Watsonville City Council
April 28, 2026

25 AP-12 PARTICIPATION- 91.105, 91.200(C)

SUMMARY OF CITIZEN PARTICIPATION PROCESS/EFFORTS MADE TO BROADEN

CITIZEN PARTICIPATION
The City of Watsonville conducted a comprehensive citizen participation process to support the development of the FY 2026–2027 Annual Action Plan, building on outreach efforts from the 2025–2029 Consolidated Plan. This process included a community survey, public meetings, and public hearings, with a focus on engaging low- to moderate-income residents, minority populations, non-English speakers, persons with disabilities, and residents of public and assisted housing.

Outreach utilized multiple communication channels, including the City’s website, social media, email distribution lists, and notices published in the Register Pajaronian. The Community Needs Assessment Survey was open from March 21 through April 4, 2025, receiving over 20 responses.

A bilingual public meeting in English and Spanish was held on March 25, 2026, featuring a presentation on the Action Plan and a discussion of priority needs and potential solutions.

The draft FY 2026–2027 Annual Action Plan was available for a 30-day public review and comment period from April 6 through May 8, 2026. Notices in English and Spanish were published in the Register Pajaronian and posted on the City’s website to inform the public of the review period and the upcoming public hearing. All comments received will be considered, and a summary of public feedback and responses will be included in the final document submitted to HUD.

Feedback gathered through surveys, meetings, and public comments informed the development of goals, funding priorities, and project selection for the FY 2026–2027 Action Plan. A public hearing will be held on April 28, 2026, in the City of Watsonville Council Chambers to receive additional public comments and consider approval of the Plan. The City will continue to implement its Citizen Participation Plan, ensuring ongoing opportunities for community involvement in the administration of CDBG funds.

Exhibit A

26 Table 4- Citizen Participation Outreach
Sort
Order
Mode of
Outreach
Target of Outreach Summary of
response/
attendance
Summary of
Comments
Received
Summary of
comments
not accepted
and reasons
URL
(If
applicable)
1 Internet
Outreach
Non-targeted/broad
community
City social
media
platforms
(Facebook/Insta
gram) shared
information on
CDBG programs
and community
meetings.

N/A N/A https://ww
w.facebook.
com/watson
villecity/,
https://ww
w.instagram
.com/cityof
watsonvilleg
ov/
2 Public
Meeting
Minorities
Non-English
Speaking-Specify
other language:

Spanish
Non-targeted/broad
community
Public meeting
held on March
25, 2026. 6
attendees.

General input
on community
needs.

N/A N/A
3 Public
Hearing
Minorities
Non-English
Speaking-Specify
other language:

Spanish
Persons with
disabilities
Non-targeted/broad
community
Residents of Public
and Assisted
Housing
Hearing and
approval by the
City Council

TBD N/A N/A
4 Newspap
er Ad
Minorities
Non-English
Speaking-Specify
other language:

Spanish
Non-targeted/broad
community
Ad for public
meetings, 30-
day
commenting
period, and
public hearing

TBD N/A N/A
5 2025-
2029
Consolida
ted Plan
Needs
Assessme
nt Survey
Minorities
Non-English
Speaking – Specify
other language:

Spanish
Non-targeted/broad
community
Assessment was
disseminated in
electronic form
in English and
Spanish.

All comments
were accepted
and
incorporated
into the
survey results.

N/A N/A
Exhibit A

27 AP-15 EXPECTED RESOURCES- 91.220(C)(1,2)

INTRODUCTION
For Program Year (PY) 2026-2027, the City of Watsonville anticipates receiving $658,503 in CDBG entitlement funds. Additionally, the City plans to utilize $240,000 in unspent funds from prior years, which resulted from projects that were either canceled or completed under budget. The City also anticipates receiving approximately $20,000 in program income (PI), primarily from loan repayments related to housing rehabilitation. These resources, along with any remaining unspent funds from previous program years, will be incorporated into the current Action Plan to support eligible activities.

Anticipated Resources
Program
Source
of
Funds
Uses of Funds
Expected Amount Available Year 1 Expected
Amount
Available
Remainder
of ConPlan
$
Narrative
Description
Annual
Allocation
$
Program
Income
$
Prior Year
Resources
$
Total:
$
CDBG
Public -
Federal
Acquisition
Admin and
Planning
Economic
Development
Housing Public
Improvements
Public Services
658,503 20,000 240,000 918,503 TBD
Based on
level
funding in
subsequent
years.

Table 5- Expected Resources- Priority Table

EXPLAIN HOW FEDERAL FUNDS WILL LEVERAGE THOSE ADDITIONAL RESOURCES (PRIVATE, STATE AND LOCAL FUNDS), INCLUDING A DESCRIPTION OF HOW MATCHING

REQUIREMENTS WILL BE SATISFIED
The Community Development Block Grant (CDBG) program does not require matching funds; however, applicants must provide detailed financial information in their proposals to demonstrate their ability to execute the proposed project or activity successfully. In Watsonville, the community's needs far exceed the available Community Development Block Grant (CDBG) Exhibit A

28 resources. Therefore, the City combines CDBG funds with other funding sources, such as state, federal, and local grants, private foundation support, capital improvement funds, general funds, and private donations of funds or services, to maximize the impact of its projects.

The City has completed a range of projects using this blended funding strategy. It continues to actively pursue additional grants and awards for initiatives that fall outside the scope of CDBG funding.

IF APPROPRIATE, DESCRIBE PUBLICLY OWNED LAND OR PROPERTY LOCATED WITHIN

THE JURISDICTION THAT MAY BE USED TO ADDRESS THE NEEDS IDENTIFIED IN THE PLAN
At the time of this Consolidated Plan, the City does not anticipate utilizing publicly owned land or properties for land acquisition to achieve Community Development Block Grant (CDBG) goals.

However, the City may consider improvements to existing public facilities and infrastructure as a means of supporting these goals.

DISCUSSION
In response to reduced resources, the City has prioritized the allocation of Community Development Block Grant (CDBG) funds to areas with the greatest identified needs. Community input has highlighted critical priorities, including infrastructure and facility improvements in lowincome neighborhoods, such as enhancements to street and park accessibility, as well as the provision of essential public services for youth and seniors, code enforcement activities, and support for economic development initiatives.

Exhibit A

29 AP-20 ANNUAL GOALS AND OBJECTIVES
Goals Summary Information
Sort
Order Goal Name Start Year
End
Year Category Geographic Area
Needs
Addressed Funding Goal Outcome Indicator
1 Affordable
Housing
2026 2027 Affordable
Housing
Citywide Affordable
Housing
CDBG:
$150,000
Homeowner Housing
Rehabilitated: 3
Household Housing Unit
Housing Code
Enforcement/Foreclosed
Property Care: 100
Household Housing Unit
2 Economic
Development
2026 2027 Non-Housing
Community
Development
Citywide Economic
Development
CDBG:
$50,000
Businesses assisted: 50
Businesses Assisted
3 Public
Services
2026 2027 Public
Services
Citywide Public
Services
CDBG:
$98,700
Public service activities
other than
Low/Moderate Income
Housing Benefit: 350
Persons Assisted
4 Public
Facilities
2026 2027 Public
Facilities
Citywide Public
Facilities
CDBG:
$488,803
Public Facility or
Infrastructure Activities
other than
Low/Moderate Income
Housing Benefit: 16832
Persons Assisted
Table 6- Goals Summary
Exhibit A

30 Goal Descriptions
1 Goal Name Affordable Housing
Goal
Description
Affordable Housing, Rehabilitation, and Code Enforcement: Support safe, affordable housing for low- to moderate-income households through preservation, rehabilitation programs, and strengthened code enforcement to improve housing conditions and neighborhood safety. 2 Goal Name Economic Development
Goal
Description
Microenterprise Business Technical Assistance: Support economic development by providing resources and guidance to microenterprises, with a focus on expanding opportunities for lowand moderate-income individuals. Promote the revitalization of downtown and commercial/industrial areas through improvement programs that enhance both economic activity and the surrounding housing stock.
3 Goal Name Public Services
Goal
Description
Youth Center Staffing: Enhance public safety and living environments by supporting crime prevention efforts and expanding supportive services for youth, individuals with special needs, those experiencing homelessness, and low- to moderate-income households. 4 Goal Name Public Facilities
Goal
Description
Enhance the community's image and living conditions by improving infrastructure and park facilities that meet the needs of low- and moderate-income residents, including continuous upgrades through public facility rehabilitation and infrastructure reconstruction.

ESTIMATE THE NUMBER OF EXTREMELY LOW-INCOME, LOW-INCOME, AND

MODERATE-INCOME FAMILIES TO WHOM THE JURISDICTION WILL PROVIDE AFFORDABLE HOUSING AS DEFINED BY HOME 91.215(B)
TBD
Exhibit A

31 AP-35 PROJECTS-91.220(D)

INTRODUCTION
The Action Plan outlines proposed strategies for spending the City’s CDBG funds to provide a suitable living environment by revitalizing low—to—moderate—income neighborhoods, assisting disadvantaged, low-income, and homeless individuals by providing adequate public facilities and services, and generating affordable housing opportunities. This annual plan focuses resources on affordable housing, economic development, public services, and public facilities.

PROJECTS
# Project Name
1 Youth Center Staffing
2 Code Enforcement
3 Micro-Enterprise Business Technical Assistance
4 Program Administration
5 Ramsay Park Family Center & Rental Hall
Table 7- Projects

DESCRIBE THE REASONS FOR ALLOCATION PRIORITIES AND ANY OBSTACLES TO ADDRESSING

UNDERSERVED NEEDS
Below are outlined the priority needs identified in the City’s Annual Action Plan, the corresponding local objectives, and the specific activities to be undertaken during the 2026 Program Year to address each need.

Affordable Housing
Several programs address the various local objectives of addressing the need for affordable housing in the city.

These programs include Housing Rehabilitation, Homeownership Opportunities, Residential Code Enforcement, and Targeted Code Enforcement.

Economic Development
1) Small Business / Micro-enterprise Business Technical Assistance 2) Entrepreneur Support
Exhibit A

32 Public Services
Include the following youth programs, parks, and community services:
a. Camp W.O.W.- Summer day camp
b. Recreational Youth Soccer Program
c. Sports Camps
d. Basketball Programs
e. Itty Bitty Sports Program
f. Environmental Science Workshop
g. Youth Gymnastics Program
h. Summer Aquatic Lessons
i. Special Interest Classes for Youth
Public Facilities (Infrastructure)
Various public works projects enhance the city’s infrastructure, including the reconstruction, rehabilitation, and/or addition of streets, sidewalks, and other types of infrastructure, as well as the removal of architectural barriers to accessibility for people with physical disabilities within public areas and pathways.

Homelessness and Special Needs

1. Special Housing Need

2. Transitional Housing Programs
The City addresses the needs of the homeless and citizens with special needs by ongoing support of local service agencies through the City’s Social Service Grant Program. Additionally, the City participates in the Santa Cruz County-wide Continuum of Care strategy through financial and human resources contributions to the Homeless Action Partnership (formerly the Santa Cruz County Continuum of Care Committee).

Exhibit A

33 AP-38 PROJECT SUMMARY

PROJECT SUMMARY INFORMATION
1 Project Name Youth Center Staffing
Target Area
Goals Supported Public Services
Needs Addressed Public Services
Funding CDBG: $98,700
Description Funding will be used to provide recreational classes for local youth at the City's community center.

These funds are critical to providing staffing and services to operate the facility. The classes provide an opportunity for youth to participate in a variety of sports, games, and arts & crafts activities in a safe environment. The project will fall under 05D-Youth Services, which will meet an LMC National Objective. The public services objective will be to provide such services to 300 low-income youth who live in the City.

Target Date 6/30/2027
Estimate the number
and type of families
that will benefit from
the proposed
activities
300 low-income youth within the City
Location Description 30 Maple Avenue, Watsonville, CA 95076 Planned Activities Funding for Parks and Community services staff at the Gene Hoularis Waldo Rodriguez Youth Center, which provides recreational services to approximately 100 youth each day. The Youth Center provides a variety of recreational and neighborhood services programs that benefit the City's youth. The recreational programs will focus on, sports, games, arts & crafts, and other learning programs. 2 Project Name Targeted Code Enforcement
Target Area
Goals Supported Affordable Housing
Needs Addressed Affordable Housing
Funding CDBG: $ 150,000
Exhibit A

34 Description The proposed funding will be used to operate a code enforcement program in target areas throughout the City. This activity will fall under matrix code 15-Code Enforcement and will meet the LMA National Objective-570.202 (C), focusing on geographic areas that are predominantly residential, benefit low to moderate income households and areas that are known to have deteriorated or deteriorating conditions. CDBG funds will be used for actual time of various staff involved in code enforcement in specific target areas, as well as legal costs for compliance enforcement. Logs will be maintained to track activities under the Program and to determine if the program is successful in arresting the decline in low-income neighborhoods.

Target Date 6/30/2027
Estimate the number
and type of families
that will benefit from
the proposed
activities
50 households identified in code violation within targeted areas, which are among the most deteriorated neighborhoods in the City.

Location Description Eligible Targeted block groups located within the City limits that are primarily residential, low/moderate income areas with deteriorated or deteriorating conditions.

BLOCK GROUPS
• 1101002,1101004
• 1102001,1102002,1102004,1102005
• 1103001,1103004
• 1105011,1105013,1105014,1105021,1105022
• 1106003,1106005
• 1107001
Planned Activities To address and inspect illegal and unsafe construction, substandard housing, and property maintenance issues throughout the City. In addition, City staff will hold community educational trainings and presentations in low-income areas to ensure that real properties do not reach a state of deterioration or disrepair.
3 Project Name Administration and Planning
Target Area
Goals Supported Economic Development
Needs Addressed Economic Development
Funding CDBG: $131,000
Description Planning, administration, and management of the CDBG Program. Oversight will include reporting, expenditure tracking, IDIS entry, action plan development, citizen participation, program guidelines, etc.

Target Date 6/30/2027
Exhibit A

35 Estimate the number
and type of families
that will benefit from
the proposed
activities
N/A
Location Description N/A
Planned Activities Planning administration and management of CDBG Program. 4 Project Name Micro-Enterprise Business Technical Assistance Target Area
Goals Supported Economic Development
Needs Addressed Economic Development
Funding CDBG: $50,000
Description To strengthen local entrepreneurship in Watsonville, the City will provide funds to a non-profit to manage the Plaza Vigil program that focuses on providing microenterprise technical assistance to Watsonville business start-ups and entrepreneurs. Technical assistance will be provided to lowincome persons who self-certify their income falls below 80% AMI and that their business has fewer than 5 total persons. The activity will fall under 18C-ED Micro-Enterprise and will accomplish the LMC/MC National Objective.

Target Date 6/30/2027
Estimate the number
and type of families
that will benefit from
the proposed
activities
50 businesses will receive technical assistance
Location Description 23 E Beach Street, Watsonville, CA 95076 Planned Activities
5 Project Name Ramsay Park Family Center & Rental Hall
Target Area
Goals Supported Public Facilities
Needs Addressed Public Facilities
Funding CDBG: $488,803
Exhibit A

36 Description The activity will support improvements to the commercial kitchen within the Family Nature Center, which includes areas for food preparation, cooking, plating, dishwashing, and storage. Existing equipment includes an oven, refrigeration units, and ventilation hoods. The project is intended to enhance functionality, efficiency, and compliance with current health and safety standards. The upgraded kitchen will serve residents, partner agencies, and host culinary and nutritional education classes, expanding community access to food-related resources and programming. Specific upgrade components are to be determined based on internal planning discussions.

Target Date 6/30/2027
Estimate the number
and type of families
that will benefit from
the proposed
activities
An estimated 16,382 low-income persons utilize the park.

Location Description 1301 Main Street, Watsonville, Ca 95076 Planned Activities This activity is expected to benefit low- to moderate-income persons by increasing access to community-based services and resources.

Exhibit A

37 AP-50 GEOGRAPHIC DISTRIBUTION – 91.220(F)
DESCRIPTION OF THE GEOGRAPHIC AREAS OF THE ENTITLEMENT (INCLUDING AREAS OF LOWINCOME AND MINORITY CONCENTRATION) WHERE ASSISTANCE WILL BE DIRECTED The City will continue to utilize CDBG funds to support citywide initiatives that address the diverse needs of the community.

GEOGRAPHIC DISTRIBUTION
Target Area Percentage of Funds
Citywide 100%
Table 8- Geographic Distribution

RATIONALE FOR THE PRIORITIES FOR ALLOCATING INVESTMENTS GEOGRAPHICALLY Not applicable.

DISCUSSION
Not applicable.

Exhibit A

38 AP-55 AFFORDABLE HOUSING – 91.220(G)

INTRODUCTION
The City currently administers First Time Homebuyer, Housing Rehabilitation, and Inclusionary Housing Programs, each aimed at advancing the community’s affordable housing goals. These programs are funded through a combination of sources, including HOME, CDBG, CalHome, and Inclusionary Housing in-lieu fees.

Although direct supportive services within Watsonville are limited, the City remains committed to collaborating closely with the Continuum of Care and other regional agencies that provide essential supportive services to residents in need.

One-Year Goals for the Number of Households to be Supported Homeless 0
Non-Homeless 0
Special-Needs 0
Total 0
Table 9- One-Year Goals for Affordable Housing by Support Requirement One-Year Goals for the Number of Households Supported Through Rental Assistance 0
The Production of New Units 0
Rehab of Existing Units 0
Acquisition of Existing Units 0
Total 0
Table 10- One-Year Goals for Affordable Housing by Support Type

DISCUSSION
Rental assistance in Watsonville is provided primarily through the Housing Authority of the County of Santa Cruz.

However, limitations in local, state, and federal funding have constrained the City’s ability to fully achieve specific goals, such as the development and acquisition of affordable housing. As a result, Watsonville relies heavily on private developers, nonprofit organizations, public housing authorities, and social service agencies to provide the majority of affordable housing. The City’s role is primarily to support these efforts through its development review and approval processes.

Exhibit A

39 AP-60 PUBLIC HOUSING – 91.220(H)

INTRODUCTION
There are eight public housing complexes located within the City of Watsonville, all of which are owned and managed by the Housing Authority of the County of Santa Cruz (HACSC). In addition to managing these properties, HACSC administers several housing assistance programs available to Watsonville residents, including the Housing Choice Voucher Program (formerly known as Section 8) and the Mortgage Credit Certificate Program. HACSC also offers Project-Based Vouchers (PBVs), though currently, the Pippin Apartments is the only property within Watsonville approved to utilize these vouchers. The Housing Authority maintains its policies and procedures for inspecting and maintaining both its owned properties and units occupied by voucher holders to ensure compliance with housing quality standards.

ACTIONS PLANNED DURING THE NEXT YEAR TO ADDRESS THE NEEDS TO PUBLIC HOUSING The Housing Authority of the County of Santa Cruz (HACSC) issues a Request for Proposals (RFP) for ProjectBased Vouchers (PBVs) annually, providing local developers and housing providers with the opportunity to request an allocation of PBVs for eligible housing projects. While the U.S. Department of Housing and Urban Development (HUD) permits housing authorities to allocate up to 20% of their total Housing Choice Voucher program funding for PBVs, HACSC generally prioritizes maintaining tenant mobility and housing choice. The agency believes that, in most cases, public interests are best served when families receiving rental assistance can select housing of their choice.

That said, HACSC recognizes the challenges voucher holders face in tight rental markets, where locating an available, affordable unit can be difficult. In such contexts, project-based units serve as a valuable complement to tenant-based vouchers by increasing the overall pool of affordable housing options. While the Housing Authority accepts PBV applications on a rolling basis, awards are not guaranteed and are subject to the outcomes of the competitive annual RFP process.

ACTIONS TO ENCOURAGE PUBLIC HOUSING RESIDENTS TO BECOME MORE INVOLVED IN

MANAGEMENT AND PARTICIPATE IN HOMEOWNERSHIP
The Housing Authority administers a Family Self-Sufficiency (FSS) program designed for low-income tenants of public housing and participants in the Housing Choice Voucher program. Through this initiative, participating families set individualized goals for self-sufficiency. As families work toward achieving these goals and their incomes increase, the Housing Authority deposits the corresponding increase in the family's rent portion into an escrow account on their behalf. Upon successfully reaching their self-sufficiency objectives, families receive Exhibit A

40 the accumulated escrow funds, which some have utilized as a down payment toward homeownership.

Additionally, public housing residents actively participate in a Resident Advisory Board, which convenes annually to review and provide input on proposed updates to the Housing Authority’s Agency Plan.

IF THE PHA IS DESIGNATED AS TROUBLED, DESCRIBE THE MANNER IN WHICH FINANCIAL

ASSISTANCE WILL BE PROVIDED OR OTHER ASSISTANCE
Not applicable. The Housing Authority of the County of Santa Cruz is designated as a High Performer for both its Section 8 Housing Choice Voucher and Low-Income Public Housing programs.

DISCUSSION
In addition to the above actions, the Housing Authority of the County of Santa Cruz (HACSC) will continue to administer Housing Choice Vouchers and manage the existing public housing units in Watsonville. The City will actively support HACSC’s efforts and pursue any available opportunities to facilitate the development of additional affordable housing within the community.

Exhibit A

41 AP-65 HOMELESS AND OTHER SPECIAL NEEDS ACTIVITIES – 91.220(I)

INTRODUCTION
The City of Watsonville is an active participant in the Homeless Action Partnership (HAP). This broad-based, community-wide coalition meets bi-monthly to implement a Continuum of Care (CoC) strategy for addressing homelessness in Santa Cruz County.

HAP’s vision is that all residents of Santa Cruz County will have access to stable housing and the necessary services to live with dignity and reach their full potential. Its mission is to develop and implement a coordinated system of housing and services aimed at preventing and ending homelessness across the county.

The CoC strategy is designed to organize and deliver a comprehensive array of housing and services to address the specific needs of homeless individuals as they transition from the streets to stable housing. This approach seeks to maximize self-sufficiency by providing tailored support to individuals and families at each stage of their journey.

The CoC strategy serves a diverse range of homeless subgroups, including:
• Families experiencing homelessness
• Chronically homeless individuals
• Those with serious mental illness
• Individuals struggling with substance abuse
• Veterans
• Persons living with HIV/AIDS
• Victims of domestic violence
• Unaccompanied youth
By addressing the varied needs of these groups, the CoC strategy aims to create lasting solutions for homelessness and improve the overall well-being of affected individuals.

Exhibit A

42 DESCRIBE THE JURISDICTION'S ONE-YEAR GOALS AND ACTIONS FOR REDUCING AND ENDING HOMELESSNESS INCLUDING:

REACHING OUT TO HOMELESS PERSONS (ESPECIALLY UNSHELTERED PERSONS) AND ASSESSING

THEIR INDIVIDUAL NEEDS
The City, in partnership with the CoC and local service providers, will continue targeted outreach to unsheltered individuals, particularly in high-impact areas such as the Pajaro River levee and downtown Watsonville.

Outreach teams will:
• Conduct coordinated engagement and assessment using the VI-SPDAT tool to evaluate vulnerability and prioritize housing placement.
• Work with the County Health Services Agency and nonprofits to deliver mobile behavioral health, medical care, and case management services.
• Connect individuals directly with the Coordinated Entry System to ensure streamlined access to shelter and housing programs.

The City of Watsonville’s tiny home village, known as HOPE Village, became operational in early 2026, with initial resident occupancy beginning in January 2026. The project provides transitional housing and supportive services for individuals experiencing homelessness, with priority given to vulnerable populations, including seniors and persons with disabilities. HOPE Village includes approximately 34 units and offers on-site services such as case management and connections to health care, employment, and permanent housing resources. The development represents a key component of the City’s strategy to address homelessness and expand access to safe, stable housing.

ADDRESSING THE EMERGENCY SHELTER AND TRANSITIONAL HOUSING NEEDS OF HOMELESS

PERSONS
The Continuum of Care (CoC) is committed to reducing the time individuals and families spend in emergency and transitional shelters, with the goal of transitioning them into stable, permanent housing as quickly as possible. This includes proactive discharge planning to prevent homelessness among individuals transitioning out of institutions such as hospitals, jails, or foster care. Emergency and transitional shelters are viewed as temporary solutions until permanent housing becomes available.

The City recognizes a critical need for additional shelter capacity and has committed significant resources to expanding local shelter options:
• HOPE village (34 private units): A low-barrier, 24/7 facility with integrated services including meals, case management, hygiene, and housing navigation. The center aims to transition at least 60% of clients into Exhibit A

43 permanent housing within six months.
• Continued support of seasonal emergency shelters, operated by People First of Santa Cruz County, offering immediate relief during severe weather events. • Transitional housing programs, operated by Pajaro Valley Shelter Services, provide up to two years of supportive housing for families, including survivors of domestic violence, emancipating foster youth, and single-parent households.

The City is working to ensure that shelters provide inclusive, trauma-informed environments and are responsive to the unique needs of women, families, veterans, LGBTQ+ individuals, and people with disabilities.

HELPING HOMELESS PERSONS (ESPECIALLY CHRONICALLY HOMELESS INDIVIDUALS AND

FAMILIES, FAMILIES WITH CHILDREN, VETERANS AND THEIR FAMILIES, AND UNACCOMPANIED

YOUTH) MAKE THE TRANSITION TO PERMANENT HOUSING AND INDEPENDENT LIVING,

INCLUDING SHORTENING THE PERIOD OF TIME THAT INDIVIDUALS AND FAMILIES EXPERIENCE

HOMELESSNESS, FACILITATING ACCESS FOR HOMELESS INDIVIDUALS AND FAMILIES TO

AFFORDABLE HOUSING UNITS, AND PREVENTING INDIVIDUALS AND FAMILIES WHO WERE

RECENTLY HOMELESS FROM BECOMING HOMELESS AGAIN
The City, through partnerships with CoC members and housing providers, supports the transition to permanent housing through:
• Housing First strategies with minimal entry barriers. • Targeted use of rapid rehousing funds for families, youth, and individuals newly experiencing homelessness.
• Expansion of permanent supportive housing (PSH) for chronically homeless individuals, including projects like Nuevo Sol and MATCH, which serve persons with serious mental illness and substance use disorders.
• Advocating for local Housing Choice Voucher preferences for individuals and families experiencing homelessness.
• Ensuring all programs utilize Coordinated Entry to prioritize those with the highest needs for permanent housing opportunities.

HELPING LOW-INCOME INDIVIDUALS AND FAMILIES AVOID BECOMING HOMELESS, ESPECIALLY EXTREMELY LOW-INCOME INDIVIDUALS AND FAMILIES AND THOSE WHO ARE: BEING

DISCHARGED FROM PUBLICLY FUNDED INSTITUTIONS AND SYSTEMS OF CARE (SUCH AS HEALTH

CARE FACILITIES, MENTAL HEALTH FACILITIES, FOSTER CARE AND OTHER YOUTH FACILITIES, AND CORRECTIONS PROGRAMS AND INSTITUTIONS); OR, RECEIVING ASSISTANCE FROM PUBLIC OR

PRIVATE AGENCIES THAT ADDRESS HOUSING, HEALTH, SOCIAL SERVICES, EMPLOYMENT,

EDUCATION, OR YOUTH NEEDS
Exhibit A

44 The City is committed to proactive homelessness prevention through a multi-faceted strategy that addresses the root causes of housing instability. Key efforts will include:
• Partnering with local service providers to deliver critical supports such as rental and utility assistance, eviction prevention services, and landlord mediation—helping residents remain safely housed and avoid entering the homeless services system.
• Working in collaboration with the County Office of Education to ensure that families with school-aged children at risk of homelessness are connected to the Students in Transition Program, which provides educational stability and supportive services.
• Forming a countywide family homelessness steering committee, composed of key service providers and stakeholders, to identify households at highest risk and develop coordinated, data-driven intervention strategies tailored to the needs of vulnerable families. • Strengthening cross-sector coordination with public institutions—including hospitals, correctional facilities, and behavioral health systems—to ensure discharge planning protocols are in place that reduce the likelihood of individuals exiting into homelessness.

DISCUSSION
Watsonville’s one-year strategy focuses on expanding emergency shelter capacity, facilitating transitions to permanent housing, and preventing homelessness through targeted interventions and coordinated, systemwide efforts. These actions represent a comprehensive and collaborative approach that aligns with the Continuum of Care (CoC) priorities and nationally recognized best practices.

The City of Watsonville will continue to actively engage in the Santa Cruz County CoC to identify and implement effective strategies for assisting individuals and families experiencing homelessness, particularly those who are chronically homeless, veterans and their families, families with children, and unaccompanied youth. A combination of federal, state, and local funding will be leveraged to support rapid rehousing and housing stabilization efforts for these priority populations. In partnership with local service providers, housing authorities, and the U.S. Department of Veterans Affairs, the City will work to expand access to housing resources and support services across Santa Cruz County.

Exhibit A

45 AP-75 BARRIERS TO AFFORDABLE HOUSING – 91.220(J)
INTRODUCTION:

Several factors can impact the pace and feasibility of development, particularly for affordable housing. These include market conditions, environmental and physical site constraints, zoning and building regulations, as well as fiscal limitations at the local, state, and federal levels. Collectively, these barriers can increase development costs, prolong timelines, and reduce the overall supply of affordable units.

The City of Watsonville remains committed to identifying and implementing strategies to alleviate these constraints, thereby better meeting the housing and service needs of the community. As previously discussed, and further detailed below, the City continues to pursue policy improvements, regional collaboration, and resource expansion to promote equitable and sustainable development.

ACTIONS IT PLANNED TO REMOVE OR AMELIORATE THE NEGATIVE EFFECTS OF PUBLIC POLICIES

THAT SERVE AS BARRIERS TO AFFORDABLE HOUSING SUCH AS LAND USE CONTROLS, TAX

POLICIES AFFECTING LAND, ZONING ORDINANCES, BUILDING CODES, FEES AND CHARGES,

GROWTH LIMITATIONS, AND POLICIES AFFECTING THE RETURN ON RESIDENTIAL INVESTMENT The City of Watsonville acknowledges the barriers to affordable housing previously discussed, and these challenges are actively addressed through the City’s certified Housing Element and General Plan, which is currently undergoing updates. The City remains committed to offering critical programs such as the First-Time Homebuyer and Housing Rehabilitation Programs, which are designed to assist low- and moderate-income households with homeownership and home maintenance.

