Woodland City Council
July 18, 2023

23 city of woodlandlocal road safety plan
enforcement. The officers are also aware of the
City’s Crossroads program and its capabilities.

They review collision data on a request-only
basis.

Other key takeaways from the police
department interview include:
• The officers feel that school areas, Gibson
Avenue/Pioneer Avenue, and long, straight
local roads (such as Pendegast Street,
historic neighborhoods, etc.) are locations
that have close calls, which are not
apparent in the data.
• In terms of balancing response time
needs with roadway designs that benefit
pedestrian safety/access, the officers’
main concern is that physical design
features do not impede primary response
routes.
• The police department is sometimes
involved with design of roadway facilities,
but it does not participate in test runs of
roadway designs aimed to reduce speed
and improve pedestrian access.
• There are no police officers specifically
dedicated to foot or bicycle patrols, but
motor vehicle officers will take time out of
their vehicles to do foot/bike patrols.

Informal data was also collected via a public
outreach effort that gathered input from city
residents. This effort was especially important
given that formal, historical data does not
exist for newer neighborhoods in Woodland.

In addition, some traffic safety issues may be
perceived by the public that are not readily
apparent in the collision data. To gather
resident input, an online map survey was
developed and publicized to the Woodland
community. The map survey is a web-based,
custom tool that allowed the public to place
point markers on a city map and specify traffic-
related concerns such as unsafe behavior
observed or an infrastructure problem. Survey
map users were also free to provide additional
comments if more details about specific
issues were necessary. Due to a large Latino
presence in the Woodland community, the
map survey was provided in both English and
Spanish. Overall, the web map input period
lasted over six weeks. Comments were then
reviewed, consolidated, and summarized
in a document shared with City staff. This
document can be viewed in Appendix A.

To draw public attention to this study and the
web map, a Traffic Safety Public Workshop
was held in the City of Woodland council
chambers on February 13, 2018. The
workshop was publicized on the City’s website
and in several articles by the Daily Democrat,
Woodland’s local newspaper. At the workshop,
attendees received a briefing on the project
and the collision landscape analysis results.

They were also able to fill out comment cards
or use two on-site computers to provide traffic
safety input via the web map. Comment cards
were later manually entered into the web
map survey as well. The workshop was well-
attended by City staff and residents, who filled
most of the seats in the council chambers. A
summary of the workshop event can be found
in the Daily Democrat (local newspaper) article
“Woodlanders look at city’s most hazardous
roads” (February 16, 2018, https://www.
dailydemocrat.com/2018/02/16/woodlanders-
look-at-citys-most-hazardous-roads/).

Stakeholders
As a key input to the development of the
LRSP, a group of stakeholders was consulted
to provide input to the plan development and
feedback on the plan conclusions. These
stakeholders included:
• City Council Infrastructure Subcommittee
• Public Works staff
• City Manager
• Woodland Police Community Relations
Commander
• Woodland Fire Department Chief
• Representatives from Bike Campaign and
Outta Sight (advocates for the visually
impaired)
• Woodland Police Community Relations
This group reviewed and supported the overall
objectives of the plan, and provided input to
its development. They also reviewed the draft
plan prior to release.

24 city of woodland local road safety plan
of roadways and intersections. Although one
road or intersection may have more collisions
than another, it may have a lower crash rate.

Intersection and corridor crash rates are
presented and discussed later in this report
for ten high-risk corridors and many of the
intersections contained therein.

Both formal and informal data were collected
and processed. This section documents the
data analysis techniques used and presents
results of that analysis. The chapter also
presents the proposed countermeasures
developed to address the prioritized safety
issues from the analysis.

Collision Landscape
Analysis
After receiving formal data from the City of
Woodland, a collision landscape analysis
was performed. This analysis involved
looking at the entire City’s roadway network
to identify prevailing crash trends and crash
concentrations. As a part of this process,
collisions were summarized across many
different frameworks. First, collisions were
divided according to transportation mode
(vehicle-involved, bicycle-involved, and
pedestrian-involved) and then further
disaggregated by collision severity. These
categories were then analyzed in the context
of many other factors, such as cause,
movement, time of day, collision type,
pedestrian action, lighting, weather conditions,
etc. Through this exercise, several prevalent
crash characteristics for the City of Woodland
surfaced. These were prepared spatially on
maps of the City’s roadway network to identify
systemic trends and hotspots. In addition, the
“high-risk corridors/intersections” analysis
outlined in the next section provided insight
into crash characteristics related to turning
movements. Maps were also developed that
displayed a complete collision history (2009-
2020), only collisions that involved severe
injury, and only fatal collisions. As outlined
below, Figures 7-14 were the end product of
this entire process.
• Overall Collisions (Figure 7)
• Severely Injured Collisions (Figure 8)
• Fatality Collisions (Figure 9)
• Primary Factor Unsafe Speed Collisions
(Figure 10)
• Primary Factor Turning-Related Collisions
(Figure 11)
• Pedestrian Collisions (Figure 12)
• Youth Bicycle Collisions (Figure 13)
• Youth Pedestrian Collisions (Figure 14)
In addition, exposure data in the form of ADT
volumes and length of roadway segments
allowed for crash rates to be produced for
the high-risk corridors identified later in this
report. Crash rates are normalized values that
express the frequency of collisions based
on certain factors. According to the LRSM,
roadway crash rates are based on ADT,
the number of data years, and the length
of the roadway segment. Intersection crash
rates are based on the number of years of
data and the traffic volumes entering the
intersection on a daily basis. Crash rates
permit for an enhanced safety comparison

