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22503_Menifee_SSAR_CountermeasureToolbox_DRAFT MEMORANDUM Date: June 15, 2018 Project #: 22503 To: Dawn Wilson STC Traffic, Inc From: Matt Braughton, Erin Ferguson, PE, Miao Gao, EIT Kittelson & Associates, Inc. Project: Systemic Safety Analysis Report (SSAR) Subject: Countermeasure Toolbox 1.0 | INTRODUCTION Kittelson & Associates, Inc. (KAI) is working with STC Traffic, Inc. and the City of Menifee to identify countermeasures to improve roadway safety. This work is being conducted through a Caltrans Systemic Safety Analysis Report Program (SSARP) grant. This memorandum provides a toolbox of recommended countermeasures that could be implemented across the City at priority locations or as systemic improvements citywide. The countermeasures are organized into two tiers. Tier 1 countermeasures were selected based on the citywide crash analysis and risk factors associated with the priority locations across the City. The Tier 1 Countermeasures are organized by type into three categories: 1. Pedestrian and Bicycle Treatments 2. Intersection Treatments 3. Segment Treatments For each Tier 1 countermeasure, the following details are provided:  Countermeasure description  Example images  Justification for inclusion  Planning-level cost estimates  Crash type(s) addressed  Caltrans crash reduction factor  Expected design life  Federal funding eligibility  Caltrans HSIP countermeasure reference In addition to the Tier 1 countermeasures, Tier 2 countermeasures were identified that may also be appropriate in certain situations across the City of Menifee. For these Tier 2 countermeasures a more limited description is provided, including:  Brief countermeasure description  Planning-level cost estimates  Crash type(s) addressed  Caltrans crash reduction factor  Expected design life December 6, 2017 IN THIS MEMO>> Systemic treatments that could be implemented at locations across the City of Menifee Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 2  Federal funding eligibility  Caltrans HSIP countermeasure reference Both tiers of selected countermeasures are consistent with the current Caltrans grant cycle for the Highway Safety Improvement Program (HSIP). Additional eligible countermeasures from the current HSIP cycles can be found in the latest version of the Caltrans’ Local Roadway Safety Manual version 1.4. This toolbox is intended to provide the City of Menifee with a simplified reference when addressing potential safety projects throughout the city. This toolbox does not preclude the use of other countermeasures but was developed to support future HSIP applications and address common crash trends and patterns identified through the SSARP crash data analysis. Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 3 2.0 | TIER I BICYCLE AND PEDESTRIAN TREATMENTS 2.1 INSTALL BICYCLE LANES Description: Bicycle lanes provide a dedicated space for bicyclists to separate them from motor vehicle traffic along a roadway. Bike lanes help reduce the rate of wrong-way riding by bicyclists and can provide for more predictable interactions between bicyclists and motorists. Bike lanes can be enhanced with guidance signs and additional markings to direct bicyclists and motorists on appropriate travel paths and use. Examples of the treatment are shown in Figure 1. Figure 1. Example Bicycle Lanes Source: Kittelson & Associates Inc., 2018. Why was this selected for City of Menifee? Bicycle-vehicle crashes are over-represented for fatal and injury crashes in Menifee, 89% of bicycle involved crashes are injury or fatal crashes. In addition, 45% of bicycle crashes were broadside crashes which may indicate a lack of visibility for bicyclists approaching driveways or intersections. Providing a network of bikeway facilities including bike lanes throughout the City can help to reduce conflicts between bicyclists and motor vehicles. By addressing gaps in bicycle facilities and connecting schools, parks, and commercial areas with residential neighborhoods, adding bicycle lanes, separated bikeways, or parallel multiuse paths could help reduce bicyclist- involved crashes. Planning-Level Cost Estimate: $50 per feet per lane Crash Type Addressed: Pedestrian and Bicycle Crash Reduction Factor: 35% Expected Design Life: 20 years Eligible for Federal Funding: Yes (90%) HSIP Countermeasure: R36 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 4 2.2 INSTALL ADVANCE STOP BARS/BICYCLE BOXES Description: This treatment can be implemented at signalized intersections with significant bicycle and/or pedestrians volumes. The advance stop bar provides a buffer between the vehicles and pedestrians/bicyclists using the crosswalk. It also creates a space where bicycles can wait in front vehicles at the intersection to increase awareness of the bicyclists’ presence and potential conflicts. Examples of the treatment are shown in Figure 2. Figure 2. Example Advance Stop Bar and Bicycle Box Source: Kittelson & Associates, Inc., 2018. Why was this selected for City of Menifee? 