San Rafael City Council
April 2, 2024

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CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 203 High Collision Network
Unincorporated Marin’s High Collision
Network is shown in Figure 18.5, Table

18.1, and Table 18.2. High collision
road segments and intersections were
selected countywide based on overall
collision rates at those locations.

Unincorporated Marin’s High Collision
Network includes 12 segments, as can
be seen in the map; this is the third
highest number of segments among
Marin County jurisdictions. Alexander
Avenue from Highway 101 to Second
Street had the highest rate of any
Unincorporated segment – 295.4
collisions per 100 million vehicle miles
traveled – ranking 13th of the 70
countywide High Collision Network
segments by collision rate. Of this
segment’s 20 collisions, 17 involved
bicyclists, including 12 solo bicycle
collisions, largely resulting from unsafe
speeds and occurring in areas with poor
pavement condition. It is important
to note that, while Alexander Avenue
is located in Unincorporated Marin, it
is owned by the Golden Gate Bridge
District up to the Sausalito City limits.

Marin City’s Donahue Street and Drake
Avenue were both included in the High
Collision Network with collision rates of
222.6 and 76.9 collisions per 100 million
vehicle miles traveled, respectively.
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Point Reyes
National
Seashore
Bolinas
Lagoon
San Pablo Bay
Mt. Tamalpais State Park
Angel Island
Mount
Burdell
S
Bahia
D St
Tomales–Petaluma Rd
Sir Francis Drake Blvd
Fairfax–Bolinas Rd
Ni casioValley Rd
Lucas Valley Rd
Be ar Valley Rd
Marshall – Petaluma Rd
Ignacio Blvd
Sears Point Rd
Lagunitas
Nicasio
Tomales
Point Reyes
Station
Olema
Marshall
Terra Linda
Ignacio
Black Point
Petaluma
Novato
Mill Valley
Belvedere-Tiburon
San Rafael
Bodega Ave
Shoreline Hwy
Novato B l vd
Point Reyes -Petaluma Rd
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Figure 18.5: Unincorporated Marin High Collision Network LEGEND HCN Intersection HCN Segment Boundary

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CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 204 Table 18.1: Unincorporated Marin High Collision Network Segments ID Location Number of Collisions Collision Rate Per
100 Million VMT
Pedestrian Bicycle Motorcycle Motor
Vehicle Only
Total
1 Alexander Avenue from Highway 101 to 2nd Street 0 17 1 2 20 295.4 2 Donahue Street from Park Circle to Drake Avenue (East) 0 0 0 4 4 222.6 3 College Avenue from Sir Francis Drake Boulevard to Woodland Road 1 3 0 6 10 90.1 4 Drake Avenue from Donahue Street (West) to Donahue Street (East) 0 1 0 3 4 76.9 5 Lucas Valley Road from Bay Laurel Lane to Camino Margarita (Big Rock) 0 1 1 7 9 68.5 6 Point San Pedro Road from Summit Avenue to Sea Way 0 0 0 3 3 66.8 7 Point Reyes-Petaluma Road from Novato Boulevard to Nicasio Valley Road 0 1 4 17 22 61.4 8 North San Pedro Road from Golf Avenue to Meriam Drive 1 0 0 5 6 43.2 9 Panoramic Highway from Shoreline Highway to Gravity Car Road 1 6 10 4 21 42.3 10 Sir Francis Drake Boulevard from Bon Air Road to Del Monte 2 0 0 24 26 36.1 11 Sir Francis Drake Boulevard from Baywood Canyon Road to San Geronimo Valley Drive (White’s Hill)
0 3 0 4 7 24.0
12 Sir Francis Drake Boulevard from Drakes Cove Road to Andersen Drive 0 0 1 8 9 17.8 Sir Francis Drake Boulevard from Bon Air Road to Del Monte had the highest number of collisions of any unincorporated segment, 26. These largely involved vehicles only but included two pedestrian collisions.

Unincorporated Marin’s High Collision Network also includes 12 intersections, again the third highest number of any Marin County jurisdiction. This includes the intersection with the highest collision rate countywide: Nicasio Valley Road and Lucas Valley Road, with 57.9 collisions per 100 million entering vehicles. This was followed by the intersection of Point Reyes-Petaluma Road and Novato Road, with 23.8 collisions per 100 million entering vehicles. Collisions at unincorporated Marin High Collision Network intersections largely involved vehicles only.

CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 205 Table 18.2: Unincorporated Marin High Collision Network Intersections ID Location Number of Collisions Collision Rate
Per 100 Million
Pedestrian Bicycle Motorcycle Motor Vehicle Entering Vehicles Only
Total
A Nicasio Valley Road & Lucas Valley Road 0 1 1 2 4 57.9 B Point Reyes-Petaluma Road & Novato Boulevard 0 1 1 1 3 23.8 C Sir Francis Drake Boulevard & Nicasio Valley Road & San Geronimo Valley Road
0 1 0 3 4 19.1
D Point Reyes-Petaluma Road & Nicasio Valley Road 0 0 0 2 2 17.0 E Point Reyes-Petaluma Road & Hicks Valley Road 0 0 0 2 2 14.5 F Miller Creek Road & Marinwood Avenue 1 0 0 1 2 13.7
G Sequoia Valley Road & Panoramic Highway & Muir Woods Road 0 1 0 0 1 5.4 H East Blithedale Avenue & Tower Drive & Kipling Drive2 0 1 0 2 3 5.2 I Sir Francis Drake Boulevard & El Portal Drive 0 0 0 2 2 2.6 J Sir Francis Drake Boulevard & Bon Air Road 0 0 0 2 2 2.3 K Sir Francis Drake Boulevard & Bon Air Center & La Cuesta Drive 0 0 0 1 1 1.3 L Sir Francis Drake Boulevard & Eliseo Drive & Barry Way 0 0 0 1 1 1.2 2 As of June 2023, this intersection is under the jurisdiction of the City of Mill Valley.

CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 206

18.5 EMPHASIS AREAS
Emphasis areas provide a framework for developing and implementing strategies to increase road user safety across the County. Potential emphasis areas were initially identified using severe injury and fatality collision data from 2012-2021 for unincorporated Marin in comparison to the County as a whole, which allowed for a larger sample size of KSI collisions to be compared. Emphasis areas were then refined through stakeholder input. A full list of emphasis areas for the County can be found in Chapter 6. Seven primary emphasis areas were selected from this list for unincorporated Marin based on the city’s collision trends, shown in Table 18.3. The following is a description of trends relating to these emphasis areas from 2012-2021.

Table 18.3: Unincorporated Marin primary emphasis areas Category Primary Emphasis Area
Vulnerable Road Users Bicyclists
Motorcyclists
Collision Factors Impaired Driving & Bicycling
Improper Turning
Unsafe Speed
Collision Types Rear-End
External Conditions Dark Conditions
Approximately 18% of KSI collisions in unincorporated Marin from 2012-2021 involved a bicyclist; this is slightly higher than the County’s rates of 17%. Given that unincorporated Marin’s roads are frequented by recreational bicyclists, this is an important emphasis area for addressing road user safety.

Approximately 4% of injury collisions and almost 8% of KSI collisions involved a motorcycle, compared to 3% and 7% countywide, respectively. Similar to bicyclists, motorcyclists often seek out unincorporated Marin’s scenic, winding roads for recreational riding.

Driving or bicycling under the influence of drugs or alcohol resulted in 11% of both injury collisions and KSI collisions. This is higher than the County’s rates of 7% and 10%, respectively. Collisions caused by driving or bicycling under the influence were spread throughout unincorporated Marin. Hotspots included Lucas Valley Road, Paradise Drive, and Point Reyes-Petaluma Road.

Improper turning led to 26% of injury collisions and 28% of KSI collisions, significantly higher than the County’s rates of 17% and 20%, respectively. These collisions were also widely distributed throughout the County but had hotspots along Lucas Valley Road, Point Reyes-Petaluma Road, and Sir Francis Drake Boulevard.

Unsafe speed resulted in 33% of unincorporated Marin’s injury collisions, as well as 32% of KSI collisions. These rates are higher than the respective Countywide proportions for this collision factor of 28% and 24%. Unsafe speed collisions were spread throughout unincorporated Marin.

Approximately 7% of all injury collisions and 7% of KSI collisions were rear-end collisions. Countywide, meanwhile, this type of collision made up 6% of KSI collisions.

High numbers of rear-end collisions were located along College Avenue and Sir Francis Drake Boulevard in Kentfield and Greenbrae.

Lastly, one quarter of KSI collisions in unincorporated Marin occurred under dark conditions. This includes 15% of all KSI collisions that occurred in locations without streetlights.

Focusing on these primary emphasis areas can significantly contribute to eliminating collisions in the County resulting in severe injury or fatality. However, a strategy that includes additional emphasis areas would have additional positive effects. Table 18.4 through Table 18.10 list the goals and strategies for unincorporated Marin’s primary emphasis areas. See Appendix A for more detail on countermeasures recommended as emphasis area strategies..

CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 207

STRATEGIES
Education • Expand Safe Routes to Schools education programming. • Expand Street Smarts safety campaigns and consider alignment with Bicycle Safety Month.

Enforcement • Equitably implement targeted enforcement on key collision areas which resulted in injury bicycle collisions. • Prioritize enforcement of traffic laws based on likelihood of behavior causing an injury collision. • Equitably implement targeted enforcement for bicyclists driving under the influence of alcohol or drugs.

