California’s

High Injury 

Network and 

Planning for Zero 

SAFETY DATA CASE STUDY 

FHWA-SA-22-007 

Federal Highway Administration Office of Safety 

Roadway Safety Data Program 

http://safety.fhwa.dot.gov/rsdp
ii SAFETY DATA CASE STUDY FHWA-SA-22-007

Notice 

This document is disseminated under the sponsorship of the U.S. Department of 

Transportation in the interest of information exchange. The U.S. Government assumes no 

liability for the use of the information contained in this document. 

The U.S. Government does not endorse products or manufacturers. Trademarks or 

manufacturers’ names appear in this report only because they are considered essential to the 

objective of the document. 

Quality Assurance Statement 

The Federal Highway Administration (FHWA) provides high-quality information to serve 

Government, industry, and the public in a manner that promotes public understanding. 

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and processes to ensure continuous quality improvement.
iii SAFETY DATA CASE STUDY FHWA-SA-22-007

1. Report No.

FHWA-SA-22-007

2. Government Accession 

No.

3. Recipient's Catalog No.

 

4. Title and Subtitle

California’s High Injury Network and Planning for Zero

5. Report Date

October 2022

6. Performing Organization Code

7.Author(s) 

Ian Hamilton

8. Performing Organization Report No.

9. Performing Organization Name and Address

Vanasse Hangen Brustlin, Inc (VHB)

940 Main Campus Drive 

Raleigh, NC 27606 

10. Work Unit No.

11. Contract or Grant No.

DTFH61-16-D-00052

12. Sponsoring Agency Name and Address

Federal Highway Administration Office of Safety 

1200 New Jersey Ave., SE

Washington, DC 20590

13. Type of Report and Period

Case Study, January 2020-November

2022 

14. Sponsoring Agency Code

FHWA

15. Supplementary Notes

The contract manager for this report was Jerry Roche. Funding for this effort provided in part by the Highway Safety 

Manual Implementation Pooled Fund, TPF-5(255). Sarah Weissman Pascual provided editorial review and support for 

technical content.

16. Abstract

The Strategic Highway Safety Plan (SHSP) is a critical part of the Federal Highway Safety Improvement Program. As part 

of the SHSP process, States are encouraged to take a broad view of safety needs and identify over-arching emphasis areas 

or “Challenge Areas” (e.g., roadway departure, bicyclists, or pedestrians) for improvement over a multi-year period. At a 

community level, Vision Zero and Safe System approaches to safety complement this strategic planning process. These 

approaches recognize that people make mistakes and that everyone has a right to move safely through the transportation 

system. California’s use of High Injury Networks (HINs) is an example of these goals in practice. The State’s SHSP 

implementation plan recommends HINs as an effective tool for community-level safety planning. As part of the SHSP 

implementation process, a Challenge Area Team convened a diverse group of stakeholders to develop recommendations for 

statewide guidance on HINs. Within the resulting report, the group included guidance for local agencies pursuing Vision 

Zero and safety planning. This report documented best practices from across California, and it provided recommendations 

for agencies to consider. Several examples from around the State, such as the communities of Fremont, Berkeley, and San 

Francisco, show how HINs can be an effective tool for safety planning at agencies of all sizes and capabilities.

17. Key Words: 

Data, Safety, Strategic Highway Safety Plan, High 

Injury Network, Vision Zero

18. Distribution Statement

No restrictions.