Furthermore, Watsonville will continue to operate the Inclusionary Housing Program, which plays a vital role in both preserving and expanding the supply of affordable housing. As part of its ongoing efforts to maintain neighborhood stability and prevent deterioration, the City will continue to carry out code enforcement activities aimed at eliminating blight, which can depress property values, deter investment, and negatively impact the quality of life within the community.

In addition to local efforts, Watsonville remains proactive in seeking out both financial and non-financial resources to support affordable housing initiatives. The City will continue to pursue available funding for affordable housing programs and development costs, collaborating with developers, non-profit organizations, and governmental agencies.

Watsonville is committed to ongoing regional coordination and will continue to actively participate in Exhibit A

46 partnerships and policy development with agencies and organizations that influence housing and quality of life in the region.

DISCUSSION:

Watsonville continues to face significant budgetary constraints, which are further compounded by decisions and policies at the state and national levels. These limitations have reduced the funding available to address critical local housing needs, infrastructure improvements, and supportive services. As a result, the City has actively sought alternative methods to meet the community's housing demands.

Housing remains one of the City Council’s top priorities, as outlined in the Council’s Strategic Plan. Key goals include expanding quality housing opportunities, preserving existing affordable housing for Watsonville residents, and reviewing housing and land-use policies to maximize the city's development potential. Specific areas of focus are:
• Community education and outreach on housing opportunities. • Expanding the supply of affordable and low-income rental housing. • Promoting workforce housing to meet the needs of local employees. • Increasing opportunities for homeownership assistance.

Despite these efforts, Watsonville continues to face several ongoing challenges in meeting local housing demands. These include the rising affordability crisis in northern Santa Cruz County, which drives increased demand for lower-cost housing in Watsonville. The growing market demand results in higher housing prices, leading to overpayment and overcrowding for many residents.

Exhibit A

47 AP-85 OTHER ACTIONS – 91.220(K)
INTRODUCTION:

The greatest obstacle to addressing underserved needs is the lack of sufficient funding. Contributing factors include:
• Limited availability of funding from federal, state, and other sources. • Scarcity of developable land, which constrains new housing and infrastructure development. • High costs of housing and services in the area make it increasingly challenging to meet affordable housing needs.
• Reduced or stagnant funding from state and other sources due to ongoing downturns in state revenue

ACTIONS PLANNED TO ADDRESS OBSTACLES TO MEETING UNDERSERVED NEEDS Many of the primary obstacles to meeting the needs of underserved communities in the City of Watsonville are systemic and fall outside the City’s direct control. Among the most significant challenges are reductions in Federal and State funding, limited availability of developable land, and the high cost of housing and service provision. These factors severely limit the City’s ability to meet growing needs across a range of priority areas, particularly in affordable housing and services for low- and moderate-income households.

Despite these challenges, the City remains committed to maximizing the impact of available resources. City staff consistently pursue opportunities to leverage local, State, and Federal funds through strategic partnerships, competitive grant applications, and by aligning funding with complementary initiatives. The City also continues to advocate for increased support at the State and Federal levels to sustain and expand critical programs.

The limited supply of developable land within City limits is primarily due to policies and land-use restrictions at the County level. To overcome these limitations, the City is implementing infill development strategies that utilize underutilized parcels, adaptive reuse opportunities, and zoning updates to support higher-density development where feasible.

Housing affordability remains a critical issue. The high cost of housing in Watsonville is driven in part by State and County-level growth constraints and market demand. These constraints limit new housing development, which in turn contributes to rising housing costs and increased housing insecurity for low-income residents. In response, the City is prioritizing efforts to streamline development processes, facilitate affordable housing projects, and support policies that improve the local housing supply.

Additionally, the City will continue to collaborate closely with local nonprofit housing developers, social service Exhibit A

48 organizations, and regional partners to expand resources for homeless individuals and families. These collaborative efforts aim to improve service coordination, increase access to emergency and permanent housing options, and promote stability for vulnerable populations.

ACTIONS PLANNED TO FOSTER AND MAINTAIN AFFORDABLE HOUSING The City of Watsonville is committed to leveraging federal resources with State and local funds to maximize the impact of its affordable housing strategies. In addition to its ongoing participation in HUD programs such as the Community Development Block Grant (CDBG), the City actively seeks to develop new housing resources, support both non-profit and for-profit developers, and promote long-term housing affordability through direct assistance programs.

1. First-Time Homebuyer Program – This program helps income-eligible households achieve homeownership. The City provides low-interest loans to help close the affordability gap for lowincome buyers. By reducing upfront costs such as down payments and closing fees, the program aims to increase homeownership rates among low-income households and stabilize neighborhoods through greater owner occupancy.

2. Rehabilitation Program - This program provides financial and technical assistance to income-qualified homeowners to address critical health, safety, and structural repairs. Assistance is also available to landlords who rent to low-income households, contingent on affordability controls such as rent restrictions and tenant protections. Eligible improvements include roofing, plumbing, electrical systems, windows, and other code-compliance repairs.

3. Code Enforcement Program – This program plays a vital role in preserving the existing housing stock and maintaining the quality of neighborhoods. Through inspections and compliance efforts, the program ensures that housing conditions meet health and safety standards. This reduces the risk of displacement and supports affordability by preventing minor property issues from escalating into major rehabilitation needs. Code enforcement activities are particularly impactful when coordinated with housing assistance programs, enabling residents to remain in safe and stable housing.

4. Inclusionary Housing Program – The City of Watsonville’s Inclusionary Housing Program is a key local policy tool for increasing the supply of affordable housing. Under this program, new residential development of seven or more units is required to either provide a percentage of units on-site that are affordable to low-, moderate, or above-moderate-income households or pay an in-lieu fee that contributes to the City’s Affordable Housing fund. Income limits for the program are based on 70% of the Area Median Income (AMI). The in-lieu fees collected are used to support a range of affordable housing initiatives, including new construction, preservation, and rehabilitation efforts.

The City will continue to proactively identify opportunities to support affordable housing developers, nonprofits, and other community partners in preserving and constructing housing that meets diverse community needs.

Exhibit A

49 This includes identifying underutilized sites for infill development, seeking external funding sources, and coordinating efforts with regional housing strategies.

ACTIONS PLANNED TO REDUCE LEAD-BASED PAINT HAZARDS
The City of Watsonville is committed to ensuring compliance with all applicable Federal lead-based paint (LBP) regulations under 24 CFR Part 35 to protect the health and safety of residents, particularly children under the age of six.

All applicants assisted through the City’s Housing Rehabilitation Program will receive educational materials about the hazards of lead-based paint. For homes constructed before 1978, a lead-based paint inspection and risk assessment will be conducted. If any hazards are identified, appropriate abatement or interim controls will be implemented in accordance with HUD and EPA regulations. All contractors participating in the program must hold EPA Lead-Safe Certification and must use lead-safe work practices when performing rehabilitation work on pre-1978 units.

Additionally, properties acquired through the First-Time Homebuyer Program or the Inclusionary Housing Program will be inspected as part of the program's eligibility and approval process. If lead-based paint hazards are found during the inspection, they must be remediated or abated before program funds can be approved or disbursed.

These procedures ensure that all federally assisted housing activities funded by the City are compliant with leadsafe requirements, contributing to healthier and safer living environments for Watsonville residents.

ACTIONS PLANNED TO REDUCE THE NUMBER OF POVERTY-LEVEL FAMILIES The City of Watsonville will continue to focus its efforts and resources on reducing the number of families living in poverty by prioritizing the preservation and development of safe, decent, and affordable housing. The City recognizes that stable housing is foundational to economic mobility and family well-being.

In addition to housing strategies, the City supports a range of public service programs that directly address the needs of low-income households. These services are funded through a combination of Community Development Block Grant (CDBG) funds and the City’s General Fund. They are designed to enhance the quality of life for residents experiencing or at risk of poverty.

Funded programs provide critical services, including access to food, medical care, mental health support, youth services, and other forms of basic assistance. By addressing these essential needs, the City seeks to support lowExhibit A

50 income families in achieving greater stability, self-sufficiency, and upward mobility.

The City will continue to collaborate with non-profit organizations, service providers, and other regional partners to coordinate anti-poverty initiatives and ensure that limited resources are used efficiently and equitably.

ACTIONS PLANNED TO DEVELOP INSTITUTIONAL STRUCTURE
One of the key institutional gaps identified in the City of Watsonville is the limited availability of essential services within city boundaries, requiring many residents—particularly low-income and transportationchallenged populations—to travel to neighboring communities to access critical programs such as mental health care, substance use treatment, legal assistance, or specialized case management.

To address this gap, the City continues to prioritize local service delivery and strengthen partnerships with agencies that provide direct services within the Watsonville area. Through its Social Service Grant Program, the City provides financial support to nonprofit agencies that offer services improving the well-being of low- and moderate-income residents, particularly those residing within the city limits.

As part of its ongoing commitment to ensuring that funded services are accessible to Watsonville residents, the City has implemented a "Focus Watsonville" Addendum as a required component of the Social Service Grant application. This addendum is designed to assess the applicant's local presence and capacity to deliver services in Watsonville. Applicants are evaluated based on the following:
• Will the grant funding be used specifically for Watsonville residents? • Do the program/services align with the City Council's Strategic Plan priorities? • How many Watsonville residents does the organization serve annually? • Does the organization operate a physical office or service Watsonville? • The number of staff in the organization
• Describe the need that your organization will address in Watsonville • Share how your services would impact Watsonville residents? • How will your organization utilize the funding provided by the City of Watsonville? This targeted approach ensures that grant funding prioritizes providers who are embedded in the community, are linguistically and culturally competent, and can deliver measurable, meaningful outcomes for Watsonville residents.

In addition to its local efforts, the City collaborates regionally through partnerships with the County of Santa Cruz, the local Continuum of Care (CoC), and neighboring jurisdictions to address broader systemic challenges such as homelessness, housing instability, and access to behavioral health services. The City also supports 2-1- 1, a comprehensive referral service accessible via phone and online, which connects residents to a wide range Exhibit A

51 of health, housing, and human service programs throughout the region.

Looking ahead, the City will continue to advocate for and pursue new State and Federal funding sources, including through the CoC and other housing support initiatives, support and strengthen the capacity of nonprofit partners to deliver direct services in Watsonville, deepen coordination with local and regional partners to ensure a more equitable distribution of services and promote inclusive, community-driven planning efforts to address institutional service gaps and increase access for historically underserved populations, including Spanish-speaking, Indigenous, and farmworker communities.

These combined efforts reflect the City's commitment to building a responsive, equitable, and effective social services network that meets the evolving needs of Watsonville residents.

ACTIONS PLANNED TO ENHANCE COORDINATION BETWEEN PUBLIC AND PRIVATE HOUSING AND

SOCIAL SERVICE AGENCIES
Fostering an environment of collaboration is a core priority for the City of Watsonville. The City is committed to supporting local agencies, regional jurisdictions, housing developers, and providers of supportive services through ongoing engagement, technical assistance, and active participation in interagency initiatives.

City staff regularly participate in boards, coalitions, meetings, and community events to ensure coordination on issues related to affordable housing, homelessness, and community development. These efforts help strengthen partnerships, align regional strategies, and facilitate the sharing of resources and best practices.

Watsonville will continue to pursue opportunities that promote and support affordable housing development by enhancing permitting and development procedures, offering direct support to developers and service providers, and maintaining open channels of communication with key stakeholders. By fostering a cooperative atmosphere, the City aims to enhance project outcomes and more effectively address the housing and service needs of its residents.

DISCUSSION:

The City of Watsonville remains committed to supporting housing and supportive service providers by leveraging all available local, state, and federal resources to meet the needs of residents and businesses. While the City faces ongoing obstacles, including limited funding, a scarcity of developable land, and regulatory constraints imposed by County and State agencies, many of these challenges lie beyond the City's direct control.

Despite these limitations, the City continues to proactively seek opportunities to expand available resources through grant funding, regional partnerships, and legislative advocacy. Watsonville is also committed to exploring alternative strategies to address community needs, including streamlining development processes, Exhibit A

52 promoting infill development, and supporting innovative service delivery models. These efforts reflect the City’s ongoing dedication to overcoming barriers and improving the quality of life for all Watsonville residents.

Exhibit A

53 AP-90 PROGRAM SPECIFIC REQUIREMENTS – 91.220(L)(1,2,4) INTRODUCTION:

The City of Watsonville will adhere to all applicable HUD regulations in implementing the programs and activities outlined in the 2026–2027 Annual Action Plan. This includes compliance with requirements related to the use of program income, allowable forms of investment, and ensuring that activities provide overall benefit to lowand moderate-income persons under the Community Development Block Grant (CDBG) program.

Additional information is provided below regarding the CDBG program income and related requirements. The Projects Table outlines all planned projects utilizing CDBG funds anticipated to be available during the program year, including program income. The following section identifies the amount of program income available and the corresponding projects to be undertaken.

COMMUNITY DEVELOPMENT BLOCK GRANT PROGRAM (CDBG)
REFERENCE 24 CFR 91.220(L)(1)
The Projects Table identifies projects planned with all CDBG funds expected to be available during the year. The following identifies program income that is available for use and included in projects to be carried out.

1. The total amount of program income that will have been received before the start of the next program year and that has not yet been reprogrammed $20,000

2. The amount of proceeds from section 108 loan guarantees that will be used during the year to address the priority needs and specific objectives identified in the grantee's strategic plan. 0

3. The amount of surplus funds from urban renewal settlements 0

4. The amount of any grant funds returned to the line of credit for which the planned use has not been included in a prior statement or plan 0

5. The amount of income from float-funded activities 0
Total Program Income: $20,000
Exhibit A

54 OTHER CDBG REQUIREMENTS

1. The amount of urgent need activities 0

2. The estimated percentage of CDBG funds that will be used for activities that benefit persons of low and moderate income. Overall Benefit - A consecutive period of one, two or three years may be used to determine that a minimum overall benefit of 70% of CDBG funds is used to benefit persons of low and moderate income. Specify the years covered that include this Annual Action Plan.
100.00%

DISCUSSION
This Annual Action Plan represents the initial year of a one-year benefit period covering July 1, 2026, through June 30, 2027.

Exhibit A

55 APPENDIX- ALTERNATE /LOCAL DATA SOURCES
1 Data Source Name
2016-2020 ACS
List the name of the organization or individual who originated the data set.

Provide a brief summary of the data set.

What was the purpose for developing this data set?
Provide the year (and optionally month, or month and day) for when the data was collected.

Briefly describe the methodology for the data collection.

Describe the total population from which the sample was taken.

Describe the demographics of the respondents or characteristics of the unit of measure, and the number of respondents or units surveyed.

Exhibit A

City of Watsonville
Community Development
Department

 Federal Program established in 1974
 City became an Entitlement Jurisdiction in
1994
 Consolidated Plan

 An Assessment of the housing and community
development needs,
 A strategic plan for addressing those needs, and
 An annual Action Plan that outlines how the CDBG funds will be used each year

 Benefit Low- to Moderate-Income Persons or
Households
• at or below 80% of County median income
 Prevent or Eliminate Slum and Blight
 Serve Urgent Community Need
◦ Natural Disaster Recovery, urgent public health
measures

 Affordable Housing:

Rehabilitation of housing and other buildings
 Public facilities and infrastructure:
◦ Construction and improvements of public utility
systems, sidewalks, streets, neighborhood centers
 Public Services (within limits 15% cap)
 Economic development and job
creation/retention

 Purchase, construction, or reconstruction of
buildings for the general conduct of government
 Equipment, operating and maintenance expenses
 Political activities
 Grants to businesses
 Subsistence or welfare-type grants to an
individual or family, and
 Construction of new housing by local
governments

 At least 70% of CDBG expenditures must
“principally benefit” low- and moderateincome persons (overall benefit)  ALL CDBG expenditures must address at least
one of the national objectives:
◦ Benefit Low- and Moderate-Income persons
◦ Prevention or Elimination of Slum and Blight
◦ Urgent Community Needs

 Affordable Housing
 Economic
Development
 Public Services
 Public Facilities

Funds Amount
2026 Entitlement Grant $658,503
Program Income (2026 Estimated
Receipts)
$ 20,000
2025 Unused Funds (for reappropriation)$240,000
Total available $918,503

Activity Summary Amount
Public Services
(Statutory limit: 15% of total)
$ 98,700
Code Enforcement $150,000
Economic Development $ 50,000
Public Facilities (Ramsay Park
Family Center)
$488,803
Planning and Administration
(Statutory limit: 20% of total)
$131,000
Total $918,503

Staff recommends that following the public
hearing, the City Council adopt a Resolution to
approve the submittal of the 2026-2027
Annual Action Plan

1 CITY COUNCIL AGENDA REPORT
MEETING DATE: Tuesday, April 28, 2026
TO: CITY COUNCIL
WRITTEN BY: ASSISTANT PUBLIC WORKS & UTILITIES DIRECTOR FONTES RECOMMENDED BY: INTERIM PUBLIC WORKS & UTILITIES DIRECTOR GREEN APPROVED BY: TAMARA VIDES, CITY MANAGER
SUBJECT: ACCEPT CITY OF WATSONVILLE VISION ZERO CORRIDOR STUDY RECOMMENDATION:

Adopt a resolution accepting the City of Watsonville Vision Zero Corridor Study .

BACKGROUND:

On September 23, 2023, Council approved Resolution No. 190-23 (CM), accepting a California Department of Transportation (Caltrans) Sustainable Transportation Planning Grant for the City of Watsonville Vision Zero Corridor Study. The purpose of the grant was to
 Study the deaths and injuries that occur on the main transportation corridors in the City;  Re-Imagine the transportation networks on main City transportation corridors;  Develop alternative concepts that work for all road users, including pedestrians, bicycles and vehicles:
 Work with stakeholders to create a concept plan and prioritization for one of the corridors.

The city contracted with Ecology Action of Santa Cruz to assist with the Study. Ecology Action hired the traffic engineering firm of Fehr & Peers to also assist. Freedom Blvd was selected. Significant outreach among community members and stakeholders was done in two phases. The first phase identified how the corridor is used, concerns about safety, and suggestions for improvements. Phase 2 shared design alternatives and gathered feedback.

DISCUSSION:

2 A draft study was developed and shared with the Planning Commission on February 3, 2026, and with Council on February 10, 2026. It summarized collision trends and outreach efforts and findings. Using this information and best practices aligned with state and federal guidelines, the study presented two corridor alternatives that included continuous sidewalks, buffered bike lanes, lane narrowing, enhanced crossings, protected intersections, and traffic-calming features. The alternatives and the concept explored two scenarios that align with the Watsonville General Plan 2050, state and federal Complete Streets guidance, and the City’s Vision Zero goals while working within the existing right of way constraints. In the future, additional planning and design documents could explore a third future alternative which would maintain the existing number of lanes and acquire additional right of way along the frontage of Freedom Boulevard in order to implement all components envisioned in this planning document. However, this option was not explored further in this study in order to keep the recommendations presented within a reasonably implementable timeframe.

Additional feedback was received from Council in individual meetings with city staff and a study session at their March 24, 2026, meeting. Discussion at the March 24 meeting focused on improvements that could be incorporated into two future city road projects: Freedom Blvd from Airport Blvd to Green Valley Rd and Freedom Blvd from city limits to Airport Blvd.

Attached is the Final City of Watsonville Vision Zero Corridor Study. It includes the findings and recommendations from the draft study and incorporates comments received from the community and Council on the draft study.

Staff recommend acceptance of the Final City of Watsonville Vision Zero Corridor Study, as Council acceptance is a condition of the Planning Grant and failure to do so would violate the agreement with the State and result in the city losing the grant funding received.

CALIFORNIA ENVIRONMENTAL QUALITY ACT (CEQA) DETERMINATION:

The Vision Zero Corridor Study does not meet the definition of a “project” under the California Environmental Quality Act (CEQA), as defined in Section 15378 of the State CEQA Guidelines. Pursuant to Section 15378(a), a “project” refers to an activity which may cause either a direct physical change in the environment or a reasonably foreseeable indirect physical change in the environment and which is undertaken, funded, or approved by a public agency. The Vision Zero Corridor Study is a planning and policy-level effort intended to analyze existing conditions, identify safety issues, and develop conceptual recommendations to improve transportation safety. The study itself does not authorize, fund, or commit the City to any specific construction activity or physical improvement, nor does it result in any direct or indirect physical change to the environment.

STRATEGIC PLAN:

This action is consistent with Strategic Plan Priority:

Community Engagement & Well-being
Infrastructure & Environment
Public Safety

3 FINANCIAL IMPACT:

Funding for the City of Watsonville Vision Zero Corridor Study was approved by Council on September 26, 2023, and Resolution No. 190-23 (CM) which included a $390,293 California Department of Transportation (Caltrans) Sustainable Transportation Planning Grant that was placed in the Special Grants Fund [260] and in-kind staff support to administer the grant valued at $53,130. If not approved, the grant funds would be at risk, requiring the General Fund to pay for the costs already incurred in the development of the study.

ALTERNATIVE ACTION:

Council may choose not to accept the City of Watsonville Vision Zero Corridor Study, which would violate the terms of the grant agreement and put the grant funding at risk.

ATTACHMENTS AND/OR REFERENCES (IF ANY):

None.

Reso No. (CM)
Meeting Date: 042826 SWZ ______ TV ______ PWU ______
1 RESOLUTION NO.__________ (CM)

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF

WATSONVILLE ACCEPTING THE CITY OF WATSONVILLE VISION

ZERO CORRIDOR STUDY
WHEREAS, on September 26, 2023, the City Council adopted Resolution No. 190- 23 (CM) accepting a $390,293 Sustainable Communities Transportation Planning Grant from Caltrans to develop the City of Watsonville Vision Zero Corridor Study in partnership with Ecology Action of Santa Cruz; and
WHEREAS, the City of Watsonville Vision Zero Corridor Study is based on the goal of improving the safety of motorists, bicyclists and pedestrians on city streets and in particular, on Freedom Blvd; and
WHEREAS, the City Council received an update on the Study at its February 10, 2026, meeting, participated in a Study Session for the Study at its March 24, 2026, meeting and directed staff to prepare the final Study.

NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF WATSONVILLE, CALIFORNIA, AS FOLLOWS:

1. The Vision Zero Corridor Study does not meet the definition of a “project” under the California Environmental Quality Act (CEQA), as defined in Section 15378 of the State CEQA Guidelines. Pursuant to Section 15378(a), a “project” refers to an activity which may cause either a direct physical change in the environment or a reasonably foreseeable indirect physical change in the environment and which is undertaken, funded, or approved by a public agency. The Vision Zero Corridor Study is a planning and policylevel effort intended to analyze existing conditions, identify safety issues, and develop conceptual recommendations to improve transportation safety. The study itself does not authorize, fund, or commit the City to any specific construction activity or physical

Reso No. (CM)
Meeting Date: 042826
2 improvement, nor does it result in any direct or indirect physical change to the environment.

2. That the City of Watsonville Vision Zero Corridor Study, be accepted and approved, a copy of which is attached hereto and incorporated herein by this reference. **************************************

1

2 Table of Contents
Contents
Table of Contents..........................................................................................................2 Acknowledgements ......................................................................................................5 Executive Summary.......................................................................................................6

1. Introduction...........................................................................................................8 Vision Zero and Safe System Approach .....................................................................10 Terminology in this report.........................................................................................11 Implementing Vision Zero and Safe Systems Locally ..................................................11 Project Team...........................................................................................................12 Vision Zero Task Force .............................................................................................12 Goals for the Project................................................................................................13 Goal 1: Further City’s Commitment to Vision Zero ..................................................13 Goal 2: Ground Solutions on Community-Guided, Data-Backed Decisions ..............13 Goal 3: Balance Context-Specific Needs with Broader Applicability.........................14 Goal 4: Provide convenient access and circulation for all modes of transportation, enhance walkability and bikeability along Freedom Boulevard. ...............................14

2. Corridor Selection................................................................................................15 City-Wide Collision Trends .......................................................................................16 Key takeaways from study corridors: .....................................................................17 Collision Profiles .....................................................................................................22 Applicability to Other Corridors ................................................................................26 Current Freedom Boulevard Conditions ....................................................................27

3. Community Outreach...........................................................................................28 Phase 1: Visioning ...................................................................................................28 Phase 2 Co-Design Outreach ...................................................................................32

4. Outreach Results & Analysis .................................................................................34 Phase 1...................................................................................................................34

3 Phase 2 Co-Design Outreach ...................................................................................39 Commission, Council, and Public Feedback on Draft Plan .........................................42

5. Recommendations & Concept Plans .....................................................................44 Design Considerations.............................................................................................56 Reducing Crash Risk Towards Vision Zero..............................................................56 Function of the Street...........................................................................................57 Project Alternatives .................................................................................................60 Preferred Concept...................................................................................................62 Concept Plan.......................................................................................................63 Design Parameters...............................................................................................65 Roadway and Intersection Treatments...................................................................66 Programmatic Recommendations ............................................................................74 Reducing Demand Management ...........................................................................74 Design Guidelines................................................................................................74 Educational Recommendations ............................................................................75

6. Implementation Strategy ......................................................................................77 Future Complete Street Corridor Projects .................................................................77 Crash History.......................................................................................................78 Potential Risk.......................................................................................................78 Feasibility............................................................................................................78 Equity..................................................................................................................78 Phasing and Prioritization.........................................................................................80 Multimodal Transportation Study ..........................................................................80 Alignment with other Corridor Projects ..................................................................80 Quick-Build Opportunities ....................................................................................81 Opportunistic Implementation..............................................................................81 Systemic Improvements.......................................................................................81 Future Design ......................................................................................................81 Coordination...........................................................................................................82

4 Funding ..................................................................................................................83

7. Evaluation and Monitoring ....................................................................................88 Project Construction ............................................................................................88 Additional Corridor Plans......................................................................................88 Appendix ....................................................................................................................90

5 Acknowledgements
Project Funding Partner
California Department of Transportation (Caltrans) through the Sustainable Transportation Planning Grant Program.

Project Stakeholders
City of Watsonville Public Works
City of Watsonville Community Development
Partner Agencies
City of Watsonville Public Works
Murray Fontes, P.E. Assistant Public Works & Utilities Director / City Engineer Daniel Espinoza, Assistant Engineer
City of Watsonville Community Development
Justin Meek, AICP Assistant Community Development Director Ecology Action
Bennett Williamson, Senior Planner
Ahtziri Carranza, Program Specialist
Jennifer Moreno, Program Coordinator
Chloe Ortiz, Program Coordinator
Cindy Aguilar-Castaneda, Program Specialist
Shelby Cramton, Senior Planner
Fehr & Peers
Alexandra Lee-Gardner, Senior Planner
Matt Haynes, Principal Engineer
Dawn Malla, Senior Engineer

6 Executive Summary
The City of Watsonville Vision Zero Corridor Study (VZCS) was undertaken to address the City of Watsonville’s ongoing traffic safety crisis, with a particular focus on preventing fatal and serious injury crashes involving people walking and bicycling. Between 2017 and 2022, Watsonville experienced 177 killed or seriously injured (KSI) pedestrian crashes and 61 KSI bicycle crashes. These disproportionate outcomes led the City to adopt a Vision Zero policy in 2018 and Action Plan in 2021, committing to eliminate traffic deaths and serious injuries through a Safe System Approach that prioritizes managing vehicle speeds, reducing conflict points, and designing streets that account for human error.

In 2023, the City of Watsonville, with Ecology Action as a co-applicant, was awarded a Caltrans Sustainable Transportation Planning Grant to carry out the VZCS. The study builds on the City’s Vision Zero Action Plan by advancing corridor-scale analysis, design, and community engagement for one high-collision roadway, while establishing a framework that can be applied to other corridors citywide.

Six high-collision corridors—Airport Boulevard, East Lake Avenue, Freedom Boulevard, Green Valley Road, Main Street, and Riverside Drive—were evaluated for crash history, potential risk factors, right-of-way feasibility, and equity. Freedom Boulevard was selected in partnership with the Vision Zero Task Force due to its high rate of KSI crashes, wide right of way, regional and local significance, feasibility considerations, and numerous safety risk factors, including high traffic volumes, multiple access points, limited pedestrian infrastructure, and minimal bicycle facilities.

Community engagement was a core component of the study and took place between April and August 2025. Outreach was conducted in two phases and included pop-up events, workshops, interviews, bike audits, and bilingual online surveys. All materials were available in English and Spanish, and 413 community members participated. Phase 1 outreach focused on identifying existing conditions and community priorities, revealing four consistent themes: gaps in pedestrian infrastructure, lack of separation between travel modes, limited transit accessibility, and a desire for improved aesthetics, shade, and placemaking. Phase 2 outreach presented conceptual design alternatives and explored trade-offs between safety improvements and traffic operations. While concerns about congestion and emergency access were raised, survey results showed strong support for prioritizing pedestrian and bicycle safety, even with minor increases in travel time.

Using collision data, community input, and best practices aligned with the Safe System Approach, the project team developed and refined two corridor alternatives and ultimately a preferred concept that blends elements of both. The recommended concept includes

7 continuous sidewalks, buffered bike lanes, lane narrowing, targeted lane reductions where right of way is constrained, enhanced crossings, protected intersections, and traffic calming features. The concept aligns with the Watsonville General Plan 2050, state and federal Complete Streets guidance, and the City’s Vision Zero goals.