Engineering • In conjunction with other strategies, install countermeasures focused on reducing the likelihood and severity of collisions between automobiles and bicyclists and increasing driver awareness of bicyclists. • Provide low stress, all ages and abilities infrastructure connectivity for bicyclists, particularly within one mile of schools and along key active transportation routes.
• Refer to Caltrans and FHWA guidance on the preferred method of separation based on automobile speeds and roadway volumes. • Implement technology to improve bicyclist safety such as bicycle activated signal detection and bicycle signal heads as appropriate.

Emergency Response • Install emergency vehicle preemption systems. • Improve resources for deploying emergency responses to bicycle collision sites. • Consider targeted training for responding to specific high incident locations and treatment of predominant bicyclist injury types at those locations.
• Ensure that emergency routes are clear and well defined.

Emerging Technology • Implement new technologies to make bicycle crossings safer and more comfortable (e.g., automated detection at signalized intersections, etc.). • Deploy collision-prevention technology at signalized intersections. • Utilize technologies such as video data and crowdsourcing to track and address near misses. • Conduct in-depth analyses of bicyclist collision trends at hot spot locations to inform strategy implementation.

Table 18.4: Bicyclists primary emphasis area goals & strategies EMPHASIS AREA: BICYCLISTS
GOALS: Reduce fatal & severe injury collisions involving bicyclists 30% by 2030.

Reduce fatal & severe injury collisions involving bicyclists 50% by 2040.

Eliminate fatal & severe injury collisions involving bicyclists by 2050. 0 • •
CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 208

STRATEGIES
Education • Coordinate with motorcycle advocacy groups (e.g., ABATE) about ways to effectively promote safe behaviors.
• Implement education and awareness campaigns focused on conspicuity, protective clothing, and driver awareness of motorcyclists.

Enforcement • Prioritize equitable enforcement of motorcycle helmet laws in key high injury locations. • Equitably implement targeted enforcement for motorcyclists driving under the influence of alcohol or drugs.

Engineering • In conjunction with other strategies, implement countermeasures focused on improving pavement friction at locations with curves and/or a high frequency of motorcycle collisions.

Emergency
Response
• Install emergency vehicle preemption systems.
• Improve resources for deploying emergency responses to collision sites. • Ensure that emergency routes are clear and well defined. • Consider targeted training for responding to specific high incident locations and treatment of predominant injury types at those locations.

Emerging
Technology
• Deploy collision-prevention technology at signalized intersections. • Utilize technologies such as video data and crowdsourcing to track and address near misses. • Collect and analyze data on multi-modal counts, including non-reported collisions.

Table 18.5: Motorcyclists primary emphasis area goals & strategies EMPHASIS AREA: MOTORYCLISTS
GOALS: Reduce fatal & severe injury collisions involving motorcyclists 30% by 2030.

Reduce fatal & severe injury collisions involving motorcyclists 50% by 2040.

Eliminate fatal & severe injury collisions involving motorcyclists by 2050.

CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 209

STRATEGIES
Education • Implement education and public awareness campaigns targeted at impaired driving. • Partner with local businesses and organizations along hot spot corridors on educational efforts and campaigns.

Enforcement • Equitably implement high visibility enforcement campaigns. • Establish DUI checkpoints where appropriate.

Engineering • Install countermeasures focused on mitigating or preventing hit objects, unsafe speeds, and improper turning.
• Provide physical separation between fast-moving traffic and vulnerable road users.

Emergency Response • Install emergency vehicle preemption systems. • Improve resources for deploying emergency responses to collision sites. • Ensure that emergency routes are clear and well defined. • Consider targeted training for responding to specific high incident locations and treatment of predominant injury types at those locations.

Emerging Technology • Implement a Safe Ride Home partnership between the jurisdictions, police departments, CHP, taxi/ride-hail operators, and local businesses. • Deploy collision-prevention technology at signalized intersections.Utilize technologies such as video data and crowdsourcing to track and address near misses.

Table 18.6: Impaired driving & bicycling primary emphasis area goals & strategies EMPHASIS AREA: IMPAIRED DRIVING & BICYCLING
GOALS: Reduce fatal & severe injury collisions involving impaired driving and bicycling 30% by 2030.

Reduce fatal & severe injury collisions involving impaired driving and bicycling 50% by 2040.

Eliminate fatal & severe injury collisions involving impaired driving and bicycling by 2050.

CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 210

STRATEGIES
Education • Expand the Street Smarts program with an emphasis on avoiding distracted driving.

Enforcement • Equitably implement targeted enforcement on key collision areas which resulted in injuries from improper turning.

Engineering • In conjunction with other strategies, implement countermeasures focused on designing and improving intersections to encourage drivers to make safe turns such as curb radius. reduction, left turn hardening, protected intersections/corners, etc.

Emergency
Response
• Install emergency vehicle preemption systems.
• Consider targeted training for responding to specific high incident locations and treatment of predominant injury types at those locations.
• Improve resources for deploying emergency responses to collision sites. • Ensure that emergency routes are clear and well defined.

Emerging
Technology
• Deploy collision-prevention technology at signalized intersections. • Utilize technologies such as video data and crowdsourcing to track and address near misses.

Table 18.7: Improper turning primary emphasis area goals & strategies EMPHASIS AREA: IMPROPER TURNING
GOALS: Reduce fatal & severe injury collisions involving improper turning 30% by 2030.

Reduce fatal & severe injury collisions involving improper turning 50% by 2040.

Eliminate fatal & severe injury collisions involving improper turning by 2050.

CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 211

STRATEGIES
Education • Partner with local businesses and organizations on educational efforts and campaigns along hot spot corridors. • Implement a safe speeds education campaign.
• Expand the Street Smarts Marin program.

Enforcement • Equitably implement targeted enforcement on key collision areas which resulted in injuries from unsafe speeds. • Use recent legislation (AB 43, AB 321) and national research to set context-appropriate speeds suitable for all road users particularly in business districts and near schools.
• Consider use of technology to support automated enforcement at key locations. • Deploy a radar trailer and/or permanent speed feedback signage at locations where instances of unsafe speed are more prevalent.

Engineering • In conjunction with other strategies, install countermeasures focused on designing and improving roadways that lead to more appropriate speeds to the surrounding land uses.
• Coordinate with emergency services to develop design standards for traffic calming treatments, particularly on collector and neighborhood streets.

Emergency Response • Install emergency vehicle preemption systems. • Consider targeted training for responding to specific high incident locations and treatment of predominant injury types at those locations. • Improve resources for deploying emergency responses to collision sites. • Ensure that emergency routes are clear and well defined.

Emerging Technology • Implement technology such as spot cameras, variable message signs, and traffic control warning devices as appropriate. • Monitor speeds through critical intersections using smart signal technology. • Utilize technologies such as video data and crowdsourcing to track and address near misses. • Engage in legislative advocacy to seek state law change allowing automated speed cameras and allowing the resulting citations to be handled as local municipal code violations rather than vehicle code violations.

Table 18.8: Unsafe speed primary emphasis area goals & strategies EMPHASIS AREA: UNSAFE SPEED
GOALS: Reduce fatal & severe injury collisions involving unsafe speed 30% by 2030.

Reduce fatal & severe injury collisions involving unsafe speed 50% by 2040.

Eliminate fatal & severe injury collisions involving unsafe speed by 2050.

CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 212

STRATEGIES
Education • Partner with local businesses and community organizations to educate the public about distracted driving.
• Expand the Street Smarts program.

Enforcement • Equitably implement targeted distracted driving enforcement at high injury locations where rearend collisions are more common.

Engineering • In conjunction with other strategies, install countermeasures focused on designing and improving roadways that lead to more appropriate speeds to the surrounding land uses.

Emergency
Response
• Install emergency vehicle preemption systems.
• Improve resources for deploying emergency responses to collision sites. • Ensure that emergency routes are clear and well defined. • Consider targeted training for responding to specific high incident locations and treatment of predominant injury types at those locations.

Emerging
Technology
• Deploy collision-prevention technology at signalized intersections. • Utilize technologies such as video data and crowdsourcing to track and address near misses.

EMPHASIS AREA: REAR END COLLISIONS
GOALS: Reduce fatal & severe injury rear-end collisions 30% by 2030.

Reduce fatal & severe injury rear-end collisions 50% by 2040.

Eliminate fatal & severe injury rear-end collisions by 2050.

Table 18.9: Rear-end primary emphasis area goals & strategies CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 213

STRATEGIES
Education • Implement education campaigns targeted at safely walking and bicycling in the dark. • Implement a safe speeds education campaign.

Enforcement • Use recent legislation and national research to set context appropriate speeds suitable for all road users.

Engineering • In conjunction with other strategies, implement countermeasures focused on improving nighttime infrastructure awareness and decision making.
• Improve street lighting in areas with high numbers of collisions during dark conditions.

Emergency Response • Install emergency vehicle preemption systems. • Improve resources for deploying emergency responses to collision sites. • Ensure that emergency routes are clear and well defined. • Consider targeted training for responding to specific high incident locations and treatment of predominant injury types at those locations.

Emerging Technology • Deploy collision-prevention technology at signalized intersections. • Utilize technologies such as video data and crowdsourcing to track and address near misses.