19. Security Classif. (of this report)

Unclassified

20. Security Classif. (of this 

page) Unclassified

21. No. of Pages

 20

22. Price

Technical Documentation Page
iv SAFETY DATA CASE STUDY FHWA-SA-22-007

Acronyms 

Acronym Description

BeST Berkeley Strategic Transportation

Caltrans California Department of Transportation

DOT department of transportation

E&TS Engineering and Traffic Survey

FHWA Federal Highway Administration 

HIN High Injury Network

HSIP Highway Safety Improvement Program

MPO metropolitan planning organization

OEHHA Office of Environmental Health Hazard Assessment

SCAG Southern California Association of Governments

SFDPH San Francisco Department of Public Health

SFMTA San Francisco Municipal Transportation Agency

SHSP Strategic Highway Safety Plan

SWITRS Statewide Integrated Traffic Records Systems

TIMS Transportation Injury Mapping System

TISS Transportation-related Injury Surveillance System
v SAFETY DATA CASE STUDY FHWA-SA-22-007

Table of Contents 

Introduction........................................................................................................................ 1

Background ........................................................................................................................ 2

HINs in California .............................................................................................................. 2

Applications Across California ......................................................................................... 5

Conclusions.......................................................................................................................11

References ........................................................................................................................13

List of Figures

Figure 1. Graphic. Reduction in major crashes in Fremont since................................ 6

Figure 2. Graphic. Example of quick build crosswalk improvements.......................... 7

Figure 3. Graphic. Overlap of High Injury Streets and equity priority areas ............. 9
vi SAFETY DATA CASE STUDY FHWA-SA-22-007

Executive Summary

The Strategic Highway Safety Plan (SHSP) is a critical part of the Federal Highway Safety 

Improvement Program. As part of the SHSP process, States are encouraged to take a broad 

view of safety needs and identify over-arching emphasis areas or “Challenge Areas” (e.g., 

roadway departure, bicyclists, or pedestrians) for improvement over a multi-year period. At a 

community level, Vision Zero and Safe System approaches to safety complement this strategic 

planning process. These approaches recognize that people make mistakes and that everyone has

a right to move safely through the transportation system. California’s use of High Injury 

Networks (HINs) is an example of these goals in practice. The State’s SHSP implementation 

plan recommends HINs as an effective tool for community-level safety planning. As part of the 

SHSP implementation process, a Challenge Area Team convened a diverse group of 

stakeholders to develop recommendations for statewide guidance on HINs. Within the 

resulting report, the group included guidance for local agencies pursuing Vision Zero and safety 

planning. This report documented best practices from across California, and it provided 

recommendations for agencies to consider. Several examples from around the State, such as 

the communities of Fremont, Berkeley, and San Francisco, show how HINs can be an effective 

tool for safety planning at agencies of all sizes and capabilities.
1 SAFETY DATA CASE STUDY FHWA-SA-22-007

Introduction 

The Strategic Highway Safety Plan (SHSP) is a critical part of the Federal Highway Safety 

Improvement Program (HSIP) (FHWA, 2021a). As part of the SHSP process, States are 

encouraged to take a broad view of safety needs and identify over-arching emphasis areas or 

“Challenge Areas” (e.g., roadway departure, bicyclists, or pedestrians) for improvement over a 

multi-year period. These plans inform the priorities for State departments of transportation 

(DOTs) and local agencies for HSIP funding, and they also provide an avenue for multidisciplinary and multi-jurisdictional collaboration. An SHSP can help align safety-related 

strategies with a focus on equity and effectiveness, as well as provide a means for State 

transportation agencies to communicate with their regional and local stakeholders.

At a community level, Vision Zero is an approach to safety that complements this strategic 

planning process. Vision Zero is a strategy aimed at eliminating all traffic fatalities and severe 

injuries, while increasing safe, healthy, equitable mobility for all (Vision Zero Network, 2022). 

The Vision Zero strategy recognizes that people make mistakes and that everyone has a right 

to move safely through the transportation system. It also emphasizes a multi-disciplinary 

approach among planners, engineers, policymakers, and public health officials to reduce fatalities

and serious injuries. This is accomplished through local and regional leadership, data-driven 

decision making, community engagement, and established timelines and goals. Through this 

combination of strategic planning and data, Vision Zero and the SHSP can align the aspirational 

components of a community’s safety program with tangible and equitable project outcomes.

