Pacifica Local Roadway Safety Plan
Appendix
Countermeasure
Toolbox
This toolbox presents safety
countermeasures covering
engineering, education, enforcement,
emergency services, and emerging
technology. Considerations for
equitable implementation of these
countermeasures are also noted
throughout the chapter.
The safety strategies in this chapter also
cover the five elements of a Safe System,
as shown in the figure below. California is
in the process of adopting the Safe System
approach and a focus on equity as part of its
Strategic Highway Safety Plan.
This plan's focus on the E's of traffic safety,
as well as the Safe System approach and
an emphasis on equity helps to provide
alignment with current LRSP guidelines, but
also sets the City of Pacifica up for success
in recognition of emerging safety best
practices.
5 E's of Traffic Safety
The following toolbox presents
countermeasures that cover
the 5 E's of traffic safety:
Engineering, Education,
Enforcement, Emergency
Services, and Emerging
Technology.
Figure 1
Safe System Elements
Source: Fehr & Peers for FHWA
Post-Crash
Care
When a person is
injured in a collision,
they rely on
emergency first
responders to quickly
locate them, stabilize
their injury, and
transport them to
medical facilities.
Post-crash care also
includes forensic
analysis at the crash
site, traffic incident
management, and
other activities.
Safe
Roads
Designing to
accommodate human
mistakes and injury
tolerances can greatly
reduce the severity of
crashes that do occur.
Examples include
physically separating
people traveling at
different speeds,
providing dedicated
times for different
users to move through
a space, and alerting
users to hazards and
other road users.
Safe Road Safe Safe
Users Vehicles Speeds
The Safe System Vehicles are Humans are unlikely
approach addresses designed and to survive high-speed
the safety of all road regulated to crashes. Reducing
users, including minimize the speeds can
those who walk, occurrence and accommodate human
bike, drive, ride severity of collisions injury tolerances in transit, and travel by using safety three ways: reducing other modes. measures that impact forces,
incorporate the providing additional
latest technology. time for drivers to
stop, and improving
visibility.
Making a commitment to zero deaths means addressing every aspect of crash risks through the five elements of a Safe System, shown below. These layers of protection and shared responsibility promote a holistic approach to safety across the entire transportation system. The key focus of the Safe System approach is to reduce death and serious injuries through design that accommodates human mistakes and injury tolerances.
SAFE SYSTEM ELEMENTS
ATTACHMENT B
Countermeasure Toolbox
Summary of
Countermeasures
Local Road Safety Manual (LRSM) Countermeasure
LIGHTING GEOMETRIC MODIFICATIONS SIGNAL MODIFICATIONS
Intersection Lighting
Segment Lighting
CONTROL
All-Way Stop Control
Install Roundabout
Install Signal
REMOVE/SHIELD OBJECTS
Guardrail
Impact Attenuators
Directional Median Opening
to Restrict Left Turns
Intersection Reconstruction
Lane Narrowing
Median Barrier
Raised Median/Access Control and Turn
Restrictions
Right Turn Slip Lane
Road Diet
Widen Shoulder
Advance Dilemma Zone Detection
Extend Yellow and All Red Time
Flashing Beacon as Advance Warning
Improve Signal Timing
Protected Left Turns
Retroreflective Borders on Signals
Shorten Cycle Length
Signal interconnectivity and Coordination
Supplemental Signal Heads
ENGINEERING
Pacifica Local Roadway Safety Plan 19
Summary of
Countermeasures
Local Road Safety Manual (LRSM) Countermeasure
OPERATION/WARNING
Centerline Hardening
Curve Advance Warning Sign
Chevron Signs on Horizontal Curves
Daylight Intersection
Delineators
Also: Reflectors, Object Markers
Dynamic Speed
Warning Signs (Curves)
Edgeline Rumble Strips/Stripes
Painted Centerline
and Raised Pavement Markers
Speed Feedback Sign
Speed Legends on Pavement
at Neighborhood Entries
Striping through Intersection
Red Light Camera
Update Markings on Speed Humps
Upgrade Intersection
Pavement Markings
Upgrade to Larger or
Install Additional Warning Signs
PEDESTRIAN AND BICYCLE
Advance Stop Bar
Curb Extensions
Green Conflict Striping
High-Visibility Crosswalk
Leading Pedestrian Interval
and Pedestrian Recall
Pedestrian Hybrid Beacon
Raised Crosswalk
Raised Median/Refuge Island
Rectangular Rapid Flashing Beacon
Separated Bike Lanes
Uncontrolled Pedestrian Crossings with
Enhanced Safety Features
ENGINEERING
Countermeasure Toolbox
What You'll See
in This Toolbox
Countermeasure Icon
Local Roadway Safety
Manual
Many of these countermeasures
are recommended for the
10 emphasis areas included
in this report. Most of the
countermeasures are included
in the 2020 Caltrans Local
Roadway Safety Manual (LRSM)
and can be advantageous for
use in Caltrans Highway Safety
Improvement Program (HSIP)
grant funding applications. The
toolbox identifies a Caltransapproved Crash Reduction
Factor (CRF), the expected
life of the project, the federal
funding eligibility, the systemic
opportunity for countermeasure
implementation, and applicable
collision type (e.g., all modes,
bicycle and pedestrian collisions
only, etc.) as outlined in the
LRSM. The higher the CRF, the
greater the expected reduction
in collisions. There are many
effective safety countermeasures
beyond those listed in the LRSM,
and several are included in this
toolbox.