8 1. Introduction
The City of Watsonville Vision Zero Corridor Study (VZCS) aims to address a critical and long-standing safety issue within the City of Watsonville – injuries and deaths from automobile crashes. The Community Traffic Safety Coalition reports that 65% of Killed or Seriously Injured (KSI) collisions in Watsonville involve bicyclists and pedestrians, even though walking and cycling account for only 3% of work trips. The California Office of Traffic Safety (OTS) ranked Watsonville worst in the state among cities of its size for pedestrian collisions in 2015, 2016, 2019, and has ranked it among the top six cities in the state for pedestrian collisions since 2013. Watsonville also ranked worst for collisions involving pedestrians under 15 in 2014 and 2020 and was in the top five worst cities in California for youth pedestrian collisions in 2010, 2011, 2013, 2017, and 2018. Between 2017 and 2022, there were 177 KSI collisions involving pedestrians and 61 KSI collisions involving cyclists according to OTS and Watsonville Police data.

To address this safety issue, the city adopted a vision zero policy in 2018 and action plan in 2021. This policy seeks to work towards achieving zero roadway deaths in the city. The policy uses the Safe System approach which prioritizes road improvements that most effectively reduce the severity of crashes by managing speeds and reduce the likelihood of crashes. The 2021 Vision Zero Action Plan had recommended thorough assessments of major roads to find solutions that would make walking and biking safer in Watsonville. The VZCS represents the next step in that process, in which one high-collision corridor was selected for a comprehensive redesign.

In 2023, the City of Watsonville applied for a Caltrans Sustainable Communities grant with Ecology Action as a co-applicant. The goal was to create a plan that not only significantly reduced KSI’s on the chosen corridor but also served as a model for future Vision Zero work on high-collision corridors throughout Watsonville. The plan supports a safe transportation system that seeks to eliminate traffic-related deaths and severe injuries, a citywide goal (MA-7) identified in the Mobility & Access Chapter of the General Plan 2050 that is supported by the city’s Vision Zero, Active Transportation, and Emergency Access policies (MA-7.1, 7.2 and 7.3).

Once awarded, the project team reviewed high KSI corridors within the city. Freedom Boulevard was selected for further study and development of a concept design based on the relatively large Right of Way (ROW) managed by the city, future projects on the corridor,

9 and feedback received from the Watsonville Vision Zero Task Force. A public outreach campaign, led by Ecology Action, solicited input on community goals and vision for the selected corridor and feedback on the initial concept plans and design options. The project team considered a wide array of best practices and designs from national and international standards. Some of the proposed changes are new to the community, requiring explanation and adaptation, but all aim to create safer streets for all modes of transportation. Once a final design was developed, it was presented to the community for feedback, and conceptual design drawings were prepared to provide the city with the tools needed to secure funding for implementation.

10 Vision Zero and Safe System
Approach
Vision Zero is a framework which aims
to eliminate traffic death and severe
injury through a redesign of current
infrastructure. Vision Zero focuses on
managing speeds, increasing the use
of active transportation, and creating a
forgiving system where mistakes do
not lead to death or severe injury. 1
Speed is the leading cause of death
and serious injury in vehicle crashes.

Reduction of speed limit increases the
probability of a crash victim surviving
impact (Figure 1)2 .

Slower vehicle speeds improve driver
awareness by expanding their field of vision.

This makes it easier to notice pedestrians, cyclists and potential hazards on the road and provides drivers with longer time to react.

The United States Department of Transportation (USDOT) has adopted the Safe System Approach as the way to achieve Vision Zero. The Safe System Approach acknowledges that mistakes are inevitable while also asserting that severe injuries and fatalities are avoidable on our roadways. Instead of a primary focus on shifting behavior through education campaigns or enforcement, it encourages roads, vehicles, and policies that are intentionally designed to prioritize safety.
1 “What is Vision Zero?”. Vision Zero Network. Retrieved from: https://visionzeronetwork.org/about/what-isvision-zero/ 2 “Preventing Unsafe Speeds”. Vision Zero Network. Retrieved from:
https://visionzeronetwork.org/preventing-unsafe-speeds/ Figure 1. The Safe System Approach diagram.

Source: Boston Region MPO

11 Terminology in this report
Road Diet – reducing the size or number of vehicle lanes and repurposing that roadway space for other modes like bike lanes, bus lanes, and pedestrian facilities. 3 Traffic calming - using physical infrastructure, signage, markings and other engineering mechanisms to slow vehicle speeds. These two treatment types were highlighted in Phase 2 of Outreach.

Implementing Vision Zero and Safe Systems Locally
State bills, Caltrans policies, and regional plans establish safety and active transportation priorities and provide guidance for street design in Watsonville.

State bills require cities to take a multimodal perspective and incorporate Safe System Approach and Vision in their transportation and general plan. The City of Watsonville Vision Zero Plan works toward these goals, and the General Plan 2050 update will address this law by incorporating policies that align with the Safe System Approach. Watsonville’s General Plan 2050 envisions the evolution of North Freedom Boulevard and other corridors into pedestrian-friendly, transit-oriented environments that support a vibrant mix of housing, retail, and services within a safe, comfortable walk of surrounding neighborhoods.

Regional plans such as the County’s Active Transportation Plan and Local Road Safety Plan include frameworks for regional road improvements that directly interface with Watsonville streets. The Santa Cruz County Regional Transportation Commission’s Consolidated Grants Program, a key local funding source for local road improvements, requires jurisdictions to include Complete Streets elements in their designs to be eligible to receive funds.

Appendix O provides a full literature review of relevant state and regional plans and policies that informed this plan.
3 “Road Diets (Roadway Reconfiguration)”. Federal Highway Administration. Retrieved from:
https://highways.dot.gov/safety/proven-safety-countermeasures/road-diets-roadway-reconfiguration

12 Project Team
The project team consists of the California Department of Transportation (Caltrans) District 5, the City of Watsonville, Ecology Action, and Fehr & Peers. • Caltrans is the grant funder. They awarded the City of Watsonville with $390,293 for the project via a Caltrans Sustainable Transportation Planning Grant. • The City of Watsonville is the grantee and is responsible for providing quarterly updates of project progress to Caltrans, managing subconsultants, and adopting the final plan.
• Ecology Action is a co-awardee on the grant and subconsultant to the City of Watsonville. Ecology Action’s duties for this project include participating at the Watsonville Vision Zero Task Force meetings to present project updates, conducting outreach, writing the draft and final VZCS, soliciting community feedback, presenting the corridor study to City Council, and managing the technical consultant Fehr & Peers.
• Fehr & Peers conducted an initial analysis of each of the six high-collision corridors and worked with the project team to select a primary corridor for the study. They assisted with stakeholder outreach focused on developing a vision of Freedom Blvd.

Based on all feedback, they developed a concept design to be included in this report.

Vision Zero Task Force
• Watsonville’s Vision Zero Task Force is a pre-established group that acted as an advisory committee for the VZCS. It was formed as a response to the city’s Vision Zero Action Plan to establish an advisory group to help guide decision making and to provide an avenue for interagency coordination pertaining to traffic safety in Watsonville.
• The Task Force is comprised of residents and stakeholders, with representatives from the Watsonville Police Department, the County of Santa Cruz, Caltrans District 5, Bike Santa Cruz County, Watsonville Parks and Community Service, County Public Health, Residents of Watsonville, Watsonville City Manager’s Office, Growing Greatness, Ecology Action, Santa Cruz County Regional Transportation Commission (SCCRTC), SCCRTC Bicycle Advisory Committee, Watsonville Community Development Department ( CDD), BCycle, (bike share company) and elected officials.

13 Goals for the Project
Project Vision: Use the Vision Zero and Safe System Approach as the framework to develop a new design for the corridor and guide future efforts on other high-collision corridors.

Goals
The goals provide a roadmap for how to achieve the vision. This includes prioritizing the reduction of KSI crashes as well as focusing on a collaborative approach with the community to issue identification and strategy deployment.

Goal 1: Further City’s Commitment to Vision Zero
Align the corridor design and implementation plan with the City’s Vision Zero goal to eliminate fatalities and serious injuries by 2030 following the Safe System Approach.

Crashes with a higher transfer of kinetic energy are more likely to result in a fatality or serious injury, so designs should focus on reducing kinetic energy risk through demand management, speed management, and conflict reduction strategies. Design decisions, including trade-off considerations, should align with the Safe System Approach and prioritize safety needs.

Performance Indicators:
• Corridor design incorporates speed management, conflict reduction, and crash severity strategies.
• Design is reflective of proactive, data-based findings from safety analysis. • The number of KSI (Killed or Seriously Injured) crashes along Freedom Boulevard decrease within 5 years of implementation.

Goal 2: Ground Solutions on Community-Guided, Data-Backed Decisions Use quantitative findings from safety analysis including historic crash data and more proactive potential risk analysis, in combination with qualitative input from Watsonville community, to identify safety concerns and prioritize solutions that appropriately reflect community needs.

14 Performance Indicators:
• Proposed improvements directly address issues identified through community engagement.
• Crash and risk analysis is considered during design and prioritization decisions. • Designs balance the needs of all modes and users to the extent possible.

Goal 3: Balance Context-Specific Needs with Broader Applicability Develop context-sensitive, cost-effective design solutions that can be implemented on Freedom Boulevard and use the design to be created as a model for all injury corridors in the city. Designs should be realistic and practical to ensure implementation.

Performance Indicators:
• Where possible, proposed interventions that are low-cost, quick-build, or eligible for near-term funding.
• Plans include appropriate and applicable phasing for implementation. • Plans are consistent with Watsonville 2050 General Plan updates. • Design strategies can be replicated on other corridors in the city.

Goal 4: Provide convenient access and circulation for all modes of transportation, enhance walkability and bikeability along Freedom Boulevard.

Design the street to provide safe and comfortable facilities for all people walking, biking, rolling, riding transit, or operating vehicles with the goal of creating a livable, walkable community. Designs should seek to improve the pedestrian experience, public space, aesthetics, and design quality to serve residents and workers, attract visitors, and promote walking.

15 Performance Indicators:
• Where possible, Freedom Boulevard is designed to meet target speeds with traffic calming measures.
• Plans are consistent with Federal and State Guidance including the Safe System Approach and Complete Streets policies with an emphasis on active uses, pedestrian and bicycle activity, and high-frequency transit access. • Plans include pedestrian facilities such as upgraded crosswalks, curb extensions, midblock crossings, and ADA accessible facilities that aim to improve safe and efficient pedestrian circulation along the corridor.

2.Corridor Selection
This study included an initial analysis of six high-collision corridors in Watsonville: Airport Boulevard, Green Valley Road, Freedom Boulevard, Main Street, East Lake Avenue, and Riverside Drive. The initial analysis (discussed in detail below) revealed that of the six corridors, Freedom Boulevard has the highest collision rate and features many potential risk factors. Further discussion amongst city staff, the Vision Zero Task Force, and other local stakeholders identified that Freedom Boulevard also had fewer feasibility constraints compared to other corridors; is a key growth area in the City’s General Plan; and was similar in design to the other corridors such that the findings of this study could be applicable to the other high injury corridors. This combination of demonstrated need from collision data, alignment with City goals, and relative feasibility within the current city Right of Way (ROW) led the project team to select Freedom Boulevard as the primary corridor to be examined for this study.

16 Figure 2. The six corridors considered for this study.

City-Wide Collision Trends
In the past five years of available data, from 2019 to 2023, there were 726 collisions in Watsonville and 70 killed or severely injured collisions (KSIs). 61% of all KSI collisions occurred on high-collision corridors. Citywide, collisions involving bicycles and pedestrians accounted for 28% of all collisions but represented twice that (51%) of KSI collisions highlighting the vulnerabilities of these users.

17 Key takeaways from study corridors4:
• KSI collisions were highest on Main Street (12 collisions) representing 9% of all collisions on Main Street. Half (6) of all KSI collisions involved a pedestrian. • Freedom Boulevard had the second highest total number of collisions (109 collisions) after Main Street (134 collisions). Of all collisions 8% resulted in a KSI outcome. Although bike and pedestrian collisions made up 27% (9) of all collisions on the corridor, 44% (4) of all KSIs included a pedestrian or bicyclist. • Main Street has the highest total number (55) of bike and pedestrian collisions combined. It also has the highest percentage of collisions that included a bicycle or pedestrian (41%).
• Freedom Blvd has the second highest total number (109) of collisions, a high percentage of which are bike collisions (15%) resulting in the second greatest number of bicycle collisions (16) among the study corridors. While East Lake Ave has a high proportion of bike and pedestrian collisions (14 collisions; 37%), the number of collisions are less than Main Street, Freedom Boulevard, and Green Valley Road. • Main Street, which serves as the main downtown corridor, had the highest number of pedestrian collisions (36 collisions). Excluding Main Street, pedestrian collisions on study corridors was between 9 and 11, equally between 10 and 24% of all collisions.

In sum, Freedom Blvd has the second greatest number of bike collisions and close to the second greatest number of pedestrian collisions - second only to Main Street (Appendix M for the entire presentation).

Across all six corridors analyzed, the reported primary collision factors associated with KSIs include:
• Pedestrian right-of-way violations, where drivers fail to yield to the right of way of pedestrians.
• Unsafe speeds, where drivers are driving at a speed that is determined to be unsafe for the roadway and/or conditions.
4 Crash data used in this study were obtained from the Transportation Injury Mapping System (TIMS), which is administered by the University of California, Berkeley Safe Transportation Research and Education Center (SafeTREC). TIMS processes and geocodes State of California crash data reported by law enforcement. The analysis reflects available data from 2019 through 2023 and includes only injury collisions, including fatal and injury crashes classified as Killed or Seriously Injured (KSI). Severe injury is defined as an injury that prevents the injured party from walking, driving, or performing activities they were normally capable of before the collision. Property Damage Only (PDO) collisions are excluded from this analysis. As with all reported crash data, results are subject to reporting, geocoding, and classification limitations.

18 • Improper turning, where a driver executed a turn in an unsafe or illegal manner.

Collision type describes how a crash is reported by law enforcement based upon the parties who were involved and generally describe the way contact was made between the involved parties. Common collision types vary by corridor. For example, Airport Boulevard frequently experiences broadside and vehicle-pedestrian collisions. East Lake Avenue shows similar patterns, with additional rear-end crashes. Freedom Boulevard stands out for its inclusion of head-on collisions alongside broadside and vehicle-pedestrian crashes.

Green Valley Road, Main Street, and Riverside Drive share recurring issues such as broadside and rear-end collisions.

19 Figure 3. Collisions over a 5-year period.

Figure 4. Modal breakdown of collisions over a 5-year period.

City of Watsonville:

Trends Over Time
All Collisions Killed or Severe Injury (KSI)
Collisions
20 40
60 80
100
120
140
160
180
2019 2020 2021 2022 2023
Collisions
2 4
6 8
10 12
14 16
18 20
2019 2020 2021 2022 2023
Collisions
10%
90%
KSI Collisions
Non-KSI Collisions
TIMS, 2019 – 2023

20 Figure 5. Breakdown of Bike/Pedestrian collisions by corridors.

21 Figure 6.5-year snapshot of collisions on Freedom Blvd.

Figure 7. Breakdown of collisions per mile

22 In addition to reviewing collision history, Fehr & Peers identified potential factors that are typically associated with more collisions. By assessing these potential risks before they result in collisions, the city can aim to proactively address safety concerns before collision occur. Potential risk factors include commercial land use context and access to schools (where more people may be walking or bicycling), more than 3 lanes, posted speeds over 30 MPH, narrow sidewalks or sidewalk gaps, missing crosswalks, truck routes, many driveways, and long distances between marked crossings. Freedom Boulevard had the highest number of potential risk factors and was identified as a future growth area in the General Plan, indicating additional potential risk factors in the future.

Collision Profiles
Building on the collision history and potential risk analysis, the collision profiles identify conditions that are associated with frequent collisions. These profiles help to inform the types of improvements that address the key safety needs on Freedom Boulevard.

The collision profiles highlight common patterns in collisions on Freedom Boulevard with a focus on severe and fatal collisions (Killed and Seriously Injured, or KSIs). These profiles integrate collision history with potential risk factors and roadway context to highlight safety concerns that are likely to repeat in similar settings on high collision corridors. These profiles identify safety challenges that can be addressed through targeted, corridor-wide countermeasures. The primary collision profiles observed on Freedom Boulevard include speeding on multilane roadways, pedestrian collisions at unsignalized intersections in low-light conditions, non-standard intersection geometry, and frequent driveway access.

These patterns inform the type and location of design recommendations on the corridor.

Speeding on Roads with Four or More Lanes
This profile captures collisions on segments of Freedom Boulevard with four or more lanes where observed speed is 5 or more miles per hour over the posted speed limit. Addressing this pattern will require corridor-level speed management strategies and physical roadway improvements designed to reduce operating speeds.

On Freedom Boulevard, Speeding on Roads with Four or More Lanes makes up:
22% (18/83) OF ALL COLLISIONS ON FREEDOM

BOULEVARD
17% (1/6) OF ALL KSI COLLISIONS ON FREEDOM

BOULEVARD
9% (1/11) OF ALL BIKE COLLISIONS ON FREEDOM

BOULEVARD
25% (2/8) OF ALL PEDESTRIAN COLLISIONS ON

FREEDOM BOULEVARD

23 Pedestrians at Unsignalized Intersections in the Dark Pedestrian collisions on Freedom Boulevard commonly occur at unsignalized intersections under dark conditions (recorded as areas with no lighting or dark with streetlights). Although these collisions represent a relatively small share of total collisions, they account for a disproportionately high share of KSI collisions, making up one third of all pedestrian KSIs on Freedom. The crash profile highlights the need for improved intersection lighting, measures to reduce vehicle speeds at crossings, and enhanced pedestrian visibility at intersections.

On Freedom Boulevard, Pedestrians at Unsignalized Intersections in the Dark makes up:
4% (3/8) OF ALL COLLISIONS ON FREEDOM

BOULEVARD
33% (2/6) OF ALL KSI COLLISIONS ON FREEDOM

BOULEVARD
Non-Standard Intersection Geometry
Many severe collisions on Freedom Boulevard occur at intersections with non-standard geometry, including all intersections south of Broadis St. This includes skewed or irregularly shaped intersections, wide crossing distances, and complex vehicle movements that can reduce visibility and increase conflict points for all travel modes.

Collisions at these locations account for nearly one-quarter of all corridor collisions and half of all KSIs. Many collisions associated with this profile involve people biking and walking. Addressing this profile includes improvements to right-size and re-organize intersections to keep them square, shorten pedestrian crossing distances, and improve sight lines and visibility to better manage conflicts for all users.

On Freedom Boulevard, Non-Standard Intersection Geometry makes up:
24% (20/83) OF ALL COLLISIONS ON FREEDOM

BOULEVARD
50% (3/6) OF ALL KSI COLLISIONS ON FREEDOM

BOULEVARD
27% (3/11) OF ALL BIKE COLLISIONS ON

FREEDOM BOULEVARD
25% (2/8) OF ALL PEDESTRIAN COLLISIONS ON

FREEDOM BOULEVARD
Midblock Bicycle Conflicts
This profile reflects midblock (locations not at intersections) collisions involving bicycles on Freedom Boulevard. There is a high frequency of driveways and access points, which creates numerous potential conflict locations for bicyclists. Bicycle collisions associated with this condition typically occur midblock and involve broadside conflicts, rather than severe injuries. While no KSIs were recorded for this collision profile, more than half of reported bicycle collisions, and over 40% of all collisions on the corridor are associated with driveway-related conflicts. Improving visibility for bicyclists, clearly delineating

24 bicycle spaces, and managing access points are key strategies to reduce these types of collisions and improve overall comfort and safety for people biking.

On Freedom Boulevard, Midblock Bicycle Conflicts make up:
42% (35/83) OF ALL COLLISIONS ON FREEDOM

BOULEVARD
0% (0/6) OF ALL KSI COLLISIONS ON FREEDOM

BOULEVARD
55% (6/11) OF ALL BIKE COLLISIONS ON FREEDOM BOULEVARD

25 Table 1. Risk factor tallies for each corridor.

Commercial
Land Use
Context
Access
to
Schools
>3
lanes
>30
mph
Narrow
Sidewalks/
Sidewalk
Gaps
Missing
Crosswalks
Truck
Route
Many
Driveways
Long
Distance
Between
Crosswalks
Other
Total
Risk
Factors
Freedom
Blvd. 1 1 1 1 1 1 2 8
Riverside
St. 1 1 1 1 1 1 1 7
East Lake
Ave. 1 1 1 1 1 1 6
Green
Valley Rd. 1 1 1 1 1 1 6
Airport
Blvd. 1 1 1 1 1 5
Main St. 1 1 1 1 1 5

26 Applicability to Other Corridors
One of the plan goals is to use the design created for the selected corridor as a model for all injury corridors in the city. After selecting Freedom Boulevard based on the factors above, city staff placed the remaining five corridors into tiers to help determine where and when these design concepts should be applied in the future.

Table 2. Tiered list of corridors to apply concepts of this study to.

Tier Corridors Considerations
1 Freedom Blvd • City owned Right of Way across the entire corridor until city limits
• No active construction projects until 2027
• High rate of KSI crashes within the city and many
potential risk factors
• Aligns with City goals and key growth areas in the
General Plan
2 Airport Blvd
Green Valley Rd
• City owned Right of Way across the entire corridors until city limits
• Similar road geometries to Freedom Boulevard make
concepts more easily applicable
3 East Lake Ave
Riverside Dr
Main St
• Right of Way is shared between the City and Caltrans
• Have had recent construction projects

27 Current Freedom Boulevard Conditions
Freedom Blvd is a regional commuting corridor that connects Aptos, in central Santa Cruz County, to the City of Watsonville in the southern part of the County. Within the city, it serves as a principal
arterial and has high
frequency transit
service. The Freedom
Boulevard section
included in the project
area has up to 24,000
Average Daily Traffic
(ADT) . It is
predominantly four 11 to
12 feet wide travel lanes
(two in either direction)
with some on-street
parking and marking
indicating it is a bike
route in some areas,
called “sharrows” for a
Class III bicycle facility. Beyond the intersection with Lincoln, it transitions to two travel lanes and a central turn lane with some on-street parking and a 5-foot-wide bike lane between High Street and Main Street. Along Freedom Boulevard, land use is predominantly commercial characterized by shopping centers, grocery stores, drive-through and fastcasual restaurants, neighborhood-serving retail, automotive repair shops, gas stations, and a few vacant parcels. Key destinations include County Health Services Agency facilities and two cemeteries. Adjacent residential development consists of single-family homes, apartment buildings, and mobile home parks. Freedom Boulevard is a safe route-to-school corridor and has been previously identified as a priority for complete street improvements in the Watsonville Complete Streets to School Plan (2020).

Figure 8. Areial view of Freedom Blvd.

28 3.Community Outreach
The outreach for this project took place in
April to August 2025 and was divided into
two phases. Phase 1 gathered existing
safety concerns and new visions for
Freedom Blvd from the community, and
Phase 2 collected their feedback on draft
concept designs. To reach a wide number of
community members, the project team
conducted 11 pop-ups at existing
community events. The pop-ups gathered
opinions from those who cannot attend a
workshop or public meeting. The project
team also organized two interactive workshops
that were designed to present more in-depth information about the project and generate informed feedback from attendees. Each phase included an online survey and all materials produced for outreach were available in English and Spanish.

Phase 1: Visioning
The goal for Phase 1 of outreach was to ask community members about their safety concerns on Freedom Blvd and to envision what a safer corridor would look and feel like for them.

Outreach pop-ups:
• Watsonville Earth Day Celebration – April 27th, 2025
• Vista Verde Food Distribution - May 9th, 2025
• Lutheran Community Church - May 14th, 2025
• H.A. Hyde Elementary School Site Council Presentation – May 14th, 2025 • Bike to Wherever Day May 15th, 2025
• Office of Traffic Safety Bike Audit May 22nd,2025
Outreach strategy: The team developed an outreach strategy that could be adopted for either tabling or 1:1 outreach. At tabling events the team asked guiding questions about what attendees want to see improved on Freedom Boulevard and invited them to place infrastructure stickers and notes on a map of the project areas.

Figure 9. Project Team tabling at Earth Day.

29 For 1:1 outreach at Food Distribution sites, members of the team would approach people waiting in line and engage in conversation with them. Staff carried clip boards with a map of Freedom Blvd showing key locations and notes were added to the maps directly, noting specific locations of concern.

Guiding questions:
• How do you use Freedom Boulevard?
• When you are driving/biking/walking on Freedom, is there anything that makes you feel unsafe?
• When you are driving/biking/walking on Freedom, is there anything that makes you feel safe?
• Are there specific areas in the corridor where the feeling of being unsafe and/or safe is more prevalent?
• Do you have any ideas for safer infrastructure that can be added? Which areas of Freedom Boulevard need to be prioritized?

30 Figure 10. Outreach map used for tabling events, with the smaller maps used for 1:1 outreach.

Online survey: The project web page collected responses in an online survey from April – May 2025. Respondents had the option to complete open-ended questions and make sitespecific comments on an interactive map of Freedom Boulevard. The project team posted a flyer around Watsonville and on social media to promote the survey (see flyer in Appendix A).

31 Capacity Workshop:

On June 4th, 2025, the project team
hosted a workshop at the
Watsonville Public Library. The
invite-only workshop was designed
to facilitate small group discussions
between community members, city
officials, and business owners.

The goal of this workshop was to
have stakeholders and community
members understand challenges,
provide suggestions, and learn
about the function and experience
of Freedom Blvd in the community
today.

A total of 20 participants attended,
including elected city officials, the
fire department, the police
department, and community
leaders.

Participants received a presentation providing an overview of the project and timeline, crash profiles along Freedom Blvd, and a summary of Phase 1 of outreach findings. Then facilitators asked three main questions that aimed to identify the challenges created by the existing design and generate future visions of both a new design and an improved experience of being on Freedom Boulevard:
ο What are the top challenges faced on Freedom Blvd due to its current design? (based on what you hear from constituents, from the work that you do, or own experiences)
ο Thinking big, what would an ideal Freedom Blvd look like? ο What do you want this corridor to feel, smell, and look like? Follow up questions:
ο Which specific locations along the corridor are of most concern? Figure 11. Capacity Workshop participants.

32 ο Are there any current features which are an asset to the corridor? ο What would you like to see?
ο What would be a challenge? What are things you would dislike? ο What would work for the culture?
Responses were divided into “Assets,” “Challenges”, and “Envisioning”. Core themes were captured as participants answered the questions.

Interviews: Stakeholders who were unable to attend the workshop had the opportunity to schedule an interview with a member of the project team.

Office of Traffic Safety Bike Audits: The Ecology Action (EA) Planning Team joined two audits hosted by the EA Watsonville Youth team to observe bicyclists, pedestrians, and driver behavior the Lincoln St and Alta Vista intersections on Freedom Blvd. The audits were conducted on May 22nd from 8am-9m and on July 10th from 3pm-4pm during drop-off time at school and during peak traffic hours in the afternoon.

Phase 2 Co-Design Outreach
Using the feedback from
Phase 1, the project team
created two alternative
designs for Freedom
Boulevard that would meet
goals of lowering speeds,
balance the needs of all
modes of transportation, can
be applied to the current right
of way and address the
specific needs mentioned by
community members. The
design renderings showed
Traffic Calming and Road Diet
treatments for three different
sections of Freedom Boulevard. The goal was to describe the benefits and trade-offs that come with each road redesign and get feedback from the public about their preferences to shape the final concept design.

Outreach strategy: The project team created a poster showcasing all six design renderings.

For tabling events, the team used a poster board to capture feedback. For 1:1 interactions, Figure 12. Project Team conducting outreach at National Night Out.

33 the team had a smaller version of the poster printed out and had printed surveys available.

Phase 2 Outreach pop-ups:
• National Night Out August 5th 5pm-8pm
• Vista Verde Food Distribution August 8th 2pm-3pm
• Community In Movement Event August 16th 11am-3pm
• Watsonville Wetlands Watch restoration event August 23rd 12pm-12:30pm • Watsonville High School Science Class presentation August 28th 1-2pm Guiding questions asked:
• What do you like about this alternative?
• What would you like to see differently for this alternative? • Which of these features are most important to you?
• What elements do you want us to continue exploring?
Online Survey: A bilingual survey was available on the project web page during the month of August. Respondents could comment on each of the design renderings and were asked series of questions about the trade-offs for each design. The project team posted a flyer around Watsonville and on social media to promote the survey.

Co-Design Workshop: The project team hosted a public workshop on August 22nd, 2025, at the Watsonville Civic Plaza Community Room. It included a presentation introducing the project, a gallery walk to evaluate the design renderings in more detail and discuss tradeoffs. The workshop ended with breakouts into smaller focus groups for further discussion which included identifying other city corridors that could benefit from a similar design treatment.

34 4.Outreach Results & Analysis
A total of 413 people were engaged during project outreach.

Phase 1
Input gathered through pop-ups, the visioning workshop, and the online survey revealed four consistent themes shaping people’s experience of Freedom Boulevard: infrastructure gaps, mode separation, transit accessibility, and aesthetics, environment, and placemaking.

Infrastructure Gaps
A dominant concern raised across all Phase 1 engagement efforts was the lack of continuous, accessible pedestrian infrastructure along the corridor. Large gaps between marked crossings—up to approximately 2,000 feet in some locations—encourage people to cross in undesignated areas, increasing safety risks. Sidewalk conditions vary significantly, with some segments missing sidewalks entirely and others obstructed by parked vehicles, utility poles, or poor surface conditions.

Community members using wheelchairs,
strollers, and mobility devices frequently cited
barriers to accessibility in the corridor. During
outreach at the Vista Verde Food Distribution,
residents shared that family members were
unable to attend food distributions due to broken
or obstructed sidewalks. Project staff also
observed individuals using wheelchairs forced
into the roadway because parked vehicles
blocked the sidewalk. These experiences
underscore the need for basic, ADA-compliant
pedestrian infrastructure as a foundation for
safety and access.

High-visibility crosswalks, midblock crossings,
and shorter crossing distances were among the
most suggested infrastructure improvements
during Phase 1.

