West Sacramento City Council
September 17, 2025

ANALYSIS
Staff utilizes the combined growth factors, which are: 1) growth in the California per capita personal income and, 2) growth in population for the City. Each year the State Department of Finance provides the data used to calculate the population factor and the inflation factor used in deriving the annual appropriation limit.

For Fiscal Year 2025/26, the combined population and inflation percentage used to compute the Appropriations Limit is 1.0734; therefore, the City’s Gann Limit has increased from the prior fiscal year to $1,995,860,108. The City’s FY 2025/26 estimate of appropriations subject to the Limit is $120,953,971, which represents 6% of the total Gann Limit.

Environmental Considerations
The actions recommended in the attached resolution are not subject to the California Environmental Quality Act (CEQA), pursuant to Public Resources Code Section 21080 (b)(8), since the activities proposed involve administrative and financial activities that do not constitute a project pursuant to CEQA.

Commission Recommendation
Not applicable
Strategic Plan Integration
Not applicable
Alternatives
State law requires that the City adopt the appropriation limit on an annual basis and that the calculation of the limit be reviewed by the City’s auditor on an annual basis. While the staff recommendation is to adopt Resolution 25-93, alternatively, the City Council could delay the action in order to allow for clarification or review the attached analysis.

Coordination and Review
Not applicable
Budget/Cost Impact
As the City is currently well under the Limit, there is no budgetary or cost impact associated with adopting the new Limit for FY 2025/26.

ATTACHMENTS

1. Resolution 25-93

2. Recent History of Appropriations Limit

3. Tax Appropriations Limit Calculation for FY 2025/26

4. Department of Finance – Price Factor and Population Information 124
Attachment 1
RESOLUTION 25-93

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF WEST SACRAMENTO ESTABLISHING AN APPROPRIATIONS LIMIT FOR FISCAL YEAR 2025/26

BASED ON POPULATION AND INCOME FACTORS
WHEREAS, Article XIIIB of the California Constitution and Government Code Section 7910 require a city to establish its appropriations limit for each fiscal year; and WHEREAS, the base appropriations limit for the City of West Sacramento for fiscal year 1989/90 was established by Resolution 89-167, with annual increases calculated since that time; and
WHEREAS, Article XIIIB of the California Constitution specifies that appropriations limits may increase annually by a factor comprised of the change in population within the city and the change in the California Per Capita Personal Income; and WHEREAS, the State Department of Finance has provided the necessary documentation to enable the City to calculate and adopt such a factor for the fiscal year 2025/26.

NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of West Sacramento as follows:

1. The factors to be used to determine the fiscal year 2025/26 appropriations limit shall be the change in population within the City of West Sacramento and the percentage change in California Per Capita Personal Income.

2. The City's appropriation limit as required by Article XIIIB of the California Constitution for fiscal year 2025/26 shall be $1,995,860,108.

PASSED AND ADOPTED by the West Sacramento City Council this 17th day of September 2025, by the following vote:

AYES:

NOES:

ABSENT:

Martha Guerrero, Mayor
ATTEST:
_______________________________
Jennifer Cusmir, City Clerk
125
Attachment 2
Combined
Factor Gann Limit
Appropriations
Subject to Limit
% of Gann
Limit Used
City Resolution 00-43 for 2000/01 1.0856 218,005,913 17,685,000 8% City Resolution 01-70 for 2001/02 1.1203 310,447,952 19,415,000 6% City Resolution 02-42 for 2002/03 1.1069 366,736,840 19,147,000 5% City Resolution 03-52 for 2003/04 1.0834 460,703,619 30,415,100 7% City Resolution 04-43 for 2004/05 1.0772 566,920,025 30,415,100 5% City Resolution 05-46 for 2005/06 1.1122 629,814,576 33,502,100 5% City Resolution 06-50 for 2006/07 1.1430 719,894,675 39,631,100 6% City Resolution 07-41 for 2007/08 1.0854 814,717,323 41,560,000 5% City Resolution 08-43 for 2008/09 1.0846 959,700,078 44,077,000 5% City Resolution 09-36 for 2009/10 1.0254 984,076,460 43,046,000 4% City Resolution 10-48 for 2010/11 0.9866 970,889,835 39,533,000 4% City Resolution 11-33 for 2011/12 1.0369 1,006,715,670 39,022,100 4% City Resolution 12-23 for 2012/13 1.0405 1,047,487,655 39,694,900 4% City Resolution 13-43 for 2013/14 1.0761 1,127,215,543 41,005,250 4% City Resolution 14-19 for 2012/13 1.0429 1,049,993,448 39,694,900 4% City Resolution 14-19 for 2013/14 1.0639 1,117,108,525 43,505,250 4% City Resolution 14-19 for 2014/15 1.0105 1,128,805,277 44,268,721 4% City Resolution 15-29 for 2015/16 1.0457 1,180,363,503 50,397,925 4% City Resolution 16-40 for 2016/17 1.0764 1,270,489,627 52,300,201 4% City Resolution 17-21 for 2017/18 1.0441 1,326,460,552 56,284,090 4% City Resolution 18-3 for 2018/19 1.0474 1,389,305,613 58,821,574 4% City Resolution 19-35 for 2019/20 1.0428 1,448,709,334 70,603,927 5% City Resolution 20-?? For 2020/21 1.0437 1,512,083,219 69,573,632 5% City Resolution 21-65 for 2021/22 1.0526 1,591,670,142 77,679,657 5% City Resolution 22-108 for 2022/23 1.0567 1,681,884,016 87,559,253 5% City Resolution 23-61 for 2023/24 1.0663 1,793,447,419 93,270,466 5% City Resolution 24-102 for 2024/25 1.0367 1,859,299,401 97,712,854 5% City Resolution 25-93 for 2025/26 1.0734 1,995,860,108 120,953,971 6% Recent History of Tax Appropriations Limit
126
Attachment 3
Appropriations Subject to the Tax Appropriations Limit
FY 2025/26
Adopted Budget
Property Tax 40,322,025
Sales Tax (excluding Prop 172) 66,348,880
Transient Occupancy Tax 2,425,916
Document Transfer Tax 275,000
Motor Vehicle In-Lieu Tax 94,000
Trailer Coach In-Lieu Tax -
Homeowners Prop Tax Relief 228,150
Off Hwy Motor Vehicle In-Lieu Tax -
State Mandated Cost Reimbursement 35,000
Other Taxes 11,025,000
State Subvention Pursuant to Governement Code Section 7903 200,000 Total Unadjusted Appropriations subject to the Limit [A] 120,953,971 Adjustments for appropriations not subject to the Tax Appropriations Limit Annual Debt Service for Voter Approved Debt -
Total Annual Debt Service [B] -
Qualified Capital Outlays
Total Qualified Capital Outlays [C] -
Total Adjustments [D = B + C] [D] -
Total Adjusted Appropriations subject to the Limit [E = A - D] [E] 120,953,971 Calculation of the Adjustment Factor
Population Change - City 1.0085
Per Capita Personal Income 1.0644
Combined Adjustment Factor [F] 1.0734
Prior Year (FY 2024/25) Tax Appropriations Limit [G] 1,859,299,401 Adjustment Factor [H] 1.0734
Tax Appropriations Limit for FY 2025/26 [I = G x H] [I] 1,995,860,108 Projected appropriations are below the limit by [J = I - E] [J] 1,874,906,137 Fiscal Year 2025/26 Tax Appropriations Limit
FY 2025/26 Tax Appropriations Subject to the Tax Appropriations Limit Calculation of the Tax Appropriations Limit and Difference between the Limit and Appropriations Subject to the Limit
127
May 2025
Dear Fiscal Officer:

Subject: Price Factor and Population Information
Appropriations Limit
California Revenue and Taxation Code Section 2227 requires the Department of Finance to transmit an estimate of the percentage change in population to local governments. Each local jurisdiction must use their percentage change in population factor for January 1, 2025, in conjunction with a change in the cost of living, or price factor, to calculate their appropriations limit for fiscal year 2025-26. Attachment A provides the change in California’s per capita personal income and an example for utilizing the price factor and population percentage change factor to calculate the 2025-26 appropriations limit. Attachment B provides the city and unincorporated county population percentage change along with the population percentage change for counties and their summed incorporated areas. The population percentage change data excludes federal and state institutionalized populations and military populations.

Population Percent Change for Special Districts
Some special districts must establish an annual appropriations limit. California Revenue and Taxation Code Section 2228 provides additional information regarding the appropriations limit.

Article XIII B, Section 9(C) of the California Constitution exempts certain special districts from the appropriations limit calculation mandate. The code section and the California Constitution can be accessed at the following website: http://leginfo.legislature.ca.gov/faces/codes.xhtml.

Special districts required by law to calculate their appropriations limit must present the calculation as part of their annual audit. Any questions special districts have on this requirement should be directed to their county, district legal counsel, or the law itself. No state agency reviews the local appropriations limits.

Population Certification
The population certification program applies only to cities and counties. California Revenue and Taxation Code Section 11005.6 mandates Finance to automatically certify any population estimate that exceeds the current certified population with the State Controller’s Office. Finance will certify the higher estimate to the State Controller by June 1, 2025.

Please Note: The prior year’s city population estimates may be revised. The per capita personal income change is based on historical data.

If you have any questions regarding this data, please contact the Demographic Research Unit at (916) 323-4086.

JOE STEPHENSHAW
Director
By:

ERIKA LI
Chief Deputy Director
Attachment
128
May 2025
Attachment A
A. Price Factor: Article XIII B specifies that local jurisdictions select their cost of living factor to compute their appropriation limit by a vote of their governing body. The cost of living factor provided here is per capita personal income. If the percentage change in per capita personal income is selected, the percentage change to be used in setting the fiscal year 2025-26 appropriation limit is:

Per Capita Personal Income
Fiscal Year Percentage change
(FY) over prior year
2025-26 6.44
B. Following is an example using sample population change and the change in California per capita personal income as growth factors in computing a 2025-26 appropriation limit.
2025-26:

Per Capita Cost of Living Change = 6.44 percent
Population Change = 0.28 percent
Per Capita Cost of Living converted to a ratio: 6.44 + 100 = 1.0644 100
Population converted to a ratio: 0.28 + 100 = 1.0028
100
Calculation of factor for FY 2025-26: 1.0644 x 1.0028 = 1.0674

129
FISCAL YEAR 2025-26 About the Data
Attachment B
Annual Percent Change in Population Minus Exclusions*
January 1, 2024 to January 1, 2025 and Total Population January 1, 2025 City County Percent Change 24-25
Population Minus
Exclusions 1-1-24
Population Minus
Exclusions 1-1-25 Total Population 1-1-25
Davis City Yolo -0.43 65,708 65,423 65,423
West Sacramento City Yolo 0.85 54,938 55,403 55,403
Winters City Yolo 4.14 7,702 8,021 8,021
Woodland City Yolo 0.35 61,406 61,623 61,623
Unincorporated Yolo 1.83 34,334 34,963 34,963
Incorporated Yolo 0.38 189,754 190,470 190,470
County Total Yolo 0.60 224,088 225,433 225,433
*Exclusions include residents on federal military installations and group quarters residents in state mental institutions, state and federal correctional institutions and veteran homes. 130

CITY COUNCIL AGENDA REPORT
MEETING DATE: September 17, 2025 ITEM # 10
SUBJECT:

CONSIDERATION AND ADOPTION OF RESOLUTION 25-94 APPROVING AN ADDITIONAL $50,000 OF MEASURE O FUNDING FOR THE FINANCING OF MEASURE O

ROADS VEHICLES AND EQUIPMENT, APPROVING THE FINANCING OF CERTAIN MEASURE O ROADS VEHICLES AND EQUIPMENT AND DECLARING THE CITY’S

INTENT TO REIMBURSE ITSELF FROM THE PROCEEDS OF DEBT FOR CERTAIN

EXPENDITURES
INITIATED OR REQUESTED BY: REPORT COORDINATED OR PREPARED BY:
[ ] Council [X] Staff
[ ] Other
Rebecca Robertson, Finance Manager
Finance Department
ATTACHMENT [X] Yes [ ] No [ ] Information [ ] Direction [X] Action

OBJECTIVE
This report requests approval of City Council Resolution 25-94, which authorizes the lease-purchase financing through a loan from JP Morgan Chase Bank and declares the City’s intent to reimburse itself for certain expenditures made or to be made prior to issuance of the debt in compliance with Internal Revenue Service guidelines for tax-exempt debt.

RECOMMENDED ACTION
Staff respectfully recommends that the City Council:

1. Authorize the Finance Director or designee to accept a proposed equipment lease, and to enter into a leasepurchase agreement with JP Morgan Chase Bank to finance the purchase of Measure O Roads vehicles and equipment in the amount of $7,340,000; and

2. Adopt Resolution 25-94 approving an additional $50,000 in Measure O funding for the financing of Measure O Roads vehicles and equipment, approving the financing of the Measure O Roads vehicles and equipment and declaring the City’s intent to reimburse itself from the proceeds of debt for certain expenditures.

BACKGROUND
On March 19, 2025, the City Council approved a five-year plan for Measure O funding which included annual appropriations of $1,200,000 for the financing of road related vehicles and equipment.

Approval of the lease-purchase financing is conditioned upon the Council’s approval of the financing. Staff has obtained a letter of intent from JP Morgan Chase Bank to finance the purchase in the amount of $7,340,000 over a 7-year period at an estimated interest rate of 3.75-4.25%. This financing will spread the costs of the vehicles and equipment purchase over several years and minimize the budget impact in the current fiscal year. Lease payments will be approximately $1,250,000 annually. The term of the loan will more closely align with the expected life cycle of the vehicles and equipment. Resolution 25-94 requests an additional $50,000 annually for the financing of the Measure O Roads vehicles and equipment.

Resolution 25-94 is necessary to allow reimbursements of City costs prior to the execution of lease purchase documents with JP Morgan Chase Bank. To finance that payment (and any other expenditures made before the financing agreement is executed) on a tax-exempt basis, federal income tax regulations require that the City declare its official intent to reimburse those expenditures from the proceeds of the debt. The City may only reimburse expenditures made not more than 60 days prior to the declaration of intent made in Resolution 25-94.

ANALYSIS
The City has an existing banking relationship with JP Morgan Chase Bank and this will be the third leasepurchase financing the City has entered into with the bank. The business terms provided by JP Morgan Chase Bank include a 3.75-4.25% interest rate and a 7-year term. The interest rate is provided as a range as the actual rate is based on the rates in effect on the date the financing is approved by Council and the rate is subsequently locked by the bank. Payments will be made semi-annually. At the end of the lease term the City will take ownership of the financed equipment.

Resolution 25-94 is required to meet Internal Revenue Service requirements for tax-exempt financings. For example, this “Intent to Reimburse” resolution would allow staff to pay invoices prior to the lease financing becoming available. The City Council has approved similar resolutions with the previous equipment leases. 131
Measure O Roads Vehicles and Equipment Financing
September 17, 2025

Environmental Considerations
Not applicable
Commission Recommendation
Not applicable
Strategic Plan Integration
Not applicable.

Alternatives
As an alternative to the recommended action, the Council could not approve staff’s recommendation to leasefinance the purchase of the vehicles and equipment, though this authorization was provided by Council with adoption of the budget. However, this alternative is recommended as it would cause road maintenance and repair delays.

Coordination and Review
N/A
Budget/Cost Impact
The total cost for the Measure O Roads vehicles and equipment is $7,340,000. Financing the capital investment is proposed to be funded through a lease-purchase agreement with JP Morgan Chase Bank over a 7-year period and will involve debt service payments of approximately $1,250,000 annually. The JP Morgan Chase Bank loan will be secured at the current day’s favorable rates for municipal debt at an approximate interest rate of 3.75-

4.25%. Resolution 25-94 requests an additional $50,000 in Measure O funding for the estimated annual debt service for the Measure O Roads vehicles and equipment.

ATTACHMENTS

1. Resolution 25-94

2. Decision Package DP-00834
132
Attachment 1
RESOLUTION 25-94

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF WEST SACRAMENTO

APPROVING THE FINANCING OF CERTAIN MEASURE O ROADS VEHICLES AND

EQUIPMENT
WHEREAS, on March 19, 2025, the City Council approved a five-year plan for Measure O funding which included annual appropriations of $1,200,000 for the financing of road related vehicles and equipment; and
WHEREAS, the City anticipates that it will issue debt obligations in the form of a lease agreement, the payments under which would contain a separately stated interest component for the purpose of financing the Project costs on a long-term basis; and WHEREAS, the City’s obligations under the lease agreement will be considered debt for federal income tax purposes; and
WHEREAS, the maximum principal amount of such debt expected to be issued to finance the Project costs is $1,250,000; and
WHEREAS, the City expects to pay on and after the date hereof certain Project costs (“the Expenditures”); and
WHEREAS, in order to obtain favorable treatment of expenditures of proceeds of the debt obligations used to reimburse the Expenditures, Treasury Regulations section 1.150-2 requires the City to declare its official intent to reimburse the Expenditures with proceeds of debt.

NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of West Sacramento that:

1. Findings. The City Council hereby finds and determines that the foregoing recitals are true and correct.

2. Approval of Financing. The Finance Director is authorized to execute a lease agreement with JP Morgan Chase Bank in the amount of $7,340,000 for a term not to exceed 7 years and an interest rate not to exceed 4.5%.

3. Official Intent. The City hereby states that it reasonably expects to reimburse the Expenditures with proceeds of debt to be incurred by the City. The foregoing statement is a declaration of official intent that is made under and only for the purpose of establishing compliance with the requirements of Treasury Regulations section 1.150-2. This resolution does not bind the City to make any expenditure of Project costs or to incur any debt for the Project.

4. Capital Expenditures. Each Expenditure will be: (a) of a type properly chargeable to capital account under general federal income tax principles (determined in each case as of the date of the Expenditure), and (b) complies with all applicable Treasury regulations.

5. Reimbursement Allocations. The City will make a reimbursement allocation, which is a written allocation by the City that evidences the City’s use of proceeds of debt to reimburse an Expenditure, no later than 18 months after the later of the date on which the Expenditure is paid or the Project is placed in service or abandoned, but in no event more than three years after the date on which the Expenditure is paid.

6. Effective Date. This resolution shall take effect immediately upon its passage.

APPROVED, PASSED, AND ADOPTED this 17th day of September 2025, by the City Council of the City of West Sacramento by the following vote:
133
Resolution 25-94

AYES:

NOES:

ABSENT:
___________________________________
Martha Guerrero, Mayor
ATTEST:
________________________________
Jennifer Cusmir, City Clerk
134
Budget Decision Package
$1,200,000.00
$1,200,000.00
$2,400,000.00
Net Request (2025/2026):

Net Request (2026/2027):

Total Net Request:

Package ID: DP-00834
Status: Council Approved
Title: Measure O-Road Response Crew Equipment
Department: Public Works Priority: 1
Contact: Lorianne Landsaw Phone: (916) 617-4579
Mandatory: No
Section 1 - General Information
Strategic Plan:

City Facilities & Infrastructure Financing Strategy
Description:

Project Type:

One Time Expenditure
City Council approved a five-year plan for Measure O Funding for Roads on March 19, 2025. At that time, $1.2M was appropriated for the purchase of road-related equipment. These one time expenses for equipment were part of the five year plan provided to council on March 19, 2025.

Section 2 - Costs
Fund Activity Object Description 2025/2026 2026/2027 One Time
112 9210 5415 Debt Payment
annual payment on equipment financing
$1,200,000.00 $1,200,000.00
Total $1,200,000.00 $1,200,000.00
Section 3 - Detailed Information
Objectives/Need for Request:

Staff had reviewed the list of equipment necessary for a full road program and prioritized specific pieces for this fiscal year to begin the program.

Consequences of Not Funding:

The Road Response Crew will not have adequate equipment to perform the job promised to the public.

Alternatives Considered:

N/A
Section 4 - Attachments
Attachment Attachment Description
detailed list
135 Page 1 of 1
Budget Decision Package
$7,340,000.00
$0.00
$7,340,000.00
Net Request (2025/2026):

Net Request (2026/2027):

Total Net Request:

Package ID: DP-00834
Status: Budget Review
Title: Measure O-Road Response Crew Equipment
Department: Public Works Priority: 1
Contact: Lorianne Landsaw Phone: (916) 617-4579
Mandatory: No
Section 1 - General Information
Strategic Plan:

City Facilities & Infrastructure Financing Strategy
Description:

Project Type:

One Time Expenditure
City Council approved a five-year plan for Measure O Funding for Roads on March 19, 2025. At that time, $1.2M was appropriated for the purchase of road-related equipment. These one time expenses for equipment were part of the five year plan provided to council on March 19, 2025.