DATA ANALYSIS TECHNIQUES,

RESULTS, AND COUNTERMEASURES

25 city of woodland systemic safety analysis report
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later

26 city of woodland local road safety plan
§¨¦5
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Main St
West St
East St
Pioneer Ave
County Road 102
Gibson Rd
County Road 98
Third St
Gum Ave
Matmor Rd
Main St
Beamer St
Cross St
Court St
Cottonwood StAshley Ave
College St
Kentucky Ave
Gibson Rd
Main St
Harry Lorenzo Ave
Gibson Rd
N East St
Miekle Ave
California St
Court St
N Pioneer Ave
W El Dorado Dr
FarnhamAve
Lincoln Ave
Kentucky Ave
W Woodland Ave
Marston Dr
N West StN Ashley Ave
Bourn Dr
El Dorado Dr
N College St
Farmers Central Rd
Beamer St
Sports Park Dr
North St
County Road 20
County Road 102
College St
California St
N
Lower Concentration of
Collisions
Higher Concentration of
Collisions
Park
FIGURE 7
Overall Collisions (2009-2020)

WHAT YOU SEE ON THIS MAP
Heat map highlighting collision density for all collisions from 2009 to 2020.

SOURCE
TIMS, SafeTREC, UC Berkeley, 2021; Fehr & Peers,
2022 ,City of Woodland, 2022

27 city of woodlandlocal road safety plan
7 7
7 7
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7 7
7 7
7 7
7 7
7 7
7 7
7 7
7 7 7
7 7
7 7
7 7
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7 7
7 7
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7 7
7 7
7 7
7 7
7 7
7 7
7 7
7 7
7 7
7 7
7 7
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Main St
West St
East St
Pioneer Ave
County Road 102
Gibson Rd
County Road 98
Third St
Gum Ave
Matmor Rd
Main St
Beamer St
Cross St
Court St
Cottonwood StAshley Ave
College St
Kentucky Ave
Gibson Rd
Main St
Harry Lorenzo Ave
Gibson Rd
N East St
Miekle Ave
California St
Court St
N Pioneer Ave
W El Dorado Dr
FarnhamAve
Lincoln Ave
Kentucky Ave
W Woodland Ave
Marston Dr
N West StN Ashley Ave
Bourn Dr
El Dorado Dr
N College St
Farmers Central Rd
Beamer St
Sports Park Dr
North St
County Road 20
County Road 102
College St
California St
N
Lower Concentration of
Collisions
Higher Concentration of
Collisions
Collision Locations7
Park
FIGURE 8
Severely Injured Collisions

WHAT YOU SEE ON THIS MAP
Heat map highlighting collision density for collisions
with severe injuries from 2009 to 2020.

SOURCE
TIMS, SafeTREC, UC Berkeley, 2021; Fehr & Peers,
2022, City of Woodland, 2022

28 city of woodland local road safety plan
7 7
7 7
7 7
7 7
7 7
7 7
7 7
7 7 7
7 §¨¦5
|}þ113
Main St
West St
East St
Pioneer Ave
County Road 102
Gibson Rd
County Road 98
Third St
Gum Ave
Matmor Rd
Main St
Beamer St
Cross St
Court St
Cottonwood StAshley Ave
College St
Kentucky Ave
Gibson Rd
Main St
Harry Lorenzo Ave
Gibson Rd
N East St
Miekle Ave
California St
Court St
N Pioneer Ave
W El Dorado Dr
FarnhamAve
Lincoln Ave
Kentucky Ave
W Woodland Ave
Marston Dr
N West StN Ashley Ave
Bourn Dr
El Dorado Dr
N College St
Farmers Central Rd
Beamer St
Sports Park Dr
North St
County Road 20
County Road 102
College St
California St
N
Lower Concentration of
Collisions
Higher Concentration of
Collisions
Collision Locations7
Park
FIGURE 9
Fatality Collisions

WHAT YOU SEE ON THIS MAP
Heat map highlighting collision density for collisions
with fatalities from 2009 to 2020.