Countermeasure Title
Key Issues Most
Relevant to
Countermeasure
Countermeasure
Description
Intersection Lighting
NIGHTTIME NO STREETLIGHTS
Adding Intersection Lighting at the
intersection and on its approaches,
improves the safety of an intersection
during nighttime conditions by (1) making
drivers more aware of the surroundings at
an intersection, which improves drivers'
perception-reaction times, (2) enhancing
drivers' available sight distances, and
(3) improving the visibility of non-motorists.
Intersection lighting is of particular benefit
to non-motorized users as lighting not only
helps them navigate the intersection, but
also helps drivers see them better.
CRF 40%
LRSM Countermeasure
Blue Box indicates whether the
countermeasure is identified in
the LRSP.
Applicable to
LRSM Countermeasures
Crash Reduction Factor
Mode(s) this Countermeasure
Affects
NIGHT
CRASH
TYPE NIGHT Indicates Reductions in
Nighttime Crashes
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Opportunity Medium
LRSM ID S01/NS01
Countermeasure
Details
LRSM Countermeasure Code
Pacifica Local Roadway Safety Plan 19
LIGHTING
Figure 2
Guidance for
Lighting on Curves
Figure 3 Guidance for
Lighting
at Midblock Crosswalks
Source: FHWA Source: FHWA
Intersection Lighting Segment Lighting
NIGHTTIME NO STREETLIGHTS NIGHTTIME NO STREETLIGHTS
Adding Intersection Lighting at the
intersection and on its approaches,
improves the safety of an intersection
during nighttime conditions by (1) making
drivers more aware of the surroundings at
an intersection, which improves drivers'
perception-reaction times, (2) enhancing
drivers' available sight distances, and
(3) improving the visibility of non-motorists.
Intersection lighting is of particular benefit
to non-motorized users as lighting not only
helps them navigate the intersection, but
also helps drivers see them better.
Providing segment lighting improves safety
during nighttime conditions by making
drivers more aware of the surroundings,
which improves drivers' perception-reaction
times; enhancing drivers' available sight
distances to perceive roadway characteristic
in advance of the change; and improving
non-motorist's visibility and navigation.
CRF 40% CRF 35%
CRASH
TYPE NIGHT CRASHTYPE NIGHT
Expected Life (Years) 20 Expected Life (Years) 20
Federal Funding Eligibility 100% Federal Funding Eligibility 100% Systemic Opportunity Medium Systemic Opportunity Medium LRSM ID S01/NS01 LRSM ID R01
Countermeasure Toolbox
CONTROL
Install Roundabout
A roundabout is a type of circular intersection
in which road traffic is permitted to flow in
one direction around a central island, and
priority is typically given to traffic already
in the junction. The types of conflicts that
occur at roundabouts are different from
those occurring at conventional intersections;
namely, conflicts from crossing and left-turn
movements are not present in a roundabout.
The geometry of a roundabout keeps the
range of vehicle speed narrow, which helps
reduce the severity of crashes when they do
occur. Pedestrians only have to cross one
direction of traffic at a time at roundabouts,
thus reducing their potential for conflicts. See
CA MUTCD Chapter 3C for details.
CRF VARIES
CRASH
TYPE
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Opportunity Low
LRSM ID
MAJOR UNSIGNALIZED INTERSECTION
BROADSIDE
All-Way Stop Control
BROADSIDE
Install Signal
MAJOR UNSIGNALIZED INTERSECTION
BROADSIDE
An all-way stop-controlled intersection Traffic signals at intersections control requires all vehicles to stop before crossing the flow of traffic. Traffic signals have the the intersection. An all-way stop-controlled potential to reduce the most severe type intersection improves safety by removing crashes but will likely cause an increase in the need for motorists, bicyclists, and rear-end collisions. A reduction in overall pedestrians on a side-street stop-controlled injury severity is likely the largest benefit of intersection to cross free-flowing lanes of traffic signal installation. traffic, which reduces the risk of collision.
An "All-Way Stop" sign should be placed
under stop signs at all-way stop-controlled
intersections as required by the California
Manual on Uniform Traffic Control Devices
(MUTCD).
CRF 50% CRF 30%
CRASH
TYPE LEFT-TURN ANGLE CRASHTYPE
Expected Life (Years) 10 Expected Life (Years) 20
Federal Funding Eligibility 100% Federal Funding Eligibility 100% Systemic Opportunity High Systemic Opportunity Low
LRSM ID NS02 LRSM ID NS03 S16/NS04/NS05
Pacifica Local Roadway Safety Plan 19
Guardrail Impact Attenuators
Figure 4
Examples Markings for
One-Lane Roundabouts
Source: CA MUTCD
REMOVE/ SHIELD
OBSTACLES
Guardrail redirects a vehicle away from
embankment slopes or fixed objects and
dissipates the energy of an errant vehicle.