89% of bicycle involved crashes are injury or fatal crashes and 91% of pedestrian involved crashes are injury or fatal crashes. Bicycle and pedestrian involved crashes are associated with higher severity crashes in the City of Menifee and Broadside conflicts account for 45% of all bicyclist-involved crashes. Advance stop bars and bike boxes provide increased visibility of both pedestrians and bicyclists for vehicle drivers at signalized intersections and can help prevent conflicts. Planning-Level Cost Estimate: $1,000 - $2,000 each Crash Type Addressed: Pedestrian and Bicycle Crash Reduction Factor: 15% Expected Design Life: 10 years Eligible for Federal Funding: Yes (100%) HSIP Countermeasure: S21 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 5 2.3 INSTALL SIDEWALK/PATHWAY Description: Sidewalk or dedicated pathways for pedestrians provide a separated walking environment. Sidewalks on both sides of the street have been found to lead to significant reductions in the frequency of “walking along roadway” crashes for pedestrians. This treatment should be prioritized for locations where walking activity is likely to be highest, such as near schools or parks. Examples of this treatment are shown in Figure 3. Figure 3. Example Sidewalk Source: Kittelson & Associates, Inc., 2018. Why was this selected for City of Menifee? Sidewalk or pedestrian pathways were selected for the City of Menifee because 30% of pedestrian-involved crashes happen in road, including the shoulder in the City of Menifee. In addition, the City of Menifee is developing at a fast pace and sidewalk/pathways are not provided in continuously through many of the developing areas of the City. Providing sidewalks/pathways will allow people walking in Menifee a dedicated space to walk and reduce potential conflicts with motor vehicles. Planning-Level Cost Estimate: $25 per feet Crash Type Addressed: Pedestrian and Bicycle Crash Reduction Factor: 80% Expected Design Life: 20 years Eligible for Federal Funding: Yes (90%) HSIP Countermeasure: R37 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 6 2.4 INSTALL RAISED MEDIANS/REFUGE ISLANDS Description: This treatment can be applied to intersections that have long pedestrian crossing distances. The raised medians/refuge islands reduce the conflict between the non-motorized user and motorized users. This treatment also allows pedestrians to focus on one direction of traffic at a time because the refuge island provides a protected space between the two directions of travel. Figure 4 shows examples of raised medians/refuge islands. Figure 4. Example Raised Medians/Refugees Island Source: Kittelson & Associates, Inc., 2018. Why was this selected for City of Menifee? 89% of bicycle-involved crashes are injury or fatal crashes and 91% of pedestrian-involved crashes are injury or fatal crashes. Bicycle- and pedestrian- involved crashes are associated with higher severity crashes in the City of Menifee. Crossing in a crosswalk at an intersection accounts for 23% of all pedestrian-involved crashes, and broadsides crashes (45%) is the most frequent contributing factors for bicycle-involved crashes. The City of Menifee has many collector and arterial roadways with long crossing distances for pedestrians. Providing refuge islands can help decrease the exposure of pedestrians (and bicyclists) crossing the street. Planning-Level Cost Estimate: $120 per feet Crash Type Addressed: Pedestrian and Bicycle Crash Reduction Factor: 45% Expected Design Life: 20 years Eligible for Federal Funding: Yes (90%) HSIP Countermeasure: NS16 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 7 2.5 INSTALL PEDESTRIAN COUNTDOWN SIGNAL HEADS Description: Pedestrian countdown signal heads provide a countdown timer for signalized pedestrian crossings during the walk and flashing don’t walk phases to indicate the remaining time to cross. Countdown signals begin counting down either when the “WALK” or when the flashing “DON’T WALK” interval appears and stop at the beginning of the steady “DON’T WALK” interval. Example of the treatment are shown in Figure 5. Figure 5. Example Pedestrian Countdown Signal Head Source: Kittelson & Associates, Inc., 2018. Why was this selected for City of Menifee? The treatment was selected as a low-cost improvement that can be systemically implemented across the City’s signalized intersections to address pedestrian crashes. 