SOURCE
TIMS, SafeTREC, UC Berkeley, 2021; Fehr & Peers,
2022, City of Woodland, 2022

29 city of woodlandlocal road safety plan
§¨¦5
|}þ113
Main St
West St
East St
Pioneer Ave
County Road 102
Gibson Rd
County Road 98
Third St
Gum Ave
Matmor Rd
Main St
Beamer St
Cross St
Court St
Cottonwood StAshley Ave
College St
Kentucky Ave
Gibson Rd
Main St
Harry Lorenzo Ave
Gibson Rd
N East St
Miekle Ave
California St
Court St
N Pioneer Ave
W El Dorado Dr
FarnhamAve
Lincoln Ave
Kentucky Ave
W Woodland Ave
Marston Dr
N West StN Ashley Ave
Bourn Dr
El Dorado Dr
N College St
Farmers Central Rd
Beamer St
Sports Park Dr
North St
County Road 20
County Road 102
College St
California St
N
Lower Concentration of
Collisions
Higher Concentration of
Collisions
Park
FIGURE 10
Primary Factor Unsafe Speed Collisions

WHAT YOU SEE ON THIS MAP
Heat map highlighting collision density for collisions
with “Unsafe Speed” as the primary factor from 2009
to 2020
SOURCE
TIMS, SafeTREC, UC Berkeley, 2021; Fehr & Peers,
2022, City of Woodland, 2022

30 city of woodland local road safety plan
§¨¦5
|}þ113
Main St
West St
East St
Pioneer Ave
County Road 102
Gibson Rd
County Road 98
Third St
Gum Ave
Matmor Rd
Main St
Beamer St
Cross St
Court St
Cottonwood StAshley Ave
College St
Kentucky Ave
Gibson Rd
Main St
Harry Lorenzo Ave
Gibson Rd
N East St
Miekle Ave
California St
Court St
N Pioneer Ave
W El Dorado Dr
FarnhamAve
Lincoln Ave
Kentucky Ave
W Woodland Ave
Marston Dr
N West StN Ashley Ave
Bourn Dr
El Dorado Dr
N College St
Farmers Central Rd
Beamer St
Sports Park Dr
North St
County Road 20
County Road 102
College St
California St
N
Lower Concentration of
Collisions
Higher Concentration of
Collisions
Park
FIGURE 11
Primary Factor Turning-Related Collisions

WHAT YOU SEE ON THIS MAP
Heat map highlighting collision density for collisions
(2009-2020) stemming from several primary factors, all
of which involve vehicles turning.

SOURCE
TIMS, SafeTREC, UC Berkeley, 2021; Fehr & Peers,
2022, City of Woodland, 2022

31 city of woodlandlocal road safety plan
§¨¦5
|}þ113
Main St
West St
East St
Pioneer Ave
County Road 102
Gibson Rd
County Road 98
Third St
Gum Ave
Matmor Rd
Main St
Beamer St
Cross St
Court St
Cottonwood StAshley Ave
College St
Kentucky Ave
Gibson Rd
Main St
Harry Lorenzo Ave
Gibson Rd
N East St
Miekle Ave
California St
Court St
N Pioneer Ave
W El Dorado Dr
FarnhamAve
Lincoln Ave
Kentucky Ave
W Woodland Ave
Marston Dr
N West StN Ashley Ave
Bourn Dr
El Dorado Dr
N College St
Farmers Central Rd
Beamer St
Sports Park Dr
North St
County Road 20
County Road 102
College St
California St
N
Higher Concentration of
Collisions
Lower Concentration of
Collisions
Park
School
FIGURE 12
Pedestrian Collisions

WHAT YOU SEE ON THIS MAP
Heat map highlighting collision density for collisons
involving pedestrians from 2009 to 2020.

SOURCE
TIMS, SafeTREC, UC Berkeley, 2021; Fehr & Peers,
2011, City of Woodland, 2022

32 city of woodland local road safety plan
7 7
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|}þ113
Main St
West St
East St
Pioneer Ave
County Road 102
Gibson Rd
County Road 98
Third St
Gum Ave
Matmor Rd
Main St
Beamer St
Cross St
Court St
Cottonwood StAshley Ave
College St
Kentucky Ave
Gibson Rd
Main St
Harry Lorenzo Ave
Gibson Rd
N East St
Miekle Ave
California St
Court St
N Pioneer Ave
W El Dorado Dr
FarnhamAve
Lincoln Ave
Kentucky Ave
W Woodland Ave
Marston Dr
N West StN Ashley Ave
Bourn Dr
El Dorado Dr
N College St
Farmers Central Rd
Beamer St
Sports Park Dr
North St
County Road 20
County Road 102
College St
California St
N
Higher Concentration of
Collisions
Lower Concentration of
Collisions
Collision Locations7
Park
School
FIGURE 13
Youth Bicycle Collisions

WHAT YOU SEE ON THIS MAP
Heat map highlighting collision density for collisions
involving young bicyclists from 2009 to 2020.