Purpose and Need

This case study presents an institutional approach to safety planning that begins at the strategic 

planning stage (i.e., the SHSP) and ultimately helps inform planning and policy at the local level.

California’s promotion and use of High Injury Networks (HINs) demonstrates how strategic 

planning can be used to support local governments as they implement safety planning policy and

targeted projects to improve the built environment.

Target Audience

The target audience for the case study includes:

• Executive leadership. 

• Stakeholders involved in the SHSP process (e.g., public health, education, and emergency 

response staff). 

• Transportation professionals in planning, engineering, and safety. 

• Local technical assistance program managers and staff. 
2 SAFETY DATA CASE STUDY FHWA-SA-22-007

Background 

The California Department of Transportation (Caltrans) updated the State’s SHSP in 2020

(Caltrans, 2021a). This update incorporated four guiding principles to improve upon the 

previous plan: 

1. Integrate equity: Address institutional and systemic biases to not overlook 

traditionally underserved and vulnerable populations.

2. Double down on what works: Implement proven safety countermeasures that are 

highly effective at reducing fatalities and serious injuries (FHWA, 2021b). 

3. Accelerate advanced technology: Encourage the use of advanced technology in the 

roadway through partnerships between multi-disciplinary stakeholders.

4. Implement a Safe System approach: Take a holistic view of the roadway, one that 

considers the individual and human vulnerabilities, to improve the built environment

(FHWA, n.d.). 

The update also recognized several high-priority Challenge Areas based on a review of fatal and 

serious injury crash data: 

• Lane Departures. 

• Speed Management/Aggressive Driving.

• Impaired Driving. 

• Active Transportation (Bicyclists and Pedestrians).

• Intersections. 

These high-priority Challenge Areas represent the best opportunity to reduce severe crashes in 

California. Caltrans organized Challenge Area Teams as part of the State’s SHSP 

Implementation Plan to address each Challenge Area and support the SHSP’s implementation

(Caltrans, 2021b). The Challenge Area Team tasked with active transportation (both bicyclists 

and pedestrians) documented best practices for developing local HINs from across the State. 

This Challenge Area Team published recommended statewide guidance for developing and 

applying HINs for local safety planning. 

HINs in California

HINs are a method for network screening. They are continuous street corridors and 

intersections with a history of severe crashes of similar type. San Francisco developed 

California’s first HIN in 2013. The City analyzed 5 years of pedestrian crash data and 

determined that 60 percent of pedestrian fatalities and serious injuries occurred on only 6 

percent of the City’s road mileage. When San Francisco adopted Vision Zero in 2014, the City 
3 SAFETY DATA CASE STUDY FHWA-SA-22-007

expanded its HIN to include bicyclist and motorist fatalities and serious injuries. This became 

the Vision Zero HIN in 2015, noting that 70 percent of fatalities and serious injuries across all 

modes occurred on 12 percent of the City’s network.

In spring 2020, the Southern California Association of Governments (SCAG), the metropolitan 

planning organization (MPO) representing the Los Angeles region, requested developing 

statewide guidance on HINs as part of the State’s SHSP implementation. In fall 2020, a subset of 

the Bicycle and Pedestrian Challenge Area Team members began work on the proposed 

recommended guidance. 

This multidisciplinary team included several public agencies:

• California Department of Public Health. 

• Federal Highway Administration (FHWA). 

• SCAG and the San Diego Association of Governments MPOs. 

• University of California at Berkeley. 

• The cities of Long Beach, Los Angeles, Oakland, Palmdale, San Francisco (including San 

Francisco County), and San Jose. 

The team reviewed over 20 existing HINs in California, Oregon, and Washington State, and in 

2021, they published the Recommendations for California Statewide Guidance on High Injury 

Networks (Custodio et al., 2021). This document provides three critical components: 

1) methodology for developing HINs, 2) applicational guidance, and 3) connections to Vision 

Zero and Safe System approaches.