Section 2 - Costs
Fund Activity Object Description 2025/2026 2026/2027 One Time
112 9210 5575 10-Yard Dump Truck $400,000.00 $0.00 Yes
112 9210 5575 Skid Steer with Trailer and Attachments $125,000.00 $0.00 Yes 112 9210 5572 Utility Work Truck 1 $150,000.00 $0.00 Yes 112 9210 5572 Utility Work Truck 2 $150,000.00 $0.00 Yes 112 9210 5575 Paving Machine & Trailer $500,000.00 $0.00 Yes 112 9210 5575 Street Sweeper (Truck 374 Replacement)
Staff is currently searching to find an electric street sweeper that will meet the City's needs. If an electrical sweeper cannot be sourced, a traditional one will be
purchased instead.
$900,000.00 $0.00 Yes
112 9210 5572 Street Swee[er (Truck 375 Replacemet) $650,000.00 $0.00 Yes 112 9210 5575 Thermoplastic Paint Machine & Trailer $500,000.00 $0.00 Yes 112 9210 5575 Mini Street Sweeper $350,000.00 $0.00 Yes 112 9210 5575 Pavement Roller & Trailer $200,000.00 $0.00 Yes 112 9210 5575 Patch Truck $500,000.00 $0.00 Yes
112 9210 5240 Traffic Control Equipment $200,000.00 $0.00 Yes 112 9210 5575 Mini Excavator $200,000.00 $0.00 Yes
136 Page 1 of 2
112 9210 5572 Flatbed Truck (Truck 338 Replacement) $150,000.00 $0.00 Yes 112 9210 5575 Loader & Attachments $400,000.00 $0.00 Yes 112 9210 5575 Slurry Seal Tank (Equipment 306 Replacement) $40,000.00 $0.00 Yes 112 9210 5575 10-Yard Dump Truck $200,000.00 $0.00 Yes
112 9210 5575 5-Yard Dump Truck $175,000.00 $0.00 Yes
112 9210 5572 Utility Work Truck w/ Lift Gate (Truck 132 Replacement) $150,000.00 $0.00 Yes 112 9210 5575 Slope Mower $250,000.00 $0.00 Yes
112 9210 5575 Backhoe, Attachments & Trailer $400,000.00 $0.00 Yes 112 9210 5575 Chipper Truck $300,000.00 $0.00 Yes
112 9210 5572 Utility Work Truck $150,000.00 $0.00 Yes
112 9210 5575 Spray Truck Replacement $300,000.00 $0.00 Yes Total $7,340,000.00 $0.00
Section 3 - Detailed Information
Objectives/Need for Request:

Staff had reviewed the list of equipment necessary for a full road program and prioritized specific pieces for this fiscal year to begin the program.

Consequences of Not Funding:

The Road Response Crew will not have adequate equipment to perform the job promised to the public.

Alternatives Considered:

N/A
Section 4 - Attachments
137 Page 2 of 2

CITY COUNCIL AGENDA REPORT
MEETING DATE: September 17, 2025 ITEM # 11
SUBJECT:

CONSIDERATION OF RESPONSE TO YOLO COUNTY GRAND JURY REPORT ON HOMELESSNESS: OUR LOCAL AMERICAN TRAGEDY
INITIATED OR REQUESTED BY: REPORT COORDINATED OR PREPARED BY:
[ ] Council [X] Staff
[ ] Other
Taylor Nelson, Business Manager
Police Department
Raul Huerta-Castro, Housing Manager
Economic Development & Housing Department
Kaisa Miller, Senior Program Manager
City Manager’s Office
ATTACHMENT [X] Yes [ ] No [ ] Information [ ] Direction [X] Action

OBJECTIVE
The objective of this report is to seek City Council authorization on a response to a report from the Yolo County Grand Jury titled “Homelessness: Our Local American Tragedy”.

RECOMMENDED ACTION
Staff respectfully recommends that the City Council review and authorize the Mayor to sign and staff to submit attached response to the Yolo County Grand Jury report titled “Homelessness: Our Local American Tragedy”.

BACKGROUND
On June 16, 2025, City staff received a Grand Jury report titled “Homelessness: Our Local American Tragedy”.

A copy of the report is attached.

According to Penal Code Section 933 and 933.05, the City Council is required to respond in writing and in electronic form to certain findings and recommendations of the Grand Jury report within 90 days.

On August 15, 2025, city staff contacted the Foreperson to request an extension to meet the requirements to Penal Code Section 933 that states “In any city and county, the mayor shall also comment on the findings and recommendations”. After staff coordination on the responses, this extension became necessary due to there being only one Council meeting scheduled in September.

ANALYSIS
Staff has reviewed the Grand Jury report titled “Homelessness: Our Local American Tragedy” and the findings and recommendations for which responses are required by Yolo County but invited for other jurisdictions, including the City of West Sacramento. The Grand Jury invited the West Sacramento City Council to respond to Findings F5, F-10, and R-3:

FINDINGS
F5. The City of West Sacramento has demonstrated a proactive approach to expanding housing options for vulnerable populations through strategic investments in motels, facilitated by the passage of a dedicated sales tax. This model involves providing loans to developers and actively partnering with non-profit organizations to deliver essential supportive services within these housing facilities. This integrated approach highlights a commitment to creating tangible housing solutions. In stark contrast, Yolo County has faced significant challenges in identifying and implementing actionable housing solutions, largely due to the pervasive issue of NIMBYism ("Not In My Backyard"). This resistance acts as a substantial barrier, limiting the availability of suitable locations for developing homeless projects that are both equitably distributed and do not unduly impact existing residential or commercial areas. This inaction underscores the need for proactive community engagement and innovative strategies to overcome local opposition. 138
Replace with Agenda Report Topic
Replace with Date of Council Meeting

F10. Cities within Yolo County possess numerous parking lots, many of which are currently unused or significantly underutilized, particularly during nighttime hours and potentially even during the day.

Despite this readily available infrastructure, there has been a lack of proactive exploration into the feasibility of utilizing these spaces for initiatives such as safe parking programs. Implementing safe parking, whether on a part-time (nightly) or even fulltime basis, presents a tangible opportunity to alleviate the stress and safety concerns endured by individuals experiencing homelessness who are living in their vehicles and struggling to find safe and legal parking options.

This could also contribute to reducing homeless vehicle presence in residential and commercial areas, addressing community concerns.

RECOMMENDATIONS
R3. Yolo County needs to proactively research and assist existing homelessness service providers in identifying appropriate and accessible locations for their services. This includes actively exploring and establishing well-managed "safe parking" sites, along with developing clear operational guidelines and providing consistent oversight to ensure the safety and well-being of participants and the surrounding community.

Staff has prepared a draft response for City Council review and approval. (Attachment 2.) Upon approval, staff will finalized the response and submit to the Presiding Judge.

Environmental Considerations
N/A
Commission Recommendation
N/A
Strategic Plan Integration
N/A
Alternatives
The City Council’s response to the Grand Jury report is required by law. As an alternative to staff’s recommendation, however, the Council could choose to make revisions to the proposed response to the report.

This would increase response time and cause further delays in meeting our required timely response.

Coordination and Review
This report was prepared by City Manager’s Office with input from the Police Department and Economic Development and Housing Department.

Budget/Cost Impact
NA

ATTACHMENTS

1. Yolo County Grand Jury titled “Homelessness: Our Local American Tragedy”

2. Draft City Council Response to the Yolo County Grand Jury titled “Homelessness: Our Local American Tragedy”
139
140
141
142
Homelessness: Our Local American Tragedy
" We think sometimes that poverty is only being hungry, naked and unsheltered. The poverty of being unwanted, unloved and uncared for is the greatest poverty." -Mother Teresa
Unhoused Individuals – Woodland, California - Photo by Juror Richard E. Worrell

SUMMARY
As Yolo County navigates the midpoint of its ambitious 2023-2026 strategic plan aimed at mitigating homelessness, recent data from the Point in Time (PIT) count reveals a concerning upward trend. The latest figures indicate a significant surge of 26.3% in the homeless population between 2022 and 2024, underscoring the escalating nature of this critical social issue.

Furthermore, the Homelessness and Poverty Action Commission, established to streamline and harmonize the diverse homelessness programs operating within the county's major urban centers, has demonstrably fallen short of its intended purpose. Its lack of effective coordination has hindered the county's overarching goal of a unified and 143
impactful approach. Compounding this challenge is the absence of dedicated Yolo County funding specifically allocated to facilitate this crucial collaborative function.

The efficacy and reliability of the Point in Time count itself warrant critical examination.

Observations suggest that the current methodology suffers from management deficiencies and necessitates significant improvements to ensure accurate and comprehensive data collection. This is vital for formulating evidence-based strategies and effectively tracking progress.

Despite the systemic challenges at the county level, individual cities within Yolo County have independently cultivated noteworthy and potentially replicable programs. The City of Davis , for instance, demonstrates a proactive commitment through its designated Social Service Director and a supporting team of three staff members. Additionally, Davis Community Meals and Housing operates Paul's Place, a facility offering 18 residential beds alongside shelter accommodations and round-the-clock support services for individuals experiencing homelessness. Woodland presents another model with Fourth and Hope, providing a substantial 75 shelter beds and 61 permanent supportive housing units.

Moreover, Woodland is poised to enhance its support network with the imminent opening of Walter's Place, a dedicated substance abuse treatment center. However, the geographically isolated location of the E. Beamer facility poses a significant barrier due to the lack of accessible public transportation. West Sacramento has pioneered an innovative approach by repurposing existing motel structures into living units, coupled with on-site social service support, offering a unique and adaptable housing solution.

In conclusion, the data and observations strongly suggest that Yolo County must prioritize adherence to its own strategic plan by establishing and adequately resourcing a central coordination mechanism. This vital function is essential to leverage the successes of individual city programs, address systemic weaknesses, and ultimately make meaningful progress in combating the growing crisis of homelessness within the county. 144
Fourth and Hope, Woodland, Ca. - Photo by juror Richard E. Worrell 2024 Homeless Point in Time (PIT) Count Overview
145
Source 2023-2026 Yolo County Plan to Address Homelessness

BACKGROUND
The growing presence of individuals experiencing homelessness in and around Yolo County communities is a noticeable trend for residents. This has manifested in the establishment of temporary encampments in various public and semi-public spaces, including sidewalks, parking lots, and the areas immediately surrounding commercial establishments.

A primary contributing factor to this situation, mirroring a challenge faced by many communities within Yolo County, is a significant deficit in the availability of affordable housing options. This scarcity creates a situation where individuals with limited financial 146
resources struggle to secure stable and long-term housing, increasing the likelihood of homelessness.

Furthermore, the daily activities associated with unsheltered homelessness have unfortunately led to an increase in illegal dumping. This improper disposal of waste not only detracts from the aesthetic quality of both private and public properties but can also pose environmental and health concerns for the wider community.

It's crucial to recognize that a substantial portion of the homeless population in Yolo County grapples with complex challenges, including co-occurring mental health disorders and substance use disorders. Additionally, many individuals have experienced significant trauma, either as a direct result of the hardships of living on the streets or stemming from adverse experiences in their past. These underlying issues can significantly complicate efforts to find stable housing and reintegrate into the community.

To gain a comprehensive understanding of this multifaceted issue, the Yolo County Civil Grand Jury has undertaken an investigative process. This involved conducting interviews with key stakeholders, including city managers who oversee local government operations, officers from the Homeless Outreach Services Team (HOST) who work directly with the homeless population, current government employees involved in addressing homelessness, and staff members of Fourth and Hope, a local organization providing crucial services and support to those experiencing homelessness.

Expanding on these points, we could further explore:
• The specific data or statistics that demonstrate the increase in homelessness in Yolo County.
• The economic factors contributing to the affordable housing crisis in the region. • The specific types of damage to public and private properties resulting from illegal dumping.
• The complexities of addressing mental health and substance use disorders within the homeless population, including access to resources and treatment options.
• The specific programs and initiatives that HOST and Fourth and Hope are implementing, and their effectiveness.
• The legal and ethical considerations surrounding the rights of individuals experiencing homelessness and the responsibilities of the community. 147
• Potential long-term solutions and strategies that Yolo County should consider to address the root causes of homelessness and mitigate its impacts.

2024 Unhoused Persons Health Status
Source 2023-2026 Yolo County Plan to Address Homelessness 148

METHODOLOGY
During the investigation into the unhoused population of the cities and in Yolo County, the Grand Jury conducted extensive research in open-source documents, including the past and the most recent 2024 county conducted PIT (Point In Time) Counts, also referencing the comprehensive reporting of Yolo County area newspapers “The Woodland Daily Democrat,” “The Davis Enterprise,” “The West Sacramento News-Ledger,” “The Davis Vanguard” and other news services in the county, state and nation.

In addition, the Grand Jury also:
• Reviewed the 2023-26 Yolo County Plan to Address Homelessness. • Researched a wide variety of Yolo County materials relating to homelessness, including minutes of the “Executive Commission to Address Homelessness,” and the Cities and County’s various plans to end homelessness issued over the past several years.
• Interviewed several City and County employees.
• Interviewed non-governmental organization (NGO) staff members. • Toured facilities that provide housing (both temporary and permanent), food and a wide variety of treatment and services to the homeless in the county and in the cities.
• Observed homeless individuals in various cities and areas of the county. 149
Homeless encampment in rural Yolo County - Photo by Juror Richard E. Worrell

DISCUSSION
The recent Supreme Court ruling regarding City of Grants Pass –vs- Johnson, while seemingly maintaining budgetary and operational norms for cities, has subtly reshaped the management of visible homelessness. This decision empowers municipalities to clear encampments and relocate unhoused individuals from public spaces, thereby altering the aesthetic landscape of urban environments.

Within Yolo County, the three most populous cities—West Sacramento, Woodland, and Davis—demonstrate distinct approaches to addressing the multifaceted issue of homelessness. West Sacramento has strategically leveraged financial mechanisms, specifically through voter-approved sales tax increases, to offer loans to developers for the acquisition and redevelopment of existing motel structures. These re-purposed facilities then host support services provided by nonprofit organizations, creating a more structured environment for individuals experiencing homelessness.

Woodland, in contrast, has established a centralized shelter, Fourth and Hope, with a capacity of 100 beds. However, its current utilization hovers around 70 beds due to 150
significant challenges in recruiting and funding adequately trained staff. A critical impediment to the shelter's effectiveness is the lack of reliable transportation for its residents. While the city's "B" bus line presents a potential solution, extending its route to include a stop at 1903 E. Beamer, near Fourth and Hope, would necessitate a reallocation of already strained budgetary resources originally intended for other essential programs.

Providing bus vouchers to residents could incentivize the use of the facility and facilitate access to employment opportunities, medical appointments, and community resources like the library, potentially reducing the number of individuals remaining visibly unhoused.

Unlike West Sacramento and Davis, Woodland has not implemented a dedicated tax surcharge and primarily relies on increasingly competitive grant funding for its homeless services. Fourth and Hope currently bears the uncompensated cost of transportation services, leading to expenditures that have exacerbated staff shortages and limited their capacity to serve the homeless population. The Yolo County Transit District Board is actively addressing this issue and is expected to implement a solution in the near future.

Davis has adopted a different model with the development of Paul’s Place, a four-story facility funded through a combination of private and public sources. This comprehensive center integrates a homeless resource hub with emergency shelter beds on the ground floor, transitional housing units on the second level, and permanent supportive housing apartments on the upper two floors. A key feature of Paul’s Place is its commitment to providing on-site and referral-based services encompassing job training, mental health support, and addiction treatment for all residents. However, Davis faces significant hurdles in expanding housing options for the unsheltered due to "Not in My Backyard" (NIMBY) sentiments within the community. While concerns regarding property values and public safety expressed by residents and business owners warrant consideration, the city needs to develop a decisive strategy to identify suitable locations for new housing and facilities that minimize community disruption. The accumulation of funds from a 1% city surtax may provide the financial flexibility to pursue such building sites.

The most recent Point-in-Time (PIT) count in 2024 reveals a concerning trend across Yolo County, indicating a substantial 26.3% increase in homelessness since the 2022 count, representing an additional 196 individuals experiencing homelessness. Furthermore, the methodology employed for collecting this crucial data appears to suffer from inaccuracies and a lack of systematic organization, potentially undermining the reliability of the count.

Adding to the complexity of the issue is the apparent absence of unified leadership and a cohesive strategic plan involving both county officials and the business community to effectively address the escalating homeless populations within each city. Representatives from West Sacramento, Woodland, and Davis have voiced a shared desire for Yolo County 151
to assume a more prominent role in facilitating communication, collaborative planning, and the coordination of homeless service programs. However, Yolo County currently lacks dedicated funding specifically allocated to these essential services. This absence of centralized leadership and funding at the county level may hinder the development and implementation of comprehensive and impactful solutions to the growing challenge of homelessness in the region.

FINDINGS
F1. Despite being well past the midpoint of the 2023-2026 Yolo County Plan to Address Homelessness, there is a demonstrable lack of effectiveness in significantly reducing the number of individuals experiencing homelessness. This suggests fundamental challenges within the current strategic framework or its implementation. Furthermore, a critical gap exists in proactive leadership and consistent guidance from both County and City officials.

This absence hinders effective communication, meaningful involvement, and the development of crucial partnerships with the business community. Businesses are directly impacted by issues related to homelessness, yet they are often not integrated into the collaborative process of finding sustainable solutions. This lack of unified direction and engagement impedes the development of comprehensive and impactful strategies across the county.

F2. A significant impediment to effectively addressing homelessness in Yolo County is the apparent lack of robust coordination and collaboration between the county's incorporated cities. While each city operates with its own distinct funding mechanisms and organizational structures for addressing homelessness, there is a recognized desire among them for overarching county oversight and a more unified strategic approach. Currently, the prevailing model appears to be one of independent shelters and initiatives, rather than a cohesive regional strategy to tackle the pervasive issue of homelessness that transcends city boundaries. Compounding this challenge is the absence of dedicated funding allocated at the Yolo County level specifically for homeless services, limiting the county's ability to provide essential resources, facilitate joint initiatives, and ensure equitable support across all jurisdictions.
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F3. The City of Woodland's strategy for addressing individuals experiencing homelessness who are unwilling to accept placement in traditional shelters remains vaguely defined. This lack of clarity creates uncertainty regarding outreach efforts and alternative solutions for those who may not be suitable for or willing to utilize congregate shelter settings. Moreover, Woodland currently lacks a clear and consistently enforced process for managing where individuals experiencing homelessness can establish encampments. This absence of defined guidelines can lead to community concerns, public health issues, and perpetuate instability for the individuals themselves.

F4. Inaccuracies inherent in the Point-in-Time (PIT) count methodology result in an underestimation of the true number of individuals experiencing homelessness within Yolo County. Consequently, an unknown but likely significant portion of the homeless population is not being accurately identified, leading to a failure in connecting them with much-needed services and support. The most recent PIT count in 2024 revealed a concerning 26.3% increase in homelessness in Yolo County since the 2022 count, representing an additional 196 individuals. This substantial increase underscores the urgency of improving data collection methods to ensure a more accurate understanding of the scope of the crisis and to effectively target resources.

F5. The City of West Sacramento has demonstrated a proactive approach to expanding housing options for vulnerable populations through strategic investments in motels, facilitated by the passage of a dedicated sales tax. This model involves providing loans to developers and actively partnering with non-profit organizations to deliver essential supportive services within these housing facilities. This integrated approach highlights a commitment to creating tangible housing solutions. In stark contrast, Yolo County has faced significant challenges in identifying and implementing actionable housing solutions, largely due to the pervasive issue of NIMBYism ("Not In My Backyard"). This resistance acts as a substantial barrier, limiting the availability of suitable locations for developing homeless projects that are both equitably distributed and do not unduly impact existing residential or commercial areas. This inaction underscores the need for proactive community engagement and innovative strategies to overcome local opposition.

F6. The current definition and cost structure of "affordable housing" often remain inaccessible to the majority of individuals and families experiencing homelessness. While intended to provide a pathway to stability, the actual rental rates and associated costs of many affordable housing units are still beyond the financial reach of those with little to no 153
income, highlighting a critical disconnect between the available housing stock and the economic realities of the homeless population. This necessitates exploring alternative housing models and deeper subsidy options to truly address the housing needs of this vulnerable group.

F7. The Fourth and Hope facility, a key resource for individuals experiencing homelessness in the Woodland area, faces significant challenges related to transportation access for its residents. Currently, adequate transportation options to connect residents with essential services, employment opportunities, and the broader community are lacking. Addressing this deficit would require a reallocation of existing funds, potentially impacting other vital programs. This highlights the need for a comprehensive assessment of transportation needs and the exploration of dedicated funding sources to ensure reliable access for residents of this crucial facility.

F8. A persistent shortage of adequately trained and supported employees at the Fourth & Hope site is negatively impacting its effectiveness as a resource for individuals experiencing homelessness. These staffing limitations can lead to reduced service capacity, compromised safety, and a less supportive environment, ultimately deterring individuals in need from seeking or remaining at the facility. Addressing these shortages through improved recruitment strategies, competitive compensation, enhanced training, and adequate funding is crucial to ensuring the site can effectively serve its intended purpose.

F9. The existing shortage of mental health professionals within Yolo County significantly exacerbates the complex challenges of providing adequate mental health services to residents, particularly those experiencing homelessness. Staffing shortages within the mental health system are attributed to factors such as stringent training requirements and insufficient funding. Furthermore, recent legislative changes appear to have had a limited positive impact on increasing access to mental health care. The intersection of homelessness and mental health is critical, and addressing the systemic gaps in mental health service provision is essential for effectively supporting the well-being and long-term stability of individuals experiencing homelessness.
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F10. Cities within Yolo County possess numerous parking lots, many of which are currently unused or significantly underutilized, particularly during nighttime hours and potentially even during the day. Despite this readily available infrastructure, there has been a lack of proactive exploration into the feasibility of utilizing these spaces for initiatives such as safe parking programs. Implementing safe parking, whether on a part-time (nightly) or even fulltime basis, presents a tangible opportunity to alleviate the stress and safety concerns endured by individuals experiencing homelessness who are living in their vehicles and struggling to find safe and legal parking options. This could also contribute to reducing homeless vehicle presence in residential and commercial areas, addressing community concerns.

F11. Communities across Yolo County are expressing growing frustration and discontent over the perceived lack of tangible progress in addressing homelessness. A significant concern driving this dissatisfaction is the urgent need for accessible and comprehensive mental health facilities and services within the county. Residents recognize the critical and often intertwined nature of homelessness and mental health challenges, observing that a lack of adequate support acts as a major barrier to housing stability and overall well-being.

This desire extends beyond basic facilities, with communities advocating for a range of services, including crisis stabilization units, sobering centers, residential treatment programs, and robust outpatient care options. The absence of these resources is viewed as a major impediment to breaking the cycle of homelessness and fostering healthier, safer communities. This underscores the pressing need for county leadership to prioritize the development and funding of a comprehensive mental health infrastructure as an integral component of its strategy to effectively address homelessness.