23% of the total pedestrian crashes occur when pedestrians are crossing in crosswalk an at intersection. This treatment could help reduce pedestrian-involved crashes at signalized intersections by clearly communicating the time remaining to safely cross at a signalized crossing location. Planning-Level Cost Estimate: $300 – 1,000 per device Crash Type Addressed: Pedestrian and Bicycle Crash Reduction Factor: 25% Expected Design Life: 20 years Eligible for Federal Funding: Yes (100%) HSIP Countermeasure: S19 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 8 2.6 ENHANCED PEDESTRIAN CROSSINGS AT UNSIGNALIZED OR UNCONTROLLED LOCATIONS Description: Pedestrian crossings with enhanced safety features are appropriate for uncontrolled, marked crosswalks locations that cross multilane arterials or collectors, or are at locations with high pedestrian demand or frequent motor vehicle turn conflicts. Enhanced crossing features alert drivers of potential crossing pedestrians through features, such as: high visibility crosswalk striping, warning signs, flashing beacons, curb extensions, advanced “stop” or “yield” markings, and other safety features. Examples of these treatments are shown in Figure 6. Figure 6. Example Enhanced Pedestrian Crossings Source: Kittelson & Associates, Inc., 2018. Why was this selected for City of Menifee? This treatment will increase the safety of pedestrians at locations where pedestrians are exposed to vehicle traffic conflicts, particularly for higher-speed or higher-volume roadways. The priority locations near shopping mall, schools, park, library and transit stations would benefit from installing enhanced pedestrian crossings, as this treatment could help increase motorists’ yielding behavior and reduce pedestrian exposure by shortening crossing distances. Planning-Level Cost Estimate: $500 – $25,000 Crash Type Addressed: Pedestrian and Bicycle Crash Reduction Factor: 30% Expected Design Life: 10 years Eligible for Federal Funding: Yes (90%) HSIP Countermeasure: R38, NS18 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 9 3.0 | TIER I INTERSECTION TREATMENTS 3.1 ADD INTERSECTION LIGHTING Description: Adding intersection lighting for signalized and non-signalized intersections helps improve the visibility of the intersection and potential conflicts. Ensuring all aspects of the intersection are adequately illuminated, including pedestrian crossings helps not only illuminate crossing pedestrians for approaching motorists but also assists pedestrians navigate the crossing. Example of the treatment are shown in Figure 8. Figure 7. Example Intersection Lighting Source: Kittelson & Associates, Inc., 2018. Why was this selected for City of Menifee? The highest frequency (14%) of pedestrian crashes by hour occurred at night between 6:00 pm and 7:00 pm. In addition, 26% of crashes happen between 7:00 pm to next day 7:00 am. Many locations in the City of Menifee have lighting, however, a further investigation on proper illumination, the lighting schedule, and, in particular, the presence of lighting in the rural and transitional areas of the city may be appropriate to address nighttime crashes. Planning-Level Cost Estimate: $6,000 per light Crash Type Addressed: Night crashes (All types) Crash Reduction Factor: 40% Expected Design Life: 20 years Eligible for Federal Funding: Yes (100%) HSIP Countermeasure: S1, NS1 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 10 3.2 IMPROVE SIGNAL HARDWARE Description: Improving signal hardware addresses signalized intersections with high frequencies of right-angle and rear-end crashes. The treatment enhances the visibility of the signalized intersection to allow drivers proper reaction time to negotiate the intersection and/or avoid conflicts. Improvements for this treatment include: new LED lighting, signal back plates, retro-reflective tape outlining the back plates, visors to increase signal visibility, larger signal heads, relocation of existing signal heads, or additional signal heads. Example of the treatment are shown in Figure 7. Figure 8. Example Signal Head Back Plates, Signal Head Visors, and Signal Cabinet Source: Kittelson & Associates, Inc. 2018. Why was this selected for City of Menifee? Rear-end crashes are the highest frequency crash type (32%) and broadsides crashes are the second largest type (25%) of reported crashes. Improving the visibility of signals across the City could help