Methodology Components 

Although some jurisdictions in California had adopted HINs prior to this publication, the SHSP 

implementation guidance aimed to standardize recommendations for all agencies in California. 

This consisted of eight core components:

1. Years of crash data: The HIN should typically use between 3 and 5 years of data with 

up to 10 for smaller jurisdictions.

2. Share of road network: The HIN should represent a subset of the road network 

(typically 5 to 20 percent of road mileage and no more than 50 percent).

3. Level of analysis: Corridors should be continuous, and individual corridors should

have comparable crash patterns, design, and land use context. 

4. Collision density: Corridors should capture a significant number of fatal and serious 

injury crashes (typically 40 percent or more).

5. Roadway facility types: The HIN should focus on roads which the agency has the 

ability to set speed limits or conduct enforcement.
4 SAFETY DATA CASE STUDY FHWA-SA-22-007

6. Equity: The HIN should be conscious of disadvantaged communities. For instance, 

HINs may be concentrated in “Disadvantaged Communities” identified by California 

Senate Bill 535 as high scoring Census tracts in the California Office of Environmental 

Health Hazard Assessment’s (OEHHA’s) health screening tool, CalEnviroScreen 4.0

(OEHHA, 2018).

7. Consideration of modes: The HIN should consider all transportation modes.

8. Maintenance: The HIN should be revisited as conditions change, particularly speed 

limits, land use characteristics, or additional data.

For agencies or jurisdictions with a relatively small or sporadic number of crashes, the guidance

also notes: 

“In cases where a jurisdiction experiences few collisions due to its size, systemic 

methodologies, which rely on prioritization based on high-risk roadway characteristics or 

other contextual factors...may be appropriate to include in the development of an HIN.” 

(Custodio et al., 2021; p. 20)

Jurisdictional Guidance

In addition to the analysis methodology, the document provides a checklist of considerations 

for agencies applying HINs. This includes:

• Technical readiness – Who will use the HIN and do the resources exist within an 

agency to develop and maintain the HIN?

• Data preparation – Which datasets can and should be used?

• Data cleaning and creating the HIN – What data checks should be performed 

prior to HIN development and application of the recommended methodology. 

• Public engagement and community outreach – How can local knowledge be 

incorporated to obtain qualitative data, and how can the HIN best be communicated to 

local stakeholders?

• Maintenance – What new information could be considered in the future and is there a 

plan for future updates?

In addition to a brief overview of existing statewide and publicly accessible crash databases, 

such as the Statewide Integrated Traffic Records System (SWITRS) and Transportation Injury 

Mapping System (TIMS) provided through the University of California at Berkeley, the guidance 

also touches on alternative data sources. These include incident reports available through 

police, fire, and public health departments. The guidance also notes limitations with these data, 

such as self-reporting biases and resource requirements.
5 SAFETY DATA CASE STUDY FHWA-SA-22-007

Connections to Vision Zero and a Safe System 

The guidance notes the strong similarities between Vision Zero and a Safe System approach. 

Both strategies share an emphasis on reducing speed and the kinetic energy associated with a 

collision, and they acknowledge that the transportation system should accommodate all users 

and consider that mistakes are inevitable. HINs are valuable in the planning process as a record 

of existing conditions and potential needs. They help practitioners understand when and where 

issues are present, who is affected by safety concerns, and why crashes might be happening. 

A key connection of HINs with Vision Zero and the Safe System approach involves traffic speed 

setting. California traditionally relies on 85th-percentile speeds for setting speed limits. 

Historically, there has been very little range in the discretion that local planners and engineers 

could use when setting posted speed limits. However, efforts by the State’s Zero Traffic 

Fatalities Task Force have led to recent State legislation enabling more local discretion in setting 

speed limits, particularly on roads included on HINs (AB-43 Traffic safety, 2021). 

Applications Across California

Several agencies across California have used HINs to support Vision Zero and safety planning in 

the State. This section provides a summary of a few noteworthy examples, although more 

examples can be found in the Recommendations for California Statewide Guidance on High Injury 

Networks document. 