Table 18.10: Dark conditions primary emphasis area goals & strategies EMPHASIS AREA: DARK CONDITIONS
GOALS: Reduce fatal & severe injury collisions involving dark conditions 30% by 2030.

Reduce fatal & severe injury collisions involving dark conditions 50% by 2040.

Eliminate fatal & severe injury collisions involving dark conditions by 2050.

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CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 214

18.6 PRIORITY PROJECTS
Following the identification of the High Collision Network, the collision patterns at these intersections and segments were analyzed to determine potential countermeasures. In collaboration with the County, a subset of priority project locations was selected to recommend specific improvements based on the collision rates, trends, and potential improvement impacts. These are locations where sitespecific engineering improvements can have a substantial effect in achieving the LRSP’s goals. In unincorporated Marin, the priority locations and projects are as follows:

Point Reyes-Petaluma Road from Novato Boulevard to
Nicasio Valley Road (Segment)
ƒ Road Improvements
Roadway improvements could include widening the shoulder and installing guard rails where applicable.
ƒ Bicycle Facility Improvements
Installing a wider shoulder, where feasible and with preference to the uphill direction, could give bicyclists and motorists more room to maneuver. Installing “Bikes May Use Full Lane” signs clarifies where bicyclists are expected to ride and reminds motorists to expect bicyclists on the road.

Panoramic Highway from Shoreline Highway to
Gravity Car Road (Segment)
ƒ Road Improvements
Roadway improvements may include widening the shoulder and installing designated turn-outs where feasible; and installing curve advanced warning signs, guard rails, and dynamic variable speed warning signs at curves. ƒ Bicycle Facility Improvements
Installing a wider shoulder, where feasible, could give bicyclists and motorists more room to maneuver. Installing “Bikes May Use Full Lane” signs clarify where bicyclists are expected to ride and reminds motorists to expect bicyclists on the road. Other signage to alert motorists to bicyclist presence could also be beneficial.

CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 215 College Avenue from Sir Francis Drake Boulevard to
Woodland Road (Segment)
ƒ Intersection Improvements
The intersection of Woodland Road and College Avenue may benefit from installation of a traffic signal or roundabout. Signalization would require a warrant study to determine if this countermeasure is appropriate. ƒ Pedestrian Crossing Improvements
A number of pedestrian crossing improvements could be considered along this corridor including some of the following: high visibility crosswalks, rectangular rapid flashing beacons (RRFBs), pedestrian signals or High Intensity Activated CrossWalKs (HAWKs), advanced stop bars, bulb outs, tightening curb radii, directional curb ramps, and leading pedestrian intervals. These could improve pedestrian crossings by shortening crossing distances and emphasizing pedestrians’ presence.
ƒ Bicycle Facility Improvements
Upgrading bicycle lanes to green bicycle lanes, installing green paint through conflict zones, and adding bicycle boxes could increase the visibility of bicyclists.

North San Pedro Road from Golf Avenue to
Meriam Drive (Segment)
ƒ Pedestrian Crossing Improvements
A number of pedestrian crossing improvements could be considered along this corridor including some of the following: high visibility crosswalks, advanced stop bars, bulb outs, tightening curb radii, and directional curb ramps. These could improve pedestrian crossings by shortening crossing distances and emphasizing pedestrians’ presence.
ƒ Bicycle Facility Improvements
Installing “Bikes May Use Full Lane” signs clarifies where bicyclists are expected to ride and reminds motorists to expect bicyclists on the road.

CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 216 Donahue Street from Park Circle to Drake Avenue East (Segment) ƒ Intersection Improvements
The intersection of Donahue Street and Drake Avenue may benefit from installation of a traffic signal or roundabout. Signalization would require a warrant study to determine if this countermeasure is appropriate. ƒ Pedestrian Crossing Improvements
A number of pedestrian crossing improvements could be considered along this corridor including some of the following: high visibility crosswalks, RRFBs, advanced stop bars, bulb outs, and tightening curb radii. These could improve pedestrian crossings by shortening crossing distances and emphasizing pedestrians’ presence.

Drake Avenue from Donahue Street West to
Donahue Street East (Segment)
ƒ Road Improvements
Consider installing edgelines and narrowing travel lanes to encourage traffic calming.

CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 217 Point Reyes-Petaluma Road & Novato Boulevard (Intersection) ƒ Intersection Improvement
Intersection improvements may include installing a left turn lane where applicable and installing splitter islands on the minor road approaches.

As an optional alternative, convert the intersection to a roundabout as these can be effective at reducing severe injuries at intersections. ƒ Bicycle Facility Improvements
Installing a wider shoulder, where feasible, could give bicyclists and motorists more room to maneuver. Installing “Bikes May Use Full Lane” signs clarifies where bicyclists are expected to ride and reminds motorists to expect bicyclists on the road.

Alexander Avenue from Highway 101 to Second Street
(Segment, Owned by Golden Gate Bridge District)
ƒ Road Improvements
Repave road and flatten curves. Install dynamic/variable speed warning signs. ƒ Bicycle Facility Improvements
Install wider shoulder or protected/separated bicycleways, where feasible.

CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 218 East Blithedale Avenue & Tower Drive & Kipling Drive (Intersection)3 Signal Improvements
Signalization improvements may include upgrading signal hardware, lengthening clearance intervals, eliminating or restricting higher-risk movements, coordinating signals at multiple locations, and upgrading hardware to 12” signal heads with backplates.
ƒ Pedestrian Crossing Improvements
A number of pedestrian crossing improvements could be considered at this intersection including some of the following: high visibility crosswalks, directional curb ramps, reduced curb radii, and removing pork chop islands.

These could improve pedestrian crossings by shortening crossing distances and emphasizing pedestrians’ presence.
ƒ Bicycle Facility Improvements
Installing “Bikes May Use Full Lane” signs clarifies where bicyclists are expected to ride and reminds motorists to expect bicyclists on the road.

Point Reyes-Petaluma Road & Nicasio Valley Road (Intersection) ƒ Intersection Improvements
Intersection improvements may include installing a left turn lane where applicable and installing splitter islands on the minor road approach. ƒ Convert Intersection to Roundabout
This is an optional alternative countermeasure. Roundabouts can be effective at reducing severe injuries at intersections.
3 As of June 2023, this intersection is under the jurisdiction of the City of Mill Valley.

CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 219 Marin’s Transportation Sales Tax

MEASURE

VOTER APPROVED
Marin’s Vehicle Registration Fee
M
B
EASURE

VOTER APPROVED

18.7 IMPLEMENTATION & EVALUATION
A number of considerations must be proactively managed to successfully implement the strategies presented in the LRSP. Successful implementation requires adequate funding, coordination, and partnerships, and can be supported by policies at both the jurisdiction and county levels.

IMPLEMENTATION
Next Steps & Timeline for Implementation
The next steps for implementation should focus on developing specific programs and projects from the LRSP recommendations:
ƒ Identify an “agency champion” to advance each LRSP priority recommendation.

This agency generally would assume the primary role in program/project development
ƒ Further define each priority recommendation (or if appropriate, bundle several recommendations together) into a discrete program or project with a specific scope of improvements
ƒ Allocate initial funding to complete basic program/project development tasks, such as conceptual planning, feasibility assessments, cost estimation, and agency coordination
These initial development steps will allow lead agencies to define specific programs and projects and prepare them for inclusion in competitive funding applications, regional transportation plans, and local capital improvement plans (CIPs).

The strategies introduced in this document may be implemented in different phases.

Short-term implementation would generally occur in less than five years from completion of the LRSP. These actions include low-cost engineering treatments that can be constructed relatively quickly, such as striping projects, signal optimizations, and quick-build infrastructure. Additional short-term strategies could include scaling up existing programs and implementing enforcement activities.

Medium-term implementation typically would occur between five and ten years after LRSP development. This may include progressive and scaled-up safety elements as well as larger projects that require more resources to design and construct. Policy changes also could be implemented in this timeframe.

In the long term (generally 10 years or more), implementation may focus on further emphasizing safety in future planning and design efforts.

Funding Sources & Strategies
Obtaining funding is critical for plan implementation. The County and its jurisdictions can pursue funding at various levels depending on their needs. Identification of funding sources and opportunities can be focused on the following:
ƒ Federal and state grant opportunities, including the Highway Safety Improvement Program, Safe Streets & Roads for All, and the Active Transportation Program
ƒ Regional funding opportunities, including funding opportunities resulting from Marin County’s Measure AA sales tax and Measure B vehicle registration fees ƒ Local fund contributions from TAM, the County, and its jurisdictions to support countywide programs
ƒ Capital improvement projects, such as repaving efforts into which safety upgrades could be bundled
California Active
Transportation Program
CHAPTER 18. UNINCORPORATED MARIN COUNTY LOCAL ROAD SAFETY PLAN 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 220 The following strategies can help to increase the likelihood of success in competitive funding applications:
ƒ Pursue the highest-priority, highest-benefit projects and programs. These tend to be the most competitive in grant programs, driven by strong results in the benefit-cost analyses that are often required. In addition, showing funding partners that the County and local jurisdictions have thought carefully about the highest-value ways to direct resources can inspire confidence from these federal and state entities
ƒ Partner across jurisdictions to greatly strengthen applications for competitive funding. Some potential partners for local jurisdictions include the County, TAM, Marin Transit, or relevant community-based organizations. Beyond grant applications, these jurisdictional partnerships also could include more formalized memoranda of understanding to share the costs of planning, design, construction, or operations
ƒ Leverage local funding for projects and aim to provide close to 50 percent of total project costs from these local funds. This type of commitment will increase competitiveness when applying for discretionary funds at the federal and state levels ƒ Pursue multiple funding sources. Infrastructure programs and projects often require agencies to leverage many sources to meet project budgets, especially given the uncertainty of competitive funding programs
Coordination & Partnership
Coordination and partnership among diverse stakeholders are essential for the success of the LRSP. Within jurisdictions, collaboration and partnership between public works, law enforcement, bicycle/pedestrian advisory committees, and others can ensure that road user safety is systematically addressed.