Guardrail is installed to reduce the severity
of lane departure crashes. However,
guardrail can reduce crash severity only
for those conditions where striking the
guardrail is less severe than going down an
embankment or striking a fixed object.
CRF 25%
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Opportunity High
LRSM ID
Impact attenuators bring an errant vehicle
to a more-controlled stop or redirect the
vehicle away from a rigid object. Impact
attenuators are typically used to shield rigid
roadside objects such as concrete barrier
ends, steel guardrail ends and bridge pillars
from oncoming automobiles. Attenuators
should only be installed where it is
impractical for the objects to be removed.
CRF 25%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity High
LRSM ID
HIT OBJECT HIT OBJECT
CRASH
TYPE
FIXED RUN-OFF
OBJECT ROAD
R04 R05
FIXED RUN-OFF
OBJECT ROAD
Countermeasure Toolbox
GEOMETRIC
MODIFICATIONS
Directional Median Opening
to Restrict Left Turns
A directional median opening restricts
specific turning movements, such as
allowing a left-turn from a major street
but not from a minor street. A directional
median opening to restrict left turns
improves safety by reducing the number of
conflict points.
Intersection Reconstruction
Irregular intersections can be overbuilt and
confusing, presenting safety hazards to all
users. "Squaring up" an intersection as
close to 90 degrees as possible involves
major intersection reconstruction to provide
better visibility for all road users, reducing
high speed turns and reducing pedestrian
crossing length.
CRF 50%
CRASH
TYPE
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
LRSM ID
IMPROPER TURNING BROADSIDE
MAJOR UNSIGNALIZED INTERSECTIONS
SIGNALIZED INTERSECTIONS
Lane Narrowing
UNSAFE SPEED
Lane narrowing reduces lane widths to
encourage motorists to travel at slower
speeds. Lane Narrowing improves safety
by lowering the risk of collision among
bicyclists, pedestrians, and other motorists.
S14/NS15
Pacifica Local Roadway Safety Plan 19
Median Barrier
This strategy is designed to prevent headon collisions by providing a barrier between opposing lanes of traffic. The variety of
median barriers available makes it easier
to choose a site-specific solution. The main
advantage is the reduction of the severity
of the crashes. Median Barriers can also be
used at locations to discourage pedestrian
crossings where a safe crossing cannot be
provided.
RightTurn SlipLane
A right turn slip lane is a traffic lane
provided at an intersection to allow vehicles
to turn right without actually entering it and
interfering with through traffic. Where the
main intersection is controlled by traffic
signals, a slip lane is often controlled by yield
or stop sign. Slip lanes should be designed
with safe speeds and pedestrian safety in
mind, providing high-visibility crosswalks
and enhanced pedestrian crossing signage,
ensuring pedestrian visibility to drivers
through crosswalk placement, and reducing
turning radii to support safe turning speeds.
GEOMETRIC
MODIFICATIONS
CRF 25%/35%
CRASH
TYPE
Expected Life (Years) 20
Federal Funding Eligibility 100%/90%
Systemic Opportunity Medium/Low
LRSM ID
PEDESTRIAN CROSSING OUTSIDE CROSSWALK SIGNALIZED INTERSECTIONS Raised Median/Access Control and
Turn Restrictions
IMPROPER TURNING BROADSIDE
MAJOR UNSIGNALIZED INTERSECTIONS
Access control and turn restrictions
balances traffic safety and efficiency with
reasonable property access. Installing
a raised median can restrict turning
movements and reduce head-on collisions
by number of vehicles that cross the
centerline.
CRF 25%
CRASH
TYPE
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
R03/S13PB LRSM ID R08
HEAD-ON
Countermeasure Toolbox
CRASH
TYPE
FIXED RUN-OFF SIDEOBJECT ROAD SWIPE
GEOMETRIC
MODIFICATIONS
Figure 5
Typical Road Diet
Configuration
Source: Fehr & Peers
Road Diet Widen Shoulder
A road diet reduces roadway space
dedicated to vehicle travel lanes to create
room for bicycle facilities, wider sidewalks,
or center turn lanes. A Road Diet improves
safety by reducing vehicle speeds and
creating designated space for all road users.
FHWA advises that streets with 20,000
ADT or less may be good candidates for
road diets, though road diets have been
implemented successfully on roadways with
higher traffic volumes in urban settings.
Widened and paved shoulders, which may
also include flattening the slopes along the
sides of the roadway, create a separated
space for bicyclists and also provide motor
vehicle safety benefits, such as space for
inoperable vehicles to pull out of the travel
lane.
CRF 30%
CRASH
TYPE
CRF 30%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
LRSM ID LRSM ID
UNSAFE SPEED PEDESTRIAN IN ROAD
R14 R15
Pre-Road Diet
Two auto lanes in each direction, shared with bicycles
Post-Road Diet
One auto lane and one bike lane in each direction, plus a center turn lane Pacifica Local Roadway Safety Plan 19
Advance Dilemma-Zone Detection Extend Yellow and All Red Time Flashing Beacon as Advance Warning
SIGNAL
MODIFICATIONS
An advanced dilemma-zone detection
system minimizes the number of vehicles
the intersection traffic control signal system
exposes to an intersection-approach
dilemma zone. This is accomplished by
adjusting the start time of the yellowsignal phase either earlier or later, based on observed vehicle locations and speeds.