Figure 13. Sidewalk conditions on Alta Vista Ave,
where it intersects with Freedom Blvd.

35 "I know people who use wheelchairs and are
unable to access the food drive because of
the sidewalk conditions" – Community
member interviewed at Vista Verde Food
Distribution
Mode Separation
Community members consistently described Freedom Boulevard as uncomfortable and unsafe due to the lack of physical separation between vehicles and people biking or walking. High vehicle speeds combined with minimal bicycle infrastructure discourage many residents from cycling on the corridor. Participants reported choosing to ride on the sidewalk, divert to parallel streets, or bike in traffic with significant fear, especially in areas with sharrows or no dedicated bicycle facilities.

Figure 14. Sidewalk conditions on Freedom Blvd, outside of the Vista Verde Early Education Center.

36 "It feels like you have your
life in your hands when
riding a bicycle here" –
Community member
“From Stanford Street to Airport Blvd, I never feel safe on my bike. Between the lack of bike lanes, the rough road, the merge of Lincoln Street, folks turning left onto Freedom from Marin, the center turn lane, and the speed at which automobiles travel, there is no safe passage unless you ride your bike on the sidewalk. And that’s unsafe, too, with all the driveway entrances and exits.” – Online survey respondent Pedestrians similarly expressed discomfort due to the proximity of fast-moving vehicles, wide lanes, and long crossings without refuge. The absence of clear delineation between modes contributes to conflicts, particularly at driveways and intersections. Many respondents emphasized that separated bike lanes and wider sidewalks would significantly improve perceived and actual safety.

This theme was reinforced during the Phase 1 workshop, where participants identified the lack of pedestrian and bicycle separation as a core design challenge limiting who feels comfortable using the corridor.

Transit Accessibility
Transit access emerged as an important but often overlooked aspect of safety and mobility along Freedom Boulevard. Workshop participants noted that bus stops are difficult to locate, lack shelters, and are not consistently accessible for people with mobility challenges. Paths to bus stops—particularly from destinations such as Crystal Laundry and Safeway—were described as indirect, poorly maintained, or obstructed.

Figure 15. Sharrow on Freedom Blvd.

37 Participants also raised concerns about multimodal connectivity, noting that pedestrians, bicyclists, and transit riders often interact in constrained spaces without clear guidance or protection. Improving bus stop visibility, accessibility, and connections to sidewalks and crossings was identified as critical to supporting people who rely on transit for daily needs.

Aesthetic, Environmental, and Placemaking Concerns
Beyond safety, Phase 1 outreach highlighted strong feelings about the overall character and comfort of Freedom Boulevard. The corridor was frequently described as “bare” and visually cluttered, with excessive signage, limited landscaping, and insufficient lighting. The lack of shade along sidewalks contributes to discomfort, particularly during warmer months, and reduces the appeal of walking.

Participants expressed a desire for Freedom Boulevard to function not just as a traffic corridor, but as a community space that reflects the culture and identity of Watsonville.

Suggestions included adding trees and landscaping, improving lighting for personal safety, enhancing street furniture, and reducing visual clutter. These placemaking elements were seen as complementary to safety improvements, helping to slow traffic, support walking and bicycling, and create a more welcoming public realm.

Figure 16. Breakdown of suggestions for improvements on Freedom Blvd.

38 "There used to be a crosswalk near Wendy's, people are accustomed to crossing there.

They still do. Would be great to bring it back for students who are coming from Blanca Ln & nearby residences to get to school" – Parent from H.A. Hyde Elementary Figure 17. Individual captured crossing Freedom Blvd, where a crosswalk used to be.

39 Phase 2 Co-Design Outreach
Phase 2 presented the
community with design
alternatives of three different
segments along Freedom
Boulevard to illustrate the
differences between Road Diet
and Traffic Calming treatments.

The Phase 2 online survey
respondents their primary mode
Freedom Blvd. Results show the
multimodality of transportation
used along the corridor (Figure
18). 69% of respondents travel by
car, 13% by bicycle, 11% by
walking, 5% by bus, and 1% for
mobility devices and others.

Overall, the community did not
clearly favor the Road Diet or
Traffic Calming treatment, but
instead identified which aspects
of each treatment were seen as positive or concerns.

The median turn lanes were viewed as a positive feature that contributed to safety for all modes and allow proper space for turning without interrupting traffic flow. The community gave positive feedback on the addition of sidewalk space and a proper bike lane. Some respondents wanted more hardened bike lane buffers, like concrete, rather than the bollards that were shown in the design.

Disruptions to traffic flow and congestion were the most common concerns mentioned by respondents. Worries about added time to their commute, emergency vehicle access, and the bottle neck effect were the most common critiques of both designs, with some respondents saying they preferred no change. There were some concerns expressed about medians being used by pedestrians as a crossing island, preventing cars and cyclists from turning, or being a hazard for drivers.

Figure 18. Modal breakdown of survey respondents.

40 The feedback from the Phase 2 survey and events made it clear that the community recognized the main trade off: adding sidewalks and bike lanes, while highly desired (see Figure 19), might have impacts on traffic flow. To understand respondents’ willingness to make this trade-off, the Phase 2 outreach asked a series of questions about priorities:

Figure 19. Breakdown of responses for what is most important on Freedom Blvd

41 Table 3. Breakdown of trade-off questions.

Question Agree or Strongly Agree
If it takes a minute longer to traverse
Freedom Blvd, it is still worth prioritizing
pedestrian and bicyclist safety
81%
Pedestrian and bicyclist safety should be
prioritized over on-street parking on
Freedom Blvd
74%
Slowing down traffic makes the road feel
more comfortable for pedestrians and
bicyclists
74%
Figure 20. Selection of what respondents want the city to prioritize.

The Phase 2 outreach directly asked “What is more important to you? Improved pedestrian and bicyclist safety or No added time to my driving commute?” 77% of respondents selected that improved pedestrian and bicyclist safety was more important to them.

42 A continuous trend throughout showcases an agreeance among respondents to prioritize pedestrian and bicyclist safety, improve pedestrian infrastructure, and to reduce vehicle speeds along Freedom Blvd. These results correlate with what the project team heard during Phase 1 of outreach.

Commission, Council, and Public Feedback on Draft Plan
The draft plan was presented to the City of Watsonville Planning Commission for feedback on February 3, 2026; to City Council on February 10, 2026, and an additional study session for Council on March 24, 2026.

Planning Commissioners asked for clarification of road injury statistics, outreach to business owners, and why physical barriers for bike lanes were not included in the final concepts. Council Members asked for further disaggregation of the KSI data, more clear connections between accident data and design recommendations, and – short of providing a traffic study which is out of scope for the project - an estimate of the travel time impacts caused by the proposed designs. They asked about how Public Works is currently collecting data on the impacts of similar street improvements and lane reductions elsewhere in the city and noted that lack of pedestrian and cyclist awareness also contributes to accidents. Council members expressed support for the crosswalk and sidewalk improvements, but had some concerns about a potential roundabout, and the potential impacts of lane reductions. The 3/24/26 study session focused on the history of construction along Freedom Boulevard, and there was consensus from Council that after completion of the Airport to Green Valley section currently funded, that Public Works should next focus on Airport to the city limits, using the concept plan as a base design.

Twenty-eight public comments were received via an online comment form and email, one received in person at the 2/3/26 Planning Commission meeting, and five were received in person at the 2/10/26 Council Meeting. The public comment received during the review process was mixed, with some broadly in support of the project, and others opposed.

Those against the project expressed similar concerns as council, highlighting potential impacts such as increased traffic, increased emergency response times, and local business impacts during construction. Those in favor cited their lived experiences of the dangers of walking and biking on Freedom Boulevard, expressed support for more active transportation projects in the city, and called on Council to uphold their duty to protect the lives of Watsonville citizens by supporting plans like this that prioritize public wellbeing over car-centric road designs. Other comments included making sure the plans would accommodate motorcycles and large trucks and using the plan as an opportunity to enhance greenery and placemaking on the corridor.

43 To address this feedback, the report was edited to clarify some of the road injury data, add information about how the specific countermeasures were developed in the concept design, add a section on current education efforts for cyclists and pedestrians, and describe forthcoming signal timing and Santa Cruz METRO bus projects on the corridor.

44 5.Recommendations & Concept Plans
The concept for Freedom Boulevard was designed as part of a collaborative process with the city, key stakeholders, and the community. This Chapter describes the design process, project alternatives, and preferred design concept for Freedom Boulevard.

Using the data collected through the analysis of collisions, aligning with other City plans, and feedback received from community through the two outreach phases, the following concept plans serve as a revisioning of Freedom Blvd with the Safe System Approach.

This plan includes a proposed road diet, dedicated bike lanes, medians, roundabouts, and protected intersections - all of which are proven to reduce traffic fatalities and serious injuries.

Among the traffic-calming toolkit, strategies will likely need to include operational changes, such as traffic signal synchronization, to maintain efficient traffic flow while reinforcing a consistent, designated travel speed.

Draft versions of the concept plans were shared with Watsonville Police, Fire, Public Works, and Planning Departments, and Santa Cruz Metropolitan Transit District (METRO) for review before finalization. Feedback received was generally related to potential impacts on emergency response times due to proposed lane reductions and the addition of median islands.

These concept plans do not include a traffic study and are not currently funded for construction. It is recommended that the city undertake traffic analysis to measure impacts on emergency response, traffic, and METRO bus service as part of future engineering and construction projects that implement these concept plans.

Importantly, the study positions the city to pursue grant funding for additional studies, detailed design work, permitting, and eventual construction, ensuring that these safety improvements can be implemented effectively.

45 Figure 21. Concept design starting from Freedom Blvd within city limits going South.

46 Figure 22. Richardson Ave heading into Green Valley Rd intersection with Freedom Blvd.

47 Figure 23. Concept for the segment between Airport Blvd and Green Valley Rd.

48 Figure 24. Landis Ave to Davis Ave

49 Figure 25. Sydney Ave to Arthur Rd

50 Figure 26. Mariposa Ave to Crestview Drive

51 Figure 27. Crestview Dr to Marin St

52 Figure 28. Laurel St to Miles Ln

53 Figure 29. Prospect St to Valley Heights Driveway

54 Figure 30. E High St to Brennan St

55 Figure 31. Southern Cir to Main St

56 Design Considerations
The design process was informed by the project’s goals and vision, previous planning efforts, and community input. The following section describes additional factors that were considered as part of the design process.

Reducing Crash Risk Towards Vision Zero
The primary objective is to design a street that helps to achieve the City’s Vision Zero goal to reduce traffic related deaths and severe injuries by 2030.

Safe System Approach
In recent years, transportation leaders at all levels have embraced a new safety paradigm aimed at eliminating severe injuries and fatalities on U.S. roadways by embracing the Vision Zero goal of safe mobility for all and adopting the Safe System Approach as the way to get there. The approach includes the key elements and core principles and acknowledges that mistakes are inevitable while also asserting that severe injuries and fatalities are avoidable on our roadways.

This approach recognizes that while mistakes are inevitable, serious injuries and fatalities are preventable. This is a shift in thinking on how to improve roadway safety; instead of a primary focus on shifting behavior through education campaigns or enforcement, it encourages roads, vehicles, and policies that are intentionally designed to prioritize safety through layers of protection, such as lower speeds, advanced vehicle technologies, separation of users, and improved post-crash care.

Reducing Crash Risk
The City’s Vision Zero goal, achieved through the Safe System Approach, focuses on reducing the most severe and fatal crashes. To accomplish this goal, projects and plans should prioritize improvements that most effectively reduce crash exposure, likelihood, and severity risk by focusing on the following core strategies in order.

1. Speed Management
Projects should include strategies to reduce vehicle speeds through systemic design with the goal of achieving average vehicle speeds that match target speeds appropriate for the context and use of the street as established in the General Plan. Design strategies include vertical and horizontal deflection such as speed humps, curb extensions, lane narrowing, roundabout, and medians. Implementing interventions corridor-wide provides a more

57 consistent approach for reinforcing target operating speeds compared to isolated spot treatments.

Reducing speed becomes more important to achieving Vision Zero as vehicle mass increases. Crashes with heavy vehicles such as trucks and delivery vehicles have higher likelihood of resulting in severe and fatal outcomes. Speed improvements should be prioritized on corridors where heavy vehicles volumes are higher and should account for larger turn radii with aprons or mountable curbs.

2. Conflict Management
Projects should focus on reducing conflict points and minimizing undesirable interactions between vehicles and vulnerable road users. Where possible different users (pedestrians, bicyclists, and vehicles) should be separated in space with lane markings and physical barriers or grade differentiation (sidewalks, separated bicycle lanes, crosswalks, and pedestrian refuge islands) and time through signal timing improvements. At intersections or areas where complete separation between users isn’t possible, projects should seek to reduce the number of times different users would interact (conflict points) and should prioritize designs where visibility of pedestrians and bicyclists is high.

3. Green Infrastructure and Community Enhancements
After prioritizing enhancements focused on improving safety results, projects can consider elements such as green infrastructure, trees and shade, street furniture (benches and landscaping), and public art. These features are often most appropriate on streets that serve as destinations and key activity centers, such as Freedom Boulevard. In many cases, these community-focused enhancements can also bolster speed management strategies by reinforcing contextual cues for drivers that encourage driving more slowly.

Function of the Street
Freedom Boulevard serves as one of the main north/south connection through Watsonville and extends north from Main Street (SR 152) to the northern city border. There are few parallel streets in Watsonville that provide access to similar key destinations throughout the city. Therefore, Freedom Boulevard serves many different purposes and users.

The 2005 Watsonville General Plan identifies Freedom Boulevard as major arterial. The updated Watsonville General Plan 2050 emphasizes the benefit of a layered network approach that accounts for the context and network function of streets aligning the City’s priorities with the Vision Zero goal. Freedom Boulevard is identified as a principal arterial in

58 the Watsonville General Plan 2050 and should provide vehicle and transit throughput while including complete street elements that serve the needs of different modes.

Figure 32. Street Typologies Source: Watsonville General Plan 2050, Chapter 7.2.

As described in Goal 4 (“Provide convenient access and circulation for all modes of transportation, enhance walkability and bikeability along Freedom Boulevard”) it is important to ensure the preferred design accounts for all the functions the street performs including the following:

Vehicle Mobility and Access
Freedom Boulevard serves as primary thoroughfare for vehicles in Watsonville, providing access to key destinations (within the city and outside city limits) and other primary corridors in Watsonville. There are an average of 16,000 to 24,000 daily weekday vehicle trips on Freedom Boulevard. The speed limit ranges from 25 mph, 30 mph, and 35 mph within Watsonville city limits. Outside of Watsonville, the speed limit on Freedom Boulevard is 40 mph.

In addition to serving regional connections through the city, Freedom Boulevard also provides local access to businesses and homes along the corridor frontage, adding potential conflicts between vehicle movements and pedestrians and bicyclists.

59 Anticipated Travel Time Impacts
Experience from comparable California cities demonstrates that corridor redesigns focused on safety—such as road diets, lane narrowing, and enhanced turning management—typically result in minimal increases in travel time. A calculation conducted by the City of San Luis Obispo found that travel time impacts from similar Complete Streets and Vision Zero projects were generally limited to seconds or less than one minute during peak periods, with little to no change during off-peak conditions5.

Importantly, the San Luis Obispo evaluation found that center turn lanes and improved intersection operations offset some potential delay by reducing friction caused by turning vehicles, and improved travel time reliability even where average speeds decreased slightly.

These findings align with national research showing that well-designed road diets maintain acceptable vehicle operations while significantly improving safety outcomes.

For Freedom Boulevard, where average daily traffic ranges from approximately 16,000 to 24,000 vehicles, similar outcomes are anticipated. While a future traffic study is recommended to quantify corridor-specific impacts, experience from San Luis Obispo and other California cities suggests that any modest travel time tradeoffs are likely to be limited, localized, and outweighed by reductions in crash risk and severity, consistent with the City’s Vision Zero goals.

Walkable, Vibrant and Active Street
Freedom Boulevard hosts many key destinations including shopping centers, schools and community centers, cemeteries and churches, and residences. We heard that the community strongly wishes this corridor to serve as a place for community gathering. This includes providing safe and comfortable pedestrian facilities to walk along and cross Freedom Boulevard as well as sidewalk furniture (lighting, seating etc.), landscaping, and community art.

Priority Transit Corridor
Freedom Boulevard also serves multiple Santa Cruz METRO routes including high frequency METRO bus routes (Route 1) that provide access throughout the city and the county. It is important to limit conflicts with bicyclists and vehicles at bus stops to allow buses to easily pull in and merge back into traffic. Like vehicles, maintaining throughout put for buses is important to reducing transit delays and improving transit travel time and reliability. 5 Fernandez, & Matson M. (2025). Higuera Complete Streets Project – Traffic Operations Evaluation.

Memorandum. Retrieved from: 638730635545700000

60 Comfortable Bicycle Connector
Similar to vehicles, bicyclists rely on Freedom Boulevard as a primary connection through the city and the only north/south route. While bicycle access is allowed on Freedom Boulevard currently, the street is mostly a Class III bicycle route and provides minimal infrastructure for bicyclists. There is a need for the street to provide dedicated and comfortable bicycle facilities to serve this connection and fill this gap in the low stress bicycle network.

Project Alternatives
Based on feedback from the public and City Staff, as well as engineering considerations associated with various improvement options along the corridor, two formal alternatives were developed. A brief description is provided below, with detailed renderings provided in Appendix E.

COMPLETE STREET (ALTERNATIVE A) includes continuous sidewalks and buffered bike lanes. Vehicle lanes are narrowed to 10 feet and reduced from 4 lanes in some sections to 2 lanes and a center two-way turn lane throughout the corridor.

TRAFFIC CALMED STREET (ALTERNATIVE B) includes continuous sidewalks and bike lanes (with buffers where feasible). Vehicle lanes narrowed to 10 feet and extra space is repurposed to include paved medians where feasible. The number of lanes does not change from existing, and some segments would continue to have 4 lanes as exists currently. South of Lincoln Street, parking on the east side would be removed to allow space for a center two-way turn lane.

61 Table 4 provides a comparison of the two alternatives relative to the street functions of Freedom Boulevard.

Table 4. Project Alternatives
Complete Street (Alternative A) Traffic Calmed Street (Alternative B)
Metric Score Justification Score Justification
Vehicle
Mobility and
Access
+
Reduces to 2 lanes
throughout corridor.
++
Maintains 4 lanes where 4
lanes currently exist.

Vibrant and
Active Street
+++
Wider sidewalks and slower
vehicle speeds. Shorter
crossing distances and
additional pedestrian
crossing features.
++
Continuous sidewalks.

Additional pedestrian
crossing features.

Comfortable
Bicycle
Connector
+++
Continuous bike lanes with
buffers. More space and
separation compared to
existing conditions and
Alternative B.
++
Continuous bike lanes and
buffers in some locations.

Narrower bike lanes and
less separation compared
to Alternative A.

Vision Zero
Corridor
+++
Fewer lanes helps to
manage speeds and reduce
conflict points.
++
Paved medians and
crossing enhancements
help to manage speeds and
reduce conflicts. However,
improvements likely have a
lower impact compared to
Alternative A.

Notes:

1. Scores are calculated relative to the other alternative and represent magnitude of improvement on existing conditions. + indicates lowest improvement and +++ indicates greatest improvement compared to existing conditions.

Source: Fehr & Peers, 2026.

62 Preferred Concept
The preferred concept was developed by Fehr & Peers in collaboration with City staff. The final concept combined elements of both alternatives.

COMMUNITY INPUT: The alternatives were presented at a public workshop on August 22, 2025, and at pop-ups and an online survey throughout the summer. The community was asked what they preferred about each alternative and provided input on how to tailor each alternative to their needs.

PROJECT GOALS: The preferred concepts design process was guided by the project goals described in Chapter 1. Consistent with the project goals, safety and achieving Vison Zero was a leading principle of the planning and design and informed by the safety analysis of the corridor. Other non-safety elements community guided by community input. The overall concept was developed to consider the many users of the street.

ENGINEERING BEST PRACTICES AND PHYSICAL CONSTRAINTS: The final concept was informed by latest design best practices including Caltrans Design Information Bulletin (DIB) 94 and NACTO Urban Street Design Guide. The concept is required to fit within the existing right of way. In some areas, physical constraints drove what was feasible.

FUTURE VISION: While the concept is a near-term project, it should account for the future vision of Freedom Boulevard to serve both current users and future functions of the corridor. This means the concept should be aligned with the vision for Freedom Boulevard outlined in the 2050 General Plan Update.

63 Concept Plan
The concept plan is shown above in pages 45-55. This section provides additional context and details to help inform the design stage of the project. Generally, the preferred project would feature the following:

Feature Example
Continuous sidewalks
Campbell Avenue, Campbell
5–6-foot Class II buffered bike
lanes
Branham Lane, San Jose
10–11-foot vehicle lanes
Monterey Street, Gilroy

64 10–11-foot two-way turn lanes
Source: Plannerd, Creative Commons License
https://creativecommons.org/publicdomain/mark/1.0/
Mid-block crossings
Monterey Avenue, Capitola
Crossing enhancements: high
visibility crosswalks, curb
extensions, pedestrian refuge
islands
San Fernando Street, San Jose
Source: Fehr & Peers, 2026.

65 Design Parameters
The concept plan was developed based on several key design features that should be carried through to the final design. These design features are based on complete street best practices as of the development of this concept plan (2026). Depending on the timing of final design and construction, more recent best practice documents should be consulted to determine if modifications from the concept plan should be considered in consultation with City staff. Additional engineering analysis and calculations are required prior to construction.

The following design guidance from the city was used in the development of the concept plan:

Network Connectivity
• Transportation studies should consider induced demand when adding capacity to the roadway system.
• Facilities should be designed with connectivity in mind, especially for active transportation modes.
• Enhancements to walkability, rollability, bikeability, and transit access take precedence over vehicular capacity improvements understanding that the primary goal is to reduce crashes.

Bicycle Improvements
• Bicycle facilities should be provided in order to promote more people biking, connectivity, and safety. Class II buffered bike lanes should be between 5-7 feet wide with minimum 3-foot buffer where possible. Where buffers are added, plastic bollards should be installed.
• Skipped bike striping should continue through intersections and conflict zones.

Pedestrian Improvements
• New sidewalks should be at least 5 feet wide, with 6-8 feet preferred. • Sidewalk zone system should be employed to provide space for street furniture, lighting, landscaping, and community amenities.
• High visibility crosswalks should be provided frequently with consideration for convenience of people. High pedestrian volumes and presence of high pedestrian generators should be the primary factors in determining where to place crosswalks.

66 • Crossings should be provided at least every 500 feet. Where street segments are longer, midblock crossings should be considered. At all uncontrolled crossings, shortening crossing distances and increasing pedestrian visibility should be the priority. Consider installing Rectangular Rapid Flashing Beacons (RRFBs) or Pedestrian Hybrid Beacons (PHBs) consistent with FHWA’s Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations.
• Streetlights should serve people walking not just people driving. • Trees and shade should be incorporated where feasible. • PROWAG (Public Rights-of-Way Accessibility Guidelines) should be used in the design of all public streets.

Vehicle Improvements
• Design Speed = Posted Speed, with a design speed no greater than 25 miles per hour on any City-owned streets.
• 10-foot travel lane as the default standard.
• Constrain geometry (i.e. reduce curb radii, shorten crossing distances, and square intersections to the extent feasible).
• Driveways should be constructed a maximum of 12 feet wide to slow speed of people driving turning into and out of driveways. Driveways should be clearly marked and consolidated where possible.
• Limit the use of turn lanes and centerline striping. Consider paved medians where possible over two-way turn lanes.
• Where a change to intersection traffic control is being contemplated roundabout control must be considered first alongside signal control and all-way stop alternatives.

Roadway and Intersection Treatments
As a result of changes in land use context, volumes, and right of way widths, the concept changes along the corridor. Key features by segment are described in Table 5.

67 Table 5. Roadway Treatments by Segment.

Segment Existing Proposed Vehicle
Facilities
Proposed Pedestrian
Facilities1 Proposed Bicycle Facilities
City Border to Airport
Boulevard
• Four 10-11’ lanes
• Few sidewalk
segments
• Narrow bikeable
shoulders
• Two 11’ lanes (one
in each direction)
• 11’ TWTL2
• 5’ sidewalks
• High visibility
crosswalks and curb
extensions
• RRFB or PHB at
Burchell
Ave./Richardson Ave.
• 6-8’ bike lanes
• 3-5’ buffer
Airport Boulevard to
Green Valley Road3
• Four 11’ lanes
• Few sidewalk
segments
• Sharrows and
narrow bikeable
shoulders
• Two 11’ lanes (one
in each direction)
• 11’ TWTL
• 6-10’ sidewalks
• High visibility
crosswalks and curb
extensions
• RRFB or PHB with
pedestrian refuge
island at Roache
Road, and midblock
near Vista Verde
Early Education
Center
• 6’ bike lanes
• 3’ buffer
Green Valley Road to
Alta Vista Avenue
• Four 11-12’ lanes
• 10’ TWTL
• 5-6’ sidewalks
• Sharrows
• Four 10’ lanes
(two in each
direction)
• 10-11’ TWTL or 10’
left turn lanes
• 6-8’ sidewalks
• High visibility
crosswalks and curb
extensions
• 5-7’ bike lanes
• 0-3’ buffer

68 • RRFB or PHB with
pedestrian refuge
island at Landis Ave.

Alta Vista Avenue to
Crestview Drive
• Four 11-12’ lanes
• 10’ paved median
• 5-9’ sidewalks
• Sharrows
• Four 10’ lanes
reduces to two
lanes before
driveway to
shopping center
(Cardena’s)
• 10’ paved median
(existing)
• 5’ sidewalks
• High visibility
crosswalks and curb
extensions
• 5-6’ bike lanes
• 0-5’ buffer
Crestview Drive to
Lincoln Street
• Four 11-13’ lanes
• 11’ turn lanes
• 5-6’ sidewalks
• Sharrows
• Two 11’ lanes (one
in each direction)
• 10’ paved
median/turn lanes
• 5-9’ sidewalks
• High visibility
crosswalks and curb
extensions
• RRFB or PHB with
pedestrian refuge
island at Marin St.
• 6’ bike lanes
• 3-7’ buffer
Lincoln Street to Portola
Circle
• On street parking
• Two 12-14’ lanes
• Sharrows (Lincoln
St. to Sudden St.)
• 5’ bike lanes
(Sudden St. to
Brennan St.)
• Two 10’ lanes (one
in each direction)
• 10’ TWTL
• Street parking on
westside (existing)
• 5-9’ sidewalks
• High visibility
crosswalks and curb
extensions
• RRFB or PHB with
pedestrian refuge
island at Prospect St.
and Portola St.
• 6’ bike lanes
• 3’ buffer

69 Portola Circle to Main
Street
• On street parking
• Two 12-14’ lanes
• Sharrows (Lincoln
St. to Sudden St.)
• 5’ bike lanes
(Sudden St. to
Brennan St.)
• Two 11’ lanes (one
in each direction)
• Street parking on
westside (existing)
• 5-9’ sidewalks
• High visibility
crosswalks and curb
extensions
• 6-7’ bike lanes
• 2-7’ buffer

70 Notes:

1. Refers to features on concept plans such as sidewalks and crosswalks. Additional infrastructure including lighting, landscaping, and street furniture are envisioned but not described in detail. Specifications of these elements should be determined in future design phases.

2. Center Two-Way Turn Lane (TWTL)

3. The city considered two alternatives for this section. One option is a road diet as shown in the Fehr & Peers concepts and described in the table. Another option was developed by Wallace Group and included in Appendix G.

Source: Fehr & Peers, 2026.

The city considered two alternatives for the section between Airport Boulevard and Green Valley Road. One option is a road diet as shown in the Fehr & Peers’ concepts and described in Table 4. Another potential option was previously developed by Wallace Group (2025) and is included in Appendix G. The preferred alternative should be determined as part of future phases of the project. The primary factor when determining the preferred design should be safety and alignment with the City’s Vision Zero goal. The design should determine what is feasible as informed by additional traffic study as described in the Implementation Chapter.

Just north of Crestview Drive, the right of way is most constrained; the curb-to-curb width is 59 feet with an existing 10-foot paved median. There is not enough right of way to maintain four lanes and maintain continuous bike lanes and sidewalks. Maintaining continuous bicycle and pedestrian access is key component of this project to ensure both alignment with project goals and consistency with the Safe System Approach and safety best practices. Furthermore, the existing geometry includes a lane reduction just south of this segment. To reduce confusion at Freedom Boulevard and Lincoln Street, it is preferred that the lane merge be shifted from immediately preceding the intersection as it exists currently to further north, reducing conflicts at the Lincoln Street intersection. Therefore, to maintain bike lanes and sidewalks, the project team decided to reduce to two vehicle lanes for this segment. While a traffic study is required to understand the effect of this decision, we observed that many vehicles on Freedom Boulevard in this segment turn left at Martinelli Street towards the school and residences. Therefore, the concept maintains a left turn lane at this intersection.

South of Lincoln Street, the concept maintains the existing two lanes. Where feasible, onstreet parking is maintained on one side of the street. Between Lincoln Street and Portola Circle the right of way allows space for parking on the westside of the street and a TWTL.

71 Further study should evaluate where turn lanes are needed and if there are opportunities to install medians to support target speed limits and improve comfort at designated midblock crossings.

South of Portola Circle, where the right of way is narrower and the land use is more residential, the concept shows how parking can be maintained by removing turn lanes.

Further study should evaluate where turn pockets may be needed. However, studies should consider that adding turn lanes in segments will shift the bike lane in places which decreases comfort and increases confusion for bicyclists and drivers. In locations where turn lanes are required, some parking is removed to allow for turn lanes.

Key Intersections
AIRPORT BOULEVARD AND GREEN VALLEY BOULEVARD both include protected intersections. Protected intersections include features to separate bicyclists from vehicles at the intersection. The intersection includes widened curb extensions and shortened turning radii that slow vehicle speeds on turns and improve bicycle and pedestrian visibility.