SOURCE
TIMS, SafeTREC, UC Berkeley, 2021; Fehr & Peers,
2022, City of Woodland, 2022

33 city of woodlandlocal road safety plan
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7 7
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|}þ113
Main St
West St
East St
Pioneer Ave
County Road 102
Gibson Rd
County Road 98
Third St
Gum Ave
Matmor Rd
Main St
Beamer St
Cross St
Court St
Cottonwood StAshley Ave
College St
Kentucky Ave
Gibson Rd
Main St
Harry Lorenzo Ave
Gibson Rd
N East St
Miekle Ave
California St
Court St
N Pioneer Ave
W El Dorado Dr
FarnhamAve
Lincoln Ave
Kentucky Ave
W Woodland Ave
Marston Dr
N West StN Ashley Ave
Bourn Dr
El Dorado Dr
N College St
Farmers Central Rd
Beamer St
Sports Park Dr
North St
County Road 20
County Road 102
College St
California St
N
Higher Concentration of
Collisions
Lower Concentration of
Collisions
Collision Locations7
Park
School
FIGURE 14
Youth Pedestrian Collisions

WHAT YOU SEE ON THIS MAP
Heat map highlighting collision density for collisions
involving young pedestrians from 2009 to 2020.

SOURCE
TIMS, SafeTREC, UC Berkeley, 2021; Fehr & Peers,
2022, City of Woodland, 2022

34 city of woodland local road safety plan

HIGH-RISK CORRIDORS/INTERSECTIONS

AND COUNTERMEASURES
This plan focuses on developing corridor
profiles for 10 major corridors and their
intersections. The profiles were completed
through a context-specific analysis that
identified important crash characteristics on
each roadway.

As part of the update to the plan as an LRSP,
five corridors received additional analysis.

The City identified these top five corridors as
having the most opportunity for implementation
of safety improvements, considering collision
history, geometry, and available right of way.

These corridors are also highlighted as key
corridors in the City General Plan. These top
five corridors are:
• East Street – Kentucky Avenue to Main
Street
• East Street – Main Street to Gibson Road
• West Street – Kentucky Avenue to Main
Street
• West Street – Main Street to Gibson Road
• Main Street – West Street to East Street
The other five focus corridors are:
• Gibson Road – County Road 98 to College
Street
• Gibson Road – College Street to Matmor
Road
• Gibson Road – Matmor Road to County
Road 102
• Main Street – East Street to Interstate 5
Northbound Off-Ramp
• Pioneer Avenue – Main Street to Gibson
Road
Data for each analysis was taken from
the Crossroads data provided by the City.

Data was extracted so that only collisions
occurring within 100 feet of each corridor
were examined. The only exception was
Gibson Road between County Road 98 and
College Street, which looked at data within 150
feet of the corridor. In addition to analyzing
the corridors generally, each intersection
in the corridors was also evaluated using
collision data at or within 100 feet of the
intersection. This intersection-level analysis
allowed for observations and conclusions to
be crafted that were specific to intersection
characteristics (signal timings, intersection
layout, pedestrian facilities, etc.).

In addition to looking at corridor/intersection
traits and developing crash characteristics,
the analysis also identified potential
countermeasures to address the safety issues.

These recommendations are presented with
the final collision profiles in this chapter.

Some countermeasures are proposed for
intersections of local roads with freeway
ramps and freeway overcrossings. These
improvements will require Caltrans approval
and action and are noted.

The statistics reported for each corridor use
data from 2009 through 2016, as reported
in the 2020 Woodland SSAR. The diagrams
depicting collisions along each corridor have
been updated to include collision data from
2017 to 2020. No significant changes in
collision patterns were noted. Countermeasure
recommendations from the first release of the
plan have been updated to note completion or
progress toward implementation.

For the top five corridors, statistics were
updated to add 2017-2020 collision data.