Extending yellow and all red time increases
the time allotted for the yellow and red
lights during a signal phase. Extending
yellow and red time improves safety by
allowing drivers and bicyclists to safely cross
through a signalized intersection before
conflicting traffic movements are permitted
to enter the intersection. See CA MUTCD
Section 4D.26 for more detail.
A flashing beacon as advance warning
is a blinking light with signage to notify
motorists of an upcoming intersection or
crosswalk. A Flashing Beacon improves
safety by providing motorists more time
to be aware of and slow down for an
intersection or yield to pedestrians crossing
a crosswalk.
CRF 40%
CRASH
TYPE
CRF 15%
CRASH
TYPE
CRF 30%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity High
Expected Life (Years) 10
Federal Funding Eligibility 50%
Systemic Opportunity Very High
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Medium
LRSM ID LRSM ID LRSM ID
SIGNALIZED INTERSECTION BROADSIDE SIGNALIZED INTERSECTION BROADSIDE SIGNALIZED INTERSECTION S04 S03 S10
REAR-END ANGLE
Countermeasure Toolbox
SIGNAL
MODIFICATIONS
Improve Signal Timing Protected Left Turns Retroreflective Borders on Signals Certain timing, phasing, and control
strategies can produce multiple safety
benefits. Signalization improvements
may include adding phases, lengthening
clearance intervals, eliminating or restricting
higher-risk movements, and coordinating
signals at multiple locations.
A protected left turn can be implemented
at signalized intersections s (with existing
left turns pockets) that currently have
a permissive left-turn or no left-turn
protection that have a high frequency
of angle crashes involving left turning,
opposing through vehicles, and nonmotorized road users. Left turns are widely recognized as the highest-risk movements at
signalized intersections. Providing protected
left-turn phases for signalized intersections
significantly improve the safety for leftturn maneuvers by removing the need for the drivers to navigate through gaps in
oncoming/opposing through vehicles.
Retroreflective borders enhance the
visibility of traffic signals for aging and
color vision impaired drivers enabling them
to understand which signal indication is
illuminated. Retroreflective borders may
also alert drivers to signalized intersections
during periods of power outages when the
signals would otherwise be dark, and non–
reflective signal heads and backplates would
not be visible.
CRF 15%
CRASH
TYPE
CRF 30%
CRASH
TYPE
CRF 15%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 50%
Systemic Opportunity Very High
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Opportunity High
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High
LRSM ID LRSM ID LRSM ID
NIGHTTIME
SIGNALIZED INTERSECTION SIGNALIZED INTERSECTION BROADSIDE SIGNALIZED INTERSECTION BROADSIDE S03 S07 S02
REAR-END ANGLE
Pacifica Local Roadway Safety Plan 19
Shorten Cycle Length
Traffic signal cycle lengths have a significant
impact on the quality of the urban realm
and consequently, the opportunities for
bicyclists, pedestrians, and transit vehicles
to operate safely along a corridor. Long
signal cycles, compounded over multiple
intersections, can make crossing a street
or walking even a short distance prohibitive
and frustrating. Short cycle lengths of
60–90 seconds are ideal for urban areas.
SignalInterconnectivity
and Coordination
Certain timing, phasing, and control
strategies can produce multiple safety
benefits. Sometimes capacity improvements
come along with the safety improvements
and other times adverse effects on delay or
capacity occur. The emphasis of improving
signal coordination for this countermeasure
is to provide an opportunity for slow speed
signal coordination.
Supplemental Signal Heads
Additional signal heads allow drivers to
anticipate signal changes farther away
from intersections. Supplemental traffic
signals may be placed on the near side of an
intersection, far-left, far-right, or very high.
SIGNAL
MODIFICATIONS
CRF 15%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 50%
Systemic Opportunity Very High
CRF 15%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High
LRSM ID LRSM ID
SIGNALIZED INTERSECTION UNSAFE SPEED
SIGNALIZED INTERSECTION SIGNALIZED INTERSECTION
S03
REAR-END ANGLE
S02
REAR-END ANGLE
Countermeasure Toolbox
R24
OPERATION / WARNING
Centerline Hardening
Centerline hardening is a technique to make
intersections safer by encouraging drivers
to make left turns at slower speeds and
encourage safe turning behavior. Bollards
and rubber curbs are used to block the
diagonal path through the intersection,
modifying the turning angle of the vehicle,
and increasing visibility of pedestrians in the
crosswalk for drivers.
Curve Advance Warning Sign
A curve advance warning sign notifies
drivers of an approaching curve and may
include an advisory speed limit as drivers
navigate around the curve. This warning sign
is ideally combined with other infrastructure
that alerts drivers of the curve, such as
chevron signs, delineators, and flashing
beacons. A curve advance warning sign
improves safety by giving drivers additional
time to slow down for the curve.
Chevron Signs on
Horizontal Curves
Post-mounted chevrons are intended to
warn drivers of an approaching curve and
provide tracking information and guidance
to the drivers. They can be beneficial on
roadways that have an unacceptable level
of crashes on relatively sharp curves during
periods of light and darkness.