Additional countywide partnerships could also be considered to track funding and project implementation. These partnerships could take the following forms:
ƒ Jurisdictional partnerships to prepare joint grant applications and potentially share program/project costs
ƒ Countywide bicycle working committee including representatives from existing groups from various jurisdictions to further develop program/project concepts, track funding opportunities, and monitor overall progress toward LRSP goals ƒ Task force to audit countywide projects and programs related to bicycle safety, review collision trend data, and make recommendations on preventing future collisions
Policy Support
Whether at the county or jurisdiction levels, the LRSP strategy implementation can be facilitated by supportive policies. Policies to consider include establishing clear goals for regional connectivity through a countywide bicycle master planning process, parking policies, and traffic calming policies. Having clear policies can pave the way for related safety improvements.

EVALUATION
It will be important to evaluate progress towards meeting the LRSP’s goals. Evaluation allows the County and its jurisdictions to monitor safety conditions over time and make strategy adjustments as necessary.

In order to understand progress and safety conditions, specific outcome metrics should be used when evaluating the LRSP’s progress. Foremost among these should be the number of KSI collisions in each jurisdiction, as this corresponds directly to the LRSP goals. Additional metrics could be the number of non-KSI injury collisions and collisions related to each emphasis area. Metrics should be tracked every two years and summarized in a memo or scorecard. This data will also be helpful when applying for funding.

Regularly updating the LRSP will allow the plan and its strategies to be revised based on the evaluation results. The LRSP should be updated every four years or as needed. 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | 221

PHOTO CREDITS
Adobe Stock: pages, 26, 98, 192
Google Earth: pages 32, 50, 59, 64, 67, 80, 90, 95, 103, 115, 116, 119, 125, 126, 131, 133, 138, 141, 147, 169, 170, 171, 172, 188, 189, 198, 211, 212, 213, 214, 215 Parametrix: inset cover photo and pages 38, 45, 70, 75, 82, 85, 107, 115, 152, 153, 156, 175, 180, 183
Transportation Authority of Marin: pages 3, 7, 10, 28, 40, 52, 54, 69, 121, 135, 152 ParametriX 1:t1;m1
IRANSPORTAIION CONSULIIN6
2024 MARIN COUNTY
Local Road Safety Plan APPENDIX
JANUARY, 2024
2024 MARIN COUNTY

LOCAL ROAD SAFETY PLAN
Undertaken by the Transportation Authority of Marin and County of Marin with Support from the 11 Cities and Towns in Marin County 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN
COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN

TABLE OF CONTENTS
APPENDIX A. COUNTERMEASURE TOOLKIT..........A-1
Introduction .................................................A-1 Summary of Content ......................................A-1 Signalized Intersections
Countermeasures...........................................A-2 Unsignalized intersections
Countermeasures......................................... A-10 Roadway Segments
Countermeasures......................................... A-19 Countermeasures That do not Qualify
for HSIP Funding.......................................... A-33 COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-1

INTRODUCTION
The Countermeasure Toolkit provided within the following pages summarizes the measures found in the 2022 Caltrans Local Roadway Safety Manual (CA-LRSM).

The CA-LRSM is a tool intended to provide focused roadway safety information in a single document. This data uses information from the Crash Modification Factor Clearinghouse and three other Federal Highway Administration (FHWA) published safety manuals — Roadway Departure Safety, Intersection Safety, and Roadways Safety Information Analysis — in conjunction with its own research with the Safe Transportation Research and Education Center (SafeTREC) to develop the CA-LRSM.

SUMMARY OF CONTENT
The toolkit lists Highway Safety Improvements Program (HSIP) countermeasures and non-HSIP countermeasures as well as crash type, crash reduction factors (CRF), federal funding eligibility for HSIP projects and the systemic opportunity. The countermeasures listed in this toolkit have been divided into four groups: signalized intersections, unsignalized intersection, roadway segments and countermeasure that do not currently apply for HSIP funding (not included in the CA-LRSM).

The information included in the countermeasure toolkit are:
ƒ CRASH TYPES – “All”, “P & B” (Pedestrian and Bicycle), “Night”, “Emergency Vehicle”, or “Animal”
ƒ CRF - Crash Reduction Factor used for HSIP calls-for-projects ƒ EXPECTED LIFE – 10 years or 20 years
ƒ FEDERAL FUNDING ELIGIBILITY – The maximum federal reimbursement ratio ƒ SYSTEMIC APPROACH OPPORTUNITY – Opportunity to implement using a systemic approach: “Very High”, “High”, “Medium” or “Low” For countermeasures that are not eligible in Caltrans’ local HSIP call for projects, “N/A” is placed in the above fields.

The toolkit refers to each countermeasure with an identification letter and number.

The letters refer to the following:
ƒ ‘S’ countermeasures apply to signalized intersections. ƒ ‘NS’ countermeasures apply to unsignalized intersections. ƒ ‘R’ countermeasures apply to roadway segments.
ƒ ‘NH’ countermeasures do not qualify for HSIP funding.

The list of countermeasures in the following section is not all-inclusive and only consists of thoroughly researched countermeasures.

The mix of countermeasure and CRFs included is intended to meet Caltrans’ goal of a data-driven process for local agencies to follow. Where possible and appropriate, the CRF value listed in this toolkit is based on research studies that specifically established the CRF to be used for ‘all’ project areas, roadway types and traffic volumes. Where not all applicability factors have already been established by prior research, Caltrans worked closely with FHWA to approximate CRFs for countermeasures often utilized by local agencies.

APPENDIX A. COUNTERMEASURE TOOLKIT
COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-2

SIGNALIZED INTERSECTIONS

COUNTERMEASURES
COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-3 Crash Type Night
CRF 40%
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity Medium
Crash Type All
CRF 15%
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity Medium
Crash Type All
CRF 15%
Expected Life (Years) 10
Federal Funding Eligibility 50%
Systemic Approach Opportunity Very High
S1. Add intersection lighting
Applicable at signalized intersections that have a
disproportionate number of nighttime crashes and do
not currently provide lighting at the intersection or
at its approaches. Intersection lighting is of particular benefit to non-motorized users. Lighting not only helps them navigate the intersection, but also helps drivers
see them better.

S2. Improve signal hardware: lenses, backplates, mounting, size, and number Install at signalized intersections with a high frequency of right-angle and rear-end crashes occurring because
drivers may be unable to see traffic signals sufficiently in advance of the intersection. Signalized intersection improvements include new LED lighting, signal back
plates, retro-reflective tape outlining the back plates, or visors to increase signal visibility, larger signal heads, relocation of the signal heads, or additional signal heads.

S3. Improve signal timing (coordination,
phases, red, yellow, or operation)
Install at locations that have a crash history at
multiple signalized intersections along a corridor.

Signalization improvements may include adding
phases, lengthening clearance intervals, eliminating or restricting higher-risk movements, and coordinating
signals at multiple locations.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-4 Crash Type
Emergency
Vehicle
CRF 70%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity High
Crash Type All
CRF 55%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Low
Crash Type All
CRF 30%
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity Very High
S5. Install emergency vehicle pre-emption
systems
The target of this strategy is signalized intersections where normal traffic operations impede emergency
vehicles and where traffic conditions create a potential for conflicts between emergency and nonemergency
vehicles. These conflicts could lead to almost any type of crash, due to the potential for erratic maneuvers
of vehicles moving out of the paths of emergency
vehicles.

S6. Install left-turn lane & add turn phase
(signal has no left-turn lane or phase before)
Many intersection safety problems can be traced to
difficulties accommodating left-turning vehicles, in
particular where there is currently no accommodation
for left turning traffic. A key strategy for minimizing collisions related to left-turning vehicles (angle,
rearend, sideswipe) is to provide exclusive left-turn
lanes and the appropriate signal phasing, particularly
on high-volume and high-speed major-road
approaches.

S7. Provide protected left turn phase (left turn
lane already exists)
Applicable at signalized intersections with existing left turn pockets that currently have a permissive left-turn or no left-turn protection and have a high frequency of angle crashes involving left turning, opposing through
vehicles, and non-motorized road users. A properly
timed protected left-turn phase can also help reduce
rear-end and sideswipe crashes between left-turning
vehicles and the through vehicles as well as vehicles
behind them.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-5 Crash Type All
CRF 30%
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity Medium
Crash Type All
CRF 10%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity Very High
Crash Type All
CRF 30%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity Medium
S8. Convert signal to mast arm
(from pedestal-mounted)
Install at intersections that are currently controlled by pedestal-mounted traffic signals (in medians and/or
on outside shoulder) and that have a high frequency
of right-angle and rear-end crashes occurring because
drivers may be unable to see traffic signal in advance
to safely negotiate the intersection. Intersections
that have pedestal-mounted signals may have poor
visibility and can result in vehicles not being able to stop in time for a signal change.