35 Gibson Road crosswalk on west side of
Midway Rd and Spruce Dr
A Midway Dr crosswalk would provide a north-
south connection near an existing bus stop, while
a Spruce Dr crosswalk would intersect the ½
mile distance between the College St and West St
crosswalks. The following will be required:
• Completion of the road diet.
• Rectangular rapid flashing beacon (RRFB) with
• High visibility crosswalks markings,
• Parking restrictions on crosswalk approach
• Adequate lighting,
• Curb extensions. and
• Pedestrian refuge islands.

Gibson Road: County Road 98 to College Street
In an eight-year period, 117 collisions
occurred along or near Gibson Road between
County Road 98 and College Street. These
collisions totaled 25 injured persons from
19 separate collisions, and zero fatalities.
  
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W Gibson Rd Gibson Rd
West St College St
Ashley Ave
Cottonwood StCounty Road 98 California St Midway Dr McKinley AveJimeno Ln Spruce Dr
Eunice Dr
Columbia Dr
Amherst Wy
Gibson
Elementary
"N

COLLISION INTENSITYLow
(1)
High
(20)
In the Map:

%
kTraffic Signal
Stop Sign
Crosswalk
Median
Flashing Beacon
Bus Stop
Countermeasures
Crosswalk on east side of Gibson Rd/
County Road 98
A crosswalk on this corridor bookend would
raise driver awareness of pedestrians and
provide a safer north-south pedestrian
connection along County Road 98.

Signal timing modifications at Gibson Rd/
Cottonwood St
Signal timing modifications that reduce or
eliminate conflict between southbound and
northbound vehicles could decrease the number of
collisions.

Road diet between west of Cottonwood St and
College St
This would include reducing to a three lane
cross-section, including one eastbound lane, one
westbound lane, and one two-way left-turn lane
(TWLTL). The TWLTL would increase storage
length for the westbound left-turn into Gibson
Elementary School. Furthermore, a road diet would
potentially allow for buffered bike lanes or provide
additional on-street parking, such as across Gibson
Elementary School or on the south side of Gibson
road between Midway Drive and West Street. The
implementation of a road diet would also eliminate
collisions at Gibson Road/Cottonwood Street due
to westbound through vehicles merging before,
during, or after the intersection.

The major collision factors included unsafe
speed, auto right-of way violations, traffic
signal or sign violations, and improper
turning. Most collisions occurred at or within
100 feet of intersections, with most of those
What do we know about these collisions (2009-2016)?
23%
caused by
Unsafe Speed 18%
caused by Auto
Right-of-way
Violation
16%
caused by Traffic
Signals or Signs
Violations
90%
occurred within
100 Feet of
Intersections
Countermeasure Objectives:
• Reduce speeding
• Enhance pedestrian safety
• Improve pedestrian connectivity
!B
collisions occurring (in descending order) at
the Cottonwood Street, West Street, College
Street, County Road 98, and Ashley Avenue
intersections.

Corridor Collision Profile
117
total collisions
#
Note: Map includes collisions from 2009 to 2020
The following countermeasures are estimated to be complete in 2022:
• Crosswalk on east side of Gibson Rd/County Road 98
• Signal timing modifications at Gibson Rd/ Cottonwood St • Road diet between west of Cottonwood St and West St
• Lane width reduction from West St to College St
• Gibson Road crosswalk on west side of Midway Rd

36     & &
& &
& &
&
&
!B
!B
!B
!B
!B
!B
!B
!B
East St
College St
Sixth St
AuburnWayNorden Way
HomewoodDr
County Fair Mall WashingtonDr
Matmor RdEast St
ColomaWy
Gibson Rd
Gibson
Elementary
|}þ113
"N

COLLISION INTENSITYLow
(1)
High
(20)
In the Map:

%
kTraffic Signal
Stop Sign
Crosswalk
Median
Flashing Beacon
Bus Stop
!B
Gibson Road: College Street to Matmor Road
Between 2009 and 2016, 148 collisions
occurred along or near Gibson Road between
College Street and Matmor Road, resulting
in 48 injuries from 34 separate incidents and
in zero fatalities. The major collision causes

COLLISION INTENSITYLow
(1)
High
(20)
In the Map:

%
kTraffic Signal
Stop Sign
Crosswalk
Median
Flashing Beacon
Bus Stop
Countermeasures
Road diet between College St and East St
This would include reducing to a three lane
cross-section, with one eastbound lane,
one westbound lane, and one two-way
left-turn lane (TWLTL). This road diet would
connect to the recommended road diet west
of College Street. It would serve to reduce
collisions caused by unsafe speed, which
is the leading cause of collisions on this
corridor. In addition, there are four side
streets on this section of Gibson Road that do
not have ingress turn pockets, meaning that
ingress vehicles must slow down or stop in
through lanes as they wait for gaps to turn.

A TWLTL would provide these vehicles with
separation from through traffic. This road diet
countermeasure is further discussed in the
next report section.