reduce the frequency and severity of crashes at signalized intersections. In particular, at signalized locations in the transitional areas of the city between rural and suburban locations, enhanced signal hardware can help drivers recognize and react to the changes in roadway context. Planning-Level Cost Estimate: $1,500 per intersection for backplates and visors. Crash Type Addressed: Rear-End, Angle Crashes Crash Reduction Factor: 15% Expected Design Life: 10 years Eligible for Federal Funding: Yes (100%) HSIP Countermeasure: S2 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 11 3.3 ADVANCED DILEMMA ZONE DETECTION FOR HIGH SPEED APPROACHES Description: This treatment detects the high-speed approaches and addresses rear-end or angle crashes in rural contexts. The dilemma zone is the segment of an intersection approach where a driver may have difficulty deciding whether to stop or continue through the intersection during the yellow phase of a movement. This treatment adjusts signal timing through detection of vehicles that are in the dilemma zone to extend the yellow phase to reduce potential conflicts. An example of this treatment is shown in Figure 8. Figure 9. Example Signals with Video Detection and Advanced Inductive Loop Detectors Source: Kittelson & Associates, Inc., 2018. Why was this selected for City of Menifee? This treatment was selected for the City of Menifee because of the high frequency of rear-end crashes at intersections (32%) and the transitions within the city between high-speed rural and suburban contexts. This treatment can help reduce rear-end crashes and lower the frequency of conflicts between vehicles during signal phase changes at these locations. Planning-Level Cost Estimate: $25,000 per system Crash Type Addressed: All Crashes Crash Reduction Factor: 40% Expected Design Life: 10 years Eligible for Federal Funding: Yes (100%) HSIP Countermeasure: S4 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 12 3.4 UPGRADE INTERSECTION PAVEMENT MARKINGS Description: This treatment could be used at signalized intersections with observing rear-end, right-angle, or turning collisions related to a lack of driver awareness of the presence of an intersection. Typical improvements include “Stop Ahead” markings and the addition of Centerlines and Stop Bars. The visibility of intersections and, thus, the ability of approaching drivers to perceive them can be enhanced by installing appropriate pavement delineation in advance of and at intersections. Examples of this treatment are shown in Figure 9. Figure 10. Example Intersection Pavement Markings Source: Kittelson & Associates, Inc., 2018. Why was this selected for City of Menifee? Rear-end crashes account for one third of total reported crashes within the City of Menifee (32%). In addition, during field reviews pavement markings in some areas of the City of Menifee needed to be restriped. Clarifying and emphasizing approaches to unsignalized locations can help to increase driver awareness and reduce potential conflicts. Planning-Level Cost Estimate: $2,500 per intersection Crash Type Addressed: All Crashes Crash Reduction Factor: 25% Expected Design Life: 10 years Eligible for Federal Funding: Yes (100%) HSIP Countermeasure: NS6 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 13 3.5 IMPROVE INTERSECTION SIGHT DISTANCE Description: Sight distance improvements focus on removing roadside objects that obstruct intersection sight distance at intersections. Providing adequate sight distance enables drivers to make better decisions about appropriate gaps and potential conflicts at unsignalized intersections. Sight distance restrictions may include vegetation, parked vehicles, signs, or buildings, among others. Example of sight distance issues are shown in Figure 10. Figure 11. Example Limited Sight Distance due to Parked Vehicles and Vegetation Source: Kittelson & Associates, Inc., 2018. Why was this selected for City of Menifee? Broadside (25%) is the second most frequent crash type for the city. During field reviews, a number of locations were identified where intersection sight distances are limited at some of the priority locations identified for the City of Menifee. Evaluating available sight distance during safety project development should be considered to ensure that approaching and turning vehicles at intersections have adequate sight lines to see approaching vehicles, adequately judge appropriate gaps, and avoid potential conflicts. Planning-Level Cost Estimate: Varies based on obstruction type Crash Type Addressed: All Types Crash Reduction Factor: 20% Expected Design Life: 10 