F12. The multifaceted challenge of homelessness presents a significant and intricate problem that inevitably confronts every community. The growing allocation of taxpayer money to support essential services for unhoused individuals can place a considerable strain on a community's financial stability and its collective sense of compassion, requiring an increasing commitment of valuable resources to this crucial endeavor. Ultimately, it falls under the purview of county and local governmental bodies to diligently manage and monitor this critical humanitarian situation with the aim of achieving a substantial reduction in homelessness, with the aspirational goal of its near elimination in the future. 155

RECOMMENDATIONS
R1. The Yolo County Grand Jury believes that future juries should strongly consider conducting a yearly investigation into the issue of homelessness. This would voluntarily mirror the existing obligation for annual Grand Jury reporting on aspects of Yolo County Detention Facilities, ensuring that the critical issue of homelessness receives consistent and thorough attention. These important investigations should aim to assess the current state of homelessness, evaluate the efficacy of existing programs, and recommend actionable strategies for improvement.

R2. Yolo County needs to budget dedicated funds for homelessness services to significantly improve coordination, communication, and the collaborative development of initiatives between existing programs. This funding should prioritize streamlining service delivery and fostering innovation to more effectively address homelessness.

R3. Yolo County needs to proactively research and assist existing homelessness service providers in identifying appropriate and accessible locations for their services. This includes actively exploring and establishing well-managed "safe parking" sites, along with developing clear operational guidelines and providing consistent oversight to ensure the safety and well-being of participants and the surrounding community.

R4. Yolo County should establish a dedicated and mobile Mental Health Outreach Team specifically trained to engage with and provide services to homeless individuals. This team would be responsible for actively seeking out individuals in need, conducting mental health assessments, providing immediate support and crisis intervention, and facilitating connections to ongoing mental health care and other essential resources.

R5. The Yolo County Board of Supervisors should consider taking a more active and collaborative leadership role in addressing homelessness countywide. This would involve providing dedicated funding, clear strategic guidance, and facilitating enhanced 156
communication and coordination between the cities and rural areas within the county. By fostering a cohesive approach, the Board can enable the sharing of successful strategies, proactively highlight potential pitfalls in tackling this complex issue, and ultimately promote more effective and unified solutions across Yolo County.

COMMENDATIONS
In our investigation of homelessness in Yolo County the following programs stood out as worthy of commendation.

Paul’s Place - Davis: A four-story multiuse facility came about through a collaboration between Davis Community Meals and Housing (DCMH) and Davis Opportunity Villages (DOV), the City of Davis, and its designated staff and numerous other volunteers and organizations who worked together to make it a reality.

Fourth and Hope - Woodland: Provides over 70 shelter beds for the whole region as well as 61 permanent small housing units. They have constructed and are about to open a state-of-the-art substance abuse treatment facility, “Walter’s Place”.

The City of West Sacramento: Has developed a plan remodeling vacant motels for homeless living space by working closely with developers, non-profits for ongoing support and the utilization of tax money.

The City of Woodland and the Yolo County Transportation District: for their joint initiative in crafting a plan to resolve the long-standing transportation challenges at the Fourth and Hope Facility on East Beamer. We anticipate and encourage the prompt implementation of this vital solution.

REQUEST FOR RESPONSES
The following responses are required pursuant to Penal Code sections 933 and 933.05: the Grand Jury request responses as follows withing 90 days:
- Yolo County Board of Supervisors F-1, F-2 F-4, F-5, F-6, F-7, F-9, F-10, F-11, F-12 R-2, R-3, R-4, R-5
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Invited responses
- Yolo County 2025–2026 Grand Jury F-12, R-1
- Yolo County Health and Human Services F-9, F-11, R-4
- City of Woodland F-3, F-7, F-8, F-9, F-10, R-3,
- City of Davis F-10, R-3
- City of West Sacramento F-5, F-10, R-3
158
1110 West Capitol Avenue
West Sacramento, CA 95691
(916) 617-4500
www.cityofwestsacramento.org
Attachment 2
September 17, 2025
Honorable Timothy Fall
Superior Court of California, County of Yolo County
1000 Main Street
Woodland, CA 95695
Yolo County Grand Jury Foreperson, Karen Buchko
120 W Main Street, Suite A
Woodland, CA 95695
Via e-mail: [email protected]
Re: West Sacramento City Council Response to Grand Jury Report – Homelessness: Our Local American Tragedy
Dear Judge Fall:

The City Council is in receipt of the Grand Jury’s report on Homelessness dated June 16, 2025. The report makes two findings (F5-F10) and one recommendation (R3). Pursuant to Penal Code Sections 933 and 933.05, the Grand Jury requested the City Council respond to all findings and all recommendations within 90 days. As requested, the City Council has completed the responses requested by the Grand Jury.

GRAND JURY FINDINGS
F-5. The City of West Sacramento has demonstrated a proactive approach to expanding housing options for vulnerable populations through strategic investments in motels, facilitated by the passage of a dedicated sales tax. This model involves providing loans to developers and actively partnering with non-profit organizations to deliver essential supportive services within these housing facilities. This integrated approach highlights a commitment to creating tangible housing solutions. In stark contrast, Yolo County has faced significant challenges in identifying and implementing actionable housing solutions, largely due to the pervasive issue of NIMBYism ("Not In My Backyard"). This resistance acts as a substantial barrier, limiting the availability of suitable locations for developing homeless projects that are both equitably distributed and do not unduly impact existing residential or commercial areas. This inaction underscores the need for proactive community engagement and innovative strategies to overcome local opposition.

In 2016, West Sacramento voters approved Measure E, a ballot measure proposed by the West Sacramento City Council, adding a quarter cent to the City's portion of the Local Transactions and Use Tax to fund several areas of focused investment, including funding for homeless initiatives to reduce the instances and community impacts of homelessness.

Measure E funding allowed the long-term sustainability of the City’s Homeless Coordinator position and programs like the
159
2 Downtown Streets Team. Measure E funds have been leveraged with other local, state, and federal funding to expand the City’s homeless initiatives and support the recently created Community Outreach and Response Division.

In December 2020, the City of West Sacramento acquired the former 40-unit Rodeway Inn to provide emergency non-congregate shelter to homeless individuals. The site was purchased with Homekey Program funds, Yolo County ARPA funds, and local Community Development Block Grant (CDBG) and Measure E funds. The site was already being master leased by Yolo County to provide non-congregate shelter, so all existing occupants were able to remain on-site. To date, more than 326 individuals have been served, of which 67 have been placed in permanent housing. Homekey Program participants receive case management services in addition to limited food distribution services. On average, 65 individuals reside on site. The City also oversees a homeless “drop-in” center at the site that is open from 12-4pm Monday-Friday. This center hands out lunches, water, hygiene kits, and clothes to those in need. This is also a point of contact for individuals seeking services.

In May 2023, the City acquired the 21-unit Flamingo Motel to expand its emergency noncongregate shelter program (program). Since its acquisition, the Flamingo Motel site has provided services to 54 individuals, of which 9 have been placed into permanent housing. Like the Homekey Program site at the Rodeway Inn, program participants receive case management services to prepare them for a permanent housing alternative.

In August 2024, the City purchased the former El Tejon and Pick Wick Motels, located at 1821 West Capitol Ave. and 1809 West Capitol Ave., respectively, to further expand the City’s program and assist in transitioning program participants from the Rodeway Inn and Flamingo Motel sites, which are scheduled to terminate in December 2025 and mid-2026, respectively. The former El Tejon and Pick Wick sites required varying levels of rehabilitation to be ready for occupancy by program participants. Rehabilitation work on both sites has gone exceptionally well, and staff anticipate work to be completed by Summer 2025. To support the necessary rehabilitation work and future program operations, the City was awarded $2.6 million in State Behavioral Health Bridge Housing (BHBH) Program funds by Yolo County, of which $380,000 is specifically designated for repairs. In May 2025, the City acquired a fifth motel site, the West Wood Motel, to further expand the program and also assist in transitioning program participants from the Rodeway Inn and Flamingo Motel sites. Rehabilitation work at the former West Wood Motel is scheduled to commence late summer, and placements are likely to begin by the end of 2025.

F-10. Cities within Yolo County possess numerous parking lots, many of which are currently unused or significantly underutilized, particularly during nighttime hours and potentially even during the day. Despite this readily available infrastructure, there has been a lack of proactive exploration into the feasibility of utilizing these spaces for initiatives such as safe parking programs. Implementing safe parking, whether on a part-time (nightly) or even fulltime basis, presents a tangible opportunity to alleviate the stress and safety concerns endured by individuals experiencing homelessness who are living in their vehicles and struggling to find safe and legal parking options. This could also contribute to reducing homeless vehicle presence in residential and commercial areas, addressing community concerns.

On its face, safe parking can look like a straightforward, commonsense approach and West Sacramento has many underutilized parking assets that warrant consideration. However, 160
3 after evaluating potential sites within the city, the programmatic and logistical challenges associated with establishing and sustaining safe parking sites have proven to be significant barriers.

Cities across California provide useful cautionary examples. In San Francisco, the Bayview/Candlestick safe-parking effort, despite substantial investment, faced persistent infrastructure, operational cost, and safety challenges and the city ultimately moved to close its primary vehicle-parking site, displacing many residents who had relied on that program.

Sacramento has also seen high-profile, city-sanctioned encampments and experimental sites close amid legal, lease, and operational complications, illustrating that city-sponsored temporary sites can be unstable or hard to sustain long-term. In San Diego, efforts to expand safe parking have produced mixed outcomes, while there have been program improvements and legal settlements that have led to changes in enforcement and program design, other proposed sites fell through and community partners report challenges around siting, neighborhood acceptance, timing, and funding.

Based on those regional lessons and a careful review of potential lots in West Sacramento, the City has concluded that a fragmented, ad hoc safe-parking rollout would likely create more logistical and safety complexity than it would solve. Key concerns include long-term site control/leases, site infrastructure (lighting, bathrooms, electrical hookups), ongoing operations and case management capacity, waste/water management, neighborhood impacts, and sustainable funding to operate sites at the level needed to keep people safe and to connect them to housing. The experience elsewhere shows these are not small or one-time costs.

Accordingly, West Sacramento has concentrated our resources on our emergency housing program in city-owned motels, where we can most reliably and rapidly connect people to safe, stable housing alternatives and other vital services. These motel programs provide immediate, private shelter, on-site case management, and coordinated connections to housing resources while avoiding many of the unresolved operational, legal, and neighborhood issues that have complicated some safe-parking efforts elsewhere. We remain committed to exploring all effective, evidence-based tools and will continue to monitor regional developments in safe parking and other models as they evolve.

GRAND JURY RECOMMENDATIONS
R-3. Yolo County needs to proactively research and assist existing homelessness service providers in identifying appropriate and accessible locations for their services. This includes actively exploring and establishing well-managed "safe parking" sites, along with developing clear operational guidelines and providing consistent oversight to ensure the safety and wellbeing of participants and the surrounding community.

The City of West Sacramento has supported service providers in utilizing city facilities for services for those experiencing homelessness, and conducted administrative work to support programming happening within the City. Additionally, the City has worked collaboratively with the West Sacramento Mercy Coalition as they make significant strides to expand their campus and services to include the addition of permanent supportive housing units. While expansion of supportive services has not included safe parking sites to date, collaboration amongst West Sacramento service providers is strong, and we continue to be 161
4 open to input from county partners with solutions that are suitable for West Sacramento.

Sincerely,
Martha Guerrero
Mayor of West Sacramento
Enclosure
Cc: Yolo County Grand Jury Foreperson (via email only)
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CITY COUNCIL AGENDA REPORT
MEETING DATE: September 17, 2025 ITEM # 12
SUBJECT:

PUBLIC HEARING AND CONSIDERATION OF RESOLUTION 25-96 ADOPTING THE

WEST SACRAMENTO VISION ZERO ACTION PLAN
INITIATED OR REQUESTED BY: REPORT COORDINATED OR PREPARED BY:
[ ] Council [X] Staff
[ ] Other
Steven Rosen, Associate Transportation Planner
Community Development Department
ATTACHMENT [X] Yes [ ] No [ ] Information [ ] Direction [X] Action

OBJECTIVE
The objective of this report is to present the Vision Zero Action Plan to the City Council for consideration and adoption.

RECOMMENDED ACTION
Staff respectfully recommends that the City Council:
1) Conduct a public hearing;
2) Find that the adoption of the Vision Zero Action Plan is exempt from the California Environmental Quality Act in that it qualifies for a Statutory Exemption pursuant to Public Resources Code 21080.20 as an active transportation plan that encourages people to choose walking, bicycling, and rolling through the creation of a safe transportation network and pursuant to CEQA Guidelines 15262 as a planning study for future possible actions;
3) Resolve to halve the number of fatal and serious injury crashes by 2035 and set an aspirational goal of zero by 2050; and
4) Approve Resolution 25-96 adopting the Vision Zero Action Plan.

BACKGROUND
The United States Department of Transportation (USDOT) awarded the City of West Sacramento a grant to develop a “Comprehensive Safety Action Plan.” On January 17, 2024, the City Council awarded a professional services contract to Nelson\Nygaard Consulting Associates, Inc. to support the development of the Comprehensive Safety Action Plan.

To take advantage of worldwide momentum against traffic violence, the project has been named the West Sacramento Vision Zero Action Plan (VZAP). The purpose of the plan is to reduce fatal and serious injuries on West Sacramento’s streets by implementing the “Safe Systems Approach.” The Safe Systems Approach recognizes that fatal and serious injuries are unacceptable, people make mistakes, human bodies are vulnerable, responsibility is shared, safety is proactive, and redundancy is crucial. The Safe Systems Approach seeks to achieve reductions in fatal and serious injuries by improving equity, engineering, education, enforcement, and emergency response.

The Vision Zero Action Plan was prepared in three broad phases. The first examined existing conditions. The second set a goal for fatal and serious injury (FSI) crash reduction. The third created a plan to implement countermeasures to achieve the goal. All three phases were guided by the project’s Community Advisory Committee, a group of volunteers that oversaw the engagement efforts, helped identify and connect with groups that had been underrepresented in project development, and acted as a sounding board on the goals and strategies in the plan.

The first step entailed reviewing police crash reports. These describe every crash documented by the West Sacramento Police Department between 2017 and 2023. This rich source of information included details about each crash such as types of vehicle, conditions, number and type of injuries, driving behavior before the crash, and the responding officer’s determination of the primary collision factor that was the immediate cause of the crash. This discussion starts on Page 23 of the VZAP.

The data showed that there were 101 fatal and serious injury (FSI) crashes in the study period 2017-2023. There was a mean of 14.43 FSI crashes per year, or 26.76 per 100,000 residents. The COVID-19 quarantine period did not have an unusually high or low number of FSI crashes. These FSI crashes resulted in 29 deaths and 117 serious injuries. Fifty-eight percent (58 percent) of the victims were vulnerable road users. The most common 163
Vision Zero Action Plan
September 17, 2025

primary causes of FSI crashes were reported by police as “pedestrian violation,” “[failure to obey] traffic signals and signs,” and “driving under the influence.” The data showed that 70 percent of FSI crashes in West Sacramento occur on 3.5 percent of its streets.

The first step also entailed qualitative and quantitative social science research that reached out to residents and visitors to share their experiences of streets in West Sacramento. Active transportation audits taught observers to translate their observations into the language of transportation engineering and provide detailed information about specific locations. Engaging with the attendees of the Breathe Bike Rodeo, the Senior Resource Fair, Washington School District’s National Night Out, and a school day at the West Sacramento campus of Sacramento City College let the team engage with people who were not following the project. A survey reached 491 respondents and produced a map of traffic safety hot-spots where respondents reported that they had witnessed or experienced near-misses and unreported crashes and identified dangerous conditions or frequent dangerous behaviors. This discussion starts on Page 31 of the VZAP.

On June 4, 2025, the City Council accomplished the second step of the VZAP program when it directed staff to plan to reduce FSI crashes by 50 percent within ten years and then to continue reducing the number of FSI crashes to zero. This goal is population adjusted to account for the planned growth in the number of homes in the city during the plan period. The goal is to reduce the FSI crashes in West Sacramento from 26.76 per 100,000 residents (14.43 total) per year to fewer than 13.38 per 100,000 residents per year by 2035, or seven or fewer at the current population. After 2035, the City Council committed to reducing the number of FSI crashes until achieving zero.

Since June 4th, the Vision Zero team has been working on the third step: the plan to achieve that goal.

ANALYSIS
The Vision Zero Action Plan will achieve the City Council’s goal by establishing a strategy for investments in street safety. It creates a list of actions the City should take to improve street safety and names specific City departments that would be responsible for those actions. It identifies places where countermeasures will be most effective. It advances six priority projects that the VZAP team found would be the most effective in reducing FSI crashes overall. Finally, it establishes an accountability program to make sure that the plan will be implemented and track and regularly report progress toward zero FSI crashes.

The Draft Final VZAP is included as Attachment 1. The actions, beginning on Page 53 of the VZAP, are organized in tables divided by the goals they will accomplish and the strategies toward meeting those goals. These goals and strategies are:

1. Goal: Create a Transportation System that Prioritizes Safety in West Sacramento a. Strategy: Invest in and Sustain Systems Change to Achieve Safer Streets b. Strategy: Prioritize Safety and Multimodal Choice in Budgeting Decisions

2. Goal: Implement Safe Speeds Throughout West Sacramento a. Strategy: Design Streets that Compel Motorists to Drive at Safe Speeds b. Strategy: Lower Speed Limits

3. Goal: Ensure Streets Prioritize the Safety of All People a. Strategy: Improve and Analyze Safety Data Regularly to Inform Safe System Improvements b. Strategy: Integrate Safety in Project Development
c. Strategy: Use New Tools, Guidance, Laws and Practices for Safe Streets Design

4. Goal: Encourage the Community to Be Safe and Responsible Street Users a. Strategy: Actively Communicate Vision Zero Goals, Progress, and Education to the Community b. Strategy: Develop Policies and Programs to Encourage and Incentivize Mode Shift

5. Goal: Create a Culture of Support
a. Strategy: Improve Post-Crash Response and Investigation b. Strategy: Support Crash Victims, Their Loved Ones, and Communities Impacted Each action is described with a timeframe in which it can be implemented, a cost estimate, a department responsible for the action, and other departments whose support is needed to implement the action.

The VZAP has two prioritization maps. Page 48 shows all street segments in West Sacramento, color-coded by their score in the prioritization framework. Every street segment was evaluated with scoring criteria based on the crash data analysis, public input about dangerous conditions, demography, and the proximity of schools and other important destinations. The non-crash scoring factors ensure that improvements go where there are the most potential victims, where road users are most vulnerable, and where the potential victims have the least 164
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resilience in recovering from the tragedy of an FSI crash. These scores are an objective way to prioritize investment in street safety. The highest scoring segments are the locations where investments will be most effective in reducing FSI crashes.

The second prioritization map, on Page 49 of the VZAP, combines some of the highest-scoring street segments into coherent corridors that are suitable for safety improvements. These are where the consultants determined that safety improvements would benefit from being implemented at a larger scale than a point or a single block.

The VZAP identifies six Priority Projects and provides the schematics needed to advance them in competing for funding. The City has had success with this in the past; the current Bicycle, Pedestrian, and Trails Master Plan identified “Signature Projects,” and the schematics enabled staff to leap forward with the Sycamore Trail US-50 Overpass project. The VZAP Priority Projects are infrastructure projects and enforcement programs that the team found most feasible to implement, that would be cost effective, and that could be implemented quickly. The City Council reviewed the projects at its meeting on June 4, 2025. In no particular order, the projects are:

1. Southport Parkway: This project is concurrent with the Southport to Harbor Roadway Project (formerly known as the Port Area Infrastructure and Complete Streets Project). The Vision Zero team supplemented the work with additional safety measures targeting the high speeds drivers can achieve on Southport Parkway, resulting in high-severity crashes.

2. Quick Builds: Intersection and Crosswalk Improvements: This program provides schematics for low-cost improvements to intersections and crosswalks that narrow crossing distances to reduce the time pedestrians spend in the roadway and reduce vehicle speeds by demanding more driver attention and reducing corner radii. Improvements that consist only of paint and vertical delineators are inexpensive and quick to install but effective. Examples in the region include 59th Street and 2nd Avenue in Sacramento and on Lincoln Village Drive in Rancho Cordova.

3. Jefferson Blvd & Linden Road Intersection: This intersection is a High Injury Location near River City High School, a busy shopping area, recreation facilities, and homes. The VZAP provides a plan for twophases of improvements that will separate motor vehicles from vulnerable road users and improve visibility.

4. Marshall Road Safety and Traffic Calming: Marshall Road is the only east-west connection across the Main Drain Canal. It is a chokepoint for vehicle traffic and vulnerable road users. It connects to key destinations that are especially attractive to vulnerable road users: trails, schools, and parks. This priority project proposes adding a roundabout and all-way stop control to certain intersections on Marshall Road.

5. Daylighting Law Implementation Guidance: Intersection “daylighting” is when parking is prohibited near a marked or unmarked crosswalk to improve visibility. California Assembly Bill 413 (2023) prohibits parking within 20 feet (15 feet in certain cases) of the “approach side” of crosswalk, statewide, and it is the responsibility of all local governments to enforce this law. This Priority Project is guidance for educating drivers about this new and unfamiliar law, locations where signage, curb-painting, and enforcement should be prioritized, and timing for beginning enforcement. The goal is that parking a car where it keeps other drivers from seeing a child waiting to cross the street becomes as unthinkable as parking a car where it blocks a fire hydrant.

6. No Right Turn on Red Guidance: Turning right on red is a risky behavior given the demands for a driver’s attention. Crash analysis shows that it is associated with FSI crashes. This priority project will provide guidance on when right turns on red should be prohibited.