CRF 25%
CRASH
TYPE
CRF 40%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High
LRSM ID LRSM ID
IMPROPER TURNING CURVES CURVES
R23
RUN-OFF ROAD RUN-OFF ROAD
Pacifica Local Roadway Safety Plan 19
OPERATION / WARNING
Daylight Intersection
To “daylight” an intersection is to clear
sight lines between pedestrian crossings
and oncoming cars, usually by creating
no-parking zones at the curbs in front of
crosswalks at that intersection. By removing
sight distance restrictions (e.g., vegetation,
parked vehicles, signs, buildings) from the
sight triangles at stop or yield-controlled
intersection approaches, drivers will be
able see approaching vehicles on the main
line, without obstruction and therefore
make better decisions about entering the
intersection safely
Delineators
Also: Reflectors, Object Markers
Delineators, reflectors and object
markers are intended to warn drivers
of an approaching curve or fixed object
that cannot easily be removed. They are
generally less costly than Chevron Signs as
they don't require posts to place along the
roadside, avoiding an additional object with
which an errant vehicle can crash into. See
CA MUTCD Section 3F for more details.
Dynamic Speed
Warning Signs(Curves)
A dynamic speed warning sign notifies
drivers of their current speed, usually
followed by a reminder of the posted
speed limit. A Speed Feedback Sign
improves safety by providing a cue for
drivers to check their speed and slow
down, if necessary. This countermeasure
is applicable on curvilinear roadways that
have an unacceptable level of crashes due to
excessive speeds on relatively sharp curves.
This countermeasure does not apply to
Radar Speed Feedback Signs, which do not
have a nationally accepted crash
reduction factor.
CRF 20%
CRASH
TYPE
CRF 15%
CRASH
TYPE
CRF 30%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity High
LRSM ID
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High
LRSM ID
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity High
LRSM ID
CURVES
NIGHTTIME
BROADSIDE VICTIMS UNDER 19 HIT OBJECT CURVES
NS11 R27 R26
Countermeasure Toolbox
OPERATION / WARNING
Edgeline Rumble Strips
Rumble strips can be installed along the
edge line or center line to address roadway
departure and head-on crashes caused by
distracted, drowsy, or otherwise inattentive
drivers who drift from their lane. See CA
MUTCD Section 3J for more details.
Painted Centerline and
Raised Pavement Markers
A raised pavement marker is a small
device attached to the road and used as a
positioning guide for drivers. These markers,
along with painted centerlines can assist
drivers in understanding the limits of travel
lanes and he roadway. New pavement
marking products tend to be more durable,
are allweather, more visible, and have a
higher retroreflectivity than traditional
pavement markings. See CA MUTCD
Section 3B.01 and 3B.11-14 for additional
detail.
Speed Feedback Sign
A speed feedback sign notifies drivers of
their current speed, usually followed by a
reminder of the posted speed limit. A Speed
Feedback Sign improves safety by providing
a cue for drivers to check their speed and
slow down, if necessary.
CRF 15%
CRASH
TYPE
CRF 25%
CRASH
TYPE RUN-OFF ROAD HEAD-ON
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity High
LRSM ID
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High
LRSM ID
HIT OBJECT NIGHTTIME
UNDER THE INFLUENCE
NIGHTTIME UNSAFE SPEED
R28 R31
RUN-OFF ROAD
Note that these have the potential to cause
noise.
Pacifica Local Roadway Safety Plan 19
OPERATION / WARNING
Speed Legends on Pavement
at Neighborhood Entries
Speed legends are numerals painted on the
roadway indicating the current speed limit in
miles per hour. They are usually placed near
speed limit signposts.
Striping through Intersection
Adding clear striping through the
intersection can guide motorists through
complex intersections. Intersections
where the lane designations are not clearly
visible to approaching motorists and/
or intersections noted as being complex
and experiencing crashes that could be
attributed to a driver’s unsuccessful attempt
to navigate the intersection can benefit from
this treatment.
RedLight Camera
A red light camera enforces traffic signal
compliance by capturing the image of a
vehicle that has entered an intersection in
spite of the traffic signal indicating red. The
automatic photographic evidence is used by
authorities to enforce traffic laws and issue
traffic violation tickets.
CRF 10%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High
LRSM ID
UNSAFE SPEED SIGNALIZED INTERSECTION SIGNALIZED INTERSECTION BROADSIDE S09
WET NIGHT
Countermeasure Toolbox
OPERATION / WARNING
Update Markings on Speed Humps Upgrade Intersection
Pavement Markings
Upgrade to Larger or Install
Additional Warning Signs
Figure 6
Pavement Markingsfor
Speed Humps without
Crosswalks
Source: CA MUTCD
Speed humps are the common name for
traffic calming devices that use vertical
deflection to slow motor-vehicle traffic
in order to improve safety conditions.
Refreshed markings on speed humps can
help to bring drivers' awareness to their
location. See Section 3B.25 of the CA
MUTCD for more information.
Upgrading intersection pavement markings
can include "Stop Ahead" markings and
the addition of centerlines and stop bars.