Protected intersections allow bicyclists to make turns at intersection more comfortably from the bike lane without having to cross lanes of traffic. Crossing improvements such as high visibility crosswalks and pedestrian refuge islands are included as well as skipped bike striping for bicycles. Quick build options include paint and plastic bollards to shorten turn radii while more permanent roundabouts are marked with mountable curbs and concrete islands.

Future design stages should consider a one lane roundabout at these intersections if space allows. Roundabouts can help to manage through traffic while reducing conflict points and severe outcomes for pedestrians and bicyclists.

72 Figure 33. Quick Build Protected Intersection with Plastic Bollards; Almaden Boulevard and San Fernando Street, San Jose.

73 Figure 34. Permanent Protected Intersection with Mountable Curbs; Madonna Road and Dalidio Road, San Luis Obispo LINCOLN STREET under existing conditions this intersection can be hard to navigate with limited visibility, especially for pedestrians and bicyclists. The concept includes a roundabout which helps to facilitate pedestrian, bicycle, and vehicle movements at all approaches. As noted above, the lane merge shifts to further north reducing confusion and vehicle movements at the intersection. The design of the roundabout is intended to minimize land acquisition by locating the roundabout in front of Miles Lane. This would require limiting access from Freedom Boulevard outbound to Miles Lane. Inbound access to Freedom Boulevard from Miles Lane would be permitted but would be limited to right turns only. At the concept level, this change is justified due to the safety benefits of a roundabout and the limited land acquisition required in this design. However, further circulation study and design is needed to confirm feasibility. If a roundabout is determined infeasible, squaring the intersection and adding a signal should be the second option.

74 Transit Considerations
The concept plan did not make changes to existing bus stops. It is assumed bus stops would be addressed as part of SC METRO’s future Bus Stop Guidelines Update. Future design phases should consider bus stop improvements in accordance with these Guidelines.

Signal Adjustments
Public Works and IT are actively collaborating on how best to maintain and upgrade traffic signal detection and operation along the Freedom Boulevard Corridor.

This can help to reduce congestion and vehicle delay while also reducing vehicle speeding.

At off-peak hours evening hours when fewer vehicles are on the road, consider speed sensitive rest in red. Install bicycle detection at all signalized intersections and at major intersections such as Airport Boulevard, Green Valley Road, and Airport Boulevard consider adding bicycle signals.

Programmatic Recommendations
In addition to the infrastructure improvements included in the concept designs, the city should consider the following programmatic improvements to supplement infrastructure as outlined in Watsonville General Plan 2050. These are aimed to help improve safety conditions on the corridor but also have secondary benefits of reducing congestion and helping the City achieve climate goals.

Reducing Demand Management
The city should prioritize planning efforts that reduce crash exposure to kinetic energy by minimizing the volume of vehicles on the street. Land use changes that bring key destinations closer together, investment in active transportation and transit infrastructure, and transportation demand management strategies can all help to reduce this exposure as outlined in Watsonville General Plan 2050.

Design Guidelines
While this concept focuses on the public right of way, the travel experience is also influenced by other aspects of the built environment including buildings. As outlined in the Watsonville General Plan 2050, the city should consider updating their Design Guidelines and Transportation Impact Study Guidelines to prioritize pedestrian friendly building design.

75 Educational Recommendations
Education can complement the infrastructure recommendations by providing the community with information on rules of the road and safety practices. Current programming provided to the community through Ecology Action includes:

Walk Safe demonstrations to Senior communities and Schools Walk Safe demonstrations are interactive, bilingual pedestrian safety education sessions held at senior centers, community facilities, housing complexes, and school campuses, and are designed to improve safety, confidence, and mobility for people walking in their neighborhoods and accessing daily destinations. The demonstrations typically include a classroom‑style presentation followed by a guided walking field trip, allowing participants to apply pedestrian safety concepts—such as safe street crossing, understanding traffic signs and signals, and recognizing common hazards—in real‑world settings.

For older adults, Walk Safe demonstrations emphasize practical strategies for navigating intersections, crosswalks, and daily routes safely, while also providing space to share observations and concerns about local street conditions. Participants receive safety tools, such as high‑visibility vests and lights for canes, walkers, and wheelchairs, to encourage visibility and safer walking behaviors.

For students, Walk Safe demonstrations are age‑appropriate, hands‑on activities conducted on school grounds and nearby sidewalks, and are designed to teach basic rules of the road for pedestrians, safe crossing techniques, traffic sign recognition, and awareness of common hazards near schools. By reinforcing safe behaviors through guided practice and real‑world observation, the program supports Safe Routes to School goals, builds confidence and independence among young pedestrians, and helps establish lifelong safety habits.

Bike education and learning events for children and adults Bike education and learning events include a bilingual hands‑on bike rodeos and group ride opportunities designed to build bicycle skills, safety awareness, and confidence for children and adults. Bike rodeos are interactive safety education events typically held at school campuses, playgrounds, or nearby paved areas, and are designed to teach young bicyclists the rules of the road and safe riding behaviors in a controlled environment. Using cones, chalk, and temporary markings to simulate real‑world street conditions, participants practice fundamental skills such as starting, stopping, balancing, signaling, navigating intersections and driveways, scanning for hazards, and understanding traffic signs, signals, and right‑of‑way. These events are designed to build confidence, reinforce

76 safe riding habits early, support Safe Routes to School goals, and encourage bicycling as a safe, healthy, and enjoyable form of transportation.

Community events with opportunities for bike rides
These events are accessible, inclusive activities held throughout the community and are designed to promote sustainable transportation, reduce greenhouse gas emissions, and strengthen community connections. These events may include guided group rides, family‑friendly routes, and rides incorporated into larger community gatherings. By providing supportive, low‑stress environments for people of all ages and experience levels, these rides help participants gain confidence using bicycles for daily trips, recreation, and commuting, while also increasing awareness of local bike infrastructure, safe riding practices, and the environmental and health benefits of active transportation.

77 6. Implementation Strategy
This chapter describes the recommended approach to institutionalize safety in the pursuit of eliminating fatalities and serious injuries through the planning, design, funding, and construction of projects. Figure 35 shows the typical steps for project development and construction. This process applies to Freedom Boulevard as well as future complete streets projects for the other high collision corridors in Watsonville. Before final design, a traffic study should be evaluated to ensure design changes are feasible and understand the impacts to traffic.

Figure 35. Project Implementation.

Future Complete Street Corridor Projects
The project evaluated all of the high collision corridors in Watsonville as described in Chapter 2. Freedom Boulevard was identified as the priority based on the following factors:

Factor Metric
Crash history Frequency of KSIs per mile
Potential Risk
Commercial land use context, access to schools, more than 3 lanes, speed limit greater than 30 mph, narrow sidewalks/sidewalk gaps, missing crosswalks, truck route, many driveways,
Feasibility Coordination required, community input, political will Equity Within an identified low-income area, provides access to key destinations
Source: Fehr & Peers, 2026.

78 Crash History
To achieve Vision Zero, corridors with higher KSIs should be prioritized. Freedom Boulevard and Main Street have the highest concentration of total collisions and KSI collisions.

Figure 36. Collisions by Corridor
Source: Fehr & Peers, 2026.

Potential Risk
The Safe System Approach emphasizes the importance of a proactive approach to safety analysis to achieve Vision Zero that looks beyond crash history to understand the root causes of crashes and help to prevent them before they occur. Table 6 includes a list of potential risk factors by corridor. Factors were weighed equally and given a value of 1 if the feature exists for the majority of the corridor and a zero if it does not. The total score is the sum of all individual factors.

Feasibility
Feasibility should be evaluated on a case-by-case basis and should consider additional coordination needed, political and community input and will, cost, ongoing projects, and other geometric or physical constraints.

Equity
Corridors should evaluate equity by prioritizing corridors through low-equity areas and/or serve key connections to food, schools, and medical destinations within the city.

79 Table 6. Potential Risk Factors by Corridor.

Commercial
Land Use
Context
Access
to
Schools
>3
lanes
>30
mph
Narrow
Sidewalks
/ Sidewalk
Gaps
Missing
Crosswalks
Truck
Route
Many
Driveways
Long
Distance
Between
Crosswal
ks
Other Total Risk
Factors
Freedom
Blvd. 1 1 1 1 1 1 2 8
Riverside
St. 1 1 1 1 1 1 1 7
East
Lake
Ave.
1 1 1 1 1 1 6
Green
Valley
Rd.
1 1 1 1 1 1 6
Airport
Blvd. 1 1 1 1 1 5
Main St. 1 1 1 1 1 5
Source: Fehr & Peers, 2026.

80 Phasing and Prioritization
Multimodal Transportation Study
A traffic study should be considered for the corridor to understand the traffic effects of the concept design. This evaluation should evaluate the effects of the road diet, intersection improvements, and midblock access/turn lanes on traffic flow and delay along the corridor for all modes. The study should collect pedestrian, vehicle, and bicycle volumes and turning movements along the corridor at key intersections including Airport Boulevard, Green Valley Road, Alta Vista Avenue, and Lincoln Street.

In alignment with the City’s goals and policies including the Watsonville General Plan 2050, and the Vision Zero goal, safety should continue to be the primary factor driving design of the corridor. Vehicle operations (level of service and queuing) should consider how queuing or delay would affect roadway safety for all modes. In addition to vehicle operation metrics, the study should evaluate multimodal delay and operations as outlined in Watsonville General Plan 2050.

Further the study should evaluate signal timing and consider how signal improvements can improve overall traffic flow on the corridor.

Alignment with other Corridor Projects
When continuing implementation and construction-level design documents, the city should take account any forthcoming funded project on the corridor and incorporate those into the final designs. As of April 2026, these include:
- Signal timing enhancements. City Public Works and IT departments are actively collaborating on how best to maintain and upgrade traffic signal detection and operation along the Freedom Boulevard Corridor.
- Santa Cruz METRO rapid corridor improvements. Santa Cruz METRO currently operates a bus service along Freedom Boulevard with fifteen-minute headways. A funded project is underway to make bus rides faster and more reliable by updating bus stops with new designs and amenities, adding signal timing improvements to give buses priority, and building queue jumps at some intersections along the Soquel-Freedom corridor, including within the Vision Zero Corridor plan area.

81 Quick-Build Opportunities
When implementing projects, the city could phase implementation by first installing quickbuild features to address key needs with minimal construction costs. This can be achieved by painting and signing or adding temporary medians, plastic bollards, or other physical improvements with lower construction costs.

Quick-build improvements can include improving navigation and visibility, clarifying and separating movements to reduce conflicts, vertical and horizontal improvements to slow vehicle speeds, and community identity elements to highlight pedestrian and bicycle spaces and reinforce target vehicle speeds.

Opportunistic Implementation
Project implementation should be opportunistic and can be paired with street maintenance projects or on-going development. Should funding for systemic spot improvements become available, implementing pedestrian facilities such as high-visibility crosswalks, sidewalks, upgrading crossing controls to add rectangular rapid flashing beacons or pedestrian hybrid beacons where appropriate, and upgrading curb ramps to meet accessibility standards should be prioritized regardless of location. While more costly, median installation, protected intersection, or roundabout construction should continue to be evaluated and implemented to provide the highest level of separation for users.

Systemic Improvements
The city should prioritize opportunities to implement improvements, particularly speed management strategies, at the corridor-wide level rather than on select segments because system-wide improvements can help deliver greater benefits. Corridor-wide approaches reinforce safer driving behaviors across an entire route, reduce speed variability, and create a more predictable environment for all road users. This systemic approach is especially key to slowing speeds and helping to reduce the risk of severe crashes. By coordinating these efforts city-wide, Watsonville can ensure that speed management measures are applied consistently and effectively, amplifying their effect and advancing the principles of the Safe System Approach.

Future Design
Future longer-term phases of design should consider the following considerations. These phases should occur alongside build-out of the Watsonville General Plan 2050.

82 Additional Right of Way
As outlined in the Watsonville General Plan 2050, future design development might consider acquiring additional right of way to expand sidewalk areas, allow for separated bike lanes or even consider additional parking separated bike lanes.

Additionally, future implementation could consider constructing roundabouts at Airport Boulevard and Green Valley intersections. This would have systemic safety benefits that would help to reinforce slower vehicle speeds throughout the corridor as well as location specific safety enhancements. This would require traffic study and would likely require additional right of way acquisition to support the roundabout diameter.

Off-Street Path
An off-street path could be considered in addition to the improvements on Freedom Boulevard to provide additional north/south connections through the city. An off-street path would provide the most separation for bicyclists and pedestrians and greatly reduce interactions between these users and vehicles. The Watsonville General Plan 2050 includes a proposed trail through Portola Heights that would run parallel to the south section of Freedom Boulevard from Main Street to Clifford Road. Future planning could include designing and constructing this trail north to the city boundary.

Coordination
Freedom Boulevard construction will require coordination with key stakeholders including the following:
• Santa Cruz County
• Main Street Complete Streets Project
• Business owners (building owners and tenants)
• SC METRO
• Fire department and Police department
To advance these goals at the local/project level, the city needs the support and partnership of decision-makers and leaders across local, state, federal, and tribal levels, including sectors such as public safety, education, transit, community advocacy, and healthcare. We must work together to move toward a future with zero traffic deaths and serious injuries on our roads.

83 Funding
Federal, state, and local funding can be used to finalize design and construction. Table 7 describes potential funding opportunities and the applicable requirements for the funding options.

84 Table 7. Funding Options.

Funding Source Program Purpose Local
Match
Application
Requirements
Safety Plan
Required
Federal Grants
Safe Streets for All
(SS4A)
The Safe Streets and Roads for All (SS4A)
Grant Program was established by the
Bipartisan Infrastructure Law in 2022 and
is administered by the U.S. Department of
Transportation. The program is grounded in
the National Roadway Safety Strategy and
supports the goal of eliminating roadway
fatalities and serious injuries. Over its fiveyear authorization, SS4A will provide $5 billion nationwide for safety planning and
implementation.

SS4A funding is available for both planning
and implementation activities. Planning
grants support the development of
Comprehensive Safety Action Plans
(CSAPs), while implementation grants fund
capital safety projects.
20% NonFederal
Match
• SS4A Checklist
SS4A
Compliant
Plan

85 State Grants
Highway Safety
Improvement
Program (HSIP)6
The Highway Safety Improvement Program
is a federally funded, state-administered
program focused specifically on reducing
fatal and serious injury crashes on public
roads. In California, HSIP funds are
programmed by Caltrans and the
California Transportation Commission
(CTC) and are commonly used for datadriven safety improvements at high-risk locations or along corridors with
demonstrated safety needs.

California’s Local HSIP focuses on
infrastructure projects with nationally
recognized crash reduction factors (CRFs).

Local HSIP projects must be identified on
the basis of crash experience, crash
potential, crash rate, or other datasupported means.
~10% local
match
required
• Crash data
• Cost estimates
• Benefit-cost ratio
Local Road
Safety Plan
Active
Transportation
Program (ATP)7
ATP is a statewide competitive grant
application process with the goal of
encouraging increased use of active
modes of transportation.

Not
required
• Project
description
• Community
engagement

6 Local Highway Safety Improvement Program (HSIP) | Caltrans 7 2025 ATP Final Guidelines

86 The Active Transportation Program
provides funding for bicycle and pedestrian
infrastructure and safety improvements,
as well as education and encouragement
activities. ATP places a strong emphasis on
safety, equity, and access for
disadvantaged communities.
• Equity analysis
• Cost estimates
California Office of
Traffic Safety
(OTS)8
OTS administers traffic safety grants in the
following areas: Alcohol Impaired Driving,
Distracted Driving, Drug-Impaired Driving,
Emergency Medical Services, Motorcycle
Safety, Occupant Protection, Pedestrian
and Bicycle Safety, Police Traffic Services,
Public Relations, Advertising, and
Roadway Safety and Traffic Records.

Not
required
• Must align with
OTS priority
areas[3]
• Crash data

Regional
Santa Cruz
County RTC –
Measure D
Measure D is a comprehensive and
inclusive package of transportation
improvements that provides a steady,
direct source of local funding for 5
categories of projects including:
streets/bicycle/pedestrian; highway
corridors; transit/paratransit; Monterey
Bay Sanctuary Scenic Trail; and Rail
Corridor, and Expenditure Plan
Can be
used as
local match
for state
grants.

Projects must be
included in the 5-Year
Program of Projects and
meet Complete Streets
criteria.
8 Grants | Office of Traffic Safety

87 Measure D funding for Watsonville has
already been allocated for construction
between Airport Blvd. and Green Valley Rd.
and for discreet bicycle improvements and
safety enhancements.

Source: Fehr & Peers, 2026.

88 7.Evaluation and Monitoring
Evaluation and monitoring are critical to understanding whether Vision Zero investments are achieving their intended outcomes. While collision and Killed or Seriously Injured (KSI) data remain the primary safety metrics, they often take years to reflect change. As a result, there is value in broadening how success is measured as projects move toward implementation.

Although the City is not currently tracking many of these additional indicators, doing so could provide earlier insight into project performance and inform future decision-making.

This represents a potential role for the Vision Zero Task Force—to help guide what metrics are tracked and how results are used over time. Measures such as pedestrian and bicycle counts can help identify mode shifts and signal increased comfort and use of the corridor.

Other indicators, including vehicle speeds, transit performance, and community perceptions of safety, can further support a more holistic evaluation framework aligned with the goals of Vision Zero and the Watsonville General Plan 2050.

Project Construction
When the construction on the corridor is completed, the city should regularly track and evaluate the following metrics with the goal of reaching zero KSIs. • KSIs (report every 5 years)
• KSIs by mode (report every 5 years)
• Miles of bicycle facilities (report every 5 years)
• Miles of pedestrian facilities (report every 5 years) Additional Corridor Plans
Beyond this corridor, this plan provides guidance on how to develop concepts for additional high collision corridors in Watsonville. Future plans should align with the goals of the project as described in Chapter 1 and listed below.

Goal 1: Further City’s Commitment to Vision Zero
• Corridor design incorporates speed management, conflict reduction, and crash severity strategies.
• Design is reflective of proactive, data-based findings from safety analysis.

89 • The number of KSI crashes along Freedom Boulevard decreases within 5 years of implementation.

Goal 2: Ground Solutions on Community-Guided, Data-Backed Decisions • Proposed improvements directly address issues identified through community engagement.
• Crash and risk analysis is considered during design and prioritization decisions. • Designs balance the needs of all modes and users to the extent possible.

Goal 3: Balance Context-Specific Needs with Broader Applicability • Where possible, proposed interventions that are low-cost, quick-build, or eligible for near-term funding.
• Plans include appropriate and applicable phasing for implementation. • Plans are consistent with Watsonville 2050 General Plan updates. • Design strategies can be replicated on other corridors in the city.

Goal 4: Provide convenient access and circulation for all modes of transportation, enhance walkability and bikeability along Freedom Boulevard.
• Where possible, Freedom Boulevard is designed to meet target speeds with traffic calming measures.
• Plans are consistent with Federal and State Guidance including the Safe System Approach and Complete Streets policies with an emphasis on active uses, pedestrian and bicycle activity, and high-frequency transit access. • Plans include pedestrian facilities such as upgraded crosswalks, curb extensions, midblock crossings, and ADA accessible facilities that aim to improve safe and efficient pedestrian circulation along the corridor.

90 Appendix
Appendix A. Outreach Flyers
Appendix B. Outreach Materials
Appendix C. Capacity Workshop
Appendix D. Co-Design Workshop
Appendix E. Draft Designs Used During Phase 2 of Outreach Appendix F. 30% Concept Designs & Planning Level Cost Estimates Appendix G. Wallace Group Designs for Freedom Blvd between Green Valley Rd and Airport Blvd
Appendix H. Presentation of Draft Plan to Planning Commission Appendix I. Presentation Slides of Draft Plan to City Council Appendix J. Feedback Received on Draft Plan
Appendix K. Traffic Data Counts on Freedom Blvd
Appendix L. Crash Profiles of Freedom Blvd
Appendix M. Existing Conditions of Corridors within Watsonville Appendix N. Corridor Selection Slides
Appendix O. Literature Review

Appendix A. Outreach Flyers
Figure 1. Social Media image used to announce website for the project in English & Spanish

Figure 2. Flyer announcing project website in English & Spanish

Figure 3. Flyers used to during phase 2 of outreach in English & Spanish

Figure 4. Flyer created to promote public feedback on the draft plan Figure 5. Social media post to encourage public comment on the draft report

Appendix B. Outreach Materials
Figure 6. Infographics to showcase different infrastructure items for Phase 1 of outreach

Figure 7. 8x11in map created for Phase 1 of outreach

Figure 8. 3x2 ft map created for Phase 1 of outreach

How do you travel on Freedom Boulevard?
When traveling on Freedom Boulevard, where do you feel unsafe due to the current street design and infrastructure?

When traveling on Freedom Boulevard, where do you feel safe due to the current street design and infrastructure?
Do you have any suggestions of infrastructure that should be added to Freedom Boulevard to improve roadway safety for everyone?
See infrastructure reference photo below, but feel free to add in items not listed in the photo! Reference Pictures of Infrastructure

English-US

Powered by ArcGIS Survey123

¿Cómo viaja usted en Freedom Boulevard?
Cuando viaja por Freedom Boulevard, ¿dónde se siente en peligro debido al diseño y la infraestructura actuales de la calle?

Cuando viaja por Freedom Boulevard, ¿dónde se siente seguro debido al diseño y la infraestructura actuales de la calle?
¿Tiene alguna sugerencia de infraestructura que debería añadirse en Freedom Boulevard para mejorar la seguridad para todos?
¡Vea la foto de referencia de la infraestructura a continuación, pero no dude en añadir elementos que no aparecen en la foto!"
Imagen de referencia de infraestructura

Powered by ArcGIS Survey123
Figure 9. Draft designs used during Phase 2 of outreach with callouts of the differences

Figure 10. Poster board used for Phase 2 of outreach

Figure 11. 8x11in outreach materials created for Phase 2 of outreach

Watsonville Vision Zero Corridor Study: Design Renderings Survey The City of Watsonville is working on an in-depth study of Freedom Boulevard to identify challenges and solutions to traffic collisions. We are currently on phase 2 of outreach, where we are gathering insights from the community on examples of design updates on different segments of Freedom Blvd. This will help inform future development plans along the corridor and others within the city.

1. How do you usually travel on Freedom Blvd? (Select all that apply) ☐ Car ☐ E-bike ☐ Scooter
☐ Mobility Device ☐ Bus ☐
Other:______________ ☐ Bicycle ☐ Walking

2. How do you most frequently use Freedom Blvd? (Select one) ☐ To travel between different points of the city
☐ I live in one of the cross streets
☐ I shop at businesses on Freedom Blvd
☐ To commute to school/drop off my student at a school
☐ Other:______________

3. Have you ever been involved in a crash on Freedom Blvd? ☐ Yes
☐ No
3a. If yes, please describe:

4. What are challenges you face on Freedom Blvd due to its current infrastructure?

Infrastructure priorities on Freedom Blvd

5. Which of the following outcomes is most important to you for Freedom Blvd? (Select
One)
☐ Enhancing pedestrian safety
☐ Encouraging biking and walking
☐ Creating comfortable spaces to walk, sit, and hang out ☐ Supporting local businesses
☐ Reducing greenhouse gas emissions
☐ Preserving parking and vehicle access
☐ Other:______________________________

6. If it takes a minute longer to traverse Freedom Blvd, it is still worth prioritizing pedestrian and bicyclist safety (select one) ☐ Strongly Agree ☐ Disagree
☐ Agree ☐ Strongly Disagree

7. Pedestrian and bicyclist safety should be prioritized over on-street parking on Freedom Blvd (Select one)
☐ Strongly Agree ☐ Disagree
☐ Agree ☐ Strongly Disagree

8. Slowing down traffic makes the road feel more comfortable for pedestrians and bicyclists
☐ Strongly Agree ☐ Disagree

☐ Agree ☐ Strongly Disagree

9. If only one option were possible, which would you prefer the city to prioritize on Freedom Blvd? (Select one)
☐ Wide sidewalks
☐ Separated bike lanes
☐ Sidewalk furniture (places to sit)
☐ Bus stop amenities
☐ Crosswalks and crossing treatments
☐ Safe vehicle speeds

Design Renderings
Please review the following images (on the next pages) showing examples of infrastructure changes which could be placed along the corridor. There are 3 locations, which two different design alternatives each. Take a look at each and read the description associated with them and answer the associated questions.

10a. What do you like about this alternative?
10b. What could be improved? What is missing?

11a. What do you like about this alternative?
11b. What could be improved? What is missing?

12a. What do you like about this alternative?
12b. What could be improved? What is missing?

13a. What do you like about this alternative?
13b. What could be improved? What is missing?

14a. What do you like about this alternative?
14b. What could be improved? What is missing?

15a. What do you like about this alternative?
15b. What could be improved? What is missing?
Demographic information
We are only asking this information to capture who is participating in this survey and ensure we are capturing different perspectives across Watsonville. Your information will not be shared out. All questions are optional.

16. What is your age?

☐ Under 17 years of age ☐55-64
☐ 18-24 ☐ 65-74
☐ 25-34 ☐ 75 years or more
☐ 35-44
☐ 45-54

17. What is your ethnicity/race?
☐ American Indian or Alaskan Native ☐ Hispanic
☐ Asian ☐ Latino/a/e/x
☐ Black or African American ☐ Mexican
☐ Caucasian/White ☐ Central American
☐ South American ☐ Middle Eastern
☐ Native Hawaiian or Pacific Islander ☐ South Asian
☐ Prefer not to answer ☐ Other:_______________

18. What is your gender identity?
☐ Female
☐ Male
☐ Non-Binary
☐ Prefer not to say

Appendix C. Capacity Workshop
Watsonville Vision Zero
Capacity Workshop
June 4, 2025 | 3pm-5pm | Watsonville Public Library
Purpose: Participants will engage in discussions, share insights from their respective agencies, and review community input to help shape the project's next steps.

AGENDA:
3:00pm – 3:05pm Arrival
3:05pm – 3:15pm Welcome & Introduction to Watsonville Vision Zero 3:15pm-3:30pm Freedom Blvd Data Presentation (Fehr & Peers) 3:30pm-3:40pm Community Outreach Summary (Ecology Action) 3:40pm-3:50pm Q&A
3:50pm-4:00pm Introduction to focus groups activities
4:00pm-4:30pm Focus Group
4:30pm-4:45pm Group Share Outs
4:45pm-5:00pm Closing & Next Steps

Watsonville Vision Zero
Capacity Workshop
June 4, 2025 | 3pm-5pm | Watsonville Public Library
Focus Group Questions:

Starting off question for everyone:
ο What are the top challenges faced on Freedom Blvd due to its current design? (based on what you hear from constituents, from the work that you do, or own experiences)
ο Thinking big, what would an ideal Freedom Blvd look like? What do you want this corridor to feel, smell, and look like? Follow up questions to guide the discussion:
ο Are there any road users who should be prioritized (I.e. children, elderly, etc) - If so, who?
ο Which specific locations along the corridor are of most concern?
ο What are current features that are an asset to this corridor? ο What would you like to see?
ο What would be a challenge? What are things you would
dislike?
ο What would work for the culture?
ο

Figure 12. Slidedeck presented at the Capacity Workshop JUNE 4TH, 2025
Welcome!
Watsonville Vision Zero Corridor Study
Capacity Workshop
Agenda

1. Welcome

2. Community Guidelines

3. Project Introduction

4. Group Introductions

5. Project Team & Timeline

6. Other projects in the City

COMMUNITY CLIMATE SOLUTIONS

7. Freedom Blvd Crash Data Analysis

8. Phase 1: Outreach Summary

9. Q&A

10. Focus Group Intro + Activity

11. Share Outs

12. Conclusion & next steps

Community
Agreements
 Everyone's experience and background
is an asset to this space
 Use active listening
 This is a collaborative learning space
 Be respectful of other opinions
 Make Space, Take Space
 Stories Stay, Lessons leave

COMMUNITY CLIMATE SOLUTIONS

PROJECT INTRODUCTION
Why did the city apply to fund
this project?

Introductions

1. Please say your name and agency/group
you represent

2. Answer the following question:

Why are you here? Why does this matter
to you?
Pop-Up Events (April-May)

COMMUNITY CLIMATE SOLUTIONS

Project Timeline

COMMUNITY CLIMATE SOLUTIONS
Analysis and
Concept
Plan
November 2024 – January 2025
Safety
Improvement
Design
Concepts
February 2025 – November 2025
Existing
Conditions
October 2024 – December 2024
Draft and
Final Plan
December 2025 – April 2026
Outreach & Engagement
Phase 1
April – June 2025
Outreach & Engagement
Phase 2
July-September 2025
Other ongoing projects:

Safe Streets and Roads for All (SS4A): Santa
Cruz County is making a significant move to improve
roadway safety by updating the Santa Cruz
County SS4A Safety Action Plan. This plan aims to
identify safety enhancements and initiatives that can
help reduce the risk of collisions on roads throughout
the county.

General Plan Update: The City of Watsonville is
embarking on a multi-year effort to update their
General Plan.

Rural Highways Safety Plan (RHSP): This plan
seeks to enhance safety in the county's six state
highways that also function as main streets,
intercommunity connectors, and rural highways. For
Watsonville they are Highways 129 & 152.

