apparatus through Regional or Operational Area Fire and Rescue Coordinators, or when ST A TE has reassigned said apparatus pursuant to the provisions of paragraph 10 of this agreement, shall be the responsibility of ST A TE, providing that any such loss or damage is due to the negligence of TRANSFEREE under such circumstances, TRANSFEREE shall be liable therefore to the extent that the ST A TE deems equitable.
TRANSFEREE agrees that it will assume responsibility in full for the repair or replacement of equipment which has been consumed, lost, stolen, damaged or destroyed in operations other than referred to in this paragraph.
3. Inspection of Apparatus. TRANSFEREE agrees that representatives of the Governor's Office of Emergency Services, Fire and Rescue Division and other authorized State personnel may inspect the apparatus at any time
4. Staffing. Reasonable and continual training shall be carried on so that trained personnel shall at all times be available to staff and operate said apparatus. The TRANSFEREE shall provide personnel to staff the assigned apparatus per FIRESCOPE ICS standards with the expectation of staffing with four trained fire personnel for out of county assignments. The Cal 2 5/2018
Agreement for Temporary Transfer of Vehicular Equipment-Type III Engine State of California
GOVERNOR'S OFFICE OF EMERGENCY SERVICES
Fire and Rescue Division
OES engine may be assigned to out of area assignments for up to 14 days, plus travel time.
When local government personnel, staffing Cal OES apparatus, are committed to extended assignments there may be a need to replace or rotate personnel. Personnel rotation will follow the direction outlined in the California Fire Assistance Agreement when assigned to an incident within California. Crew rotation for incidents outside of California shall be consistent with the appropriate forest's agencies policy and coordinated by Cal OES.
5. Personal Protective Equipment (PPE) and Specialized Equipment. In addition to providing the standard complement of firefighting PPE, it shall be the TRANSFEREE'S responsibility to provide its personnel with all other PPE that may be required by NFP A 1901, other NFP A Standards, and California Title 8. This shall include, but not be limited to, one Traffic Vest (ANSI / ISEA 207) for each seating position. In addition, we recommend chainsaw chaps be provided.
6. Training. Personnel assigned shall meet wildland fire and ICS standards established in the California Incident Command Certification System (CICCS) or NWCG 310-1 (August 2002 version). Personnel staffing Cal OES Type III engines will include the following qualifications:
company officer (Engine Boss/ENGB), apparatus operator (engineer), and firefighter (FFTl or FFT2). Assignees agree to participate in an off-road train-the-trainer course and to adopt an offroad training program for their respective agencies.
7. Dispatching. All movement of the apparatus shall be handled through the official dispatching channels of TRANSFEREE. TRANSFEREE dispatchers will recognize and act on all official requests for movement of the apparatus in conformance with the Fire and Rescue Annex (California Fire and Rescue Mutual Aid System) to the State Emergency Plan and its subsequent revisions. ST A TE reserves the right to dispatch, direct the dispatch of, or temporarily reassign the said apparatus and equipment whenever, in the opinion of the Director of the Governor's Office of Emergency Services, their representatives or Operational Area and Regional Fire and Rescue Coordinators, such equipment and apparatus is essential to the protection of life and property in another jurisdiction or in the best interest of the ST ATE.
8. Mutual Aid Response. Procedures for mutual aid response shall be in accordance with California Fire Service and Rescue Emergency Mutual Aid Plan.
9. Reimbursable Response. Reimbursement for mutual aid may be provided pursuant to a governor's disaster proclamation or when conditions warrant invoking the California Fire Assistance Agreement, the State of Nevada Cooperative Agreement, or the Interstate Compact as appropriate. There is no other existing provision for mutual aid reimbursement.