City of Fremont

The City of Fremont has actively pursued a Vision Zero program since 2015. Simple before and 

after studies have helped demonstrate that the approach has been effective, and the City has 

seen a marked decrease in the number of fatal and serious injuries since adopting Vision Zero

(figure 1). Even as a moderate-sized city with a population of around 240,000, Fremont 

illustrates the potential for making data-driven decisions to support Vision Zero and a Safe 

System approach.
6 SAFETY DATA CASE STUDY FHWA-SA-22-007

Figure 1. Graphic. Reduction in major crashes in Fremont since implementing Vision Zero. 

© City of Fremont
7 SAFETY DATA CASE STUDY FHWA-SA-22-007

Data analysis has been a key component of Fremont’s approach, both for understanding crash 

characteristics as well as developing 

the City’s HIN. The latter is especially 

important for determining where best 

to implement low-cost “quick-build” 

projects and other proven safety 

countermeasures. These quick-build 

projects are intended to be installed 

faster than larger capital 

improvements. They involve 

countermeasures aimed to reduce 

speeds and separate more vulnerable 

users (i.e., bicyclists and pedestrians) 

from motor vehicle traffic (figure 2). 

Subsequent traffic surveys observed that implemented projects often had the desired effect of 

reducing speeds. As part of a mid-cycle Engineering and Traffic Survey (E&TS) in 2019, the City 

reviewed 86 segments with implemented projects to determine if changes to the posted speed 

limit were warranted. Through the E&TS, the City reduced the posted speed limit on 40 

segments as a result of project-related changes to the roadway configuration and 

characteristics. With the passage of recent State legislation, local governments in California will 

have even more discretion for setting lower posted speed limits on HIN segments.

Community outreach and equity are key components of Fremont’s approach as well. The future 

of Fremont’s safety planning will continue to involve community outreach, as well as an 

emphasis on key vulnerable groups. These include bicyclists, pedestrians, persons over 65, and 

the unhoused. More information on Fremont’s approach, recognized by the Institute of 

Transportation Engineers with the 2021 Transportation Achievement Award for Safety, can be 

found in the City’s Status Report and 2025 Action Plan (City of Freemont, 2021).

City of Berkeley

The City of Berkeley adopted Vision Zero in 2018, hired a Vision Zero program manager in 

2019, and adopted the Berkeley Vision Zero Action Plan in 2020. Like Fremont, the City of 

Berkeley’s approach is a multi-disciplinary effort including coordination, public awareness, 

enforcement, and with an engineering emphasis on targeted improvements. This includes a mix 

of low cost quick-build projects and more capital-intensive proven safety countermeasures and 

designs (e.g., traffic calming, protected left turn signal phases, protected bikeways, and 

intersections, etc.). A key feature of the City’s approach involves the prioritization of existing 

1 The California Manual on Uniform Traffic Control Devices stipulates that, “crosswalk markings near schools shall 

be yellow” (State of California, 2021; p. 682).

Figure 2. Graphic. Example of quick build crosswalk 

improvements.1

© City of Fremont
8 SAFETY DATA CASE STUDY FHWA-SA-22-007

projects, including those in the five-year repaving plan and the Berkeley Strategic 

Transportation (BeST) Plan, according to the City’s network of “High Injury Streets” (the City’s 

equivalent of an HIN). This includes equity-driven prioritization according to community needs

(figure 3). 
9 SAFETY DATA CASE STUDY FHWA-SA-22-007

Figure 3. Graphic. Overlap of High Injury Streets and equity priority areas in Berkeley. 

© City of Berkeley
10 SAFETY DATA CASE STUDY FHWA-SA-22-007

One notable example includes a quick build project along Martin Luther King Jr. Way in south 

Berkeley. This project falls on a High Injury Street connection within an equity priority area. 

The project aims to improve safety for pedestrians and provide convenient and safe access to 

transit. 