Red time and/or yellow adjustment at all
signalized intersections
Thirty percent of the collisions at Gibson Road/East
Street and Gibson Road/Matmor Road occur between
vehicles that should not be crossing the intersection
at the same time. Gibson Road/East Street currently
provides 0 or 0.5 seconds of red time, depending on
the phase. Gibson Road/Matmor Road has similar
red time settings. Increasing the phase red times in a
consistent manner would allow extra time for vehicles
to clear intersections. In addition, speed surveys
could be completed to establish more appropriate
yellow times. For safety reasons, red times should be
consistent at all signals in a corridor.
included unsafe speed, traffic signals or signs
violations, improper turning, and automobile
right-of-way violations. A large percentage of
collisions occurred during weekday morning
and evening peak hours, and three-fifths of
What do we know about these collisions (2009-2016)?
Countermeasure Objectives:
• Reduce speeding
• Reduce rear-end collisions
• Improve safety at major
intersections
!B
these were due to unsafe speed. Of all the
intersections in this corridor, Gibson Road/
East Street and Gibson Road/Matmor Road
were the most prone to collisions.

Corridor Collision Profile
148
total collisions
38%
caused by
Unsafe Speed 16%
caused by Traffic
Signals or Signs
Violations
47%
were Rear-End
Collisions
27%
occurred during
Weekday AM/PM
Peak Hours
32 collisions occurred
within 100’ of
Gibson Rd/East St
31 collisions occurred
w/in 100’ of Gibson
Rd/ Matmor Rd
#
Note: Map includes collisions from 2009 to 2020
The following countermeasures are estimated to be complete by 2024:
• Lane width reduction between College St and East St
• Red time and/or yellow adjustment at all signalized intersections • LPIs at all signalized intersections

37 Red time and/or yellow time adjustment at all
intersections
Thirty-one percent of the collisions at Gibson
Road/Matmor Road occurred between vehicles
that should not be crossing the intersection at
the same time. The same thing occurred in 9 of
the 12 collisions at Gibson Road/Ogden Road.

Consider increasing phase red times to allow
extra time for vehicles to clear intersections. In
addition, speed surveys could be completed to
establish more appropriate yellow times. For
safety reasons, red times should be consistent at
all signals in a corridor. It should be noted that
Caltrans operates and maintains the interchange
intersections. All signal timing countermeasures at
those intersections would have to be implemented
by Caltrans.

Gibson Road: Matmor Road to County Road 102
Gibson Road between Matmor Road
and County Road 102 contains Pioneer
High School and one of the most crucial
interchanges in the City. Over an eight-year
period, there were 181 collisions along or
near this corridor, resulting in 46 injuries from
    &
&
!B !B
!B !B
!B
BournDr
E Gibson Rd
T ony Dia
z Dr
PioneerAve
Ogden St
HarryLorenzoAve
CountyRoad102
Matmor Rd
Branigan
Ave
E Gibson Rd
Brennen Dr
Pioneer
High School
| }þ113
"N

COLLISION INTENSITYLow
(1)
High
(20)
In the Map:

%
kTraffic Signal
Stop Sign
Crosswalk
Median
Flashing Beacon
Bus Stop
Countermeasures
Square up interchange intersections
Modify the ramp intersections to reduce
vehicle speeds accessing or exiting SR 113.

This could be accomplished by increasing
the angle of approach for the ramps so
that they are more perpendicular to Gibson
Rd. Tightening turn radii would discourage
higher speeds. In addition, this type of
improvement at all the ramps would create
a more pedestrian-friendly environment for
teens traveling to and from Pioneer High
School. As future development happens,
consider bicycle and pedestrian facilities
on the south side of Gibson Rd. It should
be noted that the interchange is within
Caltrans right-of-way. Therefore, Caltrans
has authority over any improvements at the
interchange intersections.

Lane width reduction between the SR 113
northbound ramp terminal intersection and
County Road 102
This would include reducing inner through lanes to

10.5’ and outer through lanes to 11’. This reduction
could potentially allow for a 3-foot bike buffer.

Implement pedestrian improvements at Gibson
Road/Pioneer Avenue
Given the large number of youth pedestrians
crossing this intersection during school peak
hours, consider special pedestrian settings
to increase safety during these morning and
afternoon school peak hours. Consider providing
and evaluate need for extending pedestrian crossing
times, pedestrian recall on all phases, advance
stop bars, and implementing leading pedestrian
intervals.
33 separate incidents and in zero fatalities.