S9. Install raised pavement markers and
striping (through intersection)
Applicable at intersections where the lane designations are not clearly visible to approaching motorists
and/or at intersections noted as being complex
and experiencing crashes that could be attributed
to a driver’s unsuccessful attempt to navigate the
intersection.

S10. Install flashing beacons as
advance warning
Applicable in advance of signalized intersections with
crashes that are a result of drivers being unaware of the intersection or being unable to see the traffic control device in time to comply.

Click here for an
image example
https://roadtripchick.files.wordpress.com/2012/07/p1030110.jpg COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-6 Crash Type All
CRF 40%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity Medium
Crash Type All
CRF 25%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
Crash Type P&B
CRF 35%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity High
S11. Improve pavement friction
(High Friction Surface Treatments)
Install at signalized Intersections noted as having
crashes on wet pavements or under dry conditions
when the pavement friction available is significantly
less than needed for the actual roadway approach
speeds. This treatment is intended to target locations
where skidding and failure to stop are determined to
be problems in wet or dry conditions and the target
vehicle is unable to stop due to insufficient skid
resistance.

S12. Install raised median on approaches
Effective at intersections noted as having turning
movement crashes near the intersection as a result
of insufficient access control. Raised medians must
comply with Americans with Disabilities Act guidelines.

S13PB. Install pedestrian median fencing on
approaches
Applicable at signalized Intersections with high
pedestrian-generators nearby (e.g., transit stops) that may experience high volumes of pedestrians jaywalking
across the travel lanes at mid-block locations instead of walking to the intersection and waiting to cross during the walk-phase. When this safety issue cannot be mitigated
with signal timing and shoulder/sidewalk treatments and a midblock crossing isn’t viable, installing a continuous pedestrian barrier in the median may be a solution.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-7 Crash Type All
CRF 50%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
Crash Type All
CRF Varies
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity Low
S14. Create directional median openings to
allow (and restrict) left-turns and U-turns
Install at locations where crashes related to turning
maneuvers include angle, rear-end, pedestrian, and
sideswipe (involving opposing left turns) crashes. If
any of these crash types are an issue at an intersection, restriction or elimination of the turning maneuver
may be the best way to improve the safety of the
intersection.

S16. Convert intersection to roundabout
(from signal)
Install at signalized intersections that have a significant crash problem and the only alternative is to change
the nature of the intersection itself. Roundabouts can
also be very effective at intersections with complex
geometries and intersections with frequent left-turn
movements.

Crash Type All
CRF 50%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
S15. Reduced left-turn conflict intersections
Reduced left-turn conflict intersections are geometric
designs that alter how left-turn movements occur
to simplify decisions and minimize the potential for
related crashes. Two highly effective designs that rely on U-turns to complete certain left-turn movements
are known as the restricted crossing U-turn and the
median U-turn.

Click here for an
image example
https://safety.fhwa.dot.gov/provencountermeasures/reduced_left.cfm COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-8 Crash Type P & B
CRF 25%
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity High
Crash Type P & B
CRF 25%
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity High
S18PB. Install pedestrian crossing
Install at signalized Intersections with no marked
crossings and pedestrian signal heads, where
pedestrians are known to be crossing intersections
that involve significant turning movements. Pedestrian
crossings are especially important at intersections
with multiphase traffic signals, school crossings, and
double-right or double-left turns.

S19PB. Pedestrian Scramble
A pedestrian scramble is a form of pedestrian “walk”
phase at a signalized intersection in which all vehicular traffic is required to stop, allowing pedestrians and
bicyclists to safely cross through the intersection in any direction, including diagonally. A pedestrian scramble
may be considered at signalized intersections with
very high pedestrian/bicycle volumes, e.g. in an urban
business district.

S17PB. Install pedestrian countdown
signal heads
Install at signals that have signalized pedestrian
crossings with walk/don’t walk indicators and
where there have been pedestrian/vehicle crashes.

Countdown signals can reassure pedestrians who are
in the crosswalk when the flashing “DON’T WALK”
interval appears that they still have time to finish
crossing.

Crash Type P & B
CRF 25%
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity Very High
COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-9 Crash Type P & B
CRF 60%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity Very High
S21PB. Modify signal phasing to implement a
Leading Pedestrian Interval (LPI)
Install at signalized intersection locations noted as
having high turning vehicle volumes and that have had
pedestrian/vehicle crashes. An LPI gives pedestrians
the opportunity to enter an intersection about 3–7
seconds before vehicles are given a green indication.

S20PB. Install advance stop bar before
crosswalk (Bicycle Box)
Install at signalized Intersections with a marked crossing and where significant bicycle and/or pedestrians volumes are known to occur. Adding an advance stop bar before
the striped crosswalk has the opportunity to enhance
both pedestrian and bicycle safety. Stopping cars well
before the crosswalk provides a buffer between the
vehicles and the crossing pedestrians. It also allows for a dedicated space for cyclists, making them more visible to drivers.

Crash Type P & B
CRF 15%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity Very High
COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-10

UNSIGNALIZED INTERSECTIONS

COUNTERMEASURES
COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-11 Crash Type Night
CRF 40%
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity Medium
Crash Type All
CRF 50%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity High
Crash Type All
CRF Varies
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity Low
NS1. Add intersection lighting
Install at non-signalized intersections that have a
disproportionate number of nighttime crashes and do
not currently provide lighting at the intersection or at its approaches. Crash data should be studied to ensure
that safety at the intersection could be improved by
providing lighting. This strategy would be supported
by a significant number of crashes that occur at night.

NS2. Convert to all-way STOP control
(from two-way or Yield control)
Applicable at unsignalized intersection locations that
have a crash history and have no controls on the major
roadway approaches. However, all-way stop sign control is suitable only at intersections with moderate and relatively balanced volume levels on the intersection approaches.

Under other conditions, the use of all-way stop control may create unnecessary delays and aggressive driver behavior.

CA MUTCD warrants should always be followed.

NS3. Install signals
Traffic signals can be used to prevent the most severe
type crashes (right-angle, left-turn). Consideration to signalize an unsignalized intersection should only be
given after (1) less restrictive forms of traffic control have been utilized as the installation of a traffic signal often leads to an increased frequency of crashes (rearend) on major roadways and introduces congestion; and (2) signal warrants have been met.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-12 Crash Type All
CRF Varies
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity Low
NS4. Convert intersection to roundabout
(from all way stop)
Applicable at intersections that have a high frequency
of right-angle and left-turn type crashes. Whether
such intersections have existing crash patterns or not, a roundabout provides an alternative to signalization.

The primary target locations for roundabouts should
be moderate-volume unsignalized intersections.

Roundabouts may not be a viable alternative in
suburban and urban settings where right-of-way is
limited.

Crash Type All
CRF Varies
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity Low
NS5. Convert intersection to roundabout
(from 2-way stop or yield control)
Applicable at intersections that have a high frequency
of right-angle and left-turn type crashes. Whether
such intersections have existing crash patterns or not, a roundabout provides an alternative to signalization.

The primary target locations for roundabouts should be
moderate-volume unsignalized intersections, or retrofitting existing moderate volume signalized intersections.

Roundabouts may not be a viable alternative in suburban and urban settings where right-of- way is limited.

Crash Type All
CRF 30%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity
NS5mr. Convert intersection to mini
roundabout
Mini roundabouts generally have a diameter of 45-90
feet with traversable islands. They provide the benefits of a roundabout with a smaller footprint, ideal for areas that already have low speeds but also a constrained
right-of-way.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-13 Crash Type All
CRF 25%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity Very High
Crash Type All
CRF 15%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity High
NS7. Upgrade intersection pavement markings
Install at unsignalized intersections that are not clearly visible to approaching motorists, particularly approaching motorists on the major road. The strategy is appropriate for intersections with patterns of rear-end, right-angle, or turning crashes related to lack of driver awareness
of the presence of the intersection, also at minor road approaches where conditions allow the stop bar to be seen by an approaching driver at a significant distance from the intersection. Typical improvements include “Stop Ahead” markings and the addition of centerlines and stop bars.

NS8. Install flashing beacons at
stop-controlled intersections
Flashing beacons can reinforce driver awareness of
the non-signalized intersection control and can help
mitigate patterns of right-angle crashes related to
stop sign violations. Post-mounted advanced flashing
beacons or overhead flashing beacons can be used at
stop-controlled intersections to supplement and call
driver attention to stop signs.

Crash Type All
CRF 15%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity Very High
NS6. Install/upgrade larger or additional
stop signs or other intersection warning/
regulatory signs
The target for this strategy should be approaches to
unsignalized intersections with paerns of rear-end,
right-angle, or turning collisions related to lack of
driver awareness of the presence of the intersection.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-14 Crash Type All
CRF 30%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity High
NS9. Install flashing beacons as
advance warning
Install in advance of non-signalized intersections with patterns of crashes that could be related to lack of a
driver’s awareness of the approaching intersection or
controls at a downstream intersection.