10. Temporary Use. TRANSFEREE shall be permitted to use their assigned apparatus for temporary cover of fire stations when emergency conditions warrant, or when regular apparatus is out of service for repairs. In either case the ASSIGNEE shall immediately notify the Operational Area Dispatch Center. The ASSIGNEE further agrees that Cover-in or Standby of said fire apparatus exceeding 90 days is at the discretion of the ST A TE
11. Temporary Transfer.
a. An assignment of the apparatus or any portion thereof by TRANSFEREE for any 3 5/2018
Agreement for Temporary Transfer of Vehicular Equipment-Type III Engine State of California
GOVERNOR'S OFFICE OF EMERGENCY SERVICES
Fire and Rescue Division
period not exceeding seven consecutive days within a given Operational Area may be made with the consent of the Operational Area Fire and Rescue Coordinator and the ST A TE, providing that at the time such apparatus is received, such assignee furnish TRANSFEREE and ST A TE a letter to the effect that he assumes all obligations and criteria of TRANSFEREE with respect to such apparatus under this agreement during the period of assignment, including insurance coverage in accordance with Paragraph 13 or 14, as appropriate. Any assignment by TRANSFEREE for a period of more than seven consecutive days shall be subject to authorization by the ST ATE and execution of an "Agreement for the Temporary Transfer of Vehicular Equipment", with the agency requesting the transfer. b. Whenever apparatus is assigned in accordance with the prov1s1ons of this paragraph, regular TRANSFEREE shall be relieved of its obligations under this agreement during such period of assignment.
c. Complete a written Temporary Cal OES Apparatus Assignment Record, Exhibit "B". The TRANSFEREE will retain one copy, the Temporary Assignee will retain one copy, and one copy will be forwarded to the Governor's Office of Emergency Services Fire and Rescue Division.
12. Reports and Records. TRANSFEREE shall maintain daily and monthly reports on the details of Apparatus Use on OES F-101 Form. A Smoke Opacity Test, Pump Test, and Hose Test, and Ladder Test shall be completed annually. Written results of all tests and reports shall be forwarded to the Governor's Office of Emergency Services, Fire and Rescue Division, by the end of the calendar year. A recent copy of the tests and reports shall be maintained in the vehicle logbook.
13. Report of Accidents. TRANSFEREE shall immediately notify Cal OES Fire and Rescue following any and all accidents involving this apparatus. It shall be the responsibility of TRANSFEREE to fill out State Form 270, "Report of Automobile Accident," and file the report with the Governor's Office of Emergency Services. A copy of this report shall be retained by the TRANSFEREE and the original and four copies forwarded to the Governor's Office of Emergency Services.
14. Insurance Protection. (Non- State Agencies)
a. TRANSFEREE agrees forthwith to furnish evidence of insurance protecting the legal liability of the TRANSFEREE and the ST ATE for liability and/or property damage with a combined single limit of 1,000,000.00 per occurrence, by means of a Certificate of Insurance naming State of California as Additional Insured. Said certificate shall contain an agreement by the insurance company that it will not cancel said policy without 15 days prior written notice to the ST A TE and that the ST A TE is not liable for the payment of any premiums or assessments thereon. Said certificate must include the description of the apparatus including VIN, state license number and Cal OES unit number.
b. In the event the TRANSFEREE is self-insured, TRANSFEREE in lieu of a certificate of insurance shall furnish the ST A TE a written statement of such fact. In such event TRANSFEREE agrees to hold the ST A TE harmless from any personal injury or property damage claims arising out of its maintenance, use or operation of the apparatus under the terms 4 5/2018
Agreement for Temporary Transfer of Vehicular Equipment-Type III Engine of this agreement.
State of California
GOVERNOR'S OFFICE OF EMERGENCY SERVICES
Fire and Rescue Division
c. Physical damage insurance, including collision coverage and comprehensive coverage, shall be obtained. The ST ATE will be named as a loss payee. The description of the vehicle and the necessary amount of insurance required is outlined in attached Exhibit "C" which is by this reference made a part hereof.
15. Insurance Protection. (State Agencies) Any insurance necessary for coverage of the apparatus shall be the sole responsibility of the department having custody of the vehicle.
TRANSFEREE agrees to report apparatus as being under its control to the Insurance Officer, Department of General Services.