Almost half of the collisions in this corridor
were due to unsafe speed. The rest of the
major collision causes included traffic signals
or signs violations, improper turning, and
automobile right-of-way violations. Due to the
What do we know about these collisions (2009-2016)?
47%
caused by
Unsafe Speed 14%
caused by Traffic
Signals or Signs
Violations
10%
caused by
Improper
Turning
47%
were Rear-End
Collisions
Countermeasure Objectives:
• Reduce speeding
• Improve youth safety
• Make intersections safer for
conflicting movements
!B
presence of the high school, 23% of collisions
involved a driver, bicyclist, or pedestrian age
18 years or under. 26 of these youth-involved
collisions occurred between 7:00 AM and
4:00 PM on weekdays, with most being
triggered by unsafe speeds.

Corridor Collision Profile
45 occurred during
Weekday AM/PM
Peak Hours
66%
occurred within 100’ of the interchange
intersections, Matmor Rd or Pioneer Ave
181
total collisions
#
Note: Map includes collisions from 2009 to 2020

38   
&
&
&
&
Kentucky Ave
Beamer St
Alice St
Fortna Ave
Depot St
Fifth St
Commerce Ave
North St
East St
Sixth St
Court St
Armfield St Lemen Ave
Main St
§¨¦5
"N

COLLISION INTENSITYLow
(1)
High
(20)
In the Map:

%
kTraffic Signal
Stop Sign
Crosswalk
Median
Flashing Beacon
Bus Stop
!B
East Street: Kentucky Avenue to Main Street
This portion of East Street borders primarily
industrial and commercial land use on the
east and railroad land use (backed primarily
by industrial and commercial land use) on the
west. Train tracks run parallel to East St to
the west. From 2009 to 2020, there were 255

COLLISION INTENSITYLow
(1)
High
(20)
In the Map:

%
kTraffic Signal
Stop Sign
Crosswalk
Median
Flashing Beacon
Bus Stop
Countermeasures
Recent City intersection countermeasures

1. In the latter part of 2012, Lemen Avenue was
realigned to connect to North Street. The
average number of collisions per year before
the countermeasure was 2.3 collisions per
year. This number dropped to 2.2 collisions
per year after the countermeasure. The
realignment also increased pedestrian safety
by allowing for signalization and crosswalks
on all intersection legs.

2. The City prohibited eastbound left-turns at the
East Street/Court Street intersection in mid-
2012. Between the time this countermeasure
was implemented and through 2016, the
crash rate dropped to about 4.2 collisions per
year. Between 2009 and mid-2012, the crash
rate was about 8.5 collisions per year.

Red time and/or yellow time adjustment at all
signalized intersections
At East Street/Lemen Avenue-North Street, 12 of the
17 post-realignment collisions that occurred within
100 feet of the intersection were between vehicles that should not be crossing the intersection at the same
time. At East Street/Beamer Street, 17 of 25 collisions within 100 feet of the intersection occurred for the
same reason. An additional 8 such collisions happened
at Kentucky Avenue and 16 at East Street/Main Street.

Consider increasing phase red times to allow extra
time for vehicles to clear intersections. In addition,
speed surveys could be completed to establish more
appropriate yellow times. For safety reasons, red times should be consistent at all signals in a corridor.
crashes along or near this corridor, including 7
severe injury collisions and 1 fatality. About 1/5
of all collisions were caused by auto right-of-
way violations, 1/5 by unsafe speed, 1/6 by
traffic signal/sign violations, and 1/6 improper
turning. In total, there were 17 bicycle-related
What do we know about these collisions (2009-2020)?
Countermeasure Objectives:
• Provide safer ingress and egress
turning movements
• Make intersections safer for
conflicting movements
!B
collisions, with 12 between Main St and
Lemen Ave. Three of the 5 pedestrian-related
collisions occurred at the East St/Main St
intersection, and 3 more were either been
pedestrian- or bicycle-related (data was
conflicting).

Corridor Collision Profile
255
total collisions
21%
caused by Auto
Right-of-way
Violations
17%
caused by Traffic
Signals or Signs
Violations
16%
caused by
Improper
Turning
41%
were Broadside
Collisions
31%
were Rear-End
Collisions
22 were Bicycle- or
Pedestrian-Related
Road diet between Main Street and Beamer Street This would include reducing to a 3 lane cross-section, with 1 northbound lane, 1 southbound lane, and 1 two-way left-turn lane (TWLTL). This road diet could be extended to just north of Commerce Ave, where crash records indicate 3 unsafe speed rear-end collisions and 1 southbound left-turn vehicle colliding with a northbound through vehicle (i.e., 4 out of 6 collisions within 100 feet). This road diet would:
• Grant turning vehicles on East St separation from through traffic and allow them to focus on crossing only 1 opposing vehicle lane. For example, southbound left-turns into an East Street driveway would benefit from a road diet because they would be able to wait safely in the TWLTL and look for gaps in only 1 northbound vehicle lane, rather than stopping southbound through vehicles in their lane and waiting for a gap in 2 northbound vehicle lanes.
• Introduce two-stage gap acceptance, meaning that side street vehicles would only need to focus on 1 vehicle lane at a time when turning because they could pull into the TWLTL first and then merge with traffic.