The draft VZAP was available for public review from July 28 through August 27. To increase accessibility of the plan, the executive summary of the draft plan was translated to Spanish and Russian and the City created a video on the draft VZAP. The City held a workshop on August 12th at 5:30 – 6:30 PM at the Arthur F. Turner Library. Through this engagement, the City received 16 comments (Attachment 2).

With this information, staff recommends City Council’s approval of Resolution 25-96 adopting the VZAP (Attachment 3).
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Environmental Considerations
Adoption of the Vision Zero Action Plan is exempt from the California Environmental Quality Act in that it qualifies for a Statutory Exemption pursuant to Public Resources Code 21080.20 as an active transportation plan that encourages people to choose walking, bicycling, and rolling through the creation of a safe transportation network and to CEQA Guidelines 15262 as a planning study for future possible actions.

The Notice of Exemption is included as Attachment 4.

Commission Recommendation
The Transportation, Mobility, and Infrastructure Commission considered staff’s recommendation and concurred.

The Commission provided guidance on the VZAP through all three phases of its development.

Strategic Plan Integration
This project advances the 2025 Strategic Plan Principles: “Mobility & Connectivity,” in support of providing convenient and sustainable choices for people to get where they are going, “Inclusive & Diverse,” in support of equitable investment and social/environmental justice in the city, and “Core Services & Infrastructure,” in support of sustaining a financially sound city in which everyone feels safe and secure, with quality services and wellmaintained infrastructure.

Alternatives
The City Council’s primary action alternatives are as follows:
1) Approve the Vision Zero Action Plan as submitted; or 2) Approve the Vision Zero Action Plan with modifications; or 3) Direct the item to be moved to a later meeting; or
4) Decline to hold a public hearing and adopt the Vision Zero Action Plan.

Alternative 1 is the recommended action. Alternative 2 is not recommended given that the project team has developed the final Vision Zero Action Plan with extensive public outreach. Alternatives 3 and 4 are not recommended as the work on the plan is complete and ready to be adopted. If the project is delayed and not completed within the grant timeline, the City cannot incur valid project cost after the grant deadline of October 1, 2025. Furthermore, grant award performance is sometimes taken into consideration under evaluation of future grant applications.

Coordination and Review
The Vision Zero Action Plan was guided by the Project Development Team. This team consisted of representatives of all City departments that will be responsible for implementing aspects of the plan and that represent groups with interests in traffic safety.

Budget/Cost Impact
There is no cost associated with the recommended action.

Long-term, the cost of implementing various recommendations set forth by the plan, following City Council consideration of adoption, would be considered on a case-by-case basis and presented for funding considerations. Cost estimates of varying elements of proposed recommendations are included in the final VZAP. The intent is to implement as much of the VZAP as possible within the design of other capital improvements, maintenance projects, and programs.

ATTACHMENTS

1. Draft Final West Sacramento Vision Zero Action Plan

2. Public Comments

3. Resolution 25-96

4. Notice of Exemption
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Action Plan

DRAFT FINAL
September 2025
Photo credit: West Sacramento
Attachment 1
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Hold page for addition of City Council resolution after adoption at September 17, 2025 mtg 168
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ACKNOWLEDGEMENTS
Thank you to the individuals and organizations that made the Vision Zero Action Plan possible, as well as the many residents whose input is reflected in this document.

City Council
Mayor: Martha Guerrero
District 1: Norma Alcala
District 2: Quirina Orozco
District 3: Dawnté Early
District 4: Verna Sulpizio Hull
City Manager
Aaron Laurel
Project Manager
Steven Rosen
Project Development Team
Capital Projects
Christian Asuncion
Joanna Ortiz
Cierra Scriven
Ryan Teves
Amber Wallace
David Wong
City Manager’s Office
Kaisa Miller
Jon Robinson
Nabeelah Tran
Community Development Department
Daniel Berumen
Stephanie Chhan
Mark Collier
Sampath Dangeti
Jimmy Fong
Jason McCoy
Andrea Ouse
Eric Rios
Economic Development and Housing
Department
Larry Lee
Finance Department
Roberta Raper
Fire Department
Bryan Jonson
Police Department
Robert Brazier
Jason Winger
Public Works Department
Frank Dorris
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Community Advisory Group
Jeffrey Chan
Nicole Curran
Bob David
Jorge Domingues
Rosa Fernandez
Mai Menzies
Nahid Nawid
Jim Parker
Community Partners
Agency on Aging Area 4
Arthur F. Turner Community Library
Melida Bermudez, Spanish Interpreter
Breathe California Sacramento Region
Elena Davidson-Rivera, Russian Interpreter
NorCal Resist
Resources for Independent Living
Sacramento City College West Sacramento
Center
Washington Adult School
Washington Unified School District - Community
Schools Initiative
West Sacramento Community Center
Westfield Village K-8 School
Consultant Team
NN Engineering
Maria Boehm
Jenny Boone
Sam Ergina
Asif Haque
Jolene Holland
Tracy McMillan, Project Manager
Mike Riebe
Dru van Hengel
Civic Thread
Aika Miranda
David Moore
Julia Jackson Oill
Kiara Reed
The development of the Vision Zero Action Plan was funded by a grant from the United States Department of Transportation’s Safe Streets and Roads for All program.
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IN DEDICATION
This Vision Zero Action Plan is dedicated to those in the West Sacramento community whose lives have been lost or forever changed by traffic violence. Their memory strengthens our collective resolve to create safer streets and a future where every journey begins and ends safely.
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Table of Contents
Page
Acknowledgements.....................................................................................................ii In Dedication..............................................................................................................iv Executive Summary................................................................................................... 8 Introduction ....................................................................................... 13 What is Vision Zero & Why Is It Important?............................................................. 13 An Action Plan for West Sacramento ...................................................................... 13 Commitment to Zero ......................................................................... 15 Towards a Safe System in West Sacramento ......................................................... 15 Vision Zero Goals ....................................................................................................18 Community and City Involvement..................................................... 20 Crash Trends ..................................................................................... 23 Defining Vulnerable Road Users ............................................................................. 23 A Focus on FSI Crashes..........................................................................................23 Summary of Crash Trends.......................................................................................23 High Injury Locations (HILs) ....................................................................................32 High Risk Locations (HRLs).....................................................................................36 Safety Countermeasures and Design Treatments Toolbox ............. 38 ToolBox Overview....................................................................................................39 Vision Zero Priority Locations .......................................................... 45 Vision Zero Prioritization Method............................................................................. 45 Actions to Zero ................................................................................. 53 Implementation ................................................................................. 65 Priority Projects........................................................................................................65 Accountability...........................................................................................................70 Conclusion...............................................................................................................71 172
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Table of Figures
Page
Figure 1: Plan Development Process.............................................................................. 14 Figure 2: FHWA Safe System Approach......................................................................... 16 Figure 3: Safe System Elements.....................................................................................17 Figure 4: FSI Crash Reduction Goal............................................................................... 18 Figure 5: Vision Zero Goals ............................................................................................19 Figure 6: All Injury Crashes in West Sacramento 2017-2023 ......................................... 24 Figure 7: All Injury Crashes by Victim and Mode 2017-2023 .......................................... 25 Figure 8: West Sacramento FSI Crashes and USDOT Disadvantaged Communities Index...........................................................................................................26 Figure 9: Primary Collision Factor for All FSI Crashes, 2017-2023 ................................ 27 Figure 10: Survey Responses Related to Traffic Safety Concerns................................. 31 Figure 11: Survey Responses To Level of Agreement For Statements Related To Traffic Safety ..............................................................................................32 Figure 12: HILs................................................................................................................34 Figure 13: HILs and Community-Identified Challenging Locations ................................. 35 Figure 14 Relation between High Risk and High Injury Locations .................................. 37 Figure 15: Awareness, Signs & Markings ....................................................................... 40 Figure 16: Pedestrian Crossings.....................................................................................41 Figure 17: Signals, Timing & Phasing............................................................................. 42 Figure 18: Intersection Design ........................................................................................43 Figure 19: Roadway Design............................................................................................44 Figure 20: Speed Management.......................................................................................44 Figure 21: Goals, Criteria and Scoring for Prioritization.................................................. 46 Figure 22: Street Segment Prioritization Scoring............................................................ 48 Figure 23: Priority Corridors............................................................................................49 Figure 24: Priority Corridors and Potential Countermeasures ........................................ 50 Figure 25: Actions Table Key..........................................................................................53 Figure 26: Invest in and Sustain Systems Change to Achieve Safer Streets ................. 54 Figure 27: Prioritize Safety and Multimodal Choice in Budgeting Decisions................... 55 Figure 28: Design Streets that Compel Motorists to Drive at Safe Speeds .................... 56 Figure 29: Lower Speed Limits .......................................................................................57 Figure 30: Improve and Analyze Safety Data Regularly to Inform Safe System Improvements.............................................................................................58 Figure 31: Integrate Safety in Project Development ....................................................... 59 Figure 32: Use New Tools, Guidance, Laws and Practices for Safe Streets Design...... 60 Figure 33: Actively Communicate Vision Zero Goals, Progress, and Education to the Community ................................................................................................. 61 Figure 34: Develop Policies and Programs to Encourage and Incentivize Mode Shift ... 62 Figure 35: Improve Post-Crash Response and Investigation.......................................... 63 Figure 36: Support Crash Victims, Their Loved Ones, and Communities Impacted....... 64 173
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Figure 37: Draft Curb Extension Concept at Intersection of Sacramento Avenue and Bryte Avenue..............................................................................................66 Figure 38: Draft Concept for Protected Intersection at Intersection of Jefferson Boulevard and Linden Road....................................................................... 67 Figure 39: Example of Daylighting ..................................................................................68 Figure 40: Examples of No RTOR signage..................................................................... 69 Figure 41: Annual Reporting ...........................................................................................70 174
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8 EXECUTIVE SUMMARY
Purpose and process
From 2017 to 2023, traffic crashes on West Sacramento streets claimed 29 lives and seriously injured 117 more victims. Each of these incidents left lasting trauma for families, friends, and communities. This Action Plan begins with a simple, urgent premise: no one should die or be seriously injured while moving through their city.

Vision Zero is a global transportation safety initiative committed to developing programs, practices, and projects that prioritize the safety of all street users and bring communities closer to a target of zero life-changing or fatal traffic crashes. The Vision Zero process acknowledges that to achieve zero fatalities on our roads, we should employ the Safe Systems Approach. This approach to transportation safety refocuses system design and operation on anticipating human mistakes and lessening impact forces to reduce crash severity and save lives.

Safer streets in West Sacramento are possible, but making streets safer requires collective responsibility and action. Over an eighteen-month period, the Vision Zero team engaged community members, stakeholders and staff in a dialogue about transportation safety in West Sacramento, with the result being a Vision Zero Action Plan designed for implementation.
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9 Vision Zero Action Plan Structure
Introduction – Chapter 1 defines Vision Zero and provides an overview of the project and Action Plan
Commitment to Zero – Chapter 2 defines the City’s commitment to reducing Fatal and Serious Injury (FSI) crashes and how to do so with the Safe System Approach.

Community Engagement – Chapter 3 describes the community engagement process that supported the development of the Action Plan.

Crash Trends – Chapter 4 provides an overview of crash history and risk in West Sacramento and identifies the High Injury Locations map.

Safety Countermeasures and Design Treatments Toolbox – Chapter 5 introduces specific countermeasures to improve safety in West Sacramento.

Priority Locations – Chapter 6 describes the prioritization process and identifies the prioritized safety locations.

Actions to Zero – Chapter 7 lists the actions identified to reduce traffic fatalities and serious injury crashes in West Sacramento.

Implementation – Chapter 8 identifies the Action Plan’s Top 6 near-term Vision Zero Projects and how to track the Plan’s progress.

Key Traffic Safety Findings
This plan analyzed crash data and road characteristics to understand the safety conditions within the city. The community and city staff shared their experiences as people who walk, roll, bike, drive, and manage the streets of West Sacramento and provided input on improvements that could be made to the roadways and policies of the city.
 While people driving motor vehicles were far more likely to be involved in crashes, people walking, biking, and driving motorcycles (who are defined as vulnerable road users, or VRUs) were much more likely to die or be seriously injured when involved in a crash.
 People aged 20-24 years and 25-29 years represent 26% of FSI crashes.  Males are overrepresented in FSI crashes.
 Crashes are more prevalent in the latter half of the week and at dusk or dark.  Over half of FSI crashes (63%) occur in a disadvantaged community1, as seen in the graphic below.
1 For the Action Plan, a disadvantaged community is defined as a geographic area that experiences a combination of economic, social, and environmental burdens, leading to disproportionate negative impacts. Both the US Department of Transportation Justice 40 Initiative and California’s SB535 CalEnviroScreen were used in the plan to identify West Sacramento’s disadvantaged communities. 176
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10  Most of the FSI crashes involving VRUs occurred in disadvantaged communities (86% pedestrian-involved, 85% bicyclist-involved, 56% motorcyclist-involved).  “Driving under the influence”, “traffic signs and signals”, “automobile right of way violation”, and “pedestrian violations” were among the top primary collision factors.
 From the community survey, primary concerns were unsafe drivers, lack of pedestrian and bicyclist infrastructure and amenities, and safety for school-age children walking and bicycling on West Sacramento streets.  70% of FSI crashes occur on just 3.5% of West Sacramento streets. 177
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11  79% of street segments identified in the analysis as high injury locations (HILs) overlapped with locations identified as challenging by the public, as seen in the graphic below.
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12 The Road to Safety
Achieving a future without FSI outcomes from crashes requires a systemic approach and commitment to action. Based on input from staff, stakeholders, and community members, the Vision Zero Action Plan identifies a network of HILs throughout the city, potential priority corridors for safety improvements and six projects that can be acted on in the near-term. The Plan also outlines a set of goals, strategies, and actions for the city and partners to take to shift the safety paradigm and create a safe transportation system for West Sacramento residents and visitors who travel in many different ways.

Importantly, it is a commitment to transportation safety by the City of West Sacramento, as approved by the City Council.

Commitment
This population-adjusted goal equates to fewer than 13.38 FSI crashes per 100,000 residents, or seven or fewer FSI based on West Sacramento’s current population of approximately 55,000.

The City of West Sacramento is committed to a 50% reduction in the number of FSI crashes per 100,000 residents by 2035, with the eventual goal of zero in 2050.
“We are happy to have attended the workshops, and we can really see that the city is taking this very seriously. Thank you for including us and considering our opinions on these matters. It means a lot.”
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13 INTRODUCTION
The Vision Zero Action Plan is a blueprint for eliminating trafficrelated deaths and serious injuries in West Sacramento.

WHAT IS VISION ZERO & WHY IS IT
IMPORTANT?
From 2017 to 2023, traffic crashes on West Sacramento streets claimed 29 lives and seriously injured 117 more victims. Each of these incidents left lasting trauma for families, friends, and communities. This Action Plan begins with a simple, urgent premise: no one should die or be seriously injured while moving through their city.

Vision Zero is a global transportation safety initiative committed to developing programs, practices, and projects that prioritize the safety of all street users and bring communities closer to a target of zero life-changing or fatal traffic crashes. The Vision Zero process acknowledges that to achieve zero fatalities on our roads, the Safe Systems Approach should be employed. At the very foundation of the Safe Systems Approach is a recognition that humans will make mistakes and that bodies have physical limits for crash tolerance. However, death is not inevitable if we anticipate mistakes and manage risk through roadway design and management, safety-forward policies and shared responsibility through a culture of safety.

AN ACTION PLAN FOR WEST SACRAMENTO
Safer streets in West Sacramento are possible, but making streets safer requires collective responsibility and action. The many actions needed to achieve this vision will require everyone – from City leadership to every street user – to make safer choices.

This Vision Zero Action Plan is a commitment towards reducing traffic fatalities and serious injuries to zero. The Plan identifies a host of actions to create a truly safe transportation system for West Sacramento residents and visitors who travel in many different ways.
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14 Vision Zero Action Plan Process
The West Sacramento Vision Zero Action Plan is data- and community-driven at its core, responding to the actual safety experiences and priorities of West Sacramento with proven safety interventions. The Plan development was guided by community input from the public, an external volunteer resident Community Advisory Group (CAG), and an internal Project Development Team (PDT) made up of representatives from various city departments. The diagram below provides a high-level overview of this process, which began in early 2024 (Figure 1).

Figure 1: Plan Development Process
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15 COMMITMENT TO ZERO
The West Sacramento Vision Zero Action Plan is an ambitious response to the serious and fatal injury traffic crashes that affect people living, working, and visiting the city each year. Achieving zero traffic deaths will take a shared commitment from
everyone—city partners, community members, and all who use West Sacramento’s streets.

TOWARDS A SAFE SYSTEM IN WEST

SACRAMENTO
To achieve the vision of zero deaths, federal, state and local transportation agencies across the United States and the globe have adopted the Safe System Approach, a paradigm shift for street safety (Figure 2). Unlike traditional road safety strategies that focus on modifying human behavior to prevent all crashes, the Safe System Approach refocuses system design and operation on anticipating human mistakes and lessening impact forces to reduce crash severity and save lives. There are six principles that form the basis of the Safe System Approach, including:
• Traffic deaths are unacceptable. Death and serious injury are unacceptable outcomes of using the roadway system. Vision Zero advocates a system-wide approach to reduce the frequency and severity of collisions. • People make mistakes. Humans make mistakes, so we need to design roads and modify how people operate so our mistakes don’t lead to serious injury or death.
• Bodies are vulnerable. Humans are vulnerable, so Vision Zero actions need to reduce the transfer of energy from cars onto people in crashes. • We’re in this together. Safety is a societal responsibility, not limited to the people who travel on the roadways. It includes the people who plan, design, build, operate and maintain roads, as well as vehicle manufacturers, law enforcement, emergency responders, and post-crash personnel. • Safety is about being proactive. Actions can be taken to prevent crashes from occurring in the first place, based on understanding crash and user history and characteristics and developing policies, programs, and countermeasures that address crash risks.
• Redundancy is essential. Safety measures must be designed so that if one part of the system fails, another is in place to keep road users safe. 182
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16 Figure 2: FHWA Safe System Approach
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17 Elements of a Safe System
Implementing the Safe Systems Approach requires five Safe System elements that together add layers of protection and shared responsibility to promote a holistic approach to safety for road users (Figure 3). The Safe System elements are the following:

1. Safe Speeds: The risk of death or serious injury increases with increased speeds. Reducing speeds can accommodate human injury tolerances in three ways: reducing impact forces, providing additional time for drivers to stop, and improving visibility.

2. Safe Roads: Designing to accommodate human mistakes and injury tolerances can greatly reduce the severity of crashes that do occur. Examples include physically separating people traveling at different speeds, providing dedicated times for different users to move through a space, and alerting users to hazards and other road users.

3. Safe Road Users: The Safe System Approach addresses the safety of all road users, including those who walk, bike, drive, roll, ride transit, and travel by other modes.

4. Safe Vehicles: Vehicles are designed and regulated to minimize the occurrence and severity of collisions for those inside and outside of vehicles using safety measures that incorporate the latest technology.

5. Post-Crash Care: When a person is injured in a collision, they rely on emergency first responders to locate them, stabilize their injury, and transport them to medical facilities quickly. Post-crash care also includes forensic analysis at the crash site and traffic incident management.

Figure 3: Safe System Elements
Source: Nelson\Nygaard
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18 VISION ZERO GOALS
This population-adjusted goal equates to fewer than 13.38 FSI crashes per 100,000 residents, or seven or fewer FSI based on West Sacramento’s current population of approximately 55,000.

Figure 4: FSI Crash Reduction Goal

In addition to the FSI reduction over time (This population-adjusted goal equates to fewer than 13.38 FSI crashes per 100,000 residents, or seven or fewer FSI based on West Sacramento’s current population of approximately 55,000.

Figure 4), the city is committed to five broad Vision Zero goals (Figure 5). These goals were developed with insights from the project’s CAG and PDT, the community at large, and what was learned from West Sacramento’s crash history to ensure the city’s move towards safer streets for all people.

The City of West Sacramento is committed to a 50% reduction in the number of FSI crashes per 100,000 residents by 2035, with the eventual goal of zero in 2050.
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19 Figure 5: Vision Zero Goals
“When I moved to West Sacramento, I was very used to commuting via bicycle. To cross from the southern part of the city to the northern part is a challenge. Harbor, Jefferson, or Westacre are very challenging because of traffic. These are places I’ve had scares on my bicycle, which creates barriers to travel. It doesn’t feel safe to ride bicycles through these large boulevards”
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20 COMMUNITY AND

CITY INVOLVEMENT
A plan for change within a community is challenging to
implement without support of those who live and work there. The Vision Zero Action Plan was shaped by the people of West Sacramento, who desire safe streets for all road users, particularly those most vulnerable.

An equity-centered engagement strategy was developed to ensure the Vision Zero Action Plan authentically reflects community needs and priorities. Activities and outreach methods prioritized engaging communities who have been historically excluded from planning processes, such as monolingual communities (particularly Spanish and Russian-speaking communities), low-income households, youth, older adults, and Black, Indigenous and Person of Color-identifying individuals.

Community Advisory Group (CAG)
A nine-member volunteer CAG made up of representatives of West Sacramento diverse populations, with emphasis on representation from the City’s disadvantaged communities, reviewed and updated the project engagement strategy.

Throughout the project, the CAG oversaw the Vision Zero Action Plan’s development and ensured the process was rooted in community priorities. CAG members:
• Provided guidance and feedback to the project team about community values and needs
• Shared best practices and locations for engagement and promoted events within the community
• Shared information and promoted events with their networks and peers • Ensured that the crash analysis incorporated community experiences • Informed the development of the project goals and strategies, project prioritization process, and priority projects
• Attended up to 8 meetings/workshops held throughout the project, from April 2024 to September 2025
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21 Phases of Engagement
Engagement occurred in three phases. Phase
1 focused on building relationships,
understanding concerns and listening to
potential solutions. Phase 2 focused on
gathering feedback on the draft prioritization
matrix citywide and from the above-identified
communities while also considering the
CAG’s suggestions on outreach. Phase 3
provided community members and the CAG
an opportunity to review and give input on this
plan before its adoption. A summary of the
engagement strategy, activities, and feedback
received during each phase is outlined
below.