Upgrading intersection pavement markings
improve safety by increasing the visibility of
intersections for drivers approaching and at
the intersection.
Upgrading to larger warning signs replaces
existing signs with physically larger signs
with larger warning information. Installing
additional warning signs can help bring
awareness to an intersection. These
enhancements improve safety by increasing
visibility of the information provided.
CRF 25%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High
LRSM ID
CRF 15%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High
LRSM ID
BROADSIDE
MAJOR UNSIGNALIZED INTERSECTIONS
BROADSIDE
MAJOR UNSIGNALIZED INTERSECTIONS
UNSAFE SPEED
NS07 NS06
Pacifica Local Roadway Safety Plan 19
S20PB
PEDESTRIAN & BICYCLE
Advance Stop Bar
An advance stop bar is a horizontal
stripe painted ahead of the crosswalk at
stop signs and signals to indicate where
drivers should stop. An advanced stop bar
improves safety by reducing instances of
vehicles encroaching on the crosswalk.
Creating a wider stop bar or setting the
stop bar further back may be appropriate
for locations with known crosswalk
encroachment issues. See CA MUTCD
Section 3B.16 for more information.
Curb Extensions
A curb extension is a traffic calming
measure which widens the sidewalk for a
short distance to enhance the pedestrian
crossing. This reduces the crossing distance
and allowing pedestrians and drivers to
see each other when parked vehicles would
otherwise block visibility.
Green Conflict Striping
Green conflict striping is green markings
painted in a dashed pattern on bike lanes
approaching an intersection and/or going
through an intersection. Green conflict
striping improves safety by increasing the
visibility bicyclists and identifying potential
conflict points so bicyclists and motorists
use caution when traveling toward and
through an intersection.
CRF 15%
CRASH
TYPE
CRF 35%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Opportunity Medium
LRSM ID LRSM ID
UNSAFE SPEED SCHOOLS VICTIMS UNDER 19
SIGNALIZED INTERSECTION PEDESTRIANS CROSSING OUTSIDE CROSSWALK BROADSIDE S20PB
Countermeasure Toolbox
PEDESTRIAN & BICYCLE
High-Visibility Crosswalk
A high-visibility crosswalk has a striped
pattern with markings made of highvisibility material, such as thermoplastic tape, instead of paint. A high-visibility
crosswalk improves safety with a clearly
marked pedestrian crossing so motorists
exercise caution and yield to pedestrians.
The crash reduction factor noted here
only applies to locations currently without
a marked crosswalk, but High-Visibility
Crosswalk upgrades can be implemented
globally at existing marked crosswalks. See
further information on crosswalks later in
this document, and Section 3B.18 of the CA
MUTCD for more detail.
Install Sidewalk
Installing Sidewalks provides a separated
and continuous facility for people to walk
along the roadway. Adding sidewalks
improves safety by minimizing collisions
with pedestrians walking in the road.
Leading Pedestrian Interval and
Pedestrian Recall
At intersection locations that have a high
volume of turning vehicle and have high
pedestrian vs. vehicle crashes, a leading
pedestrian interval gives pedestrians the
opportunity to enter an intersection 3 - 7
seconds before vehicles are given a green
indication. With this head start, pedestrians
can better establish their presence in the
crosswalk before vehicles have priority
to turn left or right. Pedestrian recall
timing automatically provides a pedestrian
crossing phase, without having to press the
pedestrian call button.
CRF 25%
CRASH
TYPE
CRF 80%
CRASH
TYPE
CRF 60%
CRASH
TYPE
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Opportunity High
LRSM ID
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
LRSM ID
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity High
LRSM ID
PEDESTRIANS CROSSING OUTSIDE CROSSWALK PEDESTRIAN IN ROAD SIGNALIZED INTERSECTION S18PB R34PB S21PB
Pacifica Local Roadway Safety Plan 19
PEDESTRIAN & BICYCLE
Pedestrian Hybrid Beacon Raised Crosswalk Raised Median/Refuge Island Pedestrian hybrid beacon (PHB), also
known as a HAWK, is a flashing light that is
activated by a pedestrian pushing a button
or some other form of detection. A PHB
is used at unsignalized intersections or
mid-block crosswalks to notify oncoming
motorists to stop with a series of red and
yellow lights. Unlike a traffic signal, the PHB
rests in dark until a pedestrian activates it
via pushbutton or other form of detection.
See CA MUTCD Section 4F for more detail.
Raised crosswalks are ramped speed tables
spanning the entire width of the roadway,
often placed at midblock crossing locations.
The crosswalk is demarcated with paint
and/or special paving materials. These
crosswalks act as traffic-calming measures
that allow the pedestrian to cross at grade
with the sidewalk. A Raised Crosswalk
improves safety by increasing crosswalk
and pedestrian visibility and slowing down
motorists.
A raised median/refuge island, is raised
curb in the center of the roadway that can
restrict certain turning movements and
provide a place for pedestrians to wait
if they are unable to finish crossing the
intersection. A Raised Median improves
safety by reducing the number of potential
conflict points with designated zones for
vehicles to turn, and a pedestrian refuge
island improves safety by reducing the
exposure time for pedestrians crossing the
intersection.