Improvements include: 

• Signal modifications to eliminate conflicts between left-turning vehicles and pedestrians 

crossing the street. 

• Rectangular rapid-flashing beacon installations. 

• Painted curbs to improve pedestrian visibility. 

• Crosswalk lighting. 

• Corner sidewalk “bulbouts.” 

• Median crossing islands. 

Public outreach and construction for the project is anticipated to last less than two years with 

completion projected by the end of 2022.

City and County of San Francisco

Since producing California’s first HIN in 2013, San Francisco has continued to innovate in 

recent years. The original HIN and each subsequent update have been a collaboration between 

the San Francisco Municipal Transportation Agency (SFMTA) and the San Francisco 

Department of Public Health (SFDPH). These updates also presented an opportunity for these 

key partners to reach out to other data stakeholders. In 2017 for instance, SFMTA and SFDPH 

worked with the only level-one trauma hospital in the city to create the Transportation-related 

Injury Surveillance System (TISS).

TISS is a comprehensive database of traffic-related injuries shared and maintained between key 

Vision Zero agencies. It includes data provided by the City’s level-one trauma center, 

ambulance services and third-party operators, the City’s medical examiner, and San Francisco 

Police and Fire Departments. Recent enhancements have allowed these agencies to incorporate 

emergency medical service response data into TISS. This has improved the City’s ability to 

account for injuries that might otherwise go unreported in traditional crash databases. 

Furthermore, the HIN incorporates hospital-based injury data where possible to better reflect 

the true severity of a crash; this provides a clinical injury assessment to supplement the baseline 

visual assessment conducted by the reporting officer at the crash scene. 

To support consistent data management, key stakeholders adopted the Vision Zero Traffic 

Fatality Protocol. This is a shared policy between Vision Zero partners to help standardize the 

definition of a traffic-related fatality across agencies (i.e., some agencies may deal with fatalities 

and injuries of all types, and this clarifies the definition of a traffic fatality). These partners 

update fatality records monthly and maps these locations along with the City’s HIN and other 
11 SAFETY DATA CASE STUDY FHWA-SA-22-007

traditional crash databases (e.g., SWITRS). These data are available to the public via the City’s 

Vision Zero dashboard and map. 

Like other California cities, San Francisco’s Vision Zero data and HIN helps the City deploy its 

quick build program. These projects typically include:

• Paint, traffic delineators, and street signs.

• Traffic calming and slow streets.

• Parking and loading adjustments.

• Traffic signal timing.

• Transit boarding islands.

Many of these projects are located in Communities of Concern (i.e., low-income communities, 

communities of color, seniors, persons with disabilities, and residents with limited English 

proficiency) as over half of all HIN mileage in the City is located in these neighborhoods. 

Evaluation is also a key component of San Francisco’s Vision Zero data approach. The Vision 

Zero Safe Streets Evaluation Program assesses pre- and post-construction conditions associated 

with quick build project locations and reports the findings to executive leadership within two 

years of implementation. This approach evaluates the effectiveness of the individual project in 

question, as well as provides lessons learned and success stories to promote the broader quick 

build program. 

Conclusions

The SHSP is developed through a cooperative process by assembling traffic safety stakeholders 

throughout a State. This extends beyond transportation planners and engineers and includes 

transportation-related fields such as public health. The SHSP is a data-driven decision-making 

process that uses emphasis areas to organize stakeholder activities and reduce fatalities and 

serious injuries. The Vision Zero and the Safe System approaches complement this strategic 

planning. These strategies contribute at a tactical level, encouraging local leadership and 

community outreach to reduce the kinetic energy of crashes and provide a more forgiving and 

safe transportation system.