Phase I
Phase 1 of engagement focused on soliciting community input on traffic safety through different activities and events including two pop-ups attended by 100+ people, two community walking audits, and two stakeholder interviews (focus groups) with priority groups identified as young adults (ages 20-29) and youth (under 17 years old). Between April and June 2024, a community survey was also circulated amongst residents and visitors of West Sacramento to ask about traffic safety concerns. It included mapping exercises to identify places the public felt unsafe or experienced near misses. The survey was provided in English, Spanish, and Russian, and received 491 responses.

The following themes emerged through Phase 1 Engagement:
 Drivers travel too fast for pedestrian comfort or sense of safety.  Bike and pedestrian travel lanes are unprotected and too close to traffic.  Conditions around school sites lack adequate infrastructure like sidewalks, bike lanes, or crosswalks and both driver’s and students “do not pay attention” during drop-off and pick-up times.
 Sidewalk and bike lane network connectivity is inconsistent.  There is a desire for safer pedestrian crossings including lights, high visibility crosswalks, and shorter crossing distances.
 Poor sidewalk conditions are challenging for users of mobility devices.  Many pedestrians are concerned with driver behavior including speeding and ignoring traffic signals when turning or not giving pedestrians the right-of-way even when in the crosswalk.

Phase 2
The purpose of Phase 2 engagement was to gather feedback on the draft prioritization framework of the Action Plan, with a focus on ensuring that historically underrepresented Some engagement locations:
• Westfield Village Elementary
• Sacramento Senior Resources
Fair
• Sacramento City College
• Resources for Independent
Living
• Washington Adult School
• NorCal Resist – Seeds of
Solidarity Mutual Aid Farm
• Arthur R. Turner Community
Library
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22 communities were included in the development of projects, strategies, and countermeasures. The effort consisted of three stakeholder interviews, one pop-up, and a community feedback survey that received 79 responses between January and February 2025. The following themes emerged through the collective Phase 2 Engagement efforts:
 The goals, strategies, and actions align with the community's values as they pertain to the desires for achieving safer streets.
 The draft priority location map resonates with people’s perceptions of safe and unsafe locations.
 Children and school zones, as was discovered in Phase 1 efforts, continue to be desired as priority populations to improve safer transportation systems for.  As a direct result of engagement with parents at Westfield Village Elementary, School Bus Stops were added to the proximity to transit stops safety metric.  The desire for the most basic pedestrian transportation amenities such as safe crosswalks, enhanced pedestrian cross signals, and lighting continue to transcend age and racial boundaries.

Phase 3
Phase 3 of engagement focused on soliciting final feedback on the draft final plan from the CAG and community members. The draft final plan was posted to the city’s project website for thirty (30) days, along with the executive summary in English, Spanish, and Russian. A video was also posted to the website that educated the public on how to review the plan and provide public comment. Additionally, a community workshop was held to provide a forum for discussion of the plan’s countermeasures and actions. The CAG held two meetings during this period. One meeting focused on gathering input on the draft final plan, while the final meeting coincided with the City Council meeting where the plan was adopted. CAG members were educated on how to provide public comment during a City Council meeting, should they feel compelled to do so to discuss the plan or other topics in the future.

Project Development Team (PDT)
In addition to community participation and support, involvement by staff from across city departments was critical to ensure understanding and implementation of the Vision Zero goals, strategies and actions. The PDT was made up of representatives from the City Manager’s Office and Departments across the city, including Capital Projects, Community Development, Economic Development and Housing, Finance, Fire, Police, and Public Works. The PDT met five times across the project timeline. Like the CAG, members provided input on the project analyses and informed the project priorities and the actions that will shape the city’s Vision Zero approach and culture of safety going forward. Members of the PDT will be tasked with implementation of the Vision Zero projects, strategies and actions identified in this plan (becoming a Vision Zero Implementation Team).
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23 CRASH TRENDS
The Vision Zero Action Plan is informed by police-reported crash data covering the years of 2017 through 2023 and an analysis of crash risk based on the characteristics of past crashes. In this seven-year period, there were a total of 101 FSI crashes. In those 101 crashes, 29 people died and 117 people were seriously injured. Each death and lifealtering injury also changes the lives of their loved ones and other people involved in the crash forever.

DEFINING VULNERABLE ROAD USERS
People are more vulnerable when traveling by some modes of transportation than others. People walking, using a wheelchair or other mobility device, riding a bicycle, or driving a motorcycle are much less protected than those traveling in motor vehicles and are more likely to be fatally or seriously injured when crashes occur because of this lack of protection. Users of these modes are defined as vulnerable road users, or VRUs. In conformity with the California 2020-2024 Strategic Highway Safety Plan2, this Plan emphasizes VRUs to ensure it assesses and identifies safety improvements for these users.

A FOCUS ON FSI CRASHES
The Federal Highway Administration (FHWA) Safe System Approach emphasizes that while no crash is desirable, crashes that result in death or serious injuries are unacceptable and preventable. The Safe System Approach also acknowledges that humans make mistakes that lead to crashes, but that these crashes do not have to be fatal or lead to serious injuries. With these two principles in place, the crash analysis presented in this plan primarily focuses on FSI crashes to help West Sacramento identify the risks associated with these crashes to prevent them from happening in the future.

SUMMARY OF CRASH TRENDS
The following analysis reviews the who, when, where, and why of historical crash data in West Sacramento. Crash data was analyzed through multiple lenses, including mode and severity of injury, with a particular focus on crashes that resulted in death or serious injury.
2 https://dot.ca.gov/-/media/dot-media/programs/safety-programs/documents/shsp/2023-shsp-full-report-2020- 2024-a11y.pdf
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24 Who is Involved in Crashes?
In the seven-year period of 2017-2023, there were a total of 101 FSI crashes (Figure 6).

In those 101 crashes, 29 people died and 117 people were seriously injured.

Figure 6: All Injury Crashes in West Sacramento 2017-2023 Mode of Travel
FSI Crashes by Mode and Victims of the Crashes between 2017-2023 included:
42 Motor Vehicle Crashes (82 people)
29 Pedestrian Crashes (31 people)
17 Motorcycle Crashes (20 people)
13 Bicycle Crashes (13 people)
People walking, biking, and driving motorcycles were much more likely to die or be seriously injured in crashes. These VRUs make up over half (59%) of FSI crashes. While people driving motor vehicles were far more likely to be involved in crashes, they were less likely to be killed or seriously injured than pedestrians, motorcyclists, and bicyclists that were involved in crashes. Additionally, while motor vehicles crashes had the highest total number of FSI victims, only 6% of people in motor vehicles during a crash suffered a fatal or serious injury. In contrast, 22% of pedestrians, 29% of motorcyclists and 10% of bicyclists involved in crashes suffered a fatal or serious injury (Figure 7). 173
194 194
228 224
188
172
15 14 14 16 19 14 9
0 50
100
150
200
250
2017 2018 2019 2020 2021 2022 2023
Series1
Series2
Minor Injury
FSI Crashes
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West Sacramento Vision Zero Action Plan
25 Figure 7: All Injury Crashes by Victim and Mode 2017-2023 Mode
People in
All Injury
Crashes
People Injured in
Non-FSI Crashes
People
in FSI
Crashes
% of People
Injured in NonFSI Crashes
% of People in
FSI Crashes
Pedestrian 141 110 31 78% 22%
Bicycle 135 122 13 90% 10%
Motor
Vehicle
1,471 1,389 82 94% 6%
Motorcycle 68 48 20 71% 29%
Age
People aged 20-24 years and 25-29 years represent 26% of FSI crashes and are disproportionately represented in the crashes compared to their West Sacramento population share (each approximately 7% of the city’s population).

Gender
Males are overrepresented in FSI crashes (74%) compared to their share of the West Sacramento population (49%).

When and Where Do Crashes Occur?
Most FSI crashes (59%) happened in the latter half of the week on Thursday, Friday, and Saturday.

Just under half of FSI crashes (43%) took place in the evening between 6 p.m. and midnight.

A greater number of FSI crashes occur in lighting conditions classified as dark or dusk.

Crashes were more frequent and dangerous on roadways with a posted speed at or above 35 miles per hour (mph), and on higher volume roadways. These roads make up a smaller percentage of road miles in West Sacramento but carry a more severe crash risk.

Over half of FSI crashes (63%) occur in a disadvantaged community. Most of the FSI crashes involving VRUs (86% pedestrian-involved, 85% bicyclist-involved, 56% motorcyclist-involved) occurred in disadvantaged communities (Figure 8). 192
West Sacramento Vision Zero Action Plan
26 Figure 8: West Sacramento FSI Crashes and USDOT Disadvantaged Communities Index 193
West Sacramento Vision Zero Action Plan
27 Why Do Crashes Occur?
A primary collision factor is the one element or driving action that in the reporting officer’s opinion best describes the primary or main cause of the collision (i.e., if the factor had not occurred, the collision would not have occurred). Figure 9 illustrates the primary collision factors for all FSI crashes in West Sacramento from 2017-2023.

Driving under the influence was the primary collision factor for 14% of all FSI crashes and 20% of FSI crashes involving a motor vehicle (28 FSI).

Traffic signals and signs violation3 and automobile right of way violation4 were cited as the primary collision factor for over a quarter (26%) of all FSI crashes, particularly those crashes involving people riding motorcycles and bicycles.

Pedestrian violation5 was the most often cited primary collision factor among all FSI crashes (19%) and of the FSI crashes involving a pedestrian.

Figure 9: Primary Collision Factor for All FSI Crashes, 2017-2023 3 A traffic signals and signs violation is when either party fails to obey a traffic signal or sign. 4 An automobile right of way violation indicates failure to yield to a driver who has right of way. 5 A pedestrian violation means the reporting officer found the pedestrian to have made an action in violation of the right-of-way.
15%
10%
10%
11%
14%
2%
10%
1%
1%
2%
1%
19%
2%
3%
0% 2% 4% 6% 8% 10% 12% 14% 16% 18% 20%
Traffic Signals and Signs
Unsafe Speed
Improper Turning
Auto R/W Violation
Driving Under Influence
Unsafe Starting or Backing
Wrong Side of Road
Other Hazardous Movement
Unknown
Other Than Driver
Unsafe Lane Change
Pedestrian Violation
Ped R/W Violation
Other Improper Driving
Primary Collisions Factor Among all FSI Crashes
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West Sacramento Vision Zero Action Plan
28 What Are the Most Common Movements of
Parties Involved in FSI Crashes?
Understanding the movements that those involved in a crash make just before the crash can help to identify solutions, or countermeasures, that may prevent and/or reduce the severity of crashes. In West Sacramento, the following movements were most common in FSI crashes:

Motor Vehicle FSI Crashes
10 FSI Crashes – The driver of a motor vehicle ran off the road.
6 FSI Crashes – The driver of a motor vehicle making a left turn while another driver was proceeding straight.
5 FSI Crashes – The drivers of motor vehicles were both proceeding straight.
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West Sacramento Vision Zero Action Plan
29 Pedestrian-Involved FSI Crashes
14 FSI Crashes – A pedestrian was hit by a driver of a
motor vehicle when not crossing in a crosswalk.
2 FSI Crashes – A pedestrian was crossing in a crosswalk at an intersection and a driver of a motor vehicle proceeded straight
2 FSI Crashes – A pedestrian was crossing in a crosswalk at an intersection, and a driver of a motor vehicle made a right turn
Motorcycle-Involved FSI Crashes
5 FSI Crashes – A motorcyclist was proceeding straight, and a driver of a motor vehicle was turning left.
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30 Bicycle-Involved FSI Crashes
7 FSI Crashes – A bicyclist and the driver of a motor vehicle were proceeding straight.
2 FSI Crashes – A bicyclist was proceeding straight, and a driver of a motor vehicle was turning right.
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West Sacramento Vision Zero Action Plan
31 Community Input on Traffic Safety
The survey conducted during Phase I engagement also highlighted traffic safety concerns from the community’s perspective. Key takeaways related to safety concerns included unsafe drivers, lack of pedestrian and bicyclist infrastructure and amenities, and safety for school-age children walking and bicycling on West Sacramento streets.

Survey respondents identified some specific major and minor concerns related to traffic safety as well (Figure 10). Among survey respondents, over 97% were most concerned about “People driving while impaired” and “People driving too fast”. Over 90% of respondents have concerns about the “visibility at intersections or driveways”, “quality of sidewalks/walkways”, “street lighting at night”, and “sidewalk lighting at night”.

Meanwhile, few respondents feel safe crossing West Sacramento streets or believe it is safe for school-age children to walk and bike along streets.

Figure 10: Survey Responses Related to Traffic Safety Concerns 198
West Sacramento Vision Zero Action Plan
32 The survey results in Figure 11: Survey Responses to Level of Agreement for Statements Related to Traffic Safety show how the concerns shown in Figure 10 make them feel about the streets. Figure 11 also shows that the respondents strongly support Vision Zero goals. Over 90% agree with the statement, “Eliminating crashes that result in death or serious injury should be a priority for West Sacramento.” Figure 11: Survey Responses to Level of Agreement for Statements Related to Traffic Safety HIGH INJURY LOCATIONS (HILs)
Traffic safety is a community-wide issue; however, FSI crashes are not evenly dispersed across West Sacramento. Some street segments and intersections experience a higher number of FSI and VRU crashes, indicating the presence of conditions that may lead to recurring safety issues. These locations are called High Injury Locations, or HILs.

Identifying these HILs, along with High-Risk Locations (HRLs, which will be discussed later in the plan), can help the city focus improvements in key problem areas that can have the biggest impact on improving transportation safety in the community.

N=274
N=273
N=271
N=277
N=259
N=267
N=274
N=273
0% 20% 40% 60% 80% 100%
Eliminating crashes that result in death or serious injury should be a priority for West Sacramento.

I would like road users to be more respectful, whether on foot, bike, bus, driving a vehicle, etc.

I would like there to be more enforcement of traffic laws to improve road safety.

I would like there to be more education and engagement around road safety.

I feel safe traveling on West Sacramento streets.

When I use West Sacramento streets, I feel confident that no one will harass me.

I feel safe crossing West Sacramento streets.

I feel it is safe for school-age children to walk and bike along West Sacramento streets.

Strongly Agree Agree Neutral Disagree Strongly Disagree “NO sidewalks. Lack of crosswalk infrastructure in the south side of town.” “People swerve in and out of the other lane to avoid
all the potholes in the roads.”
“NO lights leading to the city park… it’s scary for children to cross and very unsafe for all.”
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West Sacramento Vision Zero Action Plan
33 Defining HILs
Street segments and intersections were identified as HILs if the following crash conditions existed:
• There were 2 or more FSI crashes involving motor vehicles only; or • There were 2 or more FSI and minor crashes involving VRUs.

HIL Summary
70% of FSI crashes occur on just 3.5% of West Sacramento streets (Figure 12).

The HILs represent:
• 76% of pedestrian FSI crashes
• 77% of bicycle FSI crashes
• 78% of motorcycle FSI crashes
• 61% of motor vehicle FSI crashes
Among the street segments comprising the HILs, 79% of these segments overlapped with locations identified as challenging by the public (Figure 13).
200
West Sacramento Vision Zero Action Plan
34 Figure 12: HILs
201
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35 Figure 13: HILs and Community-Identified Challenging Locations 202
West Sacramento Vision Zero Action Plan
36 HIGH RISK LOCATIONS (HRLS)
Proactive safety planning is not just based on examining where crashes have historically occurred. It also involves looking at the characteristics of those locations and seeing if they are present elsewhere in the community. The goal is to stop crashes from occurring where they already have and prevent them from happening at locations with similar characteristics—what we call HRLs—through proactive improvements based on the crashes that occurred at the historical crash locations.

Not surprisingly, roadway segments with four or more lanes, posted speeds of 35 mph or higher and daily traffic volumes exceeding 10,000 average annual daily traffic share characteristics with FSI crash locations. Additionally, a review of FSI crashes at intersections reveal they typically involved at least one roadway identified by the city as a principal arterial6, and more than 50% occurred at signalized intersections (Figure 14).

This information on HRLs can help the city to further prioritize transportation safety improvements on existing streets. It can also inform roadway design for new development in terms of reducing conflicts between road users through separation in time (e.g., protected left turns) or space (e.g., sidewalks and protected bicycle lanes). 6 Street Classification | City of West Sacramento
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37 Figure 14 Relation between High Risk and High Injury Locations 204
West Sacramento Vision Zero Action Plan
38 SAFETY

COUNTERMEASURES AND

DESIGN TREATMENTS

TOOLBOX
Safety Countermeasures refer to solutions that are designed to reduce the severity of crashes or prevent them altogether by addressing the primary collision factors and the characteristics of crashes. Countermeasures address specific safety issues such as speed management, turning movements, or road user
awareness. The Vision Zero Action Plan includes a Safety Countermeasures and Design Treatments Toolbox created to support West Sacramento’s Vision Zero goals.
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West Sacramento Vision Zero Action Plan
39 TOOLBOX OVERVIEW
The Vision Zero Safety Countermeasures and Design Treatments Toolbox provides an overview of infrastructure improvements that are demonstrated to address the primary collision factors and common characteristics of FSI crashes in West Sacramento. The main sources for the countermeasures toolkit include the Federal Highway Administration (FHWA)’s Proven Safety Countermeasures7, and other guidance such as FHWA Crash Modification Clearinghouse8 and Caltrans Pedestrian Safety Countermeasures Toolbox9.

The countermeasures identified in the Toolbox can be used in a variety of settings and locations across the city and are consistent with many of the countermeasures used in the city’s former Residential Traffic Calming Program (dormant since 2008).

The toolbox provides countermeasures under the following six categories:
• Awareness, Signs & Markings (Figure 15)
• Pedestrian Crossings (Figure 16)
• Signals, Timing & Phasing (Figure 17)
• Intersection Design (Figure 18)
• Roadway Design (Figure 19)
• Speed Management (Figure 20)
Examples of countermeasures in each category are provided below. The full Toolbox with details on the application and effectiveness of each countermeasure can be found on the city’s website.
7 https://highways.dot.gov/safety/proven-safety-countermeasures 8 https://cmfclearinghouse.fhwa.dot.gov/
9 https://dot.ca.gov/-/media/dot-media/programs/safety-programs/documents/ped-bike/caltrans-ped-safetycountermeasures-toolbox-a11y.pdf 206
West Sacramento Vision Zero Action Plan
40 Figure 15: Awareness, Signs & Markings
Backplates with Retroreflective Borders
Photo credit: Nelson\Nygaard
Red Light Cameras
Photo credit: Unknown
Enhanced Delineation
for Horizontal Curves
Photo credit: FWHA
Wider Edge Lines
Photo credit: Nelson\Nygaard
Rumble Strips
Photo credit: Nelson\Nygaard
Street Lighting
Photo credit: Nelson\Nygaard
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West Sacramento Vision Zero Action Plan
41 Figure 16: Pedestrian Crossings
High Visibility Crosswalk
Photo credit: West Sacramento
Curb Extension
Photo credit: West Sacramento
Median & Pedestrian Refuge Island
Photo credit: West Sacramento
Pedestrian Hybrid Beacon
Photo credit: Nelson\Nygaard
Rectangular Rapid Flashing Beacon
Photo credit: Nelson\Nygaard
Raised Crosswalk
Photo credit: Nelson\Nygaard
208
West Sacramento Vision Zero Action Plan
42 Figure 17: Signals, Timing & Phasing
No Right Turn on Red
Photo credit: Nelson\Nygaard
Protected Left Turn
Photo credit: Nelson\Nygaard
Leading Pedestrian Interval
Photo credit: Nelson\Nygaard
Exclusive Pedestrian Phase
Photo credit: Nelson\Nygaard
Coordinated Signal Timing (“Green Wave”)
Photo credit: Unknown
Bicycle Signal Phase
Photo credit: Nelson\Nygaard
209
West Sacramento Vision Zero Action Plan
43 Figure 18: Intersection Design
Intersection Daylighting
Photo credit: Nelson\Nygaard
Dedicated Left or Right Turn Lanes
Photo credit: West Sacramento
Roundabout
Photo credit: Nelson\Nygaard
Protected Intersection
Photo credit: Nelson\Nygaard
210
West Sacramento Vision Zero Action Plan
44 Figure 19: Roadway Design
Sidewalks
Photo credit: Nelson\Nygaard
Protected Bicycle Lanes
Photo credit: City of West Sacramento
Corridor Access Management
Photo credit: FHWA
Lane Reduction & Reconfiguration
Photo credit: Nelson\Nygaard
Figure 20: Speed Management
Appropriate Speed Limits
Photo credit: Nelson\Nygaard
Traffic Calming Measures
(horizontal & vertical deflection)
Photo credit: Nelson\Nygaard
Speed Safety Cameras
Photo credit: Nelson\Nygaard
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West Sacramento Vision Zero Action Plan
45 VISION ZERO PRIORITY

LOCATIONS
The prioritization process incorporated broad community values and priorities, and an understanding of City practices and policies to determine priority locations for safety improvements within West Sacramento. Community-supported prioritization scoring helped identify the important areas in West Sacramento to focus efforts to achieve Vision Zero goals. Prioritization will help with future project planning and funding.

VISION ZERO PRIORITIZATION METHOD
The Vision Zero prioritization method identified physical locations with safety concerns that have the potential to become Vision Zero projects. An iterative process was used to develop the prioritization method. Prioritization goals were developed with associated scoring criteria based on publicly available data sources and community input garnered from project engagement activities. The goals and criteria were reviewed and validated by City staff, CAG, PDT, and through several community engagement activities.