CRF 55%
CRASH
TYPE
CRF 35%
CRASH
TYPE
CRF 45%
CRASH
TYPE
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Opportunity Low
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
LRSM ID LRSM ID LRSM ID
VICTIMS UNDER 19 4-5 LANE ROADS WITH 40+ MPH SPEEDS MIDBLOCK MAJOR UNSIGNALIZED INTERSECTION SCHOOLS
PEDESTRIAN CROSSING OUTSIDE CROSSWALK PEDESTRIAN CROSSING OUTSIDE CROSSWALK PEDESTRIAN CROSSING OUTSIDE CROSSWALK NS23PB R36PB NS19PB
Countermeasure Toolbox
PEDESTRIAN & BICYCLE
Separated Bike Lanes Uncontrolled Pedestrian Crossings
with Enhanced Safety Features
A rectangular rapid flashing beacon (RRFB)
is a pedestrian-activated flashing light with
additional signage to alert motorists of a
pedestrian crossing. An RRFB improves
safety by increasing the visibility of marked
crosswalks and provides motorists a cue to
slow down and yield to pedestrians.
A separated bike lane provides dedicated
street space, typically adjacent to outer
vehicle travel lanes, with separation from
vehicle traffic, designated lane markings,
pavement legends, and signage. Bike
lanes improve safety by reducing conflicts
between bicycles and vehicles on the road
and by creating a road-narrowing effect
with buffers or vertical barriers, which may
reduce vehicle speeds.
An uncontrolled pedestrian crossing at
an intersection or on a segment provides a
formalized location for people to cross the
street, reducing the risk of people crossing
outside crosswalks where drivers are not
expecting them. Crosswalk striping, signs,
and other enhanced safety features alert
drivers that there may be a pedestrian
crossing. See further information on
crosswalks later in this document for more
detail.
CRF 35%
CRASH
TYPE
CRF 45%
CRASH
TYPE
CRF 35%
CRASH
TYPE
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Opportunity Medium
LRSM ID
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity High
LRSM ID
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
LRSM ID
SCHOOLS SCHOOLS COMMERCIAL AREAS
WRONG SIDE OF ROAD (BICYCLE) PEDESTRIANS CROSSING OUTSIDE CROSSWALK Rectangular Rapid
Flashing Beacon
PEDESTRIAN CROSSING OUTSIDE CROSSWALK
NS22PB R33PB R35PB
Pacifica Local Roadway Safety Plan 19
PEDESTRIAN & BICYCLE
Widen Sidewalk
Widening sidewalks provides a more
comfortable space for pedestrians,
particularly in locations with high volumes
of pedestrians, and provides space to
accommodate people in wheelchairs.
Widening sidewalks improves safety by
minimizing collisions with pedestrians
walking in the road.
PEDESTRIAN IN ROAD
Curb Extension
Raised Crosswalk
Countermeasure Toolbox
KEY
1 High-visibility
crosswalk markings,
parking restrictions on
crosswalk approach,
adequate nighttime
lighting levels, and
crossing warning signs
2 Raised crosswalk
3 Advance “Yield Here
To (Stop Here For)
Pedestrians” sign and
yield (stop) line
4 In-street pedestrian
crossing sign
5 Curb extension
6 Pedestrian refuge
island
7 Rectangular rapidflashing beacon
(RRFB)*
8 Road diet
9 Pedestrian hybrid
beacon (PHB)*
CROSSWALK POLICY BEST PRACTICES
Uncontrolled pedestrian crossings occur
hwere sidewalks or designated awlkawys
intersect a r o ad awy at a location hwere no
tra2c control (e.g,. tra2c signal or stop
sign) eix sts. This crossing type occurs
at intersections (marked or unmarked)
and at mid-block locations (where
they must be marked). Research has
demonstrated the importance of marking
uncontrolled crossings to facilitate access
to key destinations while ensuring that
additional safety treatments are applied
at these locations if they have higher
traffic speeds and volumes. The FHWA
Guide for Improving Pedestrian Safety at
Uncontrolled Crossing Locations proposes
countermeasures based on road conditions,
crash causes, and pedestrian safety issues.
Figure 21 summarizes recommendations
from the guide, includes a comprehensive
matrix and list of FHWA-approved
pedestrian crash countermeasures
suggested for application at uncontrolled
crossing locations per roadway and
traffic features.
*It should be noted that
the PHB and RRFB are not
both installed atthe same
crossing location
Figure 7
Application of
Pedestrian Crash
Countermeasures by
Roadway Features
Source: FHWA
# Signifies thatthe countermeasure is a candidate treatment at a marked uncontrolled crossing location
The absence of a number (#) signifies that the countermeasure is generally not an appropriate treatment, but exceptions may be considered following engineering judgment.