California’s use of HINs is an example of these goals in practice. The State’s SHSP recommends 

HINs as an effective tool for community-level safety planning. As part of the implementation 

process, an SHSP Challenge Area Team convened a diverse group of stakeholders to develop 

recommended statewide guidance on HINs and guidance for local agencies pursuing Vision 

Zero and safety planning. This guidance documented best practices from across the State, and it 

provided recommendations for agencies to consider. This includes accessing data from 

statewide, readily accessible databases (e.g., SWITRS, TIMS, and CalEnviroScreen 4.0) that can 

contribute to HIN development. 
12 SAFETY DATA CASE STUDY FHWA-SA-22-007

The agency examples listed in that guidance, as well as in this case study, show how the HIN 

can be an effective tool for local safety planning. These high-priority locations can channel safety 

project funding where it is needed most, using both quick build improvements and larger 

capital-intensive projects that incorporate proven safety countermeasures. HINs can also be 

collated with other data sources to proactively address underserved or other disadvantaged 

communities in need. As more communities embrace Vision Zero and the Safe System 

approach to planning and engineering, HINs can serve as a practical tool for agencies of all sizes 

and capabilities.
13 SAFETY DATA CASE STUDY FHWA-SA-22-007

References

 AB-43 Traffic safety. (2021). 117th Congress. 

https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220AB43. 

 Caltrans. (2021a). California Safe Roads: 2020-2024 Strategic Highway Safety Plan. 

https://dot.ca.gov/-/media/dot-media/programs/safety-programs/documents/shsp/2020-

2024-shsp-report-march-2021-a11y.pdf. 

 Caltrans. (2021b). California Safe Roads: Implementation Plan for 2020-2024 Strategic 

Highway Safety Plan. https://dot.ca.gov/-/media/dot-media/programs/safetyprograms/documents/shsp/2020-2024-shsp-implementation-plan-march-2021-a11y.pdf. 

 City of Freemont. (2021). Freemont Vision Zero: Status Report and 2025 Action Plan. 

https://fremont.gov/DocumentCenter/View/48202/FremontVZ_FinalPlan_2021-05-28. 

 Custodio, V., Junken, R., Harris, A., Ferrera, N., Hovanesian, R., Mintz-Roth, J., Wells, 

L., Attah, I., Bhatti, M., Finkel, E., Miller, R., Ballard, L., Clark, J., Morris, D., Jacobsen, 

M., Reeves, R., Aguirre, C., Chanchlani, H., Zhou, A., and Grembek, O. (2021). 

Recommendations for California Statewide Guidance on High Injury Networks. 

https://scag.ca.gov/sites/main/files/file-attachments/cal-guidance-hin090221.pdf?1633549750. 

 Federal Highway Administration. (2021a). Strategic Highway Safety Plan (website). 

https://safety.fhwa.dot.gov/shsp/. 

 Federal Highway Administration. (2021b). Proven Safety Countermeasures (website). 

https://safety.fhwa.dot.gov/provencountermeasures/. 

 Federal Highway Administration. (n.d.). Safe System Approach. FHWA-SA-20-015. 

https://safety.fhwa.dot.gov/zerodeaths/docs/FHWA_SafeSystem_Brochure_V9_508_200

717.pdf. 

 OEHHA. (2018). CalEnviroScreen 4.0. 

https://oehha.ca.gov/calenviroscreen/report/calenviroscreen-40. 

 State of California. (2021). California Manual on Uniform Traffic Control Devices: 2014 

Edition, Revision 6. Sacramento, California. https://dot.ca.gov/-/media/dotmedia/programs/safety-programs/documents/ca-mutcd/rev6/camutcd2014-rev6.pdf. 

 Vision Zero Network. (2022). What is Vision Zero? (website). 

https://visionzeronetwork.org/about/what-is-vision-zero/.
14 

Contact

City of Berkeley

Eric Anderson, Senior Planner

eanderson@cityofberkeley.info

City of Fremont

Hans Larsen, Public Works Director

hlarsen@fremont.gov

San Francisco Municipal Transportation Agency

Ryan Reeves, Senior Transportation Planner

Ryan.Reeves@sfmta.com