16. Termination of Agreement.
a. Either party may terminate this agreement upon 14 days written notice to other party, or TRANSFEREE may relinquish, or ST A TE may repossess any portion of the apparatus upon like notice to the other party, except that ST A TE may repossess any portion thereof without written notice whenever it deems the same is not being maintained in accordance with this agreement.
b. Upon the termination of this agreement, TRANSFEREE agrees to return said apparatus in the same condition as received, reasonable wear and tear, acts of God, and conditions over which he has no control excepted.
c. As inventory changes occur, or items of equipment are replaced, deleted or added by the ST ATE or replaced by TRANSFEREE, it is mutually agreed that no amendment to this agreement need be made at the time of the change; provided however, at the termination of this agreement a complete reconciliation of all equipment will be made. TRANSFEREE further agrees that all replacements for equipment or apparatus will be made with identical or substantially like items as approved by the ST A TE.
d. Nothing in this agreement shall be construed to create a ne,v property interest or right of action for the TRANSFEREE.
17. Unauthorized Use of Cal OES Apparatus and Equipment. Use of this apparatus other than as specified in paragraph 1 will be considered a breach of this agreement
18. Use of Radio Equipment
a. STATE will furnish at STATE'S sole cost, radio equipment installed in the apparatus to be operated on the following frequencies: 151.145 - 170.925. b. ST A TE agrees to maintain said equipment without cost to TRANSFEREE. c. The TRANSFEREE agrees to operate said radio equipment in accordance with the Rules and Regulations of the Federal Communications Commission. 5 5/2018
Agreement for Temporary Transfer of Vehicular Equipment-Type III Engine State of California
GOVERNOR'S OFFICE OF EMERGENCY SERVICES
Fire and Rescue Division
d. Ownership of said equipment is in the STATE, and all applications to the Federal Communications Commission seeking authority to add, modify or replace radio equipment covered by this agreement shall be made by and in the name of the State of California. To activate this agreement and in compliance with the control requirements of the Communications Act of 1934, as amended, the ST A TE hereby deputizes the Chief of the agency of said TRANSFEREE, and such volunteers, regularly employed and salaried assistants as shall be designated by the Chief of the agency as his agents to operate said radio equipment as specified in paragraph "c" above.
e. ST A TE assumes no liability hereunder for claims or losses accruing or resulting to any person, firm or corporation furnishing or supplying work, services or material or services in connection with the performance of this agreement or for any claims and losses accruing or resulting to any person, firm or corporation injured or damaged by performance of either party hereunder.
19. All notices herein provided to be given, or which may be given by either party to the other shall be deemed to have been fully given when made in writing and deposited in the U.S. mail, registered and postage prepaid and addressed as follows: To the TRANSFEREE City of Newman Fire Department, 938 Fresno Street, Newman, CA 95360, and to the STATE at Governor's Office of Emergency Services, Fire and Rescue Division, 3650 Schriever Ave., Mather, CA 95655. The address to which notices shall or may be mailed as aforesaid to either party shall or may be changed by written notice given by such party to the other, as hereinabove provided; but nothing herein contained shall preclude the giving of any such notice by personal service.
20. It is mutually understood and agreed that no alteration or variation of the terms of this agreement shall be valid unless made in writing and signed by the parties hereto, and that no oral understanding or agreements not incorporated herein, and no alterations or variations of the terms hereof unless made in writing between the parties hereto shall be binding on any of the parties hereto.
21. The ST ATE may in its sole discretion and for such good cause as it determines waive in writing in whole or in part any requirement of this agreement that apparatus and/or equipment shall be maintained in operating condition, or repaired, or replaced, providing that any such waiver shall be applicable only to the specific apparatus or equipment to which it refers.
IN WITNESS WHEREOF the parties hereto have executed this agreement upon the date first above written.