Crash Type All

CRF N/A
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Approach Opportunity N/A
Crash Type All
CRF 20%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Approach Opportunity High
NS10. Install transverse rumble strips
on approaches
Transverse rumble strips are installed in the travel lane to provide an auditory and tactile sensation for each
motorist approaching the intersection. They can be
used at any stop or yield approach intersection, often
in combination with advance signing to warn of the
intersection ahead. Due to the noise generated by
vehicles driving over the rumble strips, care must be
taken to minimize disruption to nearby residences and
businesses.

NS11. Improve sight distance to intersection
(clear sight triangles)
Install at unsignalized intersections with restricted
sight distance and patterns of crashes related to lack of sight distance where sight distance can be improved
by clearing roadside obstructions without major
reconstruction of the roadway.

Click here for an
image example
https://carmanah.com/tag/school-zone-safety/page/11/
COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-15 Crash Type All
CRF 40%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity Medium
NS12. Improve pavement friction
(high friction surface treatments)
Install at non-signalized intersections noted as having crashes on wet pavements or under dry conditions
when the pavement friction available is significantly less than needed for the actual roadway approach speeds.

This treatment is intended to target locations where
skidding and failure to stop are determined to be a
problem in wet or dry conditions and the target vehicle is unable to stop due to insufficient skid resistance.

NS13. Install splitter-islands on the minor
road approaches
Applicable at minor road approaches to unsignalized
intersections where the presence of the intersection
or the stop sign is not readily visible to approaching
motorists. The strategy is particularly appropriate for intersections where the speeds on the minor road
are high. Creation of a splitter island allows for an
additional stop sign to be placed in the median for the minor approach.

Crash Type All
CRF 40%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
NS14. Install raised median on approaches
Install at locations where turning movements affect
the safety of an intersection. This countermeasure
only applies to crashes occurring on the approaches
or in the influence area of the new raised median. All
new raised medians funded with federal HSIP funding
must not include the removal of the existing roadway
structural section and must be doweled into the
existing roadway surface.

Crash Type All
CRF 25%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-16 Crash Type All
CRF 50%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
NS15. Create directional median openings to
allow (and restrict) left-turns and u-turns
Install at locations with crashes related to turning
maneuvers including angle, rear-end, pedestrian, and
sideswipe (involving opposing left turns). If any of these crash types are an issue at an intersection, restriction or elimination of the turning maneuver may be the best
way to improve the safety of the intersection.

Crash Type All
CRF 50%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity
NS16. Reduced left-turn conflict
intersections
Reduced left-turn conflict intersections are geometric
designs that alter how left-turn movements occur
to simplify decisions and minimize the potential for
related crashes. Two highly effective designs that rely on U-turns to complete certain left-turn movements are
known as the restricted crossing U-turn and the median
U-turn.

NS17. Install right-turn lane
Many collisions at unsignalized intersections are
related to right-turn maneuvers. A key strategy for
minimizing such collisions is to provide exclusive rightturn lanes, particularly on high-volume and high-speed major-road approaches. When considering new rightturn lanes, potential impacts to non-motorized users should be considered and mitigated as appropriate.

Crash Type All
CRF 20%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Low
COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-17 Crash Type All
CRF 35%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Low
Crash Type P & B
CRF 45%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
NS18. Install left-turn lane (where no left-turn
lane exists)
Many collisions at unsignalized intersections are
related to left-turn maneuvers. A key strategy for
minimizing such collisions is to provide exclusive leftturn lanes, particularly on high-volume and high-speed major-road approaches. When considering new leftturn lanes, potential impacts to non-motorized users should be considered and mitigated as appropriates.

NS19PB. Install raised medians / refuge
islands
Applicable at intersections that have a long pedestrian crossing distance, a high number of pedestrians, or
a crash history. Raised medians decrease the level of
exposure for pedestrians and allow pedestrians to
concentrate on (or cross) only one direction of traffic at a time.

NS20PB. Install pedestrian crossing at
uncontrolled locations (new signs and
markings only)
Install at non-signalized intersections without a
marked crossing, where pedestrians are known to be
crossing intersections that involve significant vehicular traffic. They are especially important at school
crossings and intersections with right and/or left turns pockets.

Crash Type P & B
CRF 20%
Expected Life (Years) 10
Federal Funding Eligibilitty 100%
Systemic Approach Opportunity High
COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-18 Crash Type P & B
CRF 35%
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity Medium
NS21PB. Install/upgrade pedestrian crossing at
uncontrolled locations (with enhanced safety
features)
Install at non-signalized intersections with or without a marked crossing, where pedestrians are known to be
crossing intersections with significant vehicular traffic.

Rectangular rapid flashing beacons, overhead flashing
beacons, curb extensions, advanced “stop” or “yield”
markings, and other safety features can be added to
complement standard crossing elements.

Crash Type P & B
CRF 55%
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity Low
NS23PB. Install pedestrian signal (including
Pedestrian Hybrid Beacon (HAWK)
Intersections noted as having a history of pedestrian/
vehicle crashes and in areas where the likelihood of a
pedestrian is significant. Corridors should also be assessed to determine if there are adequate safe opportunities
for non-motorists to cross and if a pedestrian signal,
high-intensity activated crosswalk, or hybrid beacons are needed to provide an active warning to motorists when a pedestrian is in the crosswalk.

Crash Type P & B
CRF 35%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity
NS22PB. Install rectangular rapid flashing
beacon (RRFB)
A Rectangular Rapid Flashing Beacon (RRFB) includes
pedestrian-activated flashing lights and additional
signage that enhance the visibility of marked crosswalks and alert motorists to pedestrian crossings. It uses an irregular flash pattern that is similar to emergency
flashers on police vehicles. RRFBs are installed at
unsignalized intersections and mid-block pedestrian
crossings.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-19

ROADWAY SEGMENTS

COUNTERMEASURES
COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-20 Crash Type Night
CRF 35%
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity Medium
Crash Type All
CRF 35%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity High
Crash Type All
CRF 25%
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity Medium
R1. Add segment lighting
Install at locations with a noted substantial patterns of nighttime crashes. In particular, patterns of rear-end, right-angle, turning or roadway departure collisions on the roadways may indicate that night-time drivers can
be unaware of the roadway characteristics.

R2. Remove or relocate fixed objects outside
of clear recovery zone
Applicable at locations or roadway segments prone to
collisions with fixed objects such as utility poles, drainage structures, trees, and other fixed objects, such as the outside of a curve, end of lane drops, and in traffic islands.

A clear recovery zone should be developed on every
roadway, as space is available. In situations where public right-of-way is limited, steps should be taken to request assistance from property owners, as appropriate.

R3. Install median barrier
Applicable in areas where crash history indicates that
drivers are unintentionally crossing the median and
these cross-overs are resulting in high severity crashes.

The installation of median barriers can increase the
number of property damage only collisions and
non-severe injuries. The net result in safety from
this countermeasure is connected more to reducing
the severity of crashes as opposed to the number of
crashes.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-21 Crash Type All
CRF 25%
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Approach Opportunity High
Crash Type All
CRF 25%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity High
Crash Type All
CRF 30%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
R4. Install guardrail
A guardrail is installed to reduce the severity of lane departure crashes. However, guardrails 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. Guardrails
should only be installed where it is clear that crash
severity will be reduced, or there is a history of run-offthe-road crashes at a given location that have resulted in severe injury crashes.

R5. Install impact attenuators
Impact attenuators are typically used to shield rigid
roadside objects such as concrete barrier ends, steel
guardrail ends and bridge pillars from oncoming
automobiles. Attenuators should only be installed
where it is impractical for the objects to be removed.

R6. Flatten side slopes
Applicable at roadways experiencing frequent lane
departure crashes that result in roll-over type crashes as a result of the roadway slope being so severe as
to not accommodate a reasonable degree of driver
correction. This countermeasure is appropriate when
there is a need to reduce the severity of lane departure crashes without installing a barrier system that could
result in increased numbers of crashes.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-22 Crash Type All
CRF 40%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
Crash Type All
CRF 25%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
Crash Type All
CRF 15%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
R7. Flatten side slopes and remove guardrail
Install at locations where high number of crashes
originate as a lane departure and result in collision
with guardrail or a fixed object located on the side
slope shielded by guardrail. The guardrail may or may
not meet current standards. Even though guardrails are
generally installed to reduce the severity of departure crashes, they still can result in severe crashes in some locations.

R8. Install raised median
Install at locations experiencing head-on collisions that may be affected by both the number of vehicles that
cross the centerline and by the speed of oncoming
vehicles. Installing a raised median is a more restrictive approach in that it represents a more rigid barrier
between opposing traffic.

R9. Install median (flush)
Applicable at locations experiencing head-on collisions that may be affected by both the number of vehicles
that cross the centerline and by the speed of oncoming
vehicles. Roadways with oversized lanes offer an
opportunity to restripe the roadway to reduce the
lanes to standard widths and use the extra width for
the median.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-23 Crash Type All
CRF 15%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
Crash Type All
CRF 25%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Low
Crash Type All
CRF 25%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
R10PB. Install pedestrian median fencing
on approaches
Roadway segments with high pedestrian generators
and destinations nearby (e.g. transit stops) may
experience a high volume of pedestrians jaywalking
across the travel lanes at mid-block locations instead
of walking to the nearest intersection or designated
mid-block crossing. When this safety issue cannot be
mitigated with shoulder, sidewalk and/or crossing
treatments, then installing a continuous pedestrian
barrier in the median may be a viable solution.