Signifies thatthe countermeasure should always be considered, but not mandated orrequired, based upon engineering judgment at a marked uncontrolled crossing location
Signifies that crosswalk visibility enhancements should always occurin conjunction with otheridentified countermeasures
ENGINEERING
POSTED SPEED LIMIT AND AADT
Roadway Configuration ≤30 mph
Vehicle AADT
<9,000
35mph
1 ≥40mph ≤30 mph
1 Vehicle AADT
9,000-15,000
35mph ≥40mph
1 4
2 5
1 1 1
≤30 mph
1 Vehicle AADT
>15,000
35mph
1 ≥40mph
1 2 lanes
1 lane in each direction 6 5 6
9 3
5 6 4 5 6 5 6
9 3
5 6
3 lanes
WITHOUT RAISED MEDIAN
1 lane in each direction with a
two-way left-turn lane
1 4
7 1
2 5
3 6
9 3 1
6 6
4 7
1 4
7 1
4 7
1 5
1 4
2 5
3 7
1 1
4 7
1 4
7 1
7 3 1
7 1
6 9
3 5
7 1
6 9
3 5 6
7 1 1
3 lanes
WITH RAISED MEDIAN
1 lane in each direction
5 5 5 5 5 5 5 5
7 1
9 3
6 9
3 7
1 9
3 6
9 3
7 1
4 7
1 5
9 3
6 9
3 7
1 1
5 5 6 5 5 5 5 6 5 6
7 4+ lanes
WITH RAISED MEDIAN
2 or more lanes in each
direction
1 1 1 1
5 8
5 8
5 8
5 8
4+ lanes
WITHOUT RAISED MEDIAN
2 or more lanes in each
direction
7 1
9 7
3 1
6 9
9 3
6 9
5 8
5 8
5 8
5 8
5 8
1 7
1 9
3 6
9 7
1 1
7 1 1 1
7 5
8 7
5 8
5 8 7
5 8 7
5 8
5 8 7
5 8
5 8
5 8
9 3
6 9
9 3
6 9
9 3
6 9
9 3
6 9
9 3
6 9
9 3
6 9
3 1
9 3
9 3
9 3
9 3
9 3
9 3
9 3
9 3
9 9 7
3 9
3 9
3 9
3 Pacifica Local Roadway Safety Plan 19
DEMAND CONSIDERATIONS FOR
CROSSWALKS
Uncontrolled and mid
should be identi ed
marking if there is
a crosswalk. Figure
for deciding if a c
Engineering judgment
be used to select l
for a marked, uncon
Enhanced treatments
and signing should
uncontrolled locati
facing page.
Should a crosswalk be installed?
Figure 8
Samples of Decision Tree
for Marking Crosswalks
Source: Fehr & Peers
ENGINEERING
NO NO
YES YES OR
NO NO
YES YES OR
NO NO
YES FEASIBLE
Use Crossing
Guidance to
determine treatment
options
Consider installing a
stop sign, signal, or
grade separation
It is feasible to
remove sight
obstruction or lower
the speed limit
Pedestrians can be
easily seen from a
feasible stopping
sight distance
Direct pedestrians to
the nearest marked or
protected crossing
Low speed (posted or
prima facie 25 MPH),
2-lane roadway
25 Nearest appropriately
marked or protected
crosswalk is at least
300 ft or more away
Insuficient need to
justify marked
crossing
Location connects two
pedestrian generators
such as a school, park,
bus stop, hospital,
neighborhood serving
commercial center, or
multi-family residential
20 pedestrians per
hour cross (in any two
hours, not necessarily
consecutive)
Countermeasure Toolbox
CROSSWALK MARKINGS
Crosswalk markings help driver know where
to expect pedestrians, and provide guidance
for pedestrians crossing the roadway
by de5ning and delineating paths on
approaches to uncontrolled and mid-block
locations. The use of high visibility striping
is appropriate at both uncontrolled crossing
locations, and signaliez d locations as traffic
volumes, speeds, and vehicle-pedestrian
con1icts require. There are several
treatments for high visibility markings,
including the continental and triple-four
(also called double continental) markings,
shown in Figure 02. Paci5ca could choose a
preferred style to use, so it is consistently
applied. Paci5ca may also want to adopt
a policy of using high visibility markings at
Figure 9
Crosswalk Marking
Examples
all marked crosswalks, when intersection
upgrades occur.
Continental striping is often chosen to
communicate sensitive pedestrian crossing
areas as the designated high
visibility tool. Research shows that
continental crosswalk markings are more
visible to drivers at night than parallel line
markings (1). Crosswalks with longitudinal
lines parallel to traffic flow allow drivers to
see the marked crosswalk from a greater
distance, when compared with standard
markings. This increased visibility distance
gives drivers more time to safely stop for a
pedestrian waiting to cross.
Additional resources:
(1) Fitzpatrick, K., S. Chrysler, V. Iragavarapu, and E.S.
Park. Detection Distances to Crosswalk Markings:
Transverse Lines, Continental Markings, and Bar Pairs.
Transportation Research Record: Journal of the
Transportation Research Board, No. 2250.
Transportation Research Board of the National
Academies, Washington, DC, 2011.
• Triple-four markings
include two dashed lines
on the outside with a clear
space in the center to
direct pedestrian traffic,
and are often enhanced
with outer rows of raised
pavement markers. They
may be less costly to install
and maintain as they
require less paint than a
standard high visibility
crosswalk.
Standard Continental Triple-Four
ENGINEERING