years Eligible for Federal Funding: Yes (90%) HSIP Countermeasure: NS10 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 14 3.6 IMPROVE FLASHING BEACONS AS ADVANCE WARNING Description: This treatment increases awareness of an approaching intersection (or other change in roadway character). The advance flashing beacon can bring drivers’ attention to the upcoming intersection in advance and give them adequate time to slow down and react to potential conflicts at the intersection. Figure 11 shows an example of an advanced flashing beacon treatment. Figure 12. Flashing Beacons Source: Kittelson & Associates, Inc., 2018. Why was this selected for City of Menifee? Rear-end (32%) is the most frequent crash type and unsafe speed (30%) is the most frequent primary contributing factor. This treatment increases driver awareness of the approaching intersection and can help increase the reaction time of drivers to slow down to avoid conflicts. Planning-Level Cost Estimate: $7,500 per approach Crash Type Addressed: All Types Crash Reduction Factor: 30% Expected Design Life: 10 years Eligible for Federal Funding: Yes (100%) HSIP Countermeasure: S9 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 15 3.6 INSTALL RAISED PAVEMENT MARKERS AND STRIPING Description: This treatment should apply to intersections with multiple turn lanes. It will provide clear guidance to motorists through complex intersection. The clearer direction the drivers must drive through intersection, the less likely the confliction between vehicles happens. Figure 12 shows examples of raised pavement markers and striping through intersections for a through and turn movements. Figure 13. Raised Pavement Markers and Striping Source: Kittelson & Associates, Inc., 2018. Why was this selected for City of Menifee? Improper turning (12%) is the third most frequent contributing factor for reported crashes in the City of Menifee. This treatment helps drivers navigate through intersections where through-lanes are not aligned, for complex or unclear turn movements. Intersection tracking markings help reduce driver confusion and guide them along an appropriate path through the movement, reducing potential conflicts in large or complex intersections. Planning-Level Cost Estimate: $1,600 per intersection Crash Type Addressed: All Types Crash Reduction Factor: 10% Expected Design Life: 10 years Eligible for Federal Funding: Yes (100%) HSIP Countermeasure: S8 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 16 4.0 | TIER I SEGMENT TREATMENTS 4.1 INSTALL DYNAMIC/VARIABLE SPEED WARNING SIGNS Description: Dynamic/variable speed warning signs can be implemented on roadways with a high frequency of unsafe speed crashes or run off road crashes on curvilinear segments. The speed warning signs alert drivers to their current travel speed and give a visual warning once drivers exceed the recommended speed for a segment or curve. An example of the treatment is shown in Figure 13. Figure 14. Example Dynamic Speed Warning Sign Source: Kittelson & Associates, Inc., 2018 Why was this selected for City of Menifee? The highest frequency primary collision factor for crashes in Menifee is unsafe speed (30%). Most of crashes (91%) caused by unsafe speed occur on multilane major arterial or corridors. Dynamic/variable speed warning signs can alert drivers to their behavior when exceeding the speed limit and help manage speeds on key corridors through the City to help reduce speed-related conflicts, especially in advance of curved alignments, an identified risk factor for the City of Menifee. Planning-Level Cost Estimate: $7,500 per sign Crash Type Addressed: All Crashes Crash Reduction Factor: 30% Expected Design Life: 10 years Eligible for Federal Funding: Yes (100%) HSIP Countermeasure: R30 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 17 4.2 ROAD DIETS Description: Road diets reconfigure streets with excess motor vehicle capacity to provide a two-way left turn lane or median, as well as improved bicycle and pedestrian facilities. Road diets are appropriate for locations with high-frequencies of head-on, left-turn, and/or rear-end crashes or where speed management is a concern. Traffic volumes should be considered to ensure that removing through capacity will not have undue negative network efforts on the transportation system. An example of the treatment is shown in Figure 14. Figure 15. Example Road Diet Concept Source: Kittelson & Associates, Inc., 2018. Why was this selected for City of Menifee? Rear-end (32%) is the most common crash type in the City of Menifee. Some collector roads in the City of Menifee are