Each street segment in West Sacramento was scored using the criteria and scoring thresholds for each goal (Figure 21), with a final cumulative score then used to identify street segments of high priority.

Scoring and prioritization of the city’s streets using Vision Zero goals helps the city plan for future project development phasing and funding over the next several years. It also helps tie Vision Zero goals to project locations to track progress in safety improvements and actions.
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West Sacramento Vision Zero Action Plan
46 Figure 21: Goals, Criteria and Scoring for Prioritization Goal: Maximize Impact for Improving Safety
Criteria Unit of Analysis Scoring
Located along HIL Centerline segment identified as
along the HILs
Located on HIL – 6
Not located on HIL - 0
Located along HRLs Centerline segment identified as
along the HRLs
Located on HRL – 4
Not located on HRL - 0
Population density Population density per square mile
per block group or census tract
within a quarter mile of centerline
segment
High - 2
Medium - 1
Low - 0
Proximity to key destinations Density of key destinations (parks, trails, healthy food sources, future
mobility hubs) per square mile
within a quarter mile of a centerline
segment
High - 2
Medium - 1
Low - 0
Public input on safety concerns Density of aggregated public comments from engagement
activities per square mile of
centerline segment
High – 2
Medium – 1
Low – 0
Maximum Points Possible: 16
Goal: Protect Vulnerable Users
Criteria Unit of Analysis Scoring
Proximity to schools Centerline segments located within a quarter mile of a school
Within quarter mile proximity of
schools – 4
Not within proximity – 0
Proximity to current school bus and
transit stops
Centerline segments located within
500 feet of a school bus or transit
stop
Within 500 feet proximity of transit
stop serving as school bus stop – 4
Within 500 feet proximity of transit
stop – 3
Not within proximity – 0
Pedestrian/Bike Crashes Density of all bicycle-involved and pedestrian-involved crashes per
square mile
High – 4
Medium – 2
Low – 0
Motorcycle Crashes Density of all motorcycle crashes
per square mile
High – 4
Medium – 2
Low – 0
Maximum Points Possible: 16
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West Sacramento Vision Zero Action Plan
47 Goal: Encourage Equitable Safety Outcomes
Criteria Unit of Analysis Scoring
<10% most disadvantaged
according to CalEnviroScreen10

4.0 Centerline segments within area
scoring CalEnviroScreen 4.0 =

51.98-93.18
6 10%-<15% most disadvantaged
according to CalEnviroScreen 4.0
Centerline segments within area
scoring CalEnviroScreen 4.0 =

47.55-51.97
4 15%-<20% most disadvantaged
according to CalEnviroScreen 4.0
Centerline segments within area
scoring CalEnviroScreen 4.0 =

43.39-47.54
2 20%-25% most disadvantaged
according to CalEnviroScreen 4.0
Centerline segments within area
scoring CalEnviroScreen 4.0 =

40.05 43.38
1 Above 25% most disadvantaged
according to CalEnviroScreen 4.0
Centerline segments within area
scoring CalEnviroScreen 4.0 = less
than 40.05
0 Maximum Points Possible: 6
The following two maps highlight how all street segments in West Sacramento scored in the prioritization process (Figure 22) and identifies eighteen priority corridors for safety improvements (Figure 23). Street segments with a score of 23 or higher were identified as potential priority corridor projects, particularly when the location had continuous high scoring street segments.

For each of the priority corridors, Figure 24 (on pages 50-52) outlines the location, details on crash history and potential countermeasure solutions that could be considered in project planning.

Some of the identified priority corridors have planned, under construction or recently completed projects. These corridors were kept on the list to highlight how they scored in the Vision Zero prioritization method, and, as mentioned previously, to more formally tie Vision Zero goals to the project locations.
10 https://oehha.ca.gov/calenviroscreen/report/calenviroscreen-40 214
West Sacramento Vision Zero Action Plan
48 Figure 22: Street Segment Prioritization Scoring
215
West Sacramento Vision Zero Action Plan
49 Figure 23: Priority Corridors
216
West Sacramento Vision Zero Action Plan
50 Figure 24: Priority Corridors and Potential Countermeasures 217
West Sacramento Vision Zero Action Plan
51218
West Sacramento Vision Zero Action Plan
52219
West Sacramento Vision Zero Action Plan
53 ACTIONS TO ZERO
Achieving a future without fatal or serious injury outcomes from crashes requires a systemic approach and commitment to action—a shifting of the safety paradigm.

The Safe Systems Approach goes beyond physical infrastructure projects to improve safety. Moving toward a paradigm of safe speeds, safe roads, safe users, safe vehicles, and post-crash care requires upstream and downstream action and collective commitment and leadership. Chapter 7 outlines goals, strategies, and actions that can work together to decrease the frequency and severity of crashes in West Sacramento. A high-level estimate of timeframe, level of effort, and cost is indicated for each action. A next step will be to identify funding sources and other resources needed to implement the actions recommended in this plan. The Actions Table Key (Figure 25) outlines how to read the tables that follow (Figure 26-Figure 36):

Figure 25: Actions Table Key
Description
of Action Phasing Order of Magnitude Cost Lead Support
Action
description
Near-Term: Within 1
year of plan adoption
Mid-Term: >1 year-5
years of plan adoption
Long-Term: >5 years
$
= <$2 million
$$
= $2-2.99 million
$$$
= $3-$5 million
$$$$
= Over $5 million
What department within the City of
West Sacramento is responsible
for leading action implementation
(see list in next column for
department names and
abbreviations)
Departments and agencies that can support
implementation:

CDD: Community Development Department
CMO: City Manager
CP: Capital Projects
EDH: Economic Development & Housing
F: Finance
FD: Fire Department
GIS: GIS & Mapping Division
PD: Police Department
PIO: Public Information Office
PR: Parks & Recreation
PW: Public Works Operations & Maintenance
TM: Transportation & Mobility Division
SACOG: Sacramento Area Council of
Governments
SacRT: Sacramento Regional Transit
YoloTD: Yolo County Transportation District
YCTSS: Yolo County Traffic Safety Stakeholders
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West Sacramento Vision Zero Action Plan
54 Goal: Create a Transportation System that
Prioritizes Safety in West Sacramento
Strategy: Invest in and Sustain Systems Change to Achieve Safer Streets Figure 26: Invest in and Sustain Systems Change to Achieve Safer Streets Description of Action Phasing Order of Magnitude
Cost Lead Support
Transition PDT to Vision Zero Implementation Team $ TM CDD, CMO, CP, EDH, F, FD, PD, PR, PW
Determine ongoing roles and responsibilities of working groups in implementing the Vision Zero Action Plan $ TM CDD, CMO, CP, EDH, F, FD, PD, PR, PW, SACOG, SacRT YCTSS, YoloTD Confirm West Sacramento's Vision Zero work plan annually $ TM CDD, CMO, CP, EDH, F, FD, PD, PR, PW
Dedicate staff time in multiple City departments to support Vision Zero $
All City of West
Sacramento
Departments
City Council
Align City staff time and budget to achieve Vision Zero goals $ All City of West Sacramento Departments
CMO, F
Add Vision Zero report-out to Commission and Council
meetings $ TM CDD, CMO, CP, EDH, F, FD, PD, PR, PW
Sustain support of elected officials and decision-makers through regular education, progress briefings, and
opportunities for action
$ CMO, TM CDD, CP, EDH, F, FD, PD, PR, PW
221
West Sacramento Vision Zero Action Plan
55 Strategy: Prioritize Safety and Multimodal Choice in Budgeting Decisions Figure 27: Prioritize Safety and Multimodal Choice in Budgeting Decisions Description of Action Phasing Order of Magnitude
Cost Lead Support
Update West Sacramento's Traffic Impact Fee to collect
funds for local multimodal and safety projects $ F, TM CMO, CP, EDH Include Vision Zero implementation team members in
capital improvement planning process $ CP, TM CDD, CMO, EDH, F, FD, PD, PR, PW Prioritize safety needs and HILs in the development of the Capital Improvement Plan $ CP, TM CMO, EDH, F, PR, PW
Identify funding sources to implement lost-cost and quick build safety improvements $ CP, EDH, F, TM CMO
222
West Sacramento Vision Zero Action Plan
56 Goal: Implement Safe Speeds Throughout West Sacramento Strategy: Design Streets that Compel Motorists to Drive at Safe Speeds Figure 28: Design Streets that Compel Motorists to Drive at Safe Speeds Description of Action Phasing Order of Magnitude
Cost Lead Support
Conduct a safe system review of City's roadway geometry and design practices $ TM, CP F
Adopt Countermeasure Toolbox into street design
processes
$ TM, CP CDD
Re-establish the Residential Traffic Calming Program and dedicate annual funding to staff time and implementation $$ TM CP, CMO, F Incorporate relevant Vision Zero Countermeasures and
Treatments into the Neighborhood Traffic Calming Program $ TM CP, PW Conduct pilot of automated speed cameras at HIL
intersections where speed was identified as an issue if/when allowed by law
$$ PD CMO
223
West Sacramento Vision Zero Action Plan
57 Strategy: Lower Speed Limits
Figure 29: Lower Speed Limits
Description of Action Phasing Order of Magnitude
Cost Lead Support
Leverage state law (e.g., AB43) to reduce posted speed
limits where possible (business districts, schools, senior centers)
$ TM, CP PD, PW
Identify "Safety Corridors" according to California MUTCD for additional speed limit reduction considerations $ TM, CP EDH 224
West Sacramento Vision Zero Action Plan
58 Goal: Ensure Streets Prioritize the Safety of All People Strategy: Improve and Analyze Safety Data Regularly to Inform Safe System Improvements
Figure 30: Improve and Analyze Safety Data Regularly to Inform Safe System Improvements Description of Action Phasing Order of Magnitude
Cost Lead Support
Update the HILs map on an annual basis $ GIS, TM
Develop and maintain comprehensive GIS database of
urban design and roadway characteristics that are
important to safety analyses and multimodal planning
$$ GIS PR, PW, TM
Develop a public-facing dashboard that communicates
safety data such as traffic incidents, crash history and safety improvements
$ GIS PD, CP
Evaluate left- and right-turning movements for
consideration of signal protection or geometric changes. $$ TM CP Develop a biannual bicycle and pedestrian count program with scheduled rotating locations throughout the city $ TM CP, PW Develop a data-driven list of signal upgrades based on
safety, traffic conditions, and pedestrian and/or bicycle demand
$$ TM CP
Use data on HILs and crash factors to inform high visibility enforcement efforts $ PD GIS, TM
225
West Sacramento Vision Zero Action Plan
59 Develop an evaluation program to measure and
communicate the impact of safety projects $ TM CP, PD, PIO Strategy: Integrate Safety in Project Development
Figure 31: Integrate Safety in Project Development
Description of Action Phasing Order of Magnitude
Cost Lead Support
Formalize a Vision Zero checklist for roadway projects to include items that consider safety of all modes $ TM CP, EDH, PW Formalize a Vision Zero design review checklist for site development to ensure multimodal and safety elements are considered in decision making and approvals
$ TM CDD, CP, EDH
Coordinate road paving schedule to implement safety
improvements such as high visibility markings, lane
reconfigurations and bicycle facilities.
$ CP, PW CMO, GIS, TM
“There are NO stoplights, stop signs, or even pedestrian crossing lights on all of 5th.

People drive way too fast and very rarely do they stop for people to cross.

Nothing has been added especially with the large influx of new buildings in the neighborhood.” 226
West Sacramento Vision Zero Action Plan
60 Strategy: Use New Tools, Guidance, Laws and Practices for Safe Streets Design Figure 32: Use New Tools, Guidance, Laws and Practices for Safe Streets Design Description of Action Phasing Order of
Magnitude Cost Lead Support
Develop criteria and design guidance for midblock
crossings $ TM CP
Develop criteria for the implementation of leading
pedestrian intervals $ TM CP
Develop criteria for the implementation of no right turn on red $ TM CP
Create a quick build implementation program to target
HILs and other safety concern areas $$ TM CP
Continue to construct an all ages and abilities bike
network as directed by the Bicycle, Pedestrian, and Trails Master Plan
$$$$ TM CP, EDH, PR
Dedicate resources to sidewalk repair as directed by the Sidewalk Equity Transportation Program $$$ CMO, F CP, TM, City Council Create program to evaluate roadway and sidewalk lighting and implement lighting improvements to increase
transportation system safety
$$$ TM CP
Implement Daylighting law requirements and enforcement $ EDH, PD CMO, PW, TM 227
West Sacramento Vision Zero Action Plan
61 Goal: Encourage the Community to Be Safe and Responsible Street Users
Strategy: Actively Communicate Vision Zero Goals, Progress, and Education to the Community
Figure 33: Actively Communicate Vision Zero Goals, Progress, and Education to the Community Description of Action Phasing Order of Magnitude
Cost Lead Support
Create and implement a Vision Zero public education
campaign $ CMO FD, PD, PR, TM
Issue annual Vision Zero report $ TM GIS
Maintain Vision Zero website $ TM CMO
Collaborate with advocacy groups and non-profits that
support VRUs to advance safe street user education $ CMO, TM FD, PD, PR, Schools Collaborate with advocacy groups, non-profits and law
enforcement on safe driver behavior such speeding,
impaired driving and graduated license rules
$ TM, CMO PD, PIO, Schools
228
West Sacramento Vision Zero Action Plan
62 Strategy: Develop Policies and Programs to Encourage and Incentivize Mode Shift Figure 34: Develop Policies and Programs to Encourage and Incentivize Mode Shift Description of Action Phasing Order of
Magnitude Cost Lead Support
Reinstate Safe Routes to School program to involve and
educate schools, parents, and youth on multimodal
options and safety
$ TM CMO, FD, PD, PR, Schools
Develop local Transportation Demand Management
program to support VMT reduction and traffic safety goals $ TM CDD, YoloTD Support community-wide programs that encourage safe
users including giveaways for bicycle helmets and car
seats
$ CMO FD, PD, TM, Schools, YCTSS
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West Sacramento Vision Zero Action Plan
63 Goal: Create a Culture of Support
Strategy: Improve Post-Crash Response and Investigation Figure 35: Improve Post-Crash Response and Investigation Description of Action Phasing Order of Magnitude
Cost Lead Support
Establish requirement with West Sacramento Police
Department to report FSI crashes to the Vision Zero
Implementation Team within 24 hours
$ PD FD, TM
Deploy multi-disciplinary crash response team to gather comprehensive information about the conditions
surrounding FSI crashes to bring a Safe Systems lens to potential collision factors and solutions
$ TM CP, FD, PD
Work with West Sacramento Police Department to
collaborate on improving crash reporting standards and
officer training
$ PD TM
Regularly request EMS reports of traffic-related clinically significant injuries and connect to crash database $ FD PD, TM 230
West Sacramento Vision Zero Action Plan
64 Strategy: Support Crash Victims, Their Loved Ones, and Communities Impacted Figure 36: Support Crash Victims, Their Loved Ones, and Communities Impacted Description of Action Phasing Order of
Magnitude Cost Lead Support
Develop standardized means of reporting FSI crashes
out to the public and work with local press to incorporate the standard terminology
$ CMO FD, PD, TM
Create a procedure for reaching out to crash victims and their loved ones with supportive resources and
information about how to get involved in Vision Zero and share their stories
$ TM CMO, FD, PD
Establish a network of crash survivors to guide and
advocate for Vision Zero work $ TM CMO
Create a crash victim memorial program that honors
victims and raises awareness $ City Council CMO, FD, PD, TM 231
West Sacramento Vision Zero Action Plan
65 IMPLEMENTATION
Identifying safety issues and potential solutions are important early steps in the Vision Zero Action Plan process. However, commitment to action is the critical piece for progress towards reduction of fatal and serious injuries from traffic crashes. This chapter features six priority projects the city can act on in the near term, accountability measures that can be reported annually to assess progress toward goals, and a reminder of leadership’s commitment to Zero.

PRIORITY PROJECTS
The city and project team identified six priority projects as actions that could be taken in the near term to affect changes in traffic safety and the safety culture across the city.

Four projects focus on improvements to the roadway environment that increase safety in HILs, while two projects focus on policy or programmatic actions that can increase safety at intersections across West Sacramento for all road users.

Roadway projects
Southport Parkway
The city identified the road segment of Southport Parkway between Carlin Drive and Ramco Street as a HIL and a priority corridor. The location has seen multiple FSI vehicular crashes. Unsafe speed is a primary collision factor for crashes in this area, with vehicles departing from the roadway in crashes. Community members also raised concerns about vehicle speeds on Southport Parkway.

The city is in the early design phase of the Southport to Harbor Roadway Project that includes this section of Southport Parkway. The city saw the Vision Zero Action Plan as an opportunity to apply a safety lens to a project concept and suggest improvements that address the road user behaviors and crash types occurring in this location. The project team recommended design modifications to reduce vehicle speeds, provide greater separation between vehicles and bicyclists and to increase awareness between road users. These improvements, along with those the city has already planned, can reduce the incidence and severity of crashes in this area.
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West Sacramento Vision Zero Action Plan
66 Quick Builds: Intersection and Crosswalk
Improvements
Many infrastructure changes take multiple years to design, fund and implement.

However, some improvements can be made on an interim basis while waiting for a more permanent change. Quick builds focus on this idea of a proven safety countermeasure application with durable yet temporary materials. They are also useful for testing the impact of an improvement before investing in a more permanent change. Curb radii/extensions are an example of an effective lower cost, faster to implement countermeasure that can be used at intersections across the city.

Crashes between drivers of vehicles and pedestrians and/or bicyclists at intersections are prevalent in West Sacramento, resulting in a range of injury including severe injuries and death. Tightening the radius of a curb at an intersection can reduce the speed at which vehicles enter and exit the intersection. When drivers move at slower speeds, they have more time to observe other road users, particularly at potential conflict points like intersections. Adding an extension to a curb reduces the crossing distance for pedestrians, which reduces the amount of time they are exposed to drivers in the roadway. Delineators and high-visibility crosswalks can be added along with the curb extension if appropriate.

The project team developed quick build curb radii and curb extension design concepts for the city to consider at intersection locations throughout the city, including some that are on the priority corridor list (Figure 37).

Figure 37: Draft Curb Extension Concept at Intersection of Sacramento Avenue and Bryte Avenue 233
West Sacramento Vision Zero Action Plan
67 Jefferson Boulevard & Linden Road Intersection
Several sections of Jefferson Boulevard are noted as HILs and priority corridors, including the intersection of Jefferson Boulevard and Linden Road. Jefferson is a main north-south roadway in the city, particularly south of the deep-water channel. Linden provides access to residential neighborhoods east and west of Jefferson, along with access to River City High School, shopping areas and the Clarksburg Branch Line Trail.

Motor vehicles, pedestrians and bicyclists currently traverse the intersection. However, given the crash history at this location and destinations that are strong attractors of VRUs (schools, shopping and trail access), the project team developed a protected intersection design that includes reduction of crossing distances for pedestrians, greater separation between motor vehicles and bicyclists and increased visibility during turning movements between road users through design (Figure 38).

Figure 38: Draft Concept for Protected Intersection at Intersection of Jefferson Boulevard and Linden Road Marshall Road Safety and Traffic Calming
Marshall Road is a collector street that is the only east-west motor vehicle connection between Jefferson Blvd and Southport Parkway. It attracts high volumes of private cars and also freight movement in violation of the truck prohibition. It is one of only two eastwest bike/ped connections across the Main Drain Canal. VRUs use Marshall Road to access the Main Drain Canal Trail, Deep Water Channel Levee Trail, Bridgeway Lakes Community Park, Bridgeway Island Elementary School, and the Clarksburg Branch Line Trail via Seymour Avenue and Davis Road.
234
West Sacramento Vision Zero Action Plan
68 The Marshall Road Safety and Traffic Calming priority project is part of the Marshall & Higgins Public Safety and Traffic Calming project in the Capital Improvement Program (CIP-16014). It proposes to expand complete streets improvements by retaining the Class II bicycle facility, adding sidewalks to the south side, and completing Public Rightof-Way Accessibility Guidelines compliance. It proposes to calm traffic, restrict truck movements, and protect VRUs by adding a high visibility crosswalk with rapid rectangular flashing beacons at the intersection of Marshall Road and Martinque Street, all-way stop control at the intersection of Mashall Road and Jamaica Street, all-way stop control at the intersection of Marshall Road and Rivermont Street/Allan Avenue, improving the roundabout at the intersection of Marshall Road and Seymore Avenue, and adding a roundabout at the intersection of Marshall Road and Otis Avenue.

Program/policy projects
Daylighting Law Implementation Guidance
The California legislature passed California Assembly Bill 413 (AB 413) in 2023. AB 413, also known as the “Daylighting” law, prohibits stopping, standing, or parking within 20 feet of any marked or unmarked crosswalk or within 15 feet where a curb extension is present (Figure 39). Daylighting improves safety for pedestrians and bikes crossing the street, as well as for drivers by providing greater visibility for roadway users when approaching an intersection. The law took effect in January 2025.

Figure 39: Example of Daylighting
Photo credit: Nelson\Nygaard
Implementation and enforcement of the law involves several steps, including consideration of the method of communication about the law, visible notification via paint, signage or other means where stopping, standing or parking is prohibited, coordination between city departments on implementation and enforcement and the costs associated with the law. The project team developed implementation guidance for the city recommending a phased roll out of the daylighting law, taking into consideration based on safety (crash severity and types at intersection locations), road characteristics, key destinations, and parking.
235
West Sacramento Vision Zero Action Plan
69 No Right Turn on Red Guidance
Crashes related to right turns and that have high correlation with right turn on red are common incidents in West Sacramento. From 2017 to 2023, there were 292 crashes because of right turns, 34 of which involved pedestrians, bicyclists, or motorcycles.