R11. Install acceleration/ deceleration lanes
Install at locations proven to have crashes that are the result of drivers not being able to turn onto a high
speed roadway to accelerate until the desired roadway
speed is reached and areas that do not provide the
opportunity to safety decelerate to negotiate a turning movement. This countermeasure can also be used to
improve the safety of merging vehicles at a lane-drop
location.

R12. Widen lane (initially less than 10 feet)
Install at horizontal curves or tangents and low speed
or high speed roadways identified as having lane
departure crashes, sideswipe or head-on crashes that
can be attributed to an existing lane width less than
10 feet.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-24 Crash Type All
CRF 30%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
Crash Type All
CRF 30%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
Crash Type All
CRF 30%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
R13. Add two-way left-turn lane (without
reducing travel lanes)
Applicable at roadways having a high frequency of
drivers being rear-ended while attempting to make a
left turn across oncoming traffic. Also can be effective for drivers inadvertently crossing the centerline of an undivided multilane roadway.

R14. Road Diet (reduce travel lanes from four to
three and add a two-way left-turn and bicycle
lanes)
Install at areas noted as having a high frequency of headon, left-turn, and rear-end crashes with traffic volumes that can be handled by only two free flowing lanes. Using this strategy in locations with traffic volumes that are too high could result in diversion of traffic to routes that are less safe than the original four-lane design. It may also result in congestion levels that contribute to other crashes.

R15. Widen shoulder
Applicable at roadways that have a frequent incidence
of vehicles leaving the travel lane resulting in an
unsuccessful attempt to reenter the roadway. The
probability of a safe recovery is increased if an errant vehicle is provided with an increased paved area in
which to initiate such a recovery.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-25 Crash Type All
CRF 45%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity
Crash Type All
CRF 50%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Low
Crash Type All
CRF 25%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Low
R16. Curve shoulder widening
(outside only)
Install at roadway curves noted as having frequent lane departure crashes due to inadequate or no shoulders,
resulting in an unsuccessful attempt to reenter the
roadway. Curve shoulder widening creates a recovery
area in which a driver can regain control of a vehicle, as well as lateral clearance to roadside objects.

R17. Improve horizontal alignment
(flatten curves)
Applicable at roadways with horizontal curves that
have experienced lane departure crashes as a result
of a roadway segment having compound curves
or a severe radius. This strategy should generally
be considered only when less expensive strategies
involving clearing of specific sight obstructions or
modifying traffic control devices have been tried and
have failed to ameliorate the crash patterns.

R18. Flatten crest vertical curve
The target for this strategy is usually unsignalized
intersections with restricted approach sight distance
due to vertical geometry and with patterns of crashes
related to that lack of sight distance that cannot be
ameliorated by less expensive methods. This strategy
should generally be considered only when less expensive strategies involving clearing of specific sight obstructions or modifying traffic control devices have been tried and have failed to ameliorate the crash patterns.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-26 Crash Type All
CRF 45%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
Crash Type All
CRF 35%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
Crash Type All
CRF 40%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity Medium
R19. Improve curve superelevation
Applicable for roadways noted as having frequent
lane departure crashes and inadequate or no
superelevation. Safety can be enhanced when the
superelevation is improved or restored along curves
where the actual superelevation is less than the
optimal.

R20. Convert from two-way to
one-way traffic
One-way streets can offer improved signal timing
and accommodate irregular-spaced signals. One-way
streets can simplify crossings for pedestrians, who
must look for traffic in only one direction. While studies have shown that conversion of two-way streets to
one-way generally reduces pedestrian crashes and
the number of conflict points, one-way streets tend to
have higher speeds that can create new problems.

R21. Improve pavement friction (high friction
surface treatments)
Applicable at locations with a noted amount of
crashes on wet pavement or under dry conditions
when pavement friction is significantly less than
actual roadway speeds; including but not limited to
curves, intersections, and areas with short stopping or weaving distances. This treatment is intended to target locations where skidding is a problem and the target
vehicle is one that runs (skids) off the road or is unable to stop due to insufficient skid resistance.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-27 Crash Type All
CRF 15%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity Very High
Crash Type All
CRF 40%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity Very High
Crash Type All
CRF 25%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity High
R22. Install/upgrade signs with new
fluorescent sheeting (regulatory or warning)
This countermeasure only applies to crashes occurring
within the influence area of the new/upgraded signs.

This countermeasure is not eligible unless it is done
as part of a larger sign audit project, including the
study of: 1) the existing signs’ locations, sizes, and
information per MUTCD standards; 2) missing signs per
MUTCD standards; and 3) sign retroreflectivity.

R23. Install chevron signs on
horizontal curves
Install at roadways that have an unacceptable level
of crashes on relatively sharp curves during periods
of light and darkness. Ideally this type of safety
countermeasure would be combined with other sign
evaluations and upgrades.

R24. Install curve advance warning signs
Applicable at roadways that have an unacceptable
level of crashes on relatively sharp curves during
periods of light and darkness. This countermeasure
may also include horizontal alignment and/or advisory
speed warning signs. Ideally this type of safety
countermeasure would be combined with other sign
evaluations and upgrades.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-28 Crash Type All
CRF 30%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity High
Crash Type All
CRF 30%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity High
Crash Type All
CRF 15%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity Very High
R25. Install curve advance warning signs
(flashing beacon)
Install at roadways that have an unacceptable level of
crashes on relatively sharp curves. Flashing beacons in conjunction with warning signs should only be used on
horizontal curves that have an established severe crash history to help maintain their effectiveness.

R26. Install dynamic/variable speed
warning signs
Dynamic speed feedback signs can reduce vehicle
speeds by alerting motorists that they are operating
above the speed limit. The signs include a speed
measuring device and a message sign that displays
feedback to drivers who exceed a predetermined
speed threshold. The feedback can include displaying
the driver’s actual speed, showing a message such as
SLOW DOWN, or activating some warning device, such
as beacons or a curve warning sign.

R27. Install delineators, reflectors and/or
object markers
Applicable at roadways that have an unacceptable
level of crashes on curves (relatively flat to sharp)
during periods of light and darkness. Many roadways
with a history of fixed object crashes can be candidates for this treatment, as can roadways with similar fixed
objects along the roadside that have yet to experience
crashes.
https://www.pexco.com/traffic/products/roadside-delineator-posts/fg-400-500-posts/ Click here for an
image example
https://www.pexco.com/traffic/products/roadside-delineator-posts/fg-400-500-posts/ COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-29 Crash Type All
CRF 25%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity Very High
Crash Type All
CRF 45%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity Very High
Crash Type All
CRF 20%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity Very High
R28. Install edge-lines and centerlines
Install on roadways with a history of run-off-road right, head-on, opposite-direction-sideswipe, or run-off-road
left crashes. Install where the existing lane delineation is not sufficient to assist the motorist in understanding the existing limits of the roadway.

R29. Install no-passing line
Applicable at roadways that have a high percentage
of head-on crashes suggesting that many head-on
crashes may relate to failed passing maneuvers. Nopassing lines should be installed where drivers’ passing sight distance is not available due to horizontal or
vertical obstructions.

R30. Install centerline rumble strips/stripes
Centerline rumble strips/stripes can be used on many
roadways – especially those with a history of head-on
crashes. It is recommended that rumble strips/stripes
be applied systematically along an entire route instead of only at spot locations. For all rumble strips/stripes, pavement condition should be sufficient to accept milled rumble strips. Care should be taken when considering
installing rumble strips in locations with residential land uses or in areas with high bicycle volumes.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-30 Crash Type All
CRF 15%
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Approach Opportunity High
Crash Type P & B
CRF 35%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Approach Opportunity High
Crash Type P & B
CRF 45%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity
R31. Install edgeline rumble strips/stripes
Shoulder and edgeline milled rumble strips/stripes
should be used on roads with a history of roadway
departure crashes. It is recommended that rumble
strips/stripes be applied systematically along an entire route instead of only at spot locations. For all rumble strips/stripes, pavement condition should be sufficient to accept milled rumble strips. Special requirements
may apply and care should be taken when considering
installing rumble strips in locations with residential
land uses or in areas with high bicycle volumes.

R32PB. Install bicycle lanes
Applicable along roadway segments noted as having
crashes between bicycles and vehicles or crashes
that may be preventable with a buffer/shoulder.

Most studies suggest that bicycle lanes may provide
protection against bicycle/motor vehicle collisions.

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

R33PB. Install separated bicycle lanes
Separated bicycleways are most appropriate on
streets with high volumes of bicycle traffic and/or high bicycle-vehicle collisions. Separation types range from simple, painted buffers and flexible delineators to
more substantial separation measures including raised
curbs, grade separation, bollards, planters, and parking lanes. These options range in feasibility due to roadway characteristics, available space, and cost.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-31 Crash Type P & B
CRF 80%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
Crash Type P & B
CRF 30%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
Crash Type P & B
CRF 35%
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Approach Opportunity High
R34PB. Install sidewalk/pathway (to avoid
walking along roadway)
Install at areas noted as not having adequate or no
sidewalks and a history of walking along roadway
pedestrian crashes. In rural areas asphalt curbs and/or separated walkways may be appropriate.