multilane streets with excess capacity that may encourage motorists to travel in excess of the speed limit. Road diets help eliminate speed-related crashes while also providing safer facilities for motorists turning. Road diets also provide an opportunity to improve facilities for people walking or biking. Planning-Level Cost Estimate: $30,000 - $150,000 per mile Crash Type Addressed: All Crashes Crash Reduction Factor: 30% Expected Design Life: 20 years Eligible for Federal Funding: Yes (90%) HSIP Countermeasure: R15 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 18 4.3 REMOVE OR RELOCATE FIXED OBJECTS OUTSIDE OF THE CLEAR RECOVERY ZONE Description: Removing or relocating roadside fixed objects such as utility poles, drainage, trees, or other fixed objects provides a clear recovery zone that allows drivers to correct their path of travel when they leave the roadway. This treatment is particularly effective outside of curves, along lane drops and in traffic islands where fixed object crashes are more common. A clear recovery zone should be developed on more rural context roadways, 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. Figure 15 shows examples fixed objects in the recovery zone. Figure 16. Example Fixed Objects (Poles, Trees, Signs) in the Recovery Zone Source: Kittelson & Associates, Inc., 2018. Why was this selected for City of Menifee? Hit object (14%) is the third most common crash type in the City of Menifee. In the rural and transitional areas of the City, fixed objects were frequently near the roadway during field checks of the priority corridors. This treatment does not prevent the vehicle leaving the roadway but can allow drivers to correct their error when they do or reduce the severity of a resulting crash. Planning-Level Cost Estimate: $200 - $10,000 per location/object Crash Type Addressed: Fixed Object Crash Reduction Factor: 35% Expected Design Life: 20 years Eligible for Federal Funding: Yes (90%) HSIP Countermeasure: R2 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 19 4.4 INSTALL CHEVRON SIGNS ON HORIZONTAL CURVES Description: Chevron signs provide a visual cue to drivers that they are about to navigate a horizontal curve. This treatment is appropriate for locations where relatively sharp curves have resulted in crashes. This treatment should be installed in combination with additional treatments such as advance warning signs, delineators, and pavement markers to provide increased awareness of the curved roadway alignment. An example of this treatment is shown in Figure 16. Figure 17. Example Chevron Signs Source: Kittelson & Associates, Inc., 2018. Why was this selected for City of Menifee? Curved roadway alignments were noted as a risk factor for crashes in the City of Menifee. There are several priority locations with curved roadway geometry. Providing appropriate signing at these locations can both address existing curve-related crashes while also helping to proactively prevent future crashes. Planning-Level Cost Estimate: $500 per chevron sign Crash Type Addressed: Run-Off Road, All Types Crash Reduction Factor: 40% Expected Design Life: 10 years Eligible for Federal Funding: Yes (100%) HSIP Countermeasure: R27 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 20 4.5 INSTALL CURVE ADVANCE WARNING SIGNS Description: Curve advance warning signs provide a visual cue to drivers that they are approaching a horizontal curve. This treatment is appropriate for locations where relatively sharp curves have resulted in crashes. This treatment should be installed in combination with additional treatments such as chevron signs, delineators, and pavement markers to provide increased awareness of the curved roadway alignment. An example of this treatment is shown in Figure 17. Figure 18. Example Curve Advance Warning Signs Source: Kittelson & Associates, Inc., 2018. Why was this selected for City of Menifee? Curved roadway alignments were noted as a risk factor for crashes in the City of Menifee. There are several priority locations with curved roadway geometry. This treatment can provide advance warning of road alignment and approaching changes in the roadway context to approaching motorists. Providing advance signing at these locations can both address existing curve-related crashes while also helping to proactively prevent future crashes. Planning-Level Cost Estimate: $500 per sign Crash Type Addressed: Run Off Road, All Types Crash Reduction Factor: 25% Expected Design Life: 10 years Eligible for Federal Funding: Yes (100%) HSIP Countermeasure: R28 Systemic Safety Analysis Report (SSAR) Project #: 22503 June 14, 