Freedom
Boulevard
Crash Data
Analysis
Crashes by Severity
(Source: TIMS 2019 2023)

Freedom Boulevard
Crash Exposure
• Commercial land use
context
• Access to schools
• High vehicle volumes

COMMUNITY CLIMATE SOLUTIONS
Crash Likelihood
• 2 – 4 lanes
• Missing crosswalks at
intersections/few crossing
locations
• Bike sharrows
• Many driveways cause
conflicts with
pedestrians/bikes
Crash Severity
• Angled intersections/
complicated intersection
geometry
• Speed limit ranges from
25 to 40 mph
Street Context
Freedom
Boulevard

COMMUNITY CLIMATE SOLUTIONS
Top Primary Collision Factors
All
KSIs
109 9
Total Collisions KSI Collisions
Top Collision Types
• Broadside
• Vehicle/Pedestrian
• Head-on
Vehicle ROW
Violation DUI
Unsafe Speed
Pedestrian
Violation
Improper
Turning
15% 10%
Bike Collisions Pedestrian
Collisions Crash History
0 5
10 15
20 25
30 2019 2020 2021 2022 2023
Non-KSI KSI
Crashes Over Time
(Source: TIMS, 2019 – 2023)

Crash History

COMMUNITY CLIMATE SOLUTIONS
All crashes, 15%
All crashes, 10% All crashes, 75%
KSI, 0%
KSI, 44%
KSI, 56%
Bike Ped Vehicle Only
(Source: TIMS, 2019 – 2023)
Mode Involved
Crash History

COMMUNITY CLIMATE SOLUTIONS
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
50%
Head-On Sideswipe Rear End Broadside Hit Object Overturned Vehicle/Pedestrian Other Crashes KSI
(Source: TIMS, 2019 – 2023)
Crash Type

Crash History

COMMUNITY CLIMATE SOLUTIONS
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
50%
DUIs Unsafe Speed Wrong Side of Road Vehicle Right of Way Violation Improper Turning Pedestrian Related Total Crashes KSIs
(Source: TIMS, 2019 – 2023)
Primary Crash Factors
Crash Profiles

COMMUNITY CLIMATE SOLUTIONS
Many Driveways
Speeding on Roads with
4+ Lanes
Pedestrians at
Unsignalized
Intersections in the Dark
Non-Standard
Intersection Geometry
• Identifies systemic patterns associated
with KSIs
• Incorporates crash data and
contextual data
• Associated with countermeasures
• Can be applied throughout corridor
and future study locations

Mode:

Vehicle-Vehicle
Speeding on Roads with 4+
Lanes
Potential Countermeasures • Speed management strategies • Physical improvements to manage
speeds
Pedestrians at Unsignalized
Intersections in the Dark
Potential
Countermeasures
Mode:

Pedestrian
• Conflict management
• Lighting needs
• Slowing speeds at intersections
• Separate pedestrians and vehicles

Non-Standard Intersection
Geometry
Potential Countermeasures
Mode:

All Modes
• Conflict management
• Low visibility
• Right sizing intersections and
shortening crossing distances
Many Driveways
Potential Countermeasures
Mode:

Bicycles
• Conflict management
• Increased visibility for bicyclists
• Delineate bicycle spaces

Potential Improvements

COMMUNITY CLIMATE SOLUTIONS
Bike Striping Through Intersections
Turn Lanes
Protected Left Turns Pedestrian Crossing Improvements
Bike Boxes and Median Improvements Narrow Lanes
The Future of
Freedom
Boulevard

COMMUNITY CLIMATE SOLUTIONS
South Wenatchee Corridor Study
(Tacoma, Washington)
Bascom Complete Street (San Jose, CA)
Freedom Boulevard Vision (Watsonville, CA) Source: General Plan Update, 2024

Quick Build
Improvements

COMMUNITY CLIMATE SOLUTIONS
Speed Feedback Signs
Source: AllTrafficSolutions.com
Plastic Bollards Pop-up Demonstrations
Phase 1:

Outreach
Summary

Goals of Outreach Efforts
"The project team aims to engage Watsonville stakeholders and residents in the outreach process, enabling them to share their observations and experiences while identifying high priority areas for infrastructure safety improvements. Input from the Watsonville community is vital as it highlights insights from daily lived experiences and will influence future transportation planning decisions on Freedom Boulevard, aligning with Vision Zero goals of equity and safety."

COMMUNITY CLIMATE SOLUTIONS

COMMUNITY CLIMATE SOLUTIONS
Pop-Up Events (April-May)
How it was conducted:
 Had a larger map for tabling events
 Had infrastructure stickers to be
placed on map
 Had a smaller map for 1:1
interactions
 Provided examples of infrastructure
items
 Had a survey

Pop-Up Events (April-May)

COMMUNITY CLIMATE SOLUTIONS
Were we went:
 Watsonville Earth Day (4/27)
 Vista Verde Food Distribution (5/9)
 Lutheran Community Church Food
Distribution (5/14)
 H.A. Hyde Elementary SSC (5/14)
 Bike to Wherever Day (5/15)
 OTS Audit (5/21)
Survey

COMMUNITY CLIMATE SOLUTIONS
 Had a survey embedded in our
StoryMap in English and Spanish
 Created a flyer promoting the website
& survey and shared:
o With school admin
o On community boards
o On social media
o With our networks
o City's Public Works newsletter
o Received news coverage
 Closes on June 6th

Public Outreach Numbers

COMMUNITY CLIMATE SOLUTIONS
Total number of people engaged as of May 27th:
Estimate that around 95% of in person outreach was in
Spanish
All responses received from Survey were in English
Found Food Distribution events to be the most fruitful form of outreach

COMMUNITY CLIAMTE SOLUTIONS
40 37 36
23 22 22
20 16 15
12 11 10 9
6 3 2
Category Tally
Concern Category
Concerns Categorized & Tallied
Public
Outreach
Data:

Concerns

Public Outreach: Concerns

COMMUNITY CLIMATE SOLUTIONS
 "I know people who use wheelchairs and are
unable to access the food drive because of the
sidewalk conditions"
Public Outreach: Concerns

COMMUNITY CLIMATE SOLUTIONS
 "There used to be a crosswalk near Wendy's, people are accustomed to crossing there. They still do. Would be great to bring it back for students who are coming from Blanca Ln & nearby residences to get to school"

Public Outreach: Concerns

COMMUNITY CLIMATE SOLUTIONS
"It feels like you have your
life in your hands when riding
a bicycle here"

COMMUNITY CLIAMTE SOLUTIONS
19 17
16 15
14 10 10
9 8
6 5
3 3
2 Category Tally
Categories
Suggestions Categorized & Tallied Public
Outreach
Data:

Suggestions

Public Outreach: Suggestions from Community Members

COMMUNITY CLIMATE SOLUTIONS
Pedestrian bridge @ Mariposa Ave &
Freedom Blvd
More shade along the corridor &
connectivity
Parking garage
Shuttle from residences to grocery
stores
Protected bike lane through shopping
centers Wall located at the Meadows Manor mobile
home park. On the other side is Vallarta
Supermarket
Plans for Workshops
Capacity Workshop June 2025:
o Introduce project to stakeholders
o Share community input gathered at
pop-up events
o Encourage participants to share out
priorities from their agencies

COMMUNITY CLIMATE SOLUTIONS
Co-Design Charrette Workshop August
2025:
o Review the preliminary design
drawings created by Fehr & Peers
o Provide time for input on the design
drawings

Any questions or comments?
Focus Group Activity

COMMUNITY CLIMATE SOLUTIONS
Focus Groups (30 Minutes)
• You all will be assigned to a
breakout group discussion
• There will be two facilitators
• You all have the focus group
questions behind your agenda
Share outs (15 minutes)
• We will have time for group share
outs
• Please select 1-2 people to do the
share out for your group

Community
Agreements
 Everyone's experience and background
is an asset to this space
 Use active listening
 This is a collaborative learning space
 Be respectful of others shared opinions
 Make Space, Take Space
 Stories Stay, Lessons leave

COMMUNITY CLIMATE SOLUTIONS
Focus Group Questions

COMMUNITY CLIMATE SOLUTIONS
 What are the top challenges faced on Freedom Blvd due to its current design?  Thinking big, what would an ideal Freedom Blvd look like? What do you want this corridor to feel, smell, and look like?
 Are there any road users who should be prioritized (I.e. children, elderly, etc) - If so, who?  Which specific locations along the corridor are of most concern?  What are current features that are an asset to this corridor?  What would you like to see?
 What would be a challenge? What are things you would dislike?.  What would work for the culture?

Focus Groups Share Outs
Next Steps

COMMUNITY CLIMATE SOLUTIONS
Analysis and
Concept
Plan
November 2024 – January 2025
Safety
Improvement
Design
Concepts
February 2025 – November 2025
Existing
Conditions
October 2024 – December 2024
Draft and
Final Plan
December 2025 – April 2026
Outreach & Engagement
Phase 1
April – June 2025
Outreach & Engagement
Phase 2
July-September 2025

Figure 13. Notes taken during the focus group activity of the workshop

Appendix D. Co-Design Workshop
Watsonville Vision Zero
Co-Design Workshop
August 22nd, 2025 | 3pm-5pm | Watsonville Community Room Purpose: This workshop will engage members of the public and stakeholders. We will provide attendees with the opportunity to view design renderings of examples for road diet and traffic calming installations. It will also be an opportunity for the project team to learn about trade-offs.

AGENDA:
3:00pm – 3:05pm Arrival
3:05pm – 3:15pm Welcome & Introduction to Watsonville Vision Zero 3:15pm-3:25pm Present on Design Renderings (Fehr & Peers) 3:25pm-3:30pm Leeway time in case we start late
3:30m-3:40pm Presentation by Watsonville PD
3:40pm-3:50pm Q&A time
3:50pm-3:55pm Go over the next hour of the workshop
3:55pm-4:00pm Break
4:00pm-4:25pm Gallery walk
4:25pm-4:50pm Discussion Groups
4:50pm-4:55pm Conclude workshop

Watsonville Vision Zero
Co-Design Workshop
August 22nd, 2025 | 3pm-5pm | Watsonville Community Room Gallery Walk Voting Questions (will be written on a chart paper where people will use a dot sticker to vote)
What is more important to you?
• Improved pedestrian and cyclist safety OR no added time to my commute Which of the following outcomes is most important to you for Freedom Blvd? • Enhancing pedestrian safety
• Encouraging biking and walking
• Creating comfortable spaces to walk, sit, and hang out • Encouraging safe vehicle speeds
• Supporting local businesses
• Reducing greenhouse gas emissions
• Preserving parking and vehicle access
Gallery Walk Questions to ask while people view boards
• What elements do you want us to continue exploring?
o People write on the board to make it easier to scribe o Disclaimer: we want you to please note down what you like or what could be improved
Discussion Group Questions:

1. The designs we shared today will be extended to the entire Freedom Boulevard corridor. What other street improvements would support Vision Zero along the whole corridor? (point to street improvements)

2. What is most important to do now, and what is important to do in the future if the City has additional right-of-way on Freedom Boulevard?

3. Road-Diet -> Do you see this treatment working in any other street in Watsonville? Do you see it working on specific portions of Freedom Blvd or the entire corridor?

Watsonville Vision Zero
Co-Design Workshop
August 22nd, 2025 | 3pm-5pm | Watsonville Community Room

4. Traffic Calming -> Do you see this treatment working in any other street in Watsonville? Do you see it working on specific portions of Freedom Blvd or the entire corridor?
Group 1
Staff Role
Ahtziri Carranza Facilitator + Note taker + community
engagement expert
Alexandra Lee-Gardner Support facilitator + support note taker + technical expert
Group 2
Staff Role
Cindy Aguilar Castaneda Facilitator + Note taker + community engagement expert
Matt Haynes Support facilitator + support note taker +
technical expert
Group 3
Staff Role
Bennett Williamson Facilitator

Figure 14. Slidedeck of presentation given for the Co-design workshop

08.22.2025
Welcome!/¡Bienvenidos!
Watsonville Vision Zero Corridor
Study
-
Estudio de corredor Visión Cero
Agenda
 Goals of this workshop/Metas del taller
 Introduction to Project/Introduccion del Proyecto
 Designs overview/ Resumen de diseños
 Pedestrian & bicyclist safety/ Seguridad de
caminantes y cyclistas
 Gallery Walk/Paseo por la galería
 Group discussion/Discusión en grupo

Goals
• Bring awareness to this
project
• Receive feedback on
designs
• Learn about tradeoffs
• Feel empowered!

COMMUNITY CLIMATE SOLUTIONS
Metas
• Informar sobre este proyecto
• Recibir comentarios sobre los
diseños
• Aprender sobre compromisos
• ¡Sentirse empoderado!
Goals for today
-
Metas para hoy
What is Vision Zero?
Vision Zero is based on the belief that deaths and serious injuries from road crashes are preventable through proactive strategies, including safer street designs. Watsonville has a vision zero goal to eliminate all traffic related deaths and serious injuries through community collaboration, data analysis, policies, systems, and infrastructure by 2030

COMMUNITY CLIMATE SOLUTIONS

¿Qué es Visión Cero?
Vision Zero se basa en la creencia de que las muertes y lesiones graves causadas por accidentes de tráfico se pueden prevenir mediante estrategias proactivas, incluido un diseño más seguro de las calles. Watsonville tiene el objetivo Vision Zero de eliminar todas las muertes y lesiones graves relacionadas con el tráfico mediante la colaboración de la comunidad, el análisis de datos, políticas, sistemas e infraestructura para 2030

COMMUNITY CLIMATE SOLUTIONS
Project Timeline

COMMUNITY CLIMATE SOLUTIONS
Analysis and
Concept
Plan
November 2024 – January 2025
Safety
Improvement
Design
Concepts
February 2025 – November 2025
Existing
Conditions
October 2024 – December 2024
Draft and
Final Plan
December 2025 – April 2026
Outreach & Engagement
Phase 1
April – June 2025
Outreach & Engagement
Phase 2
August 2025

Calendario del
Proyecto

COMMUNITY CLIMATE SOLUTIONS
Análisis y
plan
conceptual
noviembre 2024 – enero 2025
Conceptos de
diseño para
la mejora de
la seguridad
febrero 2025 – noviembre 2025
Condiciones
existentes
octubre 2024 – diciembre 2024
Preparar el
reporte
final
diciembre 2025 – abril 2026
Divulgación y participación
Fase 1
abril – junio 2025
Divulgación y participación
Fase 2
agosto 2025

Events/Eventos (April-May)

COMMUNITY CLIMATE SOLUTIONS
Were we went/Donde fuimos:
 Watsonville Earth Day (4/27)
 Vista Verde Food Distribution (5/9)
 Lutheran Community Church Food
Distribution (5/14)
 H.A. Hyde Elementary SSC (5/14)
 Bike to Wherever Day (5/15)
 OTS Audit (5/21)
58 41 40
33 30 29 26 24
20 16 15 13 12 11
6 0
10 20
30 40
50 60
70 Category Tally
Concern Category
Concerns Categorized & Tallied

58 41 40
33 30 29 26 24
20 16 15 13 12 11
6 0
10 20
30 40
50 60
70 Preocupaciones clasificadas y contadas
25 23
18 18 18 18
16 14 13 13
10 8 7
5 3
0 5
10 15
20 25
30 Category Tally
Categories
Suggestions Categorized & Tallied

25 23
18 18 18 18
16 14
13 13
10 8
7 5
3 0
5 10
15 20
25 30
Sugerencias categorizadas y contadas

OVERVIEW/RESUMEN

1. Safety and Community Needs/Seguridad y
necesidades de la comunidad

2. Alternatives/Alternativas
Freedom Boulevard

COMMUNITY CLIMATE SOLUTIONS
Street Context/Contexto
• 2-4 lanes/carriles
• 16,000 – 24,000 ADT/Viajes
Diarios
• Access to schools,
churches, food and
retail/Acceso a escuelas,
iglesias, restaurantes y
tiendas

Freedom Boulevard
Crash
Exposure/Exposición
• Commercial land use
context/Uso del lugar
• Access to schools/Acceso a
escuelas
• High vehicle volumes/Alto
volumen de carros

COMMUNITY CLIMATE SOLUTIONS
Crash
Likelihood/Probabilidad
• 2 – 4 lanes/carriles
• Missing crosswalks at intersections-few
crossing locations/Falta de pasos de
peatones en las intersecciones: pocos
puntos de cruce.
• Bike sharrows/Flecha de bici
• Many driveways cause conflicts with
pedestrians/bikes/Muchas entradas
Crash Severity/Gravedad
• Angled intersections- complicated
intersection
geometry/Intersecciones en
ángulo: geometría compleja de las
intersecciones
• Speed limit ranges from 25 to 40
mph/Velocidad varía entre 25 a 40
mph
Street Context/Contexto
Freedom
Boulevard

COMMUNITY CLIMATE SOLUTIONS
Top Primary Collision Factors/Factores
principales
All
KSIs
109 9
Total Collisions KSI Collisions
Top Collision Types/Typos de
colisión
• Broadside/Lateral
• Vehicle/Pedestrian/ Carro y peatones
• Head-on /Colisión frontal
Vehicle ROW Violation
/Infracción del derecho de
paso de vehículos DUI
Unsafe
Speed/Velocidad
peligrosa
• Pedestrian
Violation/infracción
peatonal
Improper
Turning/Giro
incorrecto
15% 10%
Bike Collisions Pedestrian
Collisions
Crash History/Historial de accidentes
0 5
10 15
20 25
30 2019 2020 2021 2022 2023
Non-KSI KSI
Crashes Over Time/Accidentes a lo largo de
tiempo
(Source: TIMS, 2019 – 2023)

Safety Needs

COMMUNITY CLIMATE SOLUTIONS
Speeding on Roads
with 4+ Lanes
Pedestrians at
Unsignalized
Intersections in the
Dark
Non-Standard
Intersection
Geometry
Many Driveways
Muchas entradas Peatones en
cruces sin semáforos
en la
oscuridad
No estándar geometría
de intersecciónes
Exceso de velocidad en
carreteras con 4 o más
carriles
Community Needs/Necesidades de la
comunidad

COMMUNITY CLIMATE SOLUTIONS
• Vehicle speeding/Velocidad de carros
• High vehicle volumes/Alto volumen de carros
• Lack of pedestrian crossings and difficulty
crossing/Falta de cruces
• Lack of bicycle facilities/Falta de servicios para
bici
• Lack of distinct/uniform look/Falta de un
aspecto distintivo/uniforme

Vibrant and Active Future Freedom Boulevard/Futuro
vibrante y activo en Freedom Boulevard

COMMUNITY CLIMATE SOLUTIONS
Freedom Boulevard Vision (Watsonville, CA) Source: General Plan Update, 2024 Plan Alternatives/Plan de alternativas

COMMUNITY CLIMATE SOLUTIONS
Section 1 Section 1
Section 1

Alternative A: Road Diet/Dieta de
carretera

COMMUNITY CLIMATE SOLUTIONS
• Re-allocate space for all road users including bicyclists, pedestrians, and transit riders/Reasignar el espacio para todos los usuarios de la vía pública, incluidos ciclistas, peatones y usuarios del transporte público.

Alternative B: Traffic Calming/Medidas
para reducir velocidad de trafico

COMMUNITY CLIMATE SOLUTIONS
• Slow vehicle speeds, allocate some space for pedestrians and bicyclists/Reduzce la velocidad de los vehículos y reserve espacio para los peatones y ciclistas

Existing/Existente
COMMUNITY CLIMATE SOLUTIONS Alt.1A: Pedestrian and
Bicyclist Space/Espacio para
bicis y peatones

COMMUNITY CLIMATE SOLUTIONS Alt.1B: Traffic
Calming/Reducir Velocidad
Existing/Existente

COMMUNITY CLIMATE SOLUTIONS Alt.2A: Pedestrian and
Bicyclist Space/Espacio para
bicis y peatones
COMMUNITY CLIMATE SOLUTIONS Alt.2B: Traffic
Calming/Reducir velocidad

Existing/Existente
COMMUNITY CLIMATE SOLUTIONS Alt.3A: Pedestrian and
Bicyclist Space/Espacio para
bicis y peatoes

Alt.3B: Traffic
Calming/Reducir velocidad

COMMUNITY CLIMATE SOLUTIONS

4pm-4:25pm
Gallery walk
-
4pm-4:25pm
Paseo por la
galería
What’s next/Que Sigue
4:25pm-4:50pm
Group discussion
-
4:25pm-4:50pm
Discusión en
grupo
4:50pm-5pm
End of workshop
-
4:50pm -5pm
Fin del taller
Gallery Walk
• Review all six posters boards
and leave notes to leaving your
thoughts
• Make sure to cast your vote with
two dot stickers at our question
board!
Paseoporla galeria
•Revisa los seis cartelesy deja
notas con tus opiniones
•Asegúrate de votar con dos
calcomanías de dos puntos en
nuestro tablero de preguntas

Freedom Boulevard
Discussion/Discusión
For each alternative/Para cada alternativa:
• What do you like about this alternative?/¿Qué te gusta de esta alternativa? • What would you like to see differently for this alternative?/¿Qué te gustaría que fuera diferente en esta alternativa?
• Which of these features are most important to you?/ ¿Cuáles de estas características son más importantes para usted?
• What elements do you want us to continue exploring?/¿Qué elementos quieres que sigamos explorando?

COMMUNITY CLIMATE SOLUTIONS
Street improvements/ Mejoras en las calles
High Visibility Crosswalk
Cruce de alta visibilidad
Curb Extension
Extension de Acera
Roundabout
Glorieta
Bus Facilities
Paradas de autobus
Shaded areas
Lugares con sombra
Protected Bike Lane
Ciclovia Protegida Slow turn corner
Curva de giro lento
Buffered Bike Lane
Ciclovia con amortiguadores
Class I Bike Lane
Ciclovia Clase I
Bike infrastructure in
intersections
Soporte para bicicletas en
intersecciones señalizadas
Midblock Crossing
Mediana Central Speed Humps
Tope
Rectangular Flashing Beacon
Señales Rectangulares Intermitenes

Figure 15. Notes captured during the gallery walk activity of the workshop

Figure 16. Notes taken during the focus group activity of the Co-design workshop

Figure 17. Tally for the trade-off questions asked during the workshop

Appendix E. Draft Designs Used During Phase 2 of Outreach

Alternative 1A
C:\fpbox\Box\-Projects\SJ-Projects\_SJ24_Projects\SJ24_2326_Watsonville_VZ_Corridor_Study\Graphics\ADOBE\Alternatives_0716.ai 8’ 5.5’ 3’ 10’ 10’
ROW = 66’
10’
3’ 3’ 5.5’ 5.5’
Buffer Buffer Bike Lane Bike Lane
11’ 11’
Landscape & Sidewalk Landscape & Sidewalk
Sidewalk Bike Lane Buffer SB Travel Lane Two-Way Turn Lane NB Travel Lane

Alternative 1B
C:\fpbox\Box\-Projects\SJ-Projects\_SJ24_Projects\SJ24_2326_Watsonville_VZ_Corridor_Study\Graphics\ADOBE\Alternatives_0716.ai 10’ 10’
ROW = 66’
10’
5’ 5’
Bike Lane Bike Lane
SB Travel Lane SB Travel Lane
10’
NB Travel Lane NB Travel Lane
11’ 11’
Sidewalk Sidewalk 5’ 5’
Sidwalk Sidwalk
5’ 5’
Bike Lane Bike Lane

Alternative 2A
C:\fpbox\Box\-Projects\SJ-Projects\_SJ24_Projects\SJ24_2326_Watsonville_VZ_Corridor_Study\Graphics\ADOBE\Alternatives_0716.ai 3’
9’ 9’ 1’1’ 5’ 5’
10’ 11’ 5’ 1’ 9’
ROW = 67’
10’ 3’
Buffer NB Travel Lane Two-Way Turn Lane NB Travel Lane Buffer Bike Lane Sidwalk Sidwalk Sidwalk Bike Lane Bike Lane
Curb &
Gutter
Curb &
Gutter
Curb &
Gutter
Curb &
Gutter

Alternative 2B
C:\fpbox\Box\-Projects\SJ-Projects\_SJ24_Projects\SJ24_2326_Watsonville_VZ_Corridor_Study\Graphics\ADOBE\Alternatives_0716.ai 10’
4’ 4’ 5’ 5’ 2’ 2’
10’ 5’ 5’ 4’
ROW = 67’
10’ 10’ 2’
SB Travel Lane SB Travel Lane Median NB Travel Lane NB Travel Lane Buffer Bike Lane Sidwalk Sidwalk Sidwalk Bike Lane Bike Lane Buffer Buffer

Alternative 3A
C:\fpbox\Box\-Projects\SJ-Projects\_SJ24_Projects\SJ24_2326_Watsonville_VZ_Corridor_Study\Graphics\ADOBE\Alternatives_0716.ai 8’
6’ 6’ 1’1’
3’ 3’ 7’ 7’ 8’ 8’ 1’1’ 6’ 6’
7’ 3’
ROW = 70’
10 10’
Parking Bike Lane Buffer SB Travel Lane NB Travel Lane
Sidwalk Sidwalk Gutter Gutter
Buffer Buffer
Bike
Lane
Bike
Lane Parking Parking Sidwalk Sidwalk
Curb &
Gutter
Curb &
Gutter

Alternative 3B
C:\fpbox\Box\-Projects\SJ-Projects\_SJ24_Projects\SJ24_2326_Watsonville_VZ_Corridor_Study\Graphics\ADOBE\Alternatives_0716.ai 8’ 6’
6’ 6’ 1’1’
3’ 3’ 6’ 6’ 1’1’ 6’ 6’
3’ 10’
ROW = 70’
10’ 10’
Parking Bike Lane Buffer SB Travel Lane Two-Way Turn Lane NB Travel Lane Sidwalk Sidwalk
Buffer Buffer Bike Lane Bike Lane Sidewalk Sidewalk
Curb &
Gutter
Curb &
Gutter
Curb &
Gutter
Curb &
Gutter

Appendix F. 30% Concept Design Drawings & Planning Level Cost Estimates

8' 11' 11' 11' 5' 6'
5' 6'4' 11' 11' 11' 3'6' 5'
52'
5' 6' 5' 11' 11' 11' 5' 8'
57'
5'
6'
58' Compton Terrace to Richardson Avenue Figure 1 CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

MATCHLINE - SEE FIGURE 2 FREEDOM BLVD Watsonville Vision Zero Corridor Concept 1:40 LEGEND PROPOSED YELLOW SOLID STRIPING PROPOSED YELLOW DASHED STRIPING PROPOSED WHITE SOLID STRIPING PROPOSED WHITE DASHED STRIPING GENERAL NOTES: 1. CONCEPTUAL PLANS DO NOT INCLUDE EVALUATION OF TRAFFIC FLOW, DRAINAGE, FLOW LINES, OR STRUCTURAL PAVEMENT SECTIONS. ADDITIONAL ENGINEERING ANALYSIS AND CALCULATIONS INCLUDING A TRAFFIC STUDY IS REQUIRED PRIOR TO CONSTRUCTION. 2. CURB RAMPS SHOWN ARE SCHEMATIC. SELECTION OF RAMP TYPE AND IDENTIFICATION OF SLOPES/GRADES FOR COMPLIANCE WITH CALTRANS AND PROWAG STANDARDS REQUIRES ADDITIONAL ENGINEERING PRIOR TO CONSTRUCTION. 3. PROPOSED PEDESTRIAN CROSSING TREATMENTS CAN INCLUDE PEDESTRIAN HYBRID BEACONS (PHB) AND RECTANGULAR RAPID FLASHING BEACONS (RRFB) AS DETERMINED BY FUTURE ENGINEERING ANALYSIS. 4. EXISTING DRIVEWAYS ARE NOT SHOWN. 5. SIGNALIZED INTERSECTIONS MAY BE RECONSTRUCTED OR MODIFIED AS A RESULT OF THE PROJECT IMPROVEMENTS AS DETERMINED BY FUTURE ANALYSIS. EXISTING SIDEWALK 1:40

MATCHLINE - SEE BOTTOM LEFT

MATCHLINE - SEE TOP RIGHT EXISTING BUS STOP

EMME ST
CONFORM TO EXISTING CONDITIONS PROPOSED GREEN PAVEMENT ENHANCEMENT COMPTON TER PROPOSED DELINEATORS EXISTING SIGNALIZED INTERSECTION STOP SIGN AND POST PROPOSED PEDESTRIAN CROSSING TREATMENT (SEE GENERAL NOTE 3) PROPOSED DRIVEWAY PROPOSED SIDEWALK PROPOSED LANDSCAPING STRIP PROPOSED MOUNTABLE CURB Page 579 of 769 9' 11' 11' 11' 9'
51'
5' 6'3' 11' 11' 11' 6'
51'
5'
5'
3'
5' 6'4' 11' 11' 11' 6'5' 3'
62'
6' 11' 11' 11' 3' 3'
3' 11' 11' 11' 6' 6'
11' 11' 8'
7'
3'
57'
5' 6' 11'
6' 5'
51'
5'
6'
54'
10' Richardson Avenue to Roache Road Figure 2 1:40 CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

MATCHLINE - SEE FIGURE 3 FREEDOM BLVD
MATCHLINE - SEE TOP RIGHT Watsonville Vision Zero Corridor Concept 1:40

MATCHLINE - SEE BOTTOM LEFT
MATCHLINE - SEE FIGURE 1
ROACHE
RD

AIRPORT BLVD

BURCHELL AVE FREEDOM BLVD
DVWY
DVWY

RICHARDSON
AVE

6'3'10' 10' 10' 10' 10'
68'
6' 3'
11' 11' 11' 13' 6' 4'
75'
5' 6' 17'
6' 3'11' 11' 11' 3' 5' 6'
51'
5' Roache Road to Green Valley Road Figure 3 1:40 CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

MATCHLINE - SEE FIGURE 4 FREEDOM BLVD
MATCHLINE - SEE TOP RIGHT Watsonville Vision Zero Corridor Concept 1:40

MATCHLINE - SEE BOTTOM LEFT FREEDOM BLVD
MATCHLINE - SEE FIGURE 2
GREEN VALLEY RD COORDINATE DRIVEWAY ACCESS WITH PROPERTY OWNER Page 581 of 769 7' 10' 10' 10' 10' 10' 5'
64'
63'
10' 11' 10' 10' 6'
2'
10' 6'
10' 10' 10' 10' 10' 10' 7' 6'
73'
10' 10' 10' 10' 10' 5' 2' 5' 2'
64' Landis Avenue to Davis Avenue Figure 4 1:40 CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