Incidents involving these VRUs had a much higher likelihood of injury and death. An analysis of crash history also indicated that right-of-way violations by drivers were a top primary collision factor. A high volume of crashes due to failure to yield right-of-way is a typical signal for intersections where right turn on red (RTOR) can result in a higher risk of injury.

The city’s Code of Ordinances (Ord. 88-17 Art. VII § 3; Ord. 99-2 § 1) includes a provision related to implementation of No RTOR in the city (Figure 40). When requested, staff take into consideration factors such as motor vehicles (passenger, cars and trucks), pedestrian and bicycle movements, priority, conflict points, and sight distances.

Based on best practices and existing considerations, the project team developed guidance to create a more formal process for a phased approach to broader application of No RTOR restrictions across the city. In particular, the addition of criteria that incorporate intersection crash history is an important recommendation for West Sacramento, given the high volume of crashes involving vehicles turning right, including five that resulted in the death or serious injury of pedestrians, bicyclists, and motorcyclists.

Figure 40: Examples of No RTOR signage
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West Sacramento Vision Zero Action Plan
70 ACCOUNTABILITY
This plan creates a framework of actions in accordance with the city’s Vision Zero Goals and the Safe System Approach, with the nearer term goal of halving fatal or serious injury crashes by 2035 and the ultimate goal of bringing them to zero by 2050.

A critical component to building a culture of safety in West Sacramento is keeping the city and the community accountable for their actions and implementation of this plan. In addition to annual reporting of FSI crashes, the city can track broader actions that help demonstrate progress towards safer streets in West Sacramento (Figure 41). The city will share the highlighted findings on its website and at public events related to health and safety, and in an annual report.

Figure 41: Annual Reporting
Recommended Annual Reporting on Progress toward
Vision Zero Action Plan Goals
What is the progress that has been made toward the adopted goal of zero roadway deaths by 2050?
What is the change in: 1) total crashes and 2) FSI crashes by mode on the HIL corridors and intersections since adoption of the Vision Zero Action Plan? What is the change in 1) total crashes and 2) FSI crashes by mode on all West Sacramento roadways since adoption of the Vision Zero Action Plan? What is the change in primary collision factors and crash characteristics by mode for 1) total crashes and 2) FSI crashes since adoption of the Vision Zero Action Plan? How has safety as a transportation priority been institutionalized in the City of West Sacramento?
What new programs, project recommendations, or policies have been implemented that fulfill the Vision Zero goal by 2035?
How are local and regional partners collaborating and coordinating to improve transportation safety in West Sacramento?
What is the budgetary allocation that goes to policies, programs and projects that positively impact transportation safety in West Sacramento? 237
West Sacramento Vision Zero Action Plan
71 CONCLUSION
Achieving a future without fatal or serious injury outcomes from crashes requires a systemic approach and commitment to action. Through the development of a Vision Zero Action Plan, the City of West Sacramento took an important step forward to improve transportation safety for all road users in the city. That, along with the City’s commitment to halving the number of FSI crashes by 2035 and bringing them to zero by 2050 and the collective action across the community to improve traffic safety across West Sacramento provides the foundation for positive change. “Thank you for being so intentional about soliciting community comments and concerns about this project, especially with the walking audits and the focus on the voices of youths, the Spanish-speaking and Russian-speaking communities. Such work is incredibly painstaking but deeply important.”
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1 Rosen, Steven
From: Justine Recio-Patel <[email protected]> Sent: Thursday, August 7, 2025 4:51 PM
To: Rosen, Steven
Subject: VZAP Comments
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.

Dear West Sacramento Vision Zero Team,
I really enjoyed reviewing the draft Vision Zero Action Plan. It’s clear that a great deal of strategy and care went into its development, and the result is both technically strong and visually stunning. I appreciate the opportunity to provide comments on a plan that is so clearly the product of a thoughtful process and a genuine commitment to safety. The graphics, maps, and layout are especially well done, making the content engaging and easy to navigate.

I have the following comments on the draft Vision Zero Action Plan.

General Comments:
 Really stunning visuals and graphics. I appreciate the style of the illustrations, charts, graphs, and maps. Gorgeous. Wonderful to look at. In general, strong use of diagrams, tables, and visuals to break up text and convey technical detail without feeling overwhelming.  Vision Zero Action Plan structure on Page 3: I appreciate that you’ve listed and explained the contents of each chapter—this is really helpful. Would you consider adding this section to the Table of Contents or placing it directly after? It’s a useful guide for readers who may not know exactly where to look and would help simplify navigation.  Gold text is beautiful but kind of tough to read.
 Some sections use passive voice, which makes the content harder to follow.  Really love that this was co-developed with a Community Advisory Group.  Should “Vision Zero” be capitalized throughout the document? Since it's a formal program name, perhaps it should be treated as a proper noun and capitalized consistently.  I think the Crash Trends section summarizes the patterns succinctly and helpfully. Excellent work highlighting what the data says about who is involved in crashes, why crashes occur, as well as visualizing the most common movements.
 The sections on Community Input and Engagement and are well-written.  The tables for the Actions to Zero section (Strategies 1–11) are dense. Consider reformatting or using icons/colors to enhance scan-ability.
 What are next steps? Have funding opportunities been identified for near-term actions in Chapter 8? While five near-term projects are listed, it’s unclear which are already funded vs. unfunded, what the next wave of projects could be, and how to align them with future funding cycles.
 Suggest adding a "Vision Zero Capital Pipeline" graphic or Gantt-style implementation timeline?  The report feels technical but not necessarily easily digestible for non-planners or decisionmakers. You might want to add infographics summarizing key findings (e.g., crash statistics, % in 239
2 disadvantaged communities) or include a visual summary of community feedback themes to show that the engagement deeply informed the plan.
 Also really thought the personal element was grounding, particularly quotes from engagement.

This humanizes the data and underlines urgency.
 Consider an executive summary or companion document (Short. Maybe 3-5 pages max that summarizes top-level goals, community priorities, and priority actions) Comments on Page 1:
 Suggested re-write to first paragraph for a stronger impact and a sharper lead. "From 2017 to 2023, traffic crashes on West Sacramento streets claimed 29 lives and seriously injured 117 more. Each of these incidents left lasting trauma for families, friends, and communities. This Action Plan begins with a simple, urgent premise: no one should die or be seriously injured while moving through their city."
 Please spell out Fatal and Serious Injury (FSI) the first time it appears in the document and then use the acronym consistently throughout the rest of the plan.

Comments on Page 2: Should the COMMITMENT on page 2 be in a callout box, as it is on Page 9? Comment on Page 4/5: The Vision Zero Action Plan Process and Figure 1 maybe need to be on the same page?
Comment on Page 6: This sentence is super clunky, maybe trying to do too much in one breath. "A cooperative and coordinated effort between multiple partners and road users is needed to reduce the number of fatal and serious injury crashes over time with the eventual goal of zero." Suggest breaking it up and using more powerful, people-centric language. "Achieving zero traffic deaths will take a shared commitment from everyone—city partners, community members, and all who use West Sacramento’s streets." or "Reducing fatal and serious injury crashes over time will require coordinated action from city agencies, partners, and road users—working together toward achieving zero deaths on West Sacramento streets."
Under the yellow header “TOWARDS A SAFE SYSTEM IN WEST SACRAMENTO,” consider starting the paragraph with the second sentence: “Unlike traditional road safety strategies which focus on modifying human behavior to prevent all crashes, the Safe System approach refocuses system design and operation on anticipating human mistakes and lessening impact forces to reduce crash severity and save lives.”
It’s the most important and compelling point in the paragraph.

Comment on Page 9 and 11: What is a CAG? Consider spelling it out and adding the acronym in parentheses.

Comment on Page 14: The term vulnerable road users is introduced here. Perhaps bold it? Comment on Page 15: There's a few missing references.
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3 Comment on Chapter 5, Page 27 onwards: Font and spacing in this section looks inconsistent to the rest of the document. Page 28 - Perhaps list all 6 categories before adding Figures 14-18. Are you missing a figure? Seems there are only 5 categories shown here.

Comment on Chapter 7, Page 45: Is this meant to be landscape orientation?  Actions to Zero section could be more actionable if it included a prioritization or phasing matrix showing which strategies will have the highest short-term impact. Which actions are scalable, which require major grants, and which are shovel-ready?  Some actions seem vague (e.g., “Continue to construct an all ages and abilities bike network”)— are there metrics or deliverables?
 How about legislative strategy or advocacy pathway? For example, if some strategies state or regional coordination, a policy roadmap would help clarify dependencies.  No mention of climate or sustainability co-benefits. Safe systems and mode shift reduce VMT and emissions. Might be useful in funding narratives.
 No clear consequences for failure to act. Consider naming which projects or actions are critical path vs. nice-to-haves, what risks (funding, political, capacity) could stall implementation and how to mitigate.
 If the city wants to make meaningful changes in high-risk corridors, bold actions like removing parking or lane reallocation may be necessary. Consider stating this upfront, even if politically risky.

Once again, I want to thank you for the opportunity to review and comment on this plan. It is clearly the product of a thoughtful, collaborative process, and it’s exciting to see such a visually engaging and wellresearched document.

I hope my feedback is helpful as you move toward finalizing the plan, and I look forward to seeing the final version presented to Council.

All the best,
Justine Recio-Patel, AICP
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4 Rosen, Steven
From: Ben Raderstorf <[email protected]>
Sent: Thursday, August 7, 2025 10:58 PM
To: Rosen, Steven
Subject: Comments on Vision Zero Action Plan
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.

Hi Steven,
I am a cyclist who loves to bike around West Sacramento. I'm writing with general positive feedback on the VZAP — and strongly encourage the city to continue putting pedestrian safety over all other concerns (including congestion, driver comfort, speed, throughput, and parking) but I want to stress two major priorities that would go extremely far towards feeling safe and secure cycling through the city.

1. The highest single need I see is for a better connection to the causeway bike path. Unfortunately, West Sac is the broken link in the chain between Davis and Sacramento. A protected lane all along West Capitol is clearly a major need that should be prioritized over other concerns (parking, traffic, etc.)

2. While it is not on the high injury network, the stretch of River Road south of 15th St is effectively a major chokepoint in what *could* be an obvious lower-traffic bike route connecting all of the city's southern neighborhoods. Investing in this bottleneck could have outsized impacts on overall rideability.

Many thanks for your important work to improve the city by reducing the need to rely on cars and putting bikes and pedestrians first always!
-Ben
--
__________________________
Ben Raderstorf / (720) 273-7596
[email protected]
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5 Rosen, Steven
From: Adrian Gutierrez <[email protected]>
Sent: Friday, August 8, 2025 1:27 PM
To: Rosen, Steven
Cc: Wifey😻
Subject: Vision Zero Action Plan comments
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.

Vision Zero Team:

Molly Mahoney and I have attended at least one of the workshops and were pleased to see all the efforts being made. We are the outreach coordinators at Sacramento Bicycle Kitchen, Sacramento’s only non-profit bicycle co-op and we are very passionate about safer pedestrian infrastructure. We have the following comments on the draft Vision Zero Action Plan.

General Comments: We can only speak on our lived experience but as residents that live on Rockrose Rd near the corner of Westacre Rd, we can see that the analyzed GIS data for our street is quite accurate.

Comment on Page 17: The disadvantaged community that we are apart of has historically been marginalized and ignored. I have personally sent several emails to city engineers about the dangers of being a pedestrian on our street. These included accounts of witnessed FSI accidents, intentionally and maliciously being targeted with vehicle by a complete stranger and even children almost being hit by speeding vehicles on Rockrose Rd. I was met with many excuses ranging from there’s no budget to install speed bumps to “data shows traffic calming techniques like speed bumps do not slow down traffic” when I asked to see that data I never received a reply.

Comment on Page 25: In addition to the intersection of Westacre and W Capital Ave, you can see the GIS data shows the intersection of Westacre Rd and Rockrose Rd is also very problematic.

Comment on Page 26: Again the GIS data conclusively shows the street we live on and the historically disadvantaged community we are apart of is a high risk and high injury area.

Comment on Pages 36 and 37: The issues we are experiencing are conclusively reflected in our prioritization scoring rating as well as having been identified as a priority corridor. We know that any traffic calming measures taken on Westacre Rd will have a positive effect on our cross street, however, in addition to prioritizing Westacre Rd we are asking that Rockrose Rd also be given consideration for simple traffic calming measures such as speed bumps. Rockrose Rd is currently used as a through street for non-residents many of which travel at excessive speeds endangering the members of our community including many of the new neighbors that have started families and have young children.

We are happy to have attended the workshops and we can really see that the city is taking this very seriously. Thank you for including us and considering our opinions on these matters. It means a lot.
243
6 Thank You,
Adrian Gutierrez and Molly Mahoney
Residents of Rockrose Rd
Outreach Coordinators
Sacramento Bicycle Kitchen 501c3
@sacbikekitchen
244
7 Rosen, Steven
From: Garrett Jensen <[email protected]>
Sent: Sunday, August 10, 2025 2:24 PM
To: Rosen, Steven
Subject: Vision Zero Action Plan
Attachments: SDS 2025 Policy Priorities FINAL (1).pdf
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.

Implement the 10 policy recommendations from Slow Down Sacramento (attached) and you will reach Vision Zero. We need the City of West Sacramento, County of Sacramento, and City of Sacramento to align on safety for all road users for a safe and liveable Capitol region. Thanks! -G --
Garrett Jensen
Email [email protected]
Web linkedin.com/in/garrettjensen
Phone 503-806-1108
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8 Rosen, Steven
From: Adam Gonzalez <[email protected]>
Sent: Wednesday, August 13, 2025 12:00 AM
To: Rosen, Steven
Subject: WS Vision Zero Action Plan
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.

Vision Zero Team:

I have the following comments on the draft Vision Zero Action Plan.

General Comments: While I do think the plan is a step in the right direction, the plan fails to truly address one of the key factors of road deaths. All road deaths are caused by collisions involving motorists who consistently prove that the car-centric design of modern day American cities and suburbs are extremely hazardous to anyone not in a car. I understand that it's not always politically feasible to completely kill the role of cars in transportation as would be necessary to actually have zero deaths, but as professionals I strongly urge you to push a more aggressive approach towards dieting roads and limiting car traffic within our city. I believe you'd have more support than you think. You yourself said in your report that most incidents happen in District 2 which is our lowest income district and coincidentally where I grew up. Don't think about the middle aged people your inconveniencing by minimizing the role of cars as a mode of transportation but think about those of us who spent our childhood riding our bikes along thin painted bike gutters on our way to soccer practice as 10 ton semi-trucks whizzed passed us narrowing missing us at 45 mph.

Comment on Page 48: I really appreciate how you included investment into multimodal forms of transit. This is major. However, there could always be more priority on this matter.

Comment on Page 49: Here you talk about designing streets that compel motorists to slow down. While I do believe that this should happen, I also feel as though part of this should include pedestrianizing some streets completely. I don't really see why you'd just not go straight to the source of the issue. You also mention leveraging state law to reduce posted speed limits.

As planning professionals you should know that this will have very little success in actually slowing people down compared to a redesign of a road. It's also not expensive to plant trees and add paint in order to make areas safer for pedestrians.

Comment on Pages 57-58: In your report you mentioned that most accidents happen in disadvantaged areas (particularly district 2). Yet when mentioning priority projects at the end of your report, the two main areas mentioned are not areas that are disadvantaged or have much pedestrian traffic relevant to the FSI crashes that occur in district 2 along West Capitol Avenue.

West Capitol Avenue also has a trail network, schools nearby and commercial shopping. It also has way more school and county bus stops meaning more transit users who often have to include walking in their journey. How is this less of a priority? Not to mention it's one of the densest corridors in the whole city. Do these people not deserve to be safe from FSI crashes? 248
9 Thank you for the opportunity to comment on this and I sincerely hope that you read all of this.

As someone who grew up and spent his childhood riding buses and biking across town, I have a unique experience that I always try to share in transportation plans. This really is a priority for me as someone who's almost died multiple times because my parents didn't have the time to pick me up from school or drive me to soccer practice. I know many kids where I'm from have similar stories so I only hope that my words can help shape their experience growing up.

Best Regards,
Adam Gonzalez
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10 Rosen, Steven
From: Michelle Stephens <[email protected]> Sent: Thursday, August 14, 2025 8:07 PM
To: Rosen, Steven
Subject: West Sac Vision Zero Comments
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.

Hi,
I was optimistic when I started reading this report, hopeful that it would result in projects that make my neighborhood safer and a difference in my life as a West Sac resident but all of that hope dissolved when I read Section 8. The report makes a compelling argument that Broderick/Bryte/West Cap has high risk and high need, but the implementation recommendations are in Southport or vague citywide considerations. My neighborhood is dangerous for bikes and peds; I know that from my experience, and the report backs it up with data, so why are there no fixes included in the implementation plan? I am very disappointed.

I would love to ride my bike from my home in the Broderick area over to West Capital (S1 area) to do errands but I do not feel safe biking on Jefferson. This speaks to the larger concept of connectivity.

Ideally, it would be great to be able to ride my bike for errands and then link that trip to others within the city. Too often though, my trips have to be isolated. I can ride my bike to a Rivercats game, but it is more perilous to drop off a library book en route.
p 1. Exec Summary: define FSI at the beginning of the Key Takeaway Bullet Points p 15. No legend on this chart
p 39. S1 countermeasures: I think the road diet makes the most sense for this area. Slowing the traffic down would do a lot toward making bikes and peds feel safer. Since it is one of the main thoroughfares in West Sac, proper bike lanes should also be considered. p 39. S2 countermeasures: Road Diet isn't mentioned but I think it should be considered. If people are speeding along, peds and bikes will be in danger.
pp 39-44: Overall readability-It would be nice if you had a zoom in of the pertinent map spaces for each section. So on page 39 for example, S1 and S2 are discussed; it would be helpful to see a zoom in of the map showing those two areas on that page so you don't have to flip back and forth to visualize the space and then overlay the proposed countermeasures.
p 51. Actions: On the 3rd listed action, include sharrow bike markings in the re-striping process to build awareness in drivers of multimodal users.
p 56. Actions: Yes to the 4th listed action. Slowing people down is important but also raising awareness of injuries and fatalities.
p 57. Implementation: Are you kidding me?! What is the point of prioritizing the areas (Fig 21, p 36.) when the first actions identified are in the lower priority zones? Yes, the portions of Jefferson in Southport have some red and orange spots, but almost the ENTIRETY of Broderick, Bryte, and along the West Capitol Corridor are red and orange! I get it, that's where the money is but if that is how you make the decisions, don't waste the readers time with "prioritization". The only specific areas called out for implementation are in Southport while the other implementation items are vague citywide improvements! 250
11 I would like to hear more about how the community comments will be incorporated into the final report.

Thank you,
Michelle
Rip it up!
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12 Rosen, Steven
From: Keefe Mahar <[email protected]>
Sent: Friday, August 15, 2025 11:48 AM
To: Rosen, Steven
Subject: Vision Zero Comments
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.

Hello
If not already on your radar, the intersection of Kegle and Fremont Blvd is very dangerous. I live in that neighborhood and see people run the stop signs frequently, even police officers. I also saw someone manage to flip their half size pickup a few houses down from there. It was completely flipped upside down. They must have been going pretty fast to do that.

Also Cummings from 6th to Kegle is pretty much a straightaway, so people get going really fast down that.

Jefferson and West Capitol is pretty dangerous, but Im sure you are aware of that.

It would be nice if biking down Jefferson was more pleasant. I do not feel comfortable going down really any stretch of Jefferson.

Thanks and good luck
--
Keefe Mahar
(916) 501-0767
[email protected]
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13 Rosen, Steven
From: Chan, Jeffrey (SOCMED) <[email protected]> Sent: Friday, August 15, 2025 5:22 PM
To: Rosen, Steven
Subject: Vision Zero
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.

Mr. Rosen and vision zero team,
Thanks for taking part in our CAG meetings and sharing some behind the scenes elements to address design issues. Here are a few comments below:
- Page 18: The chart shows 14% of collisions linked to a DUI. Do we know the locations of where these citations tend to occur when compared to figure 12 and figure 21? If so, this might suggest that law enforcement is needed for these intersections rather than an actual infrastructure project? - Page 25: As with many streets that are wide with long straightaways, West Capitol and Jefferson would benefit from an engineering design that would make it difficult to accelerate. - There are also notably poor bike lane markings and thus, no protective barriers on Jefferson where vehicles travel 50-60 mph. The road is essentially an expressway and as a major artery connecting north and south, it serves as a deterrent for cycling.
- The road curves heading north/south on Jefferson at 15th street. When vehicles are speeding, I've noticed poor reaction times to pedestrians and cyclists crossing 15th street. - Page 26: The project completed last year that resulted in protected bike lanes on River road has been excellent. An area that I would consider "High Risk" would be for those continuing to head south on River road past 15th street where all that protection ends. The bike lanes are very narrow and the change of elevation (and sun directly in the eyes of drivers depending on the time of year) make cycling on this stretch quite dangerous.

Jeffrey A Chan, PhD, MPH
From: Aika Miranda <[email protected]>
Sent: Wednesday, August 6, 2025 10:58
To: [email protected] <[email protected]>; Chan, Jeffrey (SOCMED) <[email protected]>; [email protected] <[email protected]>; [email protected] <[email protected]>; [email protected] <[email protected]>; [email protected] <[email protected]>; [email protected] <[email protected]>; [email protected] <[email protected]>; [email protected] <[email protected]>
Cc: Tracy McMillan <[email protected]>; Rosen, Steven <[email protected]>; Julia Jackson Oill <[email protected]>; Dangeti, Sai-Sampath <[email protected]>; Kiara Reed 253
14 <[email protected]>
Subject: [ACTIONS REQUESTED] CAG Meeting #7 Follow-Up

Hi CAG!

My apologies for the delay on this email. To recap Monday’s CAG meeting, the recording and slides have been uploaded to the Google Drive (see below).