TRANSFEREE:
City o{Newman Fire Department
By _______________ _
Michael Holland, City Manager
6 STATE OF CALIFORNIA:
Caroline Jacobs
Director
Governor's Office of Emergency Services
By _______________ _
Brian S. Marshall, State Fire and Rescue
Chief
5/2018
Agreement for Temporary Transfer of Vehicular Equipment-Type III Engine State of California
GOVERNOR'S OFFICE OF EMERGENCY SERVICES
Fire and Rescue Division
EXHIBIT "A"
EQUIPMENT INVENTORY: Type III Engine
ENGINE
NUMBER: 4312
1 #5 ABC Extinguisher
1 DOT First Aid Kit
4 Intercom Headset
2 Wye 2 ½ "x 2-1 ½
1 Wye 1 ½" x 2 ½"
3 Wildland Hose Clamp
2 Wildland Spanner
LICENSE
NUMBER:
2 1 ½ " to 2 ½ " Hose Spanner
1 4" to 2 ½" Adapter, Double Female
1 Mallet, Rubber
1 Fence Pliers
5 Wildland Hose Tee, 1 ½ "x l"
3 Nozzle, l" Combo, Wildland
2 Nozzle, 1 ½ "Combo, Wildland
1 Ejector, 1 ½ "w/Strainer
1300482
1 Portable Pump, Cal OES#.!!!!!!Serial#xxxxxxx
1 Hose, 1 ½" x 10', Hard Suction
1 Strainer, 1 ½"
1 Strainer, 1 ½", Floating
1 Coupling, 2 ½ ", DM
1 Coupling 2 ½ ", OF
1 Coupling 1 ½ ", DM
1 Coupling 1 ½ ", DF
1 Coupling l ", DM
1 Coupling l ", OF
2 Reducer, 2 ½ "x 1 ½"
4 Reducer, 1 ½ "x l"
1 Increaser, l ½ "to 2 ½
1 Wrench Hydrant"
2 Shovel, Round Point
2 Pulaski
3 McLeod (Thau Tool)
1 Axe, Pick Head
Axe, Flat Head
1 Halligan Tool
1 Bolt Cutter, 30"
1 Bolt Cutter, 18"
1 Hammer, Sledge, 8#
2 Chock Block
Chain saw, 24" Bar
Chainsaw, w/ conventional chain and tool kit,
Cal OES# !.!.!!.!! Serial# xxxxxxxx
Bar Oil, 1 gallon
VIN
NUMBER: 1HTWEAZR98J553418
1 Drip Torch
1 Hose Roller w/Receiver Adaptor
2 Fuel Can, 2 ½ gallon
2 Interface Brackets
1 Foam Concentrate Transfer Hose
2 Nozzle, 1 ½ "Break-apart, Combo, Structural
1 Nozzle, 1 ½ "Combo, Structural
1 Nozzle, 2 ½ "Combo, Structural
2 Thermo Gel Concentrate - 5 Gallon
1 Thermo Gel Backpack
1 Thermo Gel Nozzle/Educator/Hose
1 Thermo Gel Pickup Tube
3 Hard Suction, 4" x 8'
Strainer, 4"
Ladder, 3 Section, 20'
Pike Pole, 8'
Radio, Bendix-King, Handheld Serial# !!I!!!
Cal O ES# .!!!!!!
DGS# SP
Radio, Kenwood, Mobile Serial# !!I!!!
Cal OES#!!!!!!
DGS#!!!!!!
1 Digging Bar, 5'
10 Hose, 3" x 50'
4 Hose, 1 ½ "x 50', Structural
10 Hose, 1 ½ "x 100', Wildland
8 Hose, l" x 100', Wildland
1 Hose, 2 ½ "x 30', Soft Suction
3 1
1 1
1 Hose, Booster,¾" x 50'
Spine board
Rubbish Hook
Trauma Kit
Bum Pack
Spineboard Head Immobilizer
Fast Back Harness for Spineboard
2 Backpack Pump
1 Backpack Pump Fill Tube
1 Extinguisher, 20# BC
1 Bottle Jack, 12 ton
1 Set, Triangle Reflectors
1 Chain, Tow w/hook
1 Rope, ½" x 100', Utility in Bag
REMARKS: ______________________ _____ _
ACCEPTED BY: _____________ _ TITLE: ________ _
DEPARTMENT: _____________ _ DATE: _______ _
A-1 5/2018
Agreement for Temporary Transfer of Vehicular Equipment-Type III Engine NO.
1. 2.
3. 4.
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11. State of California
GOVERNOR'S OFFICE OF EMERGENCY SERVICES
Fire and Rescue Division
EXHIBIT "B"
TEMPORARY CAL OES APPRATUS ASSIGNMENT RECORD
ARTICLE OES
DECAL
500 GPM Type III Fire Engine, complete with equipment OESper attached Exhibit "A" of Agreement for Temporary Transfer of Vehicular Equipment.