MATCHLINE - SEE FIGURE 5 FREEDOM BLVD
MATCHLINE - SEE TOP RIGHT Watsonville Vision Zero Corridor Concept 1:40

MATCHLINE - SEE BOTTOM LEFT FREEDOM BLVD
MATCHLINE - SEE FIGURE 3

LANDIS AVE

DAVIS AVE DVWY

6' 10' 10' 10' 10' 10'
63'
2'
5'
6' 10' 10' 10' 10' 10'3'6' 3'
68'
2'10' 10' 10' 10'
5'
64'
10'2' 5' Sydney Avenue to Arthur Road Figure 5 1:40 CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

MATCHLINE - SEE FIGURE 6 FREEDOM BLVD
MATCHLINE - SEE TOP RIGHT 1:40

MATCHLINE - SEE BOTTOM LEFT FREEDOM BLVD
MATCHLINE - SEE FIGURE 4
ARTHUR
RD

ATKINSON LN

BLANCA LN
DVWY

GARDNER AVE

CLIFFORD
AVE
SYDNEY AVE Watsonville Vision Zero Corridor Concept Page 583 of 769 6' 5' 10' 10' 10'3' 5' 10'
59'
6' 10' 10' 10' 10' 10' 5'
61' Mariposa Avenue to Crestview Drive Figure 6 1:40 CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

MATCHLINE - SEE FIGURE 7 FREEDOM BLVD
MATCHLINE - SEE TOP RIGHT Watsonville Vision Zero Corridor Concept MARIPOSA AVE 1:40

MATCHLINE - SEE BOTTOM LEFT FREEDOM BLVD
MATCHLINE - SEE FIGURE 5

ALTA VISTA AVE
DVWY PROPOSED RAMP TO SIDEWALK. RAMP AND SIDEWALK ALIGNMENT TO BE EVALUATED BASED ON VERTICAL ALIGNMENT. Page 584 of 769 3' 11' 10' 6' 11' 3' 6'
7' 6' 3' 11' 10'
11' 10' 11'
53'
9'
50'
11'
10' 11' 3'
6'
6'
56'
11' 3'6'
9' 7'
50'
9' 12'
15'
5'
6' 11' 10' 11' 7' 6'
57'
6' Crestview Drive to Marin Street Figure 7 1:40 CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

MATCHLINE - SEE FIGURE 8 FREEDOM BLVD

MATCHLINE - SEE TOP RIGHT
MARIN ST Watsonville Vision Zero Corridor Concept

MARTINELLI ST
SYCAMORE ST 1:40

MATCHLINE - SEE BOTTOM LEFT FREEDOM BLVD
MATCHLINE - SEE FIGURE 6

CRESTVIEW
DR Page 585 of 769
6' 6' 11' 10' 11' 6'
52' 10' 15' 6'
56'
6' 6' 6' Laurel Street to Miles Lane Figure 8 1:40 CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED. LINCOLN ST MATCHLINE - SEE FIGURE 7
MATCHLINE - SEE FIGURE 9
BROADIS ST Watsonville Vision Zero Corridor Concept LAUREL ST MILES LNFREEDOM BLVD DVWY PROVIDE RIGHT-OUT ONLY EGRESS AT MILES LANE DUE TO ROUNDABOUT PROXIMITY Page 586 of 769 10' 10' 10' 6'
3'10' 10' 10'
2'
6'
56'
8'
5'
53'
8' 2'
8' 10' 10' 10' 7' 7'
59'
7'
3'6'
8'3' 3'6'
51'
7'2'11' 11' Prospect Street to Valley Heights Driveway Figure 9 1:40 CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED. FREEDOM BLVD

MATCHLINE - SEE TOP RIGHT
MATCHLINE - SEE FIGURE 10 FREEDOM BLVD
MATCHLINE - SEE FIGURE 8
MATCHLINE - SEE BOTTOM LEFT 1:40

PORTOLA CIR

PROSPECT ST
STANFORD ST Watsonville Vision Zero Corridor Concept

HEIGHTS VALLEY
DRIVEWAY MAINTAIN EXISTING PARKING MAINTAIN EXISTING PARKING PROPOSED ADDITIONAL PARKING Page 587 of 769 6'3' 11' 10' 11' 2'6'
49'
6' 6' 11' 10' 11' 10'
55'
3'6'
49'
11' 11' 3' 7' 8'
8' 3' 11' 3'
51'
8'3'
50'
7'2'11' 11' 2'6'
11' 2' 7' 6'
3'6' 49' 11' 11' 3' 7' 8' Watsonville Vision Zero Corridor Concept E High Street to Brennan Street Figure 10 1:40 CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

MATCHLINE - SEE TOP RIGHT
MATCHLINE - SEE FIGURE 11 FREEDOM BLVD
MATCHLINE - SEE FIGURE 9
MATCHLINE - SEE BOTTOM LEFT 1:40

BRENNAN ST

SUDDEN ST

W HIGH ST
E HIGH ST FREEDOM BLVD MAINTAIN EXISTING PARKING MAINTAIN EXISTING PARKING PROPOSED ADDITIONAL PARKING MAINTAIN EXISTING PARKING Page 588 of 769 6' 5' 11' 11' 11' 4' 10' 11' 11' 13' 17' 7' 6' 82' 5'
6'
54' Southern Circle to Main Street Figure 11 1:40 CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED. FREEDOM BLVD MATCHLINE - SEE FIGURE 10

MAIN ST
SOUTHERN CIR Watsonville Vision Zero Corridor Concept CONFORM PROJECT TO MAIN STREET PROJECT

EASTERN DR

PLANNING ESTIMATE OF CONSTRUCTION COST
Project: Watsonville Vision Zero Corridor Study Project #: SJ24-2326 Date: 01/16/2026 By: KT/DM/SD
ITEM NO. DESCRIPTION UNIT QUANTITY UNIT COST COST
1 REMOVE EXISTING CURB LF 4,100 $8 $32,800
2 REMOVE EXISTING SIDEWALK SF 12,200 $5 $61,000
3 MILL AND OVERLAY 2" ASPHALT PAVEMENT SF 800,000 $8 $6,400,000 4 NEW CONCRETE CURB LF 6,200 $35 $217,000
5 NEW CONCRETE SIDEWALK/CURB EXTENSION SURFACE SF 33,800 $30 $1,014,000 6 NEW CURB RAMP EA 100 $15,000 $1,500,000
7 NEW FLEXIBLE DELINEATOR POST EA 950 $75 $71,250
8 NEW RAISED MEDIAN LANDSCAPING SF 6,200 $20 $124,000
9 NEW PROTECTED INTERSECTION ENHANCEMENT LS 2 $1,200,000 $2,400,000 10 NEW ROUNDABOUT LS 1 $3,500,000 $3,500,000
11 REMOVE EXISTING & INSTALL NEW TRAFFIC SIGNAL EA 2 $750,000 $1,500,000 12 MODIFY EXISTING TRAFFIC SIGNAL EA 6 $150,000 $900,000 13 NEW PEDESTRIAN CROSSING PROTECTION (PHB) EA 9 $200,000 $1,800,000 14 NEW SOLID WHITE PAVEMENT STRIPE LF 35,300 $3 $105,900 15 NEW DASHED WHITE PAVEMENT STRIPE LF 3,400 $3 $10,200 16 NEW SOLID YELLOW PAVEMENT STRIPE LF 11,500 $3 $34,500 17 NEW DASHED YELLOW PAVEMENT STRIPE LF 5,400 $3 $16,200 18 NEW 12" LIMIT LINE LF 1,300 $15 $19,500
19 NEW HIGH-VISIBILITY LADDER CROSSWALK LF 4,100 $90 $369,000 20 NEW WORD PAVEMENT LEGEND EA 80 $625 $50,000
21 NEW TURN ARROW PAVEMENT MARKINGS EA 130 $25 $3,250
22 NEW YIELD PAVEMENT MARKINGS (SHARK TEETH) SF 400 $15 $6,000 23 NEW BIKE SYMBOL PAVEMENT MARKINGS SF 400 $15 $6,000
24 NEW GREEN BIKE PAVEMENT ENHANCEMENT SF 35,600 $15 $534,000 TOTAL : $20,674,600
$10,337,300
$31,011,900
Notes:

4. Remove Existing and Install New Traffic Signal assumes construction of all new traffic signal equipment at protected intersections.

5. Modify Existing Traffic Signal includes estimated cost of signal modifications including pole removal/installation, pedestrian equipment adjustments, and other signal changes needed for modified intersection geometries.

6. New Pedestrian Crossing (PHB) reflects estimated cost of providing Pedestrian Hybrid Beacons with mast arms and new signal control cabinets at included uncontrolled crossing locations. Unit cost for installation of Rectangular Rapid Flashing Beacon (RRFB) systems is estimated to be approximately $40,000 for solar installation, but is not included in this estimate.

1. Opinions of planning level cost are based on information known to the Engineer at the time of preparation and represent the Engineer's judgment based on industry knowledge and bids or estimates from previous projects. Actual proposals, bids, and construction costs will vary.

2. This planning level cost estimate represents construction costs in 2026 dollars. Design, environmental clearance, permitting, construction administration, and other associated costs are not included.

3. Unit prices for New Protected Intersection Enhancement and New Roundabout are assumed to include all civil, utility, and lighting improvements associated with construction of a completed intersection. Traffic signal equipment is estimated separately. Potential cost of right-of-way or easement acquisition is not included. 50% CONTINGENCY:

TOTAL COST:

Appendix G. Wallace Group Designs for Freedom Blvd between Green Valley Rd and Airport Blvd

SCALE IS IN INCHES
FOR REDUCED PLANS ORIGINAL 0 1 2 3 4

CITY OF WATSONVILLE, CALIFORNIA

PUBLIC WORKS, ENGINEERING DEPARTMENT
Date
SHEET
of
Approved by
Drawn by
Checked by
Designed by
Job No.

GREEN VALLEY BOULEVARD TO AIRPORT BOULEVARD

FREEDOM BOULEVARD RECONSTRUCTION

PATRICE THERIOT FREEDOM BOULEVARD RECONSTRUCTION
Scale
EMP
EMP
SMH
LAYOUT - ALT 1
1535-0010
1" = 20'
L-1
OF
2025-02-25 (PAT comments)
Initial observations:
-- Show right-of-way lines on cross sections
-- Punch up Freedom Blvd right-of-way lines
-- Show where right-of-way take would be needed
-- Show acquired right-of-way boundary

SCALE IS IN INCHES
FOR REDUCED PLANS ORIGINAL 0 1 2 3 4

CITY OF WATSONVILLE, CALIFORNIA

PUBLIC WORKS, ENGINEERING DEPARTMENT
Date
SHEET
of
Approved by
Drawn by
Checked by
Designed by
Job No.

GREEN VALLEY BOULEVARD TO AIRPORT BOULEVARD

FREEDOM BOULEVARD RECONSTRUCTION

PATRICE THERIOT FREEDOM BOULEVARD RECONSTRUCTION
Scale
EMP
EMP
SMH
LAYOUT - ALT 1
1535-0010
1" = 20'
L-2
OF

SCALE IS IN INCHES
FOR REDUCED PLANS ORIGINAL 0 1 2 3 4

CITY OF WATSONVILLE, CALIFORNIA

PUBLIC WORKS, ENGINEERING DEPARTMENT
Date
SHEET
of
Approved by
Drawn by
Checked by
Designed by
Job No.

GREEN VALLEY BOULEVARD TO AIRPORT BOULEVARD

FREEDOM BOULEVARD RECONSTRUCTION

PATRICE THERIOT FREEDOM BOULEVARD RECONSTRUCTION
Scale
EMP
EMP
SMH
LAYOUT - ALT 1
1535-0010
1" = 20'
L-3
OF

SCALE IS IN INCHES
FOR REDUCED PLANS ORIGINAL 0 1 2 3 4

CITY OF WATSONVILLE, CALIFORNIA

PUBLIC WORKS, ENGINEERING DEPARTMENT
Date
SHEET
of
Approved by
Drawn by
Checked by
Designed by
Job No.

GREEN VALLEY BOULEVARD TO AIRPORT BOULEVARD

FREEDOM BOULEVARD RECONSTRUCTION

PATRICE THERIOT FREEDOM BOULEVARD RECONSTRUCTION
Scale
EMP
EMP
SMH
LAYOUT - ALT 1
1535-0010
1" = 20'
L-4
OF

SCALE IS IN INCHES
FOR REDUCED PLANS ORIGINAL 0 1 2 3 4

CITY OF WATSONVILLE, CALIFORNIA

PUBLIC WORKS, ENGINEERING DEPARTMENT
Date
SHEET
of
Approved by
Drawn by
Checked by
Designed by
Job No.

GREEN VALLEY BOULEVARD TO AIRPORT BOULEVARD

FREEDOM BOULEVARD RECONSTRUCTION

PATRICE THERIOT FREEDOM BOULEVARD RECONSTRUCTION
Scale
EMP
EMP
SMH
LAYOUT - ALT 2
1535-0010
1" = 20'
L-5
OF

SCALE IS IN INCHES
FOR REDUCED PLANS ORIGINAL 0 1 2 3 4

CITY OF WATSONVILLE, CALIFORNIA

PUBLIC WORKS, ENGINEERING DEPARTMENT
Date
SHEET
of
Approved by
Drawn by
Checked by
Designed by
Job No.

GREEN VALLEY BOULEVARD TO AIRPORT BOULEVARD

FREEDOM BOULEVARD RECONSTRUCTION

PATRICE THERIOT FREEDOM BOULEVARD RECONSTRUCTION
Scale
EMP
EMP
SMH
LAYOUT - ALT 2
1535-0010
1" = 20'
L-6
OF

SCALE IS IN INCHES
FOR REDUCED PLANS ORIGINAL 0 1 2 3 4

CITY OF WATSONVILLE, CALIFORNIA

PUBLIC WORKS, ENGINEERING DEPARTMENT
Date
SHEET
of
Approved by
Drawn by
Checked by
Designed by
Job No.

GREEN VALLEY BOULEVARD TO AIRPORT BOULEVARD

FREEDOM BOULEVARD RECONSTRUCTION

PATRICE THERIOT FREEDOM BOULEVARD RECONSTRUCTION
Scale
EMP
EMP
SMH
LAYOUT - ALT 2
1535-0010
1" = 20'
L-7
OF

SCALE IS IN INCHES
FOR REDUCED PLANS ORIGINAL 0 1 2 3 4

CITY OF WATSONVILLE, CALIFORNIA

PUBLIC WORKS, ENGINEERING DEPARTMENT
Date
SHEET
of
Approved by
Drawn by
Checked by
Designed by
Job No.

GREEN VALLEY BOULEVARD TO AIRPORT BOULEVARD

FREEDOM BOULEVARD RECONSTRUCTION

PATRICE THERIOT FREEDOM BOULEVARD RECONSTRUCTION
Scale
EMP
EMP
SMH
LAYOUT - ALT 2
1535-0010
1" = 20'
L-8
OF

Appendix H. Presentation of Draft Plan to Planning Commission

Watsonville Vision Zero Corridor
Study- Concept Designs

CO MMUNI TY C LI MATE SO LUT IO NS
Overview

1. Background on Vision Zero in Watsonville

2. Scope of work & timeline

3. Highlights of the concept plans

4. Q&A time

CO MMUNI TY C LI MATE SO LUT IO NS
Vision Zero in Watsonville
• Watsonville continuously ranks high in
pedestrian crashes in the state
• Vision Zero Plan adopted in 2021
• Implemented through Action Plan and
Task Force
• Focus on reducing crash severity,
likelihood

CO MMUNI TY C LI MATE SO LUT IO NS
Vision Zero Corridor Study
• 2023 Caltrans Planning Grant – EA & Watsonville co-applicants • Goal: Identify a high-injury road and create a proposed re-design from community input • 2024 Phase 1: Study high injury corridors in the city – Freedom is selected • 2025 Phase 2: Community outreach and concept design for Freedom Boulevard

Project Timeline

CO MMUNI TY C LI MATE SO LUT IO NS
Analysis and
Concept
Plan
November 2024 – January 2025
Safety
Improvement
Design
Concepts
February 2025 – November 2025
Existing
Conditions
October 2024 – December 2024
Draft and
Final Plan
December 2025 – April 2026
Outreach & Engagement
Phase 1
April – June 2025
Outreach & Engagement
Phase 2
August – September
2025

Top Concerns
Vehicle speeds
Trade-Offs
"Improved pedestrian & bicyclist
safety is more important than
avoiding added commute time"
77% agree
Bicyclist Safety – due to lack of
dedicated bike lanes
Insufficient crosswalk availability
– poor pedestrian infrastructure

CO MMUNI TY C LI MATE SO LUT IO NS
Concept Design: We Want Your Feedback
How does this plan address
issues you’ve heard about in
the community?
What do you like? What could be improved?
(NO MOTION)

CO MMUNI TY C LI MATE SO LUT IO NS
Concept Design Highlights
• Manage speeds
• Add curb extensions, roundabout, medians; narrow lanes • Reduce crash opportunities – separate modes
• Add sidewalks, separated bicycle lanes, crosswalks,
pedestrian refuge islands, and signal timing improvements • Minimal parking removal; no driveway closures for businesses

5' 6'4' 11' 11' 11' 3'6' 5'
57'
6' 8' 11' 11' 11' 5' 6'
58'
MATCHLINE - SEE FIGURE2

FREEDOM BLVD
Figure 1
Watsonville Vision Zero Corridor Concept
Compton Terrace to Richardson Avenue
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
1:40
LEGEND
GENERAL NOTES:

1. CONC EPTUA L PLA NS DO NOT INCLUDE EVA LUATION OF TRAFFIC FLOW, DRAINAGE, FLOW LINES, OR STRUCTURA L PAVEME NT SECTIONS. ADDIT IONAL ENGINEERING ANALYSIS AND CALCULA TIONS INCLUDING A TRAFFIC STUDY IS REQUIRED PRIOR TO CONST RUC TION.

2. CURB RAMPS SHOWN ARE SCHEMATIC. SELECTION OF RAMP TYPE AND IDENTIFICATION OF SLOPES/GRADES FOR

COMPLIANCE WITH CA LT RANS AND PROWAG STA NDARDS REQUIRES ADDITIONAL ENGINEERING PRIOR TO CONST RUC TION.

3. PRO POSED PEDESTRIAN CROSSING TREATMENTS CA N INCLUDE PEDESTRIAN HYBRID BEAC ONS (PHB) AND RECTANGULA R RAPID FLASHING BEAC ONS (RRFB) AS DETERMINED BY FUTURE ENGINEERING ANALYSIS.

4. EXISTING DRIVEWAYS ARE NOT SHOWN.

5. SIGNA LIZED INTERSEC TIONS MAY BE RECONST RUCTED OR MODIFIED AS A RESULT OF THE PROJEC T IMPROVEMENTS AS DETERMINED BY FUTURE ANALYSIS.
1:40

MATCHLINE - SEE BOTTOMLEFT

MATCHLINE - SEE TOPRIGHT

EXISTING BUS STOP

EXISTING SIGNALIZED INTERSECTION

STOP SIGN AND POST

PROPOSED DELINEATORS

PROPOSED DRIVEWAY

PROPOSED YELLOW SOLID STRIPING

PROPOSED YELLOW DASHED STRIPING

PROPOSED WHITE SOLID STRIPING

PROPOSED WHITE DASHED STRIPING
PROPOSED PEDESTRIAN CROSSING TREATMENT (SEE GENERAL NOTE 3)

EXISTING SIDEWALK

PROPOSED SIDEWALK

PROPOSED GREEN PAVEMENT ENHANCEMENT

PROPOSED LANDSCAPING STRIP

PROPOSED MOUNTABLE CURB
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

6'3'10' 10' 10' 10' 10'3'6'
68'
11'
13'
4'6'
11' 11'
75'
6'5'
17'
5' 6' 3'11' 11' 11' 3'6' 5'
1:40
MATCHLINE - SEE FIGURE4

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT
Figure 3
Watsonville Vision Zero Corridor Concept
Roache Road to Green Valley Road
1:40

MATCHLINE - SEE BOTTOMLEFT

FREEDOM BLVD
MATCHLINE - SEE FIGURE2

COORDINATE DRIVEWAY

ACCESS WITH PROPERTY
OWNER
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

11 '
10' 11'
53'
11'
6'3' 11' 10'
6'3' 11' 10' 6' 11' 3' 6'
56'
9' 7'
50'
9' 9' 12
'
5'
6' 6' 11' 10' 11' 7'6'
57'
MATCHLINE - SEE FIGURE8

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT

STMARIN
1:40

MATCHLINE - SEE BOTTOMLEFT
MATCHLINE - SEE FIGURE6

CRESTVIE
W DR
1:40
Figure 7
Watsonville Vision Zero Corridor Concept
Crestview Drive to Marin Street CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

56'
6' 6' 6' 11' 10' 11'6' 6'
6'
MATCHLINE - SEE FIGURE7

FREEDOM BLVD

PROVIDE RIGHT-OUT ONLY

EGRESS AT MILES LANE DUE TO

ROUNDABOUT PROXIMITY
1:40
Figure 8
Watsonville Vision Zero Corridor Concept
Laurel Street to Miles Lane CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

CO MMUNI TY C LI MATE SO LUT IO NS
Next Steps
Feedback from City Council
next week
Integrate feedback including
Watsonville PD & Fire
Revised designs and plan to
Council on April 14th, 2026
for acceptance

Q&A

5' 6'4' 11' 11' 11' 3'6' 5'
57'
6' 8' 11' 11' 11' 5' 6'
58'
MATCHLINE - SEE FIGURE2

FREEDOM BLVD
Figure 1
Watsonville Vision Zero Corridor Concept
Compton Terrace to Richardson Avenue
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
1:40
LEGEND
GENERAL NOTES:

1. CONC EPTUA L PLA NS DO NOT INCLUDE EVA LUATION OF TRAFFIC FLOW, DRAINAGE, FLOW LINES, OR STRUCTURA L PAVEME NT SECTIONS. ADDIT IONAL ENGINEERING ANALYSIS AND CALCULA TIONS INCLUDING A TRAFFIC STUDY IS REQUIRED PRIOR TO CONST RUC TION.

2. CURB RAMPS SHOWN ARE SCHEMATIC. SELECTION OF RAMP TYPE AND IDENTIFICATION OF SLOPES/GRADES FOR

COMPLIANCE WITH CA LT RANS AND PROWAG STA NDARDS REQUIRES ADDITIONAL ENGINEERING PRIOR TO CONST RUC TION.

3. PRO POSED PEDESTRIAN CROSSING TREATMENTS CA N INCLUDE PEDESTRIAN HYBRID BEAC ONS (PHB) AND RECTANGULA R RAPID FLASHING BEAC ONS (RRFB) AS DETERMINED BY FUTURE ENGINEERING ANALYSIS.

4. EXISTING DRIVEWAYS ARE NOT SHOWN.

5. SIGNA LIZED INTERSEC TIONS MAY BE RECONST RUCTED OR MODIFIED AS A RESULT OF THE PROJEC T IMPROVEMENTS AS DETERMINED BY FUTURE ANALYSIS.
1:40

MATCHLINE - SEE BOTTOMLEFT

MATCHLINE - SEE TOPRIGHT

EXISTING BUS STOP

EXISTING SIGNALIZED INTERSECTION

STOP SIGN AND POST

PROPOSED DELINEATORS

PROPOSED DRIVEWAY

PROPOSED YELLOW SOLID STRIPING

PROPOSED YELLOW DASHED STRIPING

PROPOSED WHITE SOLID STRIPING

PROPOSED WHITE DASHED STRIPING
PROPOSED PEDESTRIAN CROSSING TREATMENT (SEE GENERAL NOTE 3)

EXISTING SIDEWALK

PROPOSED SIDEWALK

PROPOSED GREEN PAVEMENT ENHANCEMENT

PROPOSED LANDSCAPING STRIP

PROPOSED MOUNTABLE CURB
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

9 '
11'
11'
11'
9'
5'
11'
8'
7' 11
'57'
5' 6'3'11'
11' 3'6'5' 11
'
51'
5'6'3'11'
10' 6'3' 6' 6'
1:40
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
MATCHLINE - SEE FIGURE3

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT
Figure2
Watsonville Vision Zero Corridor Concept
Richardson Avenue to Roache Road
1:40

MATCHLINE - SEE BOTTOMLEFT
MATCHLINE - SEE FIGURE1

AVEBURCHELL

FREEDOM BLVD
YDVW

RICHARDSO
N AVE
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

6'3'10' 10' 10' 10' 10'3'6'
68'
11'
13'
4'6'
11' 11'
75'
6'5'
17'
5' 6' 3'11' 11' 11' 3'6' 5'
1:40
MATCHLINE - SEE FIGURE4

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT
Figure 3
Watsonville Vision Zero Corridor Concept
Roache Road to Green Valley Road
1:40

MATCHLINE - SEE BOTTOMLEFT

FREEDOM BLVD
MATCHLINE - SEE FIGURE2

COORDINATE DRIVEWAY

ACCESS WITH PROPERTY
OWNER
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

7'
10'
10'
10' 10'
64'
10' 10' 6'
10'2'5'
6'
10' 10' 10' 10' 10' 10' 7' 6'
73'
5' 2'10'10'
10' 10' 10' 2' 5'
64'
1:40
MATCHLINE - SEE FIGURE5

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT
Figure 4
Watsonville Vision Zero Corridor Concept
1:40

MATCHLINE - SEE BOTTOMLEFT

FREEDOM BLVD
MATCHLINE - SEE FIGURE3

DAVIS AVE
DVWY
Landis Avenue to Davis Avenue
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

6' 10' 10' 10' 10' 10'2'
63'
5'
5' 2'10' 10' 10' 10' 10'2' 5'
64'
MATCHLINE - SEE FIGURE6

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT
1:40

MATCHLINE - SEE BOTTOMLEFT

FREEDOM BLVD
MATCHLINE - SEE FIGURE4
1:40
Figure 5
Watsonville Vision Zero Corridor Concept
Sydney Avenue to Arthur Road
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

10' 10'3'
5'
6' 5' 10'10'
59'
10'5'
6' 10' 10' 10' 10'
61'
MATCHLINE - SEE FIGURE7

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT
1:40

MATCHLINE - SEE BOTTOMLEFT
MATCHLINE - SEE FIGURE5
YDVW
PROPOSED RAMP TO SIDEWALK. RAMP AND SIDEWALK
ALIGNMENT TO BE EVALUATED BASED ON VERTICAL ALIGNMENT.

FREEDOM BLVD
1:40
Figure 6
Watsonville Vision Zero Corridor Concept
Mariposa Avenue to Crestview Drive
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

11 '
10' 11'
53'
11'
6'3' 11' 10'
6'3' 11' 10' 6' 11' 3' 6'
56'
9' 7'
50'
9' 9' 12
'
5'
6' 6' 11' 10' 11' 7'6'
57'
MATCHLINE - SEE FIGURE8

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT

STMARIN
1:40

MATCHLINE - SEE BOTTOMLEFT
MATCHLINE - SEE FIGURE6

CRESTVIE
W DR
1:40
Figure 7
Watsonville Vision Zero Corridor Concept
Crestview Drive to Marin Street CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

56'
6' 6' 6' 11' 10' 11'6' 6'
6'
MATCHLINE - SEE FIGURE7

FREEDOM BLVD

PROVIDE RIGHT-OUT ONLY

EGRESS AT MILES LANE DUE TO

ROUNDABOUT PROXIMITY
1:40
Figure 8
Watsonville Vision Zero Corridor Concept
Laurel Street to Miles Lane CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

8' 5'2' 10' 10' 10'2' 6'
53'
10' 7' 7' 7' 8' 10' 10'
59'
8' 6' 3'10' 10' 10'3'6'
56'
51'
8'3' 7'2'11' 11' 3' 6'
1:40

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT
MATCHLINE - SEE FIGURE10

FREEDOM BLVD
MATCHLINE - SEE FIGURE8

MATCHLINE - SEE BOTTOMLEFT

MAINTAIN EXISTING PARKING

MAINTAIN EXISTING PARKING

PROPOSED

ADDITIONAL

PARKING
Figure 9
Watsonville Vision Zero Corridor Concept
Prospect Street to Valley Heights Driveway
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

6'3'11' 10' 11' 2'6'
49'
3'6'
11'
8' 7'3' 11'
49'
50'
8'3' 7'2'11' 11' 2'
6'
8' 3' 7'2'11'
51'
11'3'6'
1:40

MATCHLINE - SEE TOPRIGHT
MATCHLINE - SEE FIGURE11
MATCHLINE - SEE FIGURE9
1:40

MAINTAIN EXISTING

PARKING

MAINTAIN EXISTING

PARKING

PROPOSED

ADDITIONAL PARKING

MAINTAIN EXISTING PARKING
Figure 10
Watsonville Vision Zero Corridor Concept
E High Street to Brennan Street
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

MATCHLINE - SEE FIGURE
10 1:40
Figure 11
Watsonville Vision Zero Corridor Concept

CONFORM PROJECT TO

MAIN STREET PROJECT
Southern Circle to Main Street
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

Appendix I. Presentation Slides of Draft Plan to City Council

Watsonville Vision Zero Corridor
Study- Concept Designs

CO MMUNI TY C LI MATE SO LUT IO NS
Overview

1. Background on Vision Zero in Watsonville

2. Scope of work & timeline

3. Highlights of the concept plans

4. Q&A time

CO MMUNI TY C LI MATE SO LUT IO NS
Vision Zero in Watsonville
• Watsonville continuously ranks high in
pedestrian crashes in the state
• Vision Zero Plan adopted in 2021
• Implemented through Action Plan and
Task Force
• Focus on reducing crash severity,
likelihood

CO MMUNI TY C LI MATE SO LUT IO NS
Vision Zero Corridor Study
• 2023 Caltrans Planning Grant – EA & Watsonville co-applicants • Goal: Identify a high-injury road and create a proposed re-design from community input • 2024 Phase 1: Study high injury corridors in the city – Freedom is selected • 2025 Phase 2: Community outreach and concept design for Freedom Boulevard

Project Timeline

CO MMUNI TY C LI MATE SO LUT IO NS
Analysis and
Concept
Plan
November 2024 – January 2025
Safety
Improvement
Design
Concepts
February 2025 – November 2025
Existing
Conditions
October 2024 – December 2024
Draft and
Final Plan
December 2025 – April 2026
Outreach & Engagement
Phase 1
April – June 2025
Outreach & Engagement
Phase 2
August – September
2025

Freedom
Boulevard

CO MMUNI TY C LI MATE SO LUT IO NS
Top Primary Collision Factors
All
KSIs
109 9
Total Collisions KSI Collisions
Top Collision Types
• Broadside
• Vehicle/Pedestrian
• Head-on
Vehicle ROW
Violation DUI
Unsafe Speed
Pedestrian
Violation
Improper
Turning
15% 10%
Bike Collisions Pedestrian
Collisions Crash History
0 5
10 15
20 25
30 2019 2020 2021 2022 2023
Non-KSI KSI
Crashes Over Time
(Source: TIMS, 2019 – 2023)

Top Concerns
Vehicle speeds
Trade-Offs
"Improved pedestrian & bicyclist
safety is more important than
avoiding added commute time"
77% agree
Bicyclist Safety – due to lack of
dedicated bike lanes
Insufficient crosswalk availability
– poor pedestrian infrastructure

CO MMUNI TY C LI MATE SO LUT IO NS
Concept Design: We Want Your Feedback
How does this plan address
issues you’ve heard about in
the community?
What do you like? What could be improved?
(NO MOTION)

CO MMUNI TY C LI MATE SO LUT IO NS
Concept Design Highlights
• Manage speeds
• Add curb extensions, roundabout, medians; narrow lanes • Reduce crash opportunities – separate modes
• Add sidewalks, separated bicycle lanes, crosswalks,
pedestrian refuge islands, and signal timing improvements • Minimal parking removal; no driveway closures for businesses

5' 6'4' 11' 11' 11' 3'6' 5'
57'
6' 8' 11' 11' 11' 5' 6'
58'
MATCHLINE - SEE FIGURE2

FREEDOM BLVD
Figure 1
Watsonville Vision Zero Corridor Concept
Compton Terrace to Richardson Avenue
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
1:40
LEGEND
GENERAL NOTES:

1. CONC EPTUA L PLA NS DO NOT INCLUDE EVA LUATION OF TRAFFIC FLOW, DRAINAGE, FLOW LINES, OR STRUCTURA L PAVEME NT SECTIONS. ADDIT IONAL ENGINEERING ANALYSIS AND CALCULA TIONS INCLUDING A TRAFFIC STUDY IS REQUIRED PRIOR TO CONST RUC TION.