R35PB. Install pedestrian crossing (with
enhanced safety features)
Install on roadway segments with no controlled crossing for a significant distance in high-use midblock crossing areas and/or multilane roads locations. Rectangular
rapid flashing beacons, overhead flashing beacons, curb extensions and other safety features can be added to
complement standard crossing elements. For multi-lane
roadways, advance “yield” markings can be effective in
reducing the ‘multiple-threat’ danger to pedestrians.

R36PB. Install raised pedestrian crossing
Applicable on lower-speed roadways where
pedestrians are known to be crossing roadways that
involve significant vehicular traffic. In these cases,
raised crossings can be added to complement the
standard crossing elements. Special requirements may
apply and extra care should be taken when considering
installing raised crossings to ensure unintended safety issues are not created, such as emergency vehicle
access or truck route issues.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-32 Crash Type P & B
CRF 350%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity
Crash Type Animal
CRF 80%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Approach Opportunity Medium
R37PB. Install rectangular rapid flashing
beacon (RRFB)
A Rectangular Rapid Flashing Beacon (RRFB) includes
pedestrian-activated flashing lights and additional
signage that enhance the visibility of marked
crosswalks and alert motorists to pedestrian crossings.

It uses an irregular flash pattern that is similar to
emergency flashers on police vehicles. RRFBs are
installed at unsignalized intersections and mid-block
pedestrian crossings.

R38. Install animal fencing
Install at locations with high percent of vehicular/
animal crashes (reactive) or where there is a known
high percent of animals crossing due to migratory
patterns (proactive).

Click here for an
image example
https://www.flickr.com/photos/tranbc/50020523007
COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-33

COUNTERMEASURES THAT DO

NOT QUALIFY FOR HSIP FUNDING
COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-34 Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH1. Implement traffic safety education
programs
Education programs such as Street Smarts Marin can
raise awareness and improve driver, pedestrian, and
bicyclist behaviors. Aimed as “hot spot” locations,
education programs can be successful in encouraging
safe traffic behavior.

NH2. Implement targeted enforcement
programs
Enforcement programs can be effective at reducing
common violation types such as speeding, failure to
yield, red light running, aggressive driving, failure
to wear safety belts, distracted driving, and driving
while impaired. They can be especially effective when
combined with education programs.

Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH3. Install cameras to detect red-light
running
Install at signalized intersections with a high frequency of crashes attributed to drivers who intentionally
disobey red signal indications. This type of automated
enforcement refers to the use of photo and video
camera systems connected to the signal controller.

Such systems record vehicles proceeding through the
intersection after the signal displays red.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-35 Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH4. Provide advanced dilemma zone
detection for high speed approaches
Effective in remote areas that have a high frequency
of right-angle and rear-end crashes. The advanced
dilemma zone detection system enhances safety at
signalized intersections by modifying traffic control
signal timing to reduce the number of drivers that may
have difficulty deciding whether to stop or proceed
during a yellow phase. This may reduce rear-end
crashes associated with unsafe stopping and angle
crashes due to illegally continuing into the intersection during the red phase.

Crash Type P & B

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH5. Fill sidewalk and pathway gaps
Filling gaps in existing sidewalk and pathway networks
increases safety and comfort for active transportation
users. Gaps should be filled in a way that meets
specifications for best practices in terms of width,
accessibility, and other attributes.

Crash Type P & B

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH6. Add pedestrian scale lighting
Pedestrian scale lighting increases the visibility
of pedestrians at night, especially at intersections
and when crossing the street. Lighting should be
implemented in a way so as to illuminate pedestrians
and reduce glare to motorists.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-36 Crash Type P & B

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH7. Wayfinding
This treatment can reduce pedestrian and bicycle
collisions. Wayfinding can be deployed to route
bicycles and pedestrians to safer facilities and avoid
hazardous routes.

Crash Type P & B

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH8. Install sharrows
Sharrow markings increase the visibility of bicyclists, clarifies where bicyclists are expected to ride and
reminds motorists to expect bicyclists on the road.

Crash Type P & B

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH9. Install ‘Bikes May Use Full Lane’ sign
Regulatory ‘Bikes May Use Full Lane’ sign increases
the visibility of bicyclists, clarifies where bicyclists are expected to ride, and reminds motorists to expect
bicyclists on the road.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-37 Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH10. Deploy smart signal technology
Smart traffic signals are equipped with sensing, video
capture, and connectivity technologies to collect realtime data from the environment. They can improve the flow of traffic as well as detect pedestrians and
bicyclists at intersections.

Crash Type P & B

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH11. Install protected intersection
Protected intersections separate bicyclists from
vehicles at intersections, increasing safety for all
users. The bicycleway is set back from vehicle traffic
and bicyclists are given a dedicated path through
the intersection and have right-of-way over turning
vehicles.

Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH12. No right turn on red restrictions
No right turn on red (RTOR) restrictions can benefit
pedestrians with minimal impacts on traffic. They
should be done in locations with substantial
pedestrian volume and places where children cross.

Part-time RTOR prohibitions during the busiest times
of day may be sufficient to address the problem. Blank
out signs can be used to reinforce turn restrictions and encourage motorist compliance.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-38 Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH13. Refresh signage/ striping
Refresh signage and striping that has faded with age.

Faded striping and signs can lead to confusion and
poor nighttime visibility.

Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH14. Back-in angle parking
Back-in angle parking provides motorists with better
visibility of bicyclists, pedestrians, cars, and trucks as they exit a parking space and enter moving traffic.

Back-in angle parking also removes the difficulty that
drivers, particularly older drivers, have when backing
into moving traffic.

Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH15. Reduced lane widths
Reduced lane width encourages slower speeds
and frees up additional right of way for bicycle and
pedestrian facilities. Residential streets may be reduced to 10-foot lanes, arterial streets may be reduced to 11 foot lanes, and turn lanes may be reduced to 10 feet, as determined by individual jurisdictions.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-39 Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH16. Square up intersection
Irregular angled intersections present safety hazards
for all road users. Intersections less than 90 degrees
reduce visibility for motorists, while intersections
greater than 90 degrees allow for high-speed turns.

These intersections also create unnecessarily long
pedestrian crossings. Redesign intersections as close to 90 degrees as possible.

Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH17. Relocate parking
Parked vehicles can block sight distances. Relocate
parking, or remove parking at the approaches to
intersections and driveways to improve visibility.

Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH18. Mumble strip
Mumble strips are modified rumble strips. They use
noise and vibrations to alert drivers who are leaving
their lanes. Mumble strips generate less outside noise
than rumble strips, which are less disruptive to nearby residents, through a sinusoidal wave pattern. Mumble
strips should be installed on facilities where roadway
departures collisions have occurred.

Click here for an
image example
https://micountyroads.org/news/
mumble-strips-are-the-new-rumble-strips-in-macomb-county/ COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-40 Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH19. Provide tapered edge for pavement
edge drop-off
This treatment is designed to be a standard policy
for any overlay project. Instead of an overlay project
ending with a 90-degree asphalt or concrete face at
the edge of pavement, the tapered edge provides an
approximate 30-degree angle at the edge.

Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH20. Pave existing shoulder
Install at roadways with an unpaved existing shoulder
and exhibiting a high incidence of vehicles leaving
the travel lane resulting in an unsuccessful attempt
to reenter the roadway. Paving the existing shoulder
provides a wider recovery area with a smooth surface
that has a higher friction factor.

Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH21. Widen shoulder (unpaved)
Consider for roadways with a high incidence of vehicles leaving the travel lane resulting in an unsuccessful
attempt to reenter the roadway. The probability
of a safe recovery is increased if an errant vehicle
is provided with an area in which to initiate such a
recovery. Unpaved shoulders usually have flatter cross
sections and some structural integrity as compared to
areas of “flatten side slopes”.
300 angle
COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-41 Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH22. Remove slip lane
This treatment addresses pedestrian and sideswipe
collisions. Slip lanes should be avoided as they allow
vehicles to travel through intersections at larger speeds and allow less visibility of pedestrians waiting to cross.

Removing one will result in a shorter crossing distance for pedestrians and slower speeds at the intersection.

Crash Type All

CRF N/A
Expected Life (Years) N/A
Federal Funding Eligibility N/A
Systemic Approach Opportunity N/A
NH23. Upgrade bridge railing
Open-faced railings can present a snagging hazard,
which may produce high deceleration forces leading
to occupant injuries. Curbs or walkways between
the driving lane and the bridge railing are another
common hazard of older railing systems. Impacted
vehicles may go over the railing or roll over.

COUNTERMEASURE TOOLKIT 2024 MARIN COUNTY LOCAL ROAD SAFETY PLAN | A-42

PHOTO CREDITS
Adobe Stock: inset cover photo and pages, A-1, A-2, A-3, A-4, A-6, A-8, A-9, A-10, A-11, A-13, A-14, A-16, A-19, A-20, A-21, A-23, A-25, A-27, A-28, A-29, A-30, A-32, A-34, A-35, A-37, A-40, A-41 commons.wikipedia.org: page A-4
Google Earth: pages A-3, A-5, A-7, A-8, A-11, A-12, A-13, A-14, A-15, A-16, A-17, A-20, A-21, A-22, A-23, A-24, A-25, A-26, A-29, A-31, A-36, A-38, A-39, A-41 Parametrix: pages A-3, A-9, A-17, A-18, A-30, A-33, A-34, A-35, A-36, A-37 Parametrik I •=2n;m1
TRANSPORTATION CONSUITIN6