2018 Page 21 4.6 INSTALL DELINEATORS, REFLECTORS, AND/OR OBJECT MARKERS Description: Delineators, reflectors, and/or object markers clarify the path of travel through a horizontal alignment and call driver attention to fixed objects along the roadside. This treatment is appropriate for locations where relatively sharp curves have resulted in crashes. This treatment should be installed in combination with additional treatments such as chevron signs and curve advance warning signs to provide increased awareness of the curved roadway alignment. An example of this treatment is shown in Figure 18. Figure 19. Example Delineators on Curved Intersection Approach Source: Kittelson & Associates, Inc., 2018. Why was this selected for City of Menifee? Curved roadway alignments and hit objects were noted as a risk factor for crashes in the City of Menifee. There are several priority locations with curved roadway geometry. These treatments can effectively bring drivers attention of road alignment changes in the rural and transitional areas with limited lighting. Providing appropriate signing at these locations can both address existing curve-related crashes while also helping to proactively prevent future crashes. Planning-Level Cost Estimate: $50 each Crash Type Addressed: All Crash Reduction Factor: 15% Expected Design Life: 10 years Eligible for Federal Funding: Yes (100%) HSIP Countermeasure: R31 Systemic Safety Analysis Report (SSAR) Project #: 21848 March 16, 2018 Page 22 5.0 | TIER 2 TREATMENTS Countermeasure Name Description Cost Crash Type CRF[1] Expected Design Life (Years) Federal Funding Eligibility HSIP ID Provide protected left- turn phase This treatment provides a protected movement for left-turning vehicles at signalized intersections. $30,000 per phase change All 30% 20 100% S6 Install raised median on approaches This treatment installs a raised, curbed median on approaches to an intersection to reduce intersection conflict points by preventing left turns into and out of driveways that may be located close to the functional area of the intersection. $10,000 per approach All 25% 20 90% S12 & NS12 Install left-turn lane and add turn phase Left-turn lanes and phasing provide a separate space and/or time for left-turn movements to reduce turning-related conflicts. $50,000 per lane All 55% 20 90% S17 Install signals Signal provide separate phasing for different movements at an intersection to reduce potential conflicts and increase visibility of the intersection. $250,000 per intersection All 25% 20 100% NS3 Add segment lighting Segment lighting increases visibility of the roadway segment as well the road users on the segment. $7,000 per light Night 35% 20 100% R1 Install median barrier Median barriers provide a vertical barrier separation between directions of traffic reducing potential crossover conflicts from opposing directions of traffic. $150 per foot All 25% 20 100% R3 Install raised median Raised medians provide a vertical curb separation between directions of traffic reducing potential crossover conflicts from opposing directions of traffic. $200 per foot All 25% 20 90% R9 Install edge-lines and centerlines Edge-lines and centerlines improve the visibility of the road edge and delineate the center of the roadway to reduce run off road or crossover crashes, respectively. $4 per foot All 25% 10 100% R32 Improve signal timing Efficient signal timing improves capacity and decrease the safety issues caused by congestions and delay. $1,500 per signal head All 15% 10 50% S3 Systemic Safety Analysis Report (SSAR) Project #: 21848 March 16, 2018 Page 23 Countermeasure Name Description Cost Crash Type CRF[1] Expected Design Life (Years) Federal Funding Eligibility HSIP ID Install pedestrian crossing (not enhanced) Pedestrian crossing improves the visibility of pedestrian to drivers and increases the chances of yield behavior of drivers to pedestrian. $4,000 per crossing Pedestrians & Bicyclists 25% 20 100% S20 Install flashing beacons at stop-controlled intersections Flashing beacon increase drivers’ awareness of non-signalized intersection, especially in rural areas or during night time. $25,000 All 15% 10 100% NS7 [1] CRF= Crash reduction factor Systemic Safety Analysis Report (SSAR) Project #: 21848 March 16, 2018 Page 24 6.0 | NEXT STEPS Using the countermeasure toolbox and priority locations, STC and the City of Menifee will perform field reviews and develop project scopes for the priority locations across the City. These field reviews and recommended improvements will be used to develop competitive HSIP grant applications for the City to help implement.