2. CURB RAMPS SHOWN ARE SCHEMATIC. SELECTION OF RAMP TYPE AND IDENTIFICATION OF SLOPES/GRADES FOR

COMPLIANCE WITH CA LT RANS AND PROWAG STA NDARDS REQUIRES ADDITIONAL ENGINEERING PRIOR TO CONST RUC TION.

3. PRO POSED PEDESTRIAN CROSSING TREATMENTS CA N INCLUDE PEDESTRIAN HYBRID BEAC ONS (PHB) AND RECTANGULA R RAPID FLASHING BEAC ONS (RRFB) AS DETERMINED BY FUTURE ENGINEERING ANALYSIS.

4. EXISTING DRIVEWAYS ARE NOT SHOWN.

5. SIGNA LIZED INTERSEC TIONS MAY BE RECONST RUCTED OR MODIFIED AS A RESULT OF THE PROJEC T IMPROVEMENTS AS DETERMINED BY FUTURE ANALYSIS.
1:40

MATCHLINE - SEE BOTTOMLEFT

MATCHLINE - SEE TOPRIGHT

EXISTING BUS STOP

EXISTING SIGNALIZED INTERSECTION

STOP SIGN AND POST

PROPOSED DELINEATORS

PROPOSED DRIVEWAY

PROPOSED YELLOW SOLID STRIPING

PROPOSED YELLOW DASHED STRIPING

PROPOSED WHITE SOLID STRIPING

PROPOSED WHITE DASHED STRIPING
PROPOSED PEDESTRIAN CROSSING TREATMENT (SEE GENERAL NOTE 3)

EXISTING SIDEWALK

PROPOSED SIDEWALK

PROPOSED GREEN PAVEMENT ENHANCEMENT

PROPOSED LANDSCAPING STRIP

PROPOSED MOUNTABLE CURB
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

6'3'10' 10' 10' 10' 10'3'6'
68'
11'
13'
4'6'
11' 11'
75'
6'5'
17'
5' 6' 3'11' 11' 11' 3'6' 5'
1:40
MATCHLINE - SEE FIGURE4

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT
Figure 3
Watsonville Vision Zero Corridor Concept
Roache Road to Green Valley Road
1:40

MATCHLINE - SEE BOTTOMLEFT

FREEDOM BLVD
MATCHLINE - SEE FIGURE2

COORDINATE DRIVEWAY

ACCESS WITH PROPERTY
OWNER
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

11 '
10' 11'
53'
11'
6'3' 11' 10'
6'3' 11' 10' 6' 11' 3' 6'
56'
9' 7'
50'
9' 9' 12
'
5'
6' 6' 11' 10' 11' 7'6'
57'
MATCHLINE - SEE FIGURE8

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT

STMARIN
1:40

MATCHLINE - SEE BOTTOMLEFT
MATCHLINE - SEE FIGURE6

CRESTVIE
W DR
1:40
Figure 7
Watsonville Vision Zero Corridor Concept
Crestview Drive to Marin Street CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

56'
6' 6' 6' 11' 10' 11'6' 6'
6'
MATCHLINE - SEE FIGURE7

FREEDOM BLVD

PROVIDE RIGHT-OUT ONLY

EGRESS AT MILES LANE DUE TO

ROUNDABOUT PROXIMITY
1:40
Figure 8
Watsonville Vision Zero Corridor Concept
Laurel Street to Miles Lane CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

CO MMUNI TY C LI MATE SO LUT IO NS
Next Steps
Feedback from City Council
next week
Integrate feedback including
Watsonville PD & Fire
Revised designs and plan to
Council on April 14th, 2026
for acceptance

Q&A

5' 6'4' 11' 11' 11' 3'6' 5'
57'
6' 8' 11' 11' 11' 5' 6'
58'
MATCHLINE - SEE FIGURE2

FREEDOM BLVD
Figure 1
Watsonville Vision Zero Corridor Concept
Compton Terrace to Richardson Avenue
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
1:40
LEGEND
GENERAL NOTES:

1. CONC EPTUA L PLA NS DO NOT INCLUDE EVA LUATION OF TRAFFIC FLOW, DRAINAGE, FLOW LINES, OR STRUCTURA L PAVEME NT SECTIONS. ADDIT IONAL ENGINEERING ANALYSIS AND CALCULA TIONS INCLUDING A TRAFFIC STUDY IS REQUIRED PRIOR TO CONST RUC TION.

2. CURB RAMPS SHOWN ARE SCHEMATIC. SELECTION OF RAMP TYPE AND IDENTIFICATION OF SLOPES/GRADES FOR

COMPLIANCE WITH CA LT RANS AND PROWAG STA NDARDS REQUIRES ADDITIONAL ENGINEERING PRIOR TO CONST RUC TION.

3. PRO POSED PEDESTRIAN CROSSING TREATMENTS CA N INCLUDE PEDESTRIAN HYBRID BEAC ONS (PHB) AND RECTANGULA R RAPID FLASHING BEAC ONS (RRFB) AS DETERMINED BY FUTURE ENGINEERING ANALYSIS.

4. EXISTING DRIVEWAYS ARE NOT SHOWN.

5. SIGNA LIZED INTERSEC TIONS MAY BE RECONST RUCTED OR MODIFIED AS A RESULT OF THE PROJEC T IMPROVEMENTS AS DETERMINED BY FUTURE ANALYSIS.
1:40

MATCHLINE - SEE BOTTOMLEFT

MATCHLINE - SEE TOPRIGHT

EXISTING BUS STOP

EXISTING SIGNALIZED INTERSECTION

STOP SIGN AND POST

PROPOSED DELINEATORS

PROPOSED DRIVEWAY

PROPOSED YELLOW SOLID STRIPING

PROPOSED YELLOW DASHED STRIPING

PROPOSED WHITE SOLID STRIPING

PROPOSED WHITE DASHED STRIPING
PROPOSED PEDESTRIAN CROSSING TREATMENT (SEE GENERAL NOTE 3)

EXISTING SIDEWALK

PROPOSED SIDEWALK

PROPOSED GREEN PAVEMENT ENHANCEMENT

PROPOSED LANDSCAPING STRIP

PROPOSED MOUNTABLE CURB
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

9 '
11'
11'
11'
9'
5'
11'
8'
7' 11
'57'
5' 6'3'11'
11' 3'6'5' 11
'
51'
5'6'3'11'
10' 6'3' 6' 6'
1:40
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
MATCHLINE - SEE FIGURE3

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT
Figure2
Watsonville Vision Zero Corridor Concept
Richardson Avenue to Roache Road
1:40

MATCHLINE - SEE BOTTOMLEFT
MATCHLINE - SEE FIGURE1

AVEBURCHELL

FREEDOM BLVD
YDVW

RICHARDSO
N AVE
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

6'3'10' 10' 10' 10' 10'3'6'
68'
11'
13'
4'6'
11' 11'
75'
6'5'
17'
5' 6' 3'11' 11' 11' 3'6' 5'
1:40
MATCHLINE - SEE FIGURE4

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT
Figure 3
Watsonville Vision Zero Corridor Concept
Roache Road to Green Valley Road
1:40

MATCHLINE - SEE BOTTOMLEFT

FREEDOM BLVD
MATCHLINE - SEE FIGURE2

COORDINATE DRIVEWAY

ACCESS WITH PROPERTY
OWNER
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

7'
10'
10'
10' 10'
64'
10' 10' 6'
10'2'5'
6'
10' 10' 10' 10' 10' 10' 7' 6'
73'
5' 2'10'10'
10' 10' 10' 2' 5'
64'
1:40
MATCHLINE - SEE FIGURE5

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT
Figure 4
Watsonville Vision Zero Corridor Concept
1:40

MATCHLINE - SEE BOTTOMLEFT

FREEDOM BLVD
MATCHLINE - SEE FIGURE3

DAVIS AVE
DVWY
Landis Avenue to Davis Avenue
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

6' 10' 10' 10' 10' 10'2'
63'
5'
5' 2'10' 10' 10' 10' 10'2' 5'
64'
MATCHLINE - SEE FIGURE6

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT
1:40

MATCHLINE - SEE BOTTOMLEFT

FREEDOM BLVD
MATCHLINE - SEE FIGURE4
1:40
Figure 5
Watsonville Vision Zero Corridor Concept
Sydney Avenue to Arthur Road
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

10' 10'3'
5'
6' 5' 10'10'
59'
10'5'
6' 10' 10' 10' 10'
61'
MATCHLINE - SEE FIGURE7

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT
1:40

MATCHLINE - SEE BOTTOMLEFT
MATCHLINE - SEE FIGURE5
YDVW
PROPOSED RAMP TO SIDEWALK. RAMP AND SIDEWALK
ALIGNMENT TO BE EVALUATED BASED ON VERTICAL ALIGNMENT.

FREEDOM BLVD
1:40
Figure 6
Watsonville Vision Zero Corridor Concept
Mariposa Avenue to Crestview Drive
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

11 '
10' 11'
53'
11'
6'3' 11' 10'
6'3' 11' 10' 6' 11' 3' 6'
56'
9' 7'
50'
9' 9' 12
'
5'
6' 6' 11' 10' 11' 7'6'
57'
MATCHLINE - SEE FIGURE8

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT

STMARIN
1:40

MATCHLINE - SEE BOTTOMLEFT
MATCHLINE - SEE FIGURE6

CRESTVIE
W DR
1:40
Figure 7
Watsonville Vision Zero Corridor Concept
Crestview Drive to Marin Street CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

56'
6' 6' 6' 11' 10' 11'6' 6'
6'
MATCHLINE - SEE FIGURE7

FREEDOM BLVD

PROVIDE RIGHT-OUT ONLY

EGRESS AT MILES LANE DUE TO

ROUNDABOUT PROXIMITY
1:40
Figure 8
Watsonville Vision Zero Corridor Concept
Laurel Street to Miles Lane CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

8' 5'2' 10' 10' 10'2' 6'
53'
10' 7' 7' 7' 8' 10' 10'
59'
8' 6' 3'10' 10' 10'3'6'
56'
51'
8'3' 7'2'11' 11' 3' 6'
1:40

FREEDOM BLVD

MATCHLINE - SEE TOPRIGHT
MATCHLINE - SEE FIGURE10

FREEDOM BLVD
MATCHLINE - SEE FIGURE8

MATCHLINE - SEE BOTTOMLEFT

MAINTAIN EXISTING PARKING

MAINTAIN EXISTING PARKING

PROPOSED

ADDITIONAL

PARKING
Figure 9
Watsonville Vision Zero Corridor Concept
Prospect Street to Valley Heights Driveway
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

6'3'11' 10' 11' 2'6'
49'
3'6'
11'
8' 7'3' 11'
49'
50'
8'3' 7'2'11' 11' 2'
6'
8' 3' 7'2'11'
51'
11'3'6'
1:40

MATCHLINE - SEE TOPRIGHT
MATCHLINE - SEE FIGURE11
MATCHLINE - SEE FIGURE9
1:40

MAINTAIN EXISTING

PARKING

MAINTAIN EXISTING

PARKING

PROPOSED

ADDITIONAL PARKING

MAINTAIN EXISTING PARKING
Figure 10
Watsonville Vision Zero Corridor Concept
E High Street to Brennan Street
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

MATCHLINE - SEE FIGURE
10 1:40
Figure 11
Watsonville Vision Zero Corridor Concept

CONFORM PROJECT TO

MAIN STREET PROJECT
Southern Circle to Main Street
CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONAL
DETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

Appendix J. Feedback Received on Draft Plan

Please provide your feedback on the report
I am a daily motorcycle rider in Watsonville and the term motorcycle is only stated once in this draft in a table. Given the additional exposure to injury, especially when cause by collisions of others at fault, I strongly suggest you incorporate motorcycles and rider safety in this study. Thanks.

HelloThank you for all of the time you have put into this project.

I would like to strongly suggest keeping Freedom Boulevard at four lanes. As a lifelong resident of Watsonville, I have talked to many people about this and asked them to please take a moment to complete the survey or give their feedback. In all honesty, we know that most people don't respond. Businesses and residents who travel by car support keeping Freedom Boulevard at four lanes. There are no other options to get across town other than Freedom Boulevard, other than cutting through a maze of residential areas which have elementary schools. There have been times during construction when a lane is closed and brings traffic to a standstill, that people tend to get angry and speed to try to get around the cluster. Things end up getting even more dangerous for people on bikes and pedestrians because of frustrated/angry motorists who are recklessly speeding.

It also concerns me that emergency response time would be hindered by constant gridlock traffic.

I realize pedestrian and bicycle safety is extremely important, which is why I feel that keeping Freedom Blvd at four lanes is. in fact, the safest option.

Thank you!
I like and agree with the prioritization on safety, but if we are going to make changes to layout I believe this is the only real and economically feasible time to make changes that truly improve the mental state of travelers in the corridor - ie underground all utilities, add greenery (ie trees) along sides or down middle or road, and separate sidewalk from street with green strip of native plantings.

That would benefit the community not only when people are on the road but when they are off it as well.

Please keep four lanes on Freedom.

Please keep four lanes on Freedom. It is one of the major thoroughfares through Watsonville and we need options for plans to adopt.

While there were many great pieces in this report, I would like to see an option where Freedom retains four lanes. I commute daily and I am gravely concerned with first responder response. There are many ways traffic can be safer without a “road diet.” Please provide options for the council to adopt that involve keeping the lanes. At least 5 council members voiced concerns about lane reduction on Freedom during the presentation and they would like options for plan implementation that include keeping the lanes of traffic.

I am writing to express my general support for the updates proposed in the Watsonville Vision Plan. I believe the additions to our city’s infrastructure will bring a much-needed revitalization to our community.

However, I would like to express a specific concern regarding the proposed center islands/potted plant medians being used to replace empty road space.

While greenery is visually appealing, I am concerned that these physical barriers may create unnecessary congestion, complicate emergency vehicle access, or make navigation more difficult for residents. I would prefer to see that space remain open or utilized in a way that prioritizes traffic flow and safety over decorative landscaping.

Thank you for considering the perspective of a local resident as you move forward with these designs
This cannot be how we will spend tax dollars! This project cannot be implemented without first creating new outlets to reduce congestion off of Freedom Blvd.

The plans for airport blvd to city limit sounds great. I would love to feel safe walking to the library and walking my children to Calabasas Elementary

I bicycle in and around Watsonville very often.

Please consider thinking "out of the box."
There is a plan currently underway to raise the Corralitos Creek Levee. Paving the southwest side of the levee from Airport to East Lake Avenue would provide a great pedestrian/bike alternative to BOTH Freedom Blvd and Holohan Road.

Add a short "connector" trail from the proposed levee trail to Brewington.

This would give a pedestrian and bicycle option to AVOID heavy and fast traffic on Freedom and Holohan.

Traffic is gridlocked enough on Freedom Boulevard, especially during peak hours reducing lanes will make it worse. And good luck trying to get into any businesses on the same side. Another alternative is making the sidewalks bigger, making more visible pedestrian crossings with lights and traffic lights that are timed.

Freedom Blvd with 4 lanes is already too congested. And continuing to add more housing units which seems to be the county mantra will only make this problem worse. It will never be safe to ride a bike on Freedom Blvd( I am a bike rider and value my life). Watsonville is a working class family oriented community that relies on cars for transportation. Build the trail over the tracks and you will have a much safer thoroughfare fore bikes. My son was in an accident on Freedom( no one was speeding) and I’ve been in near miss accidents a couple times there. Almost impossible to speed due to congestion.

It’s no longer our sleepy quiet town so make it safe for motorists as well( additionally the road on Freedom Blvd is in terrible condition. Perhaps time to addresses that as well)
Clearly the people proposing reducing the Freedom Blvd to one lane in each direction, don't live in town. The traffic is unbelievably bad the way it is now.

You will ruin businesses along Freedom Blvd. The idea that more people will walk the unbelievably long stretch of Freedom Blvd just to shop is absurd. It's ridiculous to try and appease the significant minority and disrupt and entire population.

I live off of freedom Road on La Vida Road. I’m wondering if the improvements would be that far down? our road is between the intersection of Pleasant Valley and freedom and the intersection of Hames and freedom. Getting onto freedom from our road is always so very dangerous. Cars treat that part of freedom road like a freeway. So many times I’ve witnessed cars speeding at 60 to 70 miles an hour on that straight away. Cars trying to get onto freedom are put in great danger with those speeds. Also bicyclists cannot feel safe on freedom Boulevard. The traffic just goes too fast. It would be wonderful if there could be a sidewalk and a bike lane on the opposite side of the sidewalk. I’m not saying a bike lane on the road, but on the other side of the sidewalk. Can bike lanes be built so that the sidewalk protects the bicyclists? The sidewalk would be between the freedom road and a cyclist lane. Giving both pedestrians and cyclists some safety and protection.

I am glad to see that the City is developing plans to improve the safety of Freedom Boulevard and applaud those on City Council who support this effort.

As someone who lives in District 7, I will not be voting for Ari ever again. Her views hold back Watsonville.

Freedom Blvd is one of the most dangerous roads in Watsonville for cyclist and pedestrians. Any re design that slows cars, creates space, and helps prevent accidents is absolutely needed. And I think the business will ultimately find more folks will stay in the area, rather than drive through it to the other side of town.

Keep lane reduction and narrowing! Save lives
“I don’t have an extra 15 minutes in the morning to sit in additional traffic.” So additional deaths are on your hands council.

No, Watsonville can learn to not be so car centric. Lets get those scooter and ebike rentals on the street now! And include functional bike trailers.

Watsonvillians are villains of the road unless they start to see the wisdom of alternative transportation methods. Slow Freedom down, make Salinas road ( i know it’s a Monterey Co. issue) sane for bicycles, completely rethink Main St and on. Now is too late but it’s all we got.

Reducing Freedom Rd to 2 from 4 lanes will increase driver frustration which will increase accidents. How about starting with timing the lights on Freedom? This would improve the flow of traffic. Maybe pave it. Reducing lanes on a main throughfare without increasing alternate routes would be disastrous.

The city has invested years of time and funding to advance Vision Zero. Now the push needs to become the shove. We need safer streets in Watsonville, and a redesigned Freedom Boulevard is a great step.

Reducing lanes from 4 to 2 might be great for pedestrians, however automobile traffic will suffer greatly. How many traffic lights are now on Freedom Blvd, it will easily take 15 minutes to go 2 miles from Callaghan part to Freedom Center during peak traffic. Outside of peak traffic it will take 8 to 10 minutes for TWO MILES
Typically I will avoid Freedom and take Holohan if I have no business on Freedom.

Where specifically have the accidents and deaths been. Do you have a map of the dangerous places? You have a fence in front of Cardenas market. That seems like a good solution to keep people from crossing in the middle of the street.

Fix the problem spots.

If you restrict traffic it will cost millions of dollars and people are going to absolutely hate it. Traffic in this town is horrible with out your help, and it is a small town. Make traffic flow freely.

Of course you can make the roads safter by making them very slow. It's obvious, you don't need an advanced degree to figure that out.

If you make traffic slower it will also be safer because no one will want to travel that road, businesses will suffer and the economy of Watsonville will suffer.

This is a poorly thought out idea. If Watsonville's City Planners ego is so fragile that when people disagree with her idea then those people must be for more death and mayhem ? Time for a new and rational city planner Freedom blvd is already too crowded with not many great alternatives. I like the new crosswalk designs but adding a separate bike lane to reduce the lanes will cause Freedom to become a parking lot during heavy commute times. I use Freedom everyday please dont reduce the lanes.

The city should have more safety , Stop the jay walking, The citizens will not even look before crossing a street.

Confusion on the statistics of crash data
McDonald & Freedom Blvd feels unsafe, need a stoplight there Contacted property owners adjacent to the road?

Why the stripped lanes for the bike lanes? Why not protected (with physical barriers)?
Are Complete Streets and other Active Transportation improvements being made in the city having impacts?
Did surveys ask if people were residents?
Is it possible for the plan to include options - showing designs with 3 vs 4 lanes? The roundabout is smart, especially once people get used to it. Fortunately, there are already some in the area so it’s not a new concept. Since flashing yellow pedestrian lights here don’t help improve traffic flow, clearly visible yield signsq are crucial. I hope these feature prominently in the final design.

My experience with flashing lights at crosswalks have been that RED flashing lights always work better than YELLOW and getting cars to stop. If the project budget doesn’t allow for red, yellow might work for the sections with only one lane in each direction.

I understand some may not love a roundabout nor anything that slows down vehicle traffic but speed kills. Since speed and pedestrian safety combined were more than 50% on your pie charts, it would be great to point this out to those who may be skeptical
I have reviewed the document shared with me by the Community Traffic Safety Coalition. Overall, the slowing of traffic and buffering of pedestrians, scooter riders and cyclists should reduce KSIs on those roadway segments. However, many of the KSI crashes of the vulnerable groups are a result of crossing the roadway in unmarked crosswalks, under poor lighting and in mid-block areas.

In several cities medium height barriers (low fencing) have been installed on multi-lane arterials in raised medians to encourage (or force) pedestrians to walk to the nearest intersection. On roadways with prevailing speeds of 35+ I would strongly discourage lane widths of 10' except for a left-turn pocket with a raised median of 3' or greater. Eleven (11') should be the minimum lane width in commercial zones where heavy truck and transit buses are prevalent. If buffers are installed, the report indicates plastic bollards should be included. I would advise to install the painted buffers without bollards. The bollards are high maintenance devices. A better, low maintenance solution would be to use raised pavement markers or very low (6") or less reflectors. If bollards are installed and not maintained (as is becoming the case in S.C. County of Soquel Dr.) they become a liability to the City.

Do these icons mean that there aren't street trees elsewhere where they aren't shown? I recommend showing light linework outlining tree shapes wherever street trees would be feasible
I'm assuming additional formatting will occur before the final version. It would be helpful to box key statements in a contrasting color during formatting.

Consider using photos taken by staff instead of Street View.

Is there an opportunity somewhere in this segment for a center median?

Appendix K. Traffic Data Counts on Freedom Blvd

File Name : 1AM FINAL
Site Code : 00000001
Start Date : 3/18/2025
Page No : 1
Groups Printed- Lights - Buses - Trucks

DRIVEWAY
Southbound

AIRPORT BLVD
Westbound

HOLM RD
Northbound

AIRPORT BLVD
Eastbound
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total 07:00 AM 0 0 0 2 2 0 131 8 2 141 13 0 18 0 31 6 69 0 0 75 249 07:15 AM 1 0 0 2 3 0 132 13 2 147 12 0 17 1 30 10 110 0 0 120 300 07:30 AM 1 0 0 2 3 0 167 11 2 180 21 0 19 1 41 8 120 0 0 128 352 07:45 AM 2 0 0 1 3 0 179 28 1 208 26 2 19 0 47 22 161 0 0 183 441 Total 4 0 0 7 11 0 609 60 7 676 72 2 73 2 149 46 460 0 0 506 1342 08:00 AM 0 0 0 0 0 0 153 21 0 174 22 1 15 0 38 14 149 2 0 165 377 08:15 AM 0 0 0 0 0 0 158 19 1 178 20 2 20 0 42 12 135 4 0 151 371 08:30 AM 0 0 0 0 0 0 142 24 0 166 19 0 15 1 35 7 120 2 0 129 330 08:45 AM 1 0 0 0 1 0 146 10 0 156 20 0 21 2 43 15 109 0 0 124 324 Total 1 0 0 0 1 0 599 74 1 674 81 3 71 3 158 48 513 8 0 569 1402 Grand Total 5 0 0 7 12 0 1208 134 8 1350 153 5 144 5 307 94 973 8 0 1075 2744 Apprch % 41.7 0 0 58.3 0 89.5 9.9 0.6 49.8 1.6 46.9 1.6 8.7 90.5 0.7 0 Total % 0.2 0 0 0.3 0.4 0 44 4.9 0.3 49.2 5.6 0.2 5.2 0.2 11.2 3.4 35.5 0.3 0 39.2 Lights 5 0 0 7 12 0 1173 130 8 1311 148 5 136 5 294 90 928 8 0 1026 2643 % Lights 100 0 0 100 100 0 97.1 97 100 97.1 96.7 100 94.4 100 95.8 95.7 95.4 100 0 95.4 96.3 Buses 0 0 0 0 0 0 12 3 0 15 3 0 4 0 7 1 24 0 0 25 47
% Buses 0 0 0 0 0 0 1 2.2 0 1.1 2 0 2.8 0 2.3 1.1 2.5 0 0 2.3 1.7 Trucks 0 0 0 0 0 0 23 1 0 24 2 0 4 0 6 3 21 0 0 24 54
% Trucks 0 0 0 0 0 0 1.9 0.7 0 1.8 1.3 0 2.8 0 2 3.2 2.2 0 0 2.2 2

DRIVEWAY
Southbound

AIRPORT BLVD
Westbound

HOLM RD
Northbound

AIRPORT BLVD
Eastbound
Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM
07:30 AM 1 0 0 1 0 167 11 178 21 0 19 40 8 120 0 128 347 07:45 AM 2 0 0 2 0 179 28 207 26 2 19 47 22 161 0 183 439 08:00 AM 0 0 0 0 0 153 21 174 22 1 15 38 14 149 2 165 377 08:15 AM 0 0 0 0 0 158 19 177 20 2 20 42 12 135 4 151 370 Total Volume 3 0 0 3 0 657 79 736 89 5 73 167 56 565 6 627 1533 % App. Total 100 0 0 0 89.3 10.7 53.3 3 43.7 8.9 90.1 1 PHF .375 .000 .000 .375 .000 .918 .705 .889 .856 .625 .913 .888 .636 .877 .375 .857 .873

TRAFFIC DATA SERVICE
6280 San Ignacio Ave Suite C
San Jose, CA 95119
[email protected]

File Name : 1AM FINAL
Site Code : 00000001
Start Date : 3/18/2025
Page No : 2

DRIVEWAY

AIRPORT BLVD

AIRPORT BLVD

HOLM RD
Right
3 Thru
0 Left
0 Out In Total
11 3 14
Right
0 Thru
657
Left
79 Out Total In
654 736 1390
Left
73 Thru
5 Right
89 Out In Total
135 167 302
Left
6 Thru
565
Right
56 Total Out In
733 627 1360
Peak Hour Begins at 07:30 AM
Lights
Buses
Trucks
Peak Hour Data
North

TRAFFIC DATA SERVICE
6280 San Ignacio Ave Suite C
San Jose, CA 95119
[email protected]

File Name : 1AM FINAL
Site Code : 00000001
Start Date : 3/18/2025
Page No : 1
Groups Printed- Bikes

DRIVEWAY
Southbound

AIRPORT BLVD
Westbound

HOLM RD
Northbound

AIRPORT BLVD
Eastbound
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total 07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
08:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Grand Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Apprch % 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total %

DRIVEWAY
Southbound

AIRPORT BLVD
Westbound

HOLM RD
Northbound

AIRPORT BLVD
Eastbound
Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 AM
07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total Volume 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
% App. Total 0 0 0 0 0 0 0 0 0 0 0 0
PHF .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000

TRAFFIC DATA SERVICE
6280 San Ignacio Ave Suite C
San Jose, CA 95119
[email protected]