1. REVIEW the meeting recording and slides located in the meeting folder [linked].

1. If you attended the meeting, your stipend payments should be going out by the end of this week.

2. If you were NOT able to join us, please note that your participation will be tracked based on your completion of the following assignments tasked in Monday’s CAG Meeting and your stipend payment will be sent out once your assignments have been completed. Please notify me when you review and provide comment on the public draft of the VZAP.

2. CAG Action Items

1. REVIEW and COMMENT on the Public Draft of the Vision Zero Action Plan.

1. Comment on the plan by providing feedback by Friday, August 22nd. To do so, follow the instructions on the City’s [tinyurl.com/WestSac-VZAP]VZAP website here.

2. Comment period deadline is Friday, August 22nd.

2. INVITE at least 3 people within your personal, local, or professional network to the upcoming workshop. You can promote the Phase 3 Community Workshop to review the Public Draft of the Vision Zero Action Plan using the materials provided.

1. Attached are the flyers and graphics for the workshop available in English, Spanish, and in Russian that you can share out on your social media or with your friends, families, and acquaintances.

2. There will be swag giveaways on a first come, first serve basis, e-gift card raffle, food and refreshments.

3. Event Details

1. Tuesday, August 12th from 5:30 – 6-30 PM

2. Arthur F. Turner Library

3. Upcoming

1. Phase 3 Workshop to Review the Public Draft of the Vision Zero Action Plan

1. Tuesday, August 12th from 5:30 – 6:30 PM

2. Arthur F. Turner Library

2. FINAL In-Person CAG Meeting #8 + How to Provide Public Comment at City Council 101

1. Wednesday, September 17th from 6:00 – 7:00 PM

2. West Sacramento City Hall @ Civic Center - Room 104

3. Bring yourself and 1-2 guests (a friend, family member, coworker, or etc.) to join us to celebrate you and to learn how to provide public comment at City Council on the VZAP!

1. Note that an RSVP form and a flyer will be shared with you all to invite your friends and family as space is limited sometime within the few weeks.

3. FINAL City Council Meeting

1. Wednesday, September 17th at 7:00 PM

2. We will walk over from our in-person CAG Meeting and How to Give Public Comment Workshop together to the City Council Meeting! 놴놲놵놶놷놳

254
15 Please reach out if you have any questions. Thank you all so much in your continued support!

Warmly,
Aika

From: Aika Miranda
Sent: Monday, August 4, 2025 3:16 PM
To: [email protected]; [email protected]; [email protected]; [email protected]; [email protected]; [email protected]; [email protected]; [email protected]; [email protected]
Cc: Tracy McMillan <[email protected]>; Rosen, Steven <[email protected]>; Julia Jackson Oill <[email protected]>; Dangeti, Sai-Sampath <[email protected]> Subject: REMINDER! CAG Meeting #7

Hello CAG Members,

As a gentle reminder, we have our CAG Meeting #7 TONIGHT, August 4th, from 6:00 – 7:00 PM via Zoom (see meeting details below). We will be covering and reviewing the Draft Vision Zero Action Plan to provide public comment.

We are excited to hear your feedback on the plan; see the attached public draft plan for your reference if you can and would like to spend some time looking it over prior to our meeting. You can absolutely review it prior to the meeting so that you can come prepared and bring any questions or clarifications.

Zoom Meeting Details:

Join Zoom Meeting
https://us02web.zoom.us/j/82965199233?pwd=qSVYCLrsZVi7rPxvZ3q7bMCHQ8kALU.1 Meeting ID: 829 6519 9233
Passcode: Ju2bY$^Rfx
Please let me know if you have any questions or concerns.

See you all tonight,

Dana Aika Miranda | Project Manager
Pronouns: they • them • she • hers
Civic Thread - formerly WALKSacramento
909 12th St | Suite 125 | Sacramento CA 95814
Office: 916.446.9255 • LCI #7,358

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16 Rosen, Steven
From: Pam G <[email protected]>
Sent: Saturday, August 16, 2025 12:17 PM
To: Rosen, Steven
Subject: Vision Zero
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.

Hello,
We live at 4395 Gregory Ave and have had a car through our front fence, a car onto our unfenced area at the turn, a car spun out recently hitting and catching a neighbor's property on fire, I was hit nearly headon tossing me and my car into a farm field while attempting to enter my driveway, and a car flipped onto its roof nearly hitting our neighbor and child at our neighbor's, Ferrari Fisheries.

With freeways impacted, Gregory Ave and South River Road are being used as commuter roads to bypass freeways and interchanges. Now that people have found this bypass, they will not return to the freeways.

We regularly see unsafe speeds, passing, and angry drivers in a rush.

There was a bump on the roadway from a prior construction activity that caused many regular commuters to slow before entering the turn north/west towards Jefferson Blvd, but it was recently smoothed out, and cars don't slow for the bump any longer.

This area is highly used for bicyclists and joggers and could provide a more safe riding/jogging experience as well.

We think speed bumps entering/exiting the turn at Gregory Ave and South River Road at the trussel could prevent speeding and loss of control. This could be a less expensive avenue of prevention the City and could provide for road safety in our area.

Feel free to contact me if you would like more information.

Thank you,
Pam and Steve Gould
(916) 952-6846 (Pam)
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17 Rosen, Steven
From: Chris Cochran <[email protected]>
Sent: Monday, August 18, 2025 9:39 AM
To: Rosen, Steven
Subject: Vision Zero
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.

Hello Steven,
As a traffic safety communications consultant in the Sacramento area, I was interested to see what West Sacramento had accomplished in your Vision Zero efforts. While I have my own thoughts on various Vision Zero and Safe Streets concepts and tactics, my main expertise is in communicating to the public. This draft does not go into detail on public communication and education efforts, so I will limit this message to two subjects. One suggests immediate action needed for the draft, the second is for the plan itself.

1. The draft should have an upfront glossary, particularly of the acronyms used. The acronyms “FSI” and “VRU” are used multiple times throughout the draft, and understanding them is an important part of being able to read, comprehend, and comment. “FSI” is not defined until its ninth mention, leaving the layperson in the dark for the first eight pages of the draft. Although "vulnerable road users" is used often, its acronym,“VRU”, is never defined or tied to it.

2. Engineering tactics, while central to the concept, need public understanding up front, in progress, and ongoing. Do not rely on engineering alone. Public communication and education needs to get directly to road users through multiple methods and multiple times for many years to come. Don’t shortchange the need or the resources.

Regards,
Chris Cochran
Chris Cochran Communications
www.cochrantv.com
[email protected]
(916) 995-5576
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18 Rosen, Steven
From: Aika Miranda <[email protected]>
Sent: Wednesday, August 20, 2025 8:00 AM
To: Rosen, Steven
Cc: Tracy McMillan; Julia Jackson Oill
Subject: FW: tinyurl.com/WestSac-VZAP
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.

Good Morning,
I received this in my inbox this past weekend.

Aika
From: Karen Hogan <[email protected]>
Sent: Sunday, August 17, 2025 4:51 PM
To: Aika Miranda <[email protected]>
Subject: tinyurl.com/WestSac-VZAP
STOP SIGNS both directions - at the corner of Michigan Blvd X Rockrose are constantly ignored by speeding vehicles
endangering ped's.

Cars speed recklessly and routinely on a 25-30mph street by going 50, 60, 65 mph day and night. Someone is going to get killed!
Can provide you photos of cars one after another blowing through both stop signs!
Ask the dog walkers on this street! We risk our lives to walk across the street. Need CROSS WALK with blinking lights and higher ticket fees.
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19 Rosen, Steven
From: javismom (null) <[email protected]>
Sent: Thursday, August 21, 2025 10:03 AM
To: Rosen, Steven
Subject: Fwd: Vision Zero
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.

Vision Zero Team:

I have the following comments on the draft Vision Zero Action Plan.

General comment:

I am a 3rd generation born and raised in West Sacramento and now have 4th and 5th generation family members in this
community. Over the past 5 generations West Sacramento has grown tremendously in population, homes, and vehicles on the roadways. A lot of this growth impacting the South area of the city, yet parts of Jefferson Blvd remain a 2-lane road, with no or poor lighting and no bike lanes. Improvements to that area of Jefferson Blvd. should be addressed as part of this plan. Two beautiful young lives (Layla Clemons and Jaea Chatman) were killed by a hit and run driver near the south end of Jefferson Bvld. on August 2, 2025 and not reflected in this report. Layla was a relative of mine.

The action tables appear to a lot of Action descriptions, however there are only 3 actions items that will have immediate impact to improving the roadways (listed below as comments 1, 2 & 3). I believe if these action items noted below are prioritized there will be immediate improvements as these 259
20 specifically address creating new bike lanes, road paving improvement, and improved street lighting.

Comment on Page Page 55
Strategy: Integrate Safety in Project Development

1. Coordinate road paving schedule to implement safety
improvements such as high visibility markings, lane
reconfigurations and bicycle facilities
Comment on Page 56
Strategy: Use New Tools, Guidance, Laws and Practices for Safe Street Design

2. Continue to construct an all ages and abilities bike network as directed by the Bicycle, Pedestrian, and Trails Master Plan

3. Create program to evaluate street lighting (with focus on full transportation system, not just roadway) and
implement lighting improvements to increase roadway
safety
a. Most important on comment 3 is the second part –
implement lighting improvements to increase
roadway safety.

Comment on 50
Figure 24: Action Table Key Lead column references City of Sacramento, this may need to be corrected to indicate “West” Sacramento.

Comment on page 56
260
21 On August 2, 2025 Layla Clemons and Jaea Chatman both riding bikes lost their lives on Jefferson Blvd. The Bicycle, Pedestrian, and Trails Master Plan mentioned on this page indicates there is proposed bikeways and trails for this area of Jefferson Blvd. The Proposed Bicycle Trails for this area should be prioritize and completed as part of this plan.

Overall, there should be projected timelines or due dates associated with each action items and the actions items should be prioritized.

Respectfully,
Veronica Dodd
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22 Rosen, Steven
From: JoAnn Ronning <[email protected]>
Sent: Thursday, August 21, 2025 12:44 PM
To: Rosen, Steven
Subject: VZAP
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.

Hello Steven,
I am very pleased to learn of this Action Plan by West Sacramento to make our streets safer with definite timeline goals ahead. I’ve lived on the corner of 5th St. and E St. for the past two years and am very concerned about these dangerous intersections on 5th between C St. and Gateway Pkwy. By the Sutter Health Stadium. I call it the 5th St. freeway! There are nicely marked crosswalks that drivers ignore completely. The average speed seems to be at least 50 mph and the speed limit is 35. Pedestrians and bicyclists take their life in their own hands trying to cross. Very very few drivers actually stop and yield to pedestrians! It’s actually quite shocking when they get angry at you, by swearing and lewd gestures for simply trying to cross in a crosswalk! I’ve attended the few meetings that were actually held on the first Monday of every odd numbered month of the Transportation, Mobility and Infrastructure Commission. Most are canceled. Last year only two out of six took place and I was at both of them. This past July 7 I was out of state so missed it, if it took place. I’m encouraged that West Sacramento is now taking this problem seriously and has set definite goals for improvement in the next several years. I plan to attend the City Council meeting Sept. 17th.

I am often in Davis and have noticed they have good signage and lights that are effective in slowing traffic down and yielding to pedestrians and bikers. I have taken pictures of these and tried to suggest them for West Sacramento. I have seen them in a few less busy areas in West Sac and they seem to be effective. I think for 5th street drivers are so used to speeding it will take more time and consequences (more speeding tickets?) to raise awareness that their bad habits won’t be tolerated.

One simple thing would be a bright neon sign in the median saying "State Law, Stop for pedestrians within crosswalk.” It actually shows a red stop sign and a pedestrian emblem instead of just words. In addition to that, and more importantly, I am hoping for blinking yellow traffic lights that are triggered by a push button the person presses on either side of the road in order to raise awareness that there is actually a crosswalk there and a human being who wants to cross! I’ve also seen these effectively used in other less busy streets in West Sac and wonder why they can’t be installed on this dangerous busy 5th Street? At least it’s a start to make drivers realize they don’t own the road and need to obey the rules to prevent killing others. Maybe it takes someone getting killed who is known by those in authority on city council before action is taken. This effort of the Vision Zero Action Plan gives me hope that that is not the case.

Thank you for being willing to be Project Manager and for reading our concerns! JoAnn Ronning
439 Harriet Lane
West Sacramento

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23 Rosen, Steven
From: Corey Cummings <[email protected]>
Sent: Thursday, August 21, 2025 4:21 PM
To: Rosen, Steven
Subject: Vision Zero Draft Plan Comments
CAUTION: This email originated from outside of the organizaƟon. Do not click links or open aƩachments unless you recognize the sender and know the content is safe.

Hey Steven,
Thank you for the opportunity to participate in the development and comment on the final draft of this plan. One of the reason’s I love living in West Sacramento is its prioritization and commitment to planning efforts supported by policy development.

I apologize that these comments do not flow in chronological order.

Toolbox Overview
Except for “Leading Pedestrian Interval” and “Slow Green Wave Signal Sync” all of the items identified in the Toolbox table were fairly self-evident based on the title and corresponding graphic. You might consider adding a short explanation in the title box. Also, there is no graphic associated with “Slow Green Wave Signal Sync.” Children and School Zones
The plan contains some discussion about the prioritization children and school zones. I know that over the years and for myriad reasons school pick-ups and drop-offs have sometime become traffic logistic problem nightmares. Just this week I inadvertently found myself stuck in the middle of Riverbank Elementary’s pick-up. While there was the obligatory crossing-guard controlling the intersection of Carrie Street and Holland Drive, it did not appear that there was a thoughtful plan direct and move traffic. I observed vehicles for both directions on Carrie Street competing to turn into Riverbanks east end parking lot entrance, often blocking the road in both directions as well as making unsafe for pedestrians (parents & children) trying to navigate around the offending vehicles. I’m assuming other schools may experience similar challenges. Based on this it might be prudent to add a “Strategy” that has the Police Department’s Traffic Unit review individual school’s pick-up and drop-off traffic plans. Additionally I would encourage an occasional on-site monitoring/enforcement visit.

Traffic Calming Program
Figure 27 – Action Table Strategy 3 contains the following Descriptions of Actions:
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24  Re-establish the Neighborhood Traffic Calming Program and dedicate annual funding to staff time and implementation
 Incorporate relevant Vision Zero Countermeasures and Treatments into Traffic Calming Program
Unless I missed it in my review, I do not believe that there is any discussion/description of what the original “Neighborhood Traffic Calming Program” was. I would encourage some that some discussion about it and its history be added to the plan for clarity.

Safety Corridors
Figure 28 – Action Table Strategy 4 contains the following Descriptions of Actions:
 Identify "Safety Corridors" according to California MUTCD for additional speed limit reduction considerations
Again, there doesn’t appear to be any prior discussion/description of “Safety Corridors” in the draft plan. In addition to some discussion/description, does it fit as a “Toolbox” item.

Please let me know if you have any questions.

Corey R. Cummings
720 Rolling Green Drive
West Sacramento, CA 95605
Mobile: 916.508.4772
[email protected]
264
25 Rosen, Steven
From: Elisabeth Garcia Citalan <[email protected]> Sent: Sunday, August 24, 2025 9:42 PM
To: Rosen, Steven
Subject: Vision Zero Comment
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.

Hello vision zero team,
I have the following comment on the draft vision zero action plan. Regarding safety countermeasures and design treatments toolbox, I suggest placing red light cameras where photos are enforced for ticketing purposes along the crosswalks on west capitol Ave. Since there tends to be lots of traffic on that street.

When utilizing the crosswalks on West Capitol Ave on numerous occasions, cars didn't stop when I was crossing on the crosswalk. They just ignore the flashing lights and speed through. Therefore I feel that if there were cameras along the crosswalk that would take pictures of cars when the button to cross the street/flashing lights is on then it would help alleviate potential accidents and improve safety considering one would think twice about stopping on crosswalk unless they would like to receive a ticket. 265
26 Rosen, Steven
From: Tim Miklas <[email protected]>
Sent: Monday, August 25, 2025 5:29 AM
To: Rosen, Steven
Subject: Vision Zero
CAUTION: This email originated from outside of the organizaƟon. Do not click links or open aƩachments unless you recognize the sender and know the content is safe.

Hi there, I just wanted to add we need to make a point of the road near Jefferson and Bevan. Single lane highway with no street lights, no bike lanes or sidewalks for pedestrians right near a neighborhood. Two teenage girls were murdered there just a few weeks ago and it would be a shame to not idenƟfy this area as a place in need of improvement with the ever developing housing there.
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1 Rosen, Steven
From: Elisabeth Garcia Citalan <[email protected]> Sent: Sunday, August 24, 2025 9:42 PM
To: Rosen, Steven
Subject: Vision Zero Comment
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.

Hello vision zero team,
I have the following comment on the draft vision zero action plan. Regarding safety countermeasures and design treatments toolbox, I suggest placing red light cameras where photos are enforced for ticketing purposes along the crosswalks on west capitol Ave. Since there tends to be lots of traffic on that street.

When utilizing the crosswalks on West Capitol Ave on numerous occasions, cars didn't stop when I was crossing on the crosswalk. They just ignore the flashing lights and speed through. Therefore I feel that if there were cameras along the crosswalk that would take pictures of cars when the button to cross the street/flashing lights is on then it would help alleviate potential accidents and improve safety considering one would think twice about stopping on crosswalk unless they would like to receive a ticket. 267
2 Rosen, Steven
From: Tim Miklas <[email protected]>
Sent: Monday, August 25, 2025 5:29 AM
To: Rosen, Steven
Subject: Vision Zero
CAUTION: This email originated from outside of the organizaƟon. Do not click links or open aƩachments unless you recognize the sender and know the content is safe.

Hi there, I just wanted to add we need to make a point of the road near Jefferson and Bevan. Single lane highway with no street lights, no bike lanes or sidewalks for pedestrians right near a neighborhood. Two teenage girls were murdered there just a few weeks ago and it would be a shame to not idenƟfy this area as a place in need of improvement with the ever developing housing there.
268
RESOLUTION 25-96

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF WEST SACRAMENTO

ADOPTING THE WEST SACRAMENTO VISION ZERO ACTION PLAN
WHEREAS, in the seven years from 2017 to 2023, 29 people were killed and 117 people were seriously injured in traffic crashes in the City of West Sacramento;” and WHEREAS, each of those crashes changed the lives of the victims irrevocably for the worse; and
WHEREAS, the City of West Sacramento was awarded a United States Department of Transportation Safe Streets and Roads for All Grant for Fiscal Year 2022 for the “West Sacramento Comprehensive Safety Action Plan;” and
WHEREAS, the City Council approved the award of a professional services contract on January 17, 2024, to Nelson\Nygaard Consulting Associates, Inc. for the development of the West Sacramento Comprehensive Safety Action Plan; and
WHEREAS, on June 4, 2025, the City Council directed staff and to prepare a Vision Zero Action Plan with a goal of a 50% reduction in fatal and serious injury crashes by 2035 and a continuous reduction in fatal and serious injury crashes thereafter; and WHEREAS, the Vision Zero Action Plan will guide the City in meeting this goal by addressing dangerous locations and behaviors with proven safety countermeasures; and WHEREAS, Senate Bill 922 exempts plans that promote active transportation from the California Environmental Quality Act; and
WHEREAS, the West Sacramento City Council has conducted a public hearing on the Vision Zero Action Plan and has duly considered all information presented.

NOW, THEREFORE, BE IT RESOLVED that the City Council adopts the West Sacramento Vision Zero Action Plan.

BE IT FURTHER RESOLVED that the City of West Sacramento is committed to halving the number of fatal and serious injury crashes by 2035, from 26.76 per 100,000 residents per year to fewer than 13.38 per 100,000 residents per year by 2035, with the eventual goal of zero in 2050.

BE IT FURTHER RESOLVED that the City Council finds that this action is exempt from the California Environmental Quality Act in that it qualifies for a Statutory Exemption pursuant to Public Resources Code 21080.20 as an active transportation plan that encourages people to choose walking, bicycling, and rolling through the creation of a safe transportation network and to CEQA Guidelines 15262 as a planning study for future possible actions.

PASSED AND ADOPTED this 17th day of September, 2025, by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:
269
Martha Guerrero, Mayor
ATTEST:

Jennifer Cusmir, City Clerk
270

Statutory Exemptions. State code number:

_______________________________________________
Print Form
Notice of Exemption Appendix E
To: Office of Planning and Research From: (Public Agency): ____________________________ P.O. Box 3044, Room 113 _______________________________________________ Sacramento, CA 95812-3044 County Clerk
(Address)
___________________________
___________________________
County of: __________________
Project Title: ____________________________________________________________________________ Project Applicant: ________________________________________________________________________ Project Location - Specific:

Project Location - City: ______________________ Project Location - County:

Description of Nature, Purpose and Beneficiaries of Project:
_____________________
Name of Public Agency Approving Project: _____________________________________________________ Name of Person or Agency Carrying Out Project: ________________________________________________ Exempt Status: (check one):

Ministerial (Sec. 21080(b)(1); 15268);
Declared Emergency (Sec. 21080(b)(3); 15269(a));
Emergency Project (Sec. 21080(b)(4); 15269(b)(c));
Reasons why project is exempt:

Lead Agency
Contact Person: ____________________________ Area Code/Telephone/Extension: _______________ If filed by applicant:

1. Attach certified document of exemption finding.

2. Has a Notice of Exemption been filed by the public agency approving the project? Yes No Signature: ____________________________ Date:

Signed by Lead Agency Signed by Applicant
Authority cited: Sections 21083 and 21110, Public Resources Code. Date Received for filing at OPR:

Reference: Sections 21108, 21152, and 21152.1, Public Resources Code. _______________
Categorical Exemption. State type and section number: ____________________________________ ______________________________________________
______________ Title: _______________________
Revised 2011
X
271