License No: 1300482
VIN No: 1HTWEAZR98J5534 l 8
Engine No: 4312
Proof of Insurance:
Inventory Completed:
REASON FOR TEMPORARY TRANSFER: New Assignee
SIGNATURES:
Date
QUANTITY
1 ----------- PERMANENT TRANSFEREE
Date ----------- TEMPORARY ASSIGNEE
B-1 5/2018
Agreement for Temporary Transfer of Vehicular Equipment-Type III Engine State of California
GOVERNOR'S OFFICE OF EMERGENCY SERVICES
Fire and Rescue Division
EXHIBIT "C"
INSURANCE REQUIREMENTS
Part of the agreement through which the State makes a temporary transfer of vehicular equipment is the agreement on the part of the transferee to furnish certain evidence of insurance. Your organization, as a transferee of equipment, will want to be mindful of these requirements and assure they are complied with.
Liability Insurance
A certificate of insurance shall be furnished to the State providing minimum limits of insurance as follows:
BODILY INJURY and PROPERTY DAMAGE LIABILITY $1,000,000.00 PER OCCURANCE A certificate of insurance will have the following provisions included:
1. The State of California shall be named Additional Insured.
2. The insurance company shall agree that in the event of cancellation, 15 days prior written notice will be given to the State.
3. The State shall not be responsible for premium or assessments.
4. Certificate of Insurance must include the description of the apparatus including identification number, State license number and Cal OES unit number.
Physical Damage Insurance
The transfer agreements place certain responsibilities upon your organization for the safekeeping of the vehicle and equipment. The State will look to your organization for reimbursement for repair or replacement cost in the event the vehicle or equipment is damaged by misuse or negligence or by other causes, except normal wear and tear, acts of God and conditions over which your organization has no control.
VEHICLE
4312
License Number:
VIN Number:
Engine Number:
EQUIPMENT
Hose and Appliance
Description of Apparatus
1300482
1HTWEAZR98J553418
4312
C-1
VALUE
$242,000.00
$30,000.00
Agreement for Temporary Transfer of Vehicular Equipment-Type III Engine 5/2018
State of California
GOVERNOR'S OFFICE OF EMERGENCY SERVICES
Fire and Rescue Division
EXHIBIT "D"
Original text of letter addressed to the California Fire Service outlining the specifications to be considered for a Type III engine assignment:
As a result of the Governor's Blue Ribbon Commission of the 2003 Fire Siege, the Governor's Office of Emergency Services, Fire and Rescue Division has purchased forty Model 34 Type III fire engines.
Cal OES Fire and Rescue Division is notifying agencies that are interested in becoming a Cal OES assignee of the new Type III fire engines. These fire engines will be assigned in groups of five for strike team configuration response as needed within the Cal OES Regions. Agencies desiring to house and staff these apparatus must meet the following criteria in order for consideration of assignment. All of these items must be addressed in your apparatus request.
Training:
Personnel responding with an Cal OES engine shall meet wildland fire and ICS training standards established in the California Incident Command Certification System (CICCS) or NWCG 310-1 (Current version) for the following positions; 1 Engine Boss or Captain
1 Engine Operator (Engineer)
1 Type 1 or 2 Firefighter
The department has or will adopt a 4X4 Driver Training Program Cal OES Type III assignees will be expected to meet and accept the following of work assignments & staffing:
Backfire, Burnout, Holding, and Mop-Up
Progressive Hose Lays, Hose Lays supplemented with portable pumps Construct Hand lines
Mobile Pumping
Operate in Off-Road Environment
Meet the expected 7-Day minimum assignment period in compliance with the California Fire Assistance Agreement.
Must have Wildland Fire Mission and currently own Type III Fire Engines and meet FIRESCOPE compliant 3-person staffing
An in addition the ability to staff 4-person staffing for out of county dispatches The transfer agreement that assigns a State Cal OES Engine requires that a department staff the engine for immediate need with 3 fully trained personnel.
The department should assess is it has the staffing capability to send the engine out (minimum 3 fire fighters) for 14 days ( excluding travel time) D-1 5/2018
Agreement for Temporary Transfer of Vehicular Equipment-Type III Engine