A road diet traffic analysis was performed, which shows that consideration should be given to restricting northbound left-turns onto Court Street. This could be done through installation of a raised median. Since the mid- 2012 countermeasure prohibiting eastbound left-turns at East St/Court St, there have been 13 collisions involving northbound left-turns, southbound left-turns, or illegal eastbound left-turns. A raised median would have likely prevented these collisions. The installation of a raised median would also enforce the existing eastbound left-turn prohibition. This road diet countermeasure is further discussed in the next section of the report. 21%
caused by
Unsafe Speed
#
Note: Map includes collisions from 2009 to 2020

39 Evaluate luminance along East St between Depot
St and Pendegast St
There were 19 non-DUI collisions that occurred
on this segment during the night-time, dusk, or
dawn. Of the 19 collisions, 16 involved southbound
vehicles or bicyclists, and 7 occurred within 100’ of
East St/Cross St. Along East St, there are no street
lights on the west side of the road between Main
St and Pendegast St, with the exception of lights at
Main St, Cross St, and Pendegast St. In addition,
the land use adjacent to East St on the west side
is likely to produce little ambient light. Luminance
should be evaluated using the lighting design
criteria published by Illuminating Engineering
Society (IES). Alternatively, the City may use its
own lighting design requirements.

East Street: Main Street to Gibson Road
Between 2009 and 2020, 242 collisions
occurred along or near East Street between
Main Street and Gibson Road, resulting in
63 injuries from 53 separate incidents and
in 3 fatalities. The major collision causes
   
&
&
& &
&
&!B!B
East St
Sixth St
Alice St Depot St
Fifth St
Gum Ave
E Oak Ave
H o m e w o o d D r
North St
East St
East St
Oak AveCross StPendegast St
Sixth St
Court St
Armfield St Lemen Ave
Main St
Gibson Rd
Everman
Park
"N

COLLISION INTENSITYLow
(1)
High
(20)
In the Map:

%
kTraffic Signal
Stop Sign
Crosswalk
Median
Flashing Beacon
Bus Stop
Countermeasures
Red time and/or yellow adjustment at East
St/Gum Ave and East St/Gibson Rd
Thirteen percent of the collisions within
100 feet of East Street/Gibson Road occur
between vehicles that should not be crossing
the intersection at the same time. That
percentage is 41% within 100 feet of East
Street/Gum Avenue. In addition, Gibson
Road/East Street currently provides either 0
or 0.5 seconds of red time between phases,
depending on the phase. Increasing the
phase red times in a consistent manner
would allow extra time for vehicles to clear
intersections. In addition, speed surveys
could be completed to establish more
appropriate yellow times. For safety reasons,
red times should be consistent at all signals
in a corridor.

At all signalized intersections, yellow and red
times should be calculated with the assumption
that all vehicles stop behind the train tracks on
red.

Road diet between Main St and south of
Gibson Rd
This would include reducing to a three lane
cross-section, with one northbound lane, one
southbound lane, and one two-way left-turn
lane (TWLTL) north of Gibson Road. South of
Gibson Road, the medians and turn pockets
could be maintained as they are, and the road diet
would consist of one northbound lane and one
southbound lane. A road diet would grant turning
vehicles separation from through traffic and
introduce two-stage gap acceptance. These would
be beneficial to the side streets and driveways
along this corridor. The medians at East Street/Oak
Avenue could be maintained as they are. This road
diet countermeasure is further discussed in the
next report section.
included unsafe speed, traffic signals or
signs violations, and automobile right-of-way
violations. Almost ½ of all collisions were
rear-end and more than 1/4 were broadside.

There were 12 pedestrian-, 11 bicycle-, and
What do we know about these collisions (2009-2020)?
242
total collisions
46%
were Rear-End
Collisions 31%
caused by
Unsafe Speed
27%
were Broadside
Collisions
Countermeasure Objectives:
• Provide safe luminance
• Improve side-street safety
• Make intersections safer for
conflicting movements
!B
2 train-. and 1 scooter-related collisions.

Most collisions on this segment of East
Street (93%) occurred within 100 feet of
intersections, with 81% of these intersection
collisions occurring within 100 feet of
signalized intersections.

Corridor Collision Profile
12%
caused by Auto
Right-of-way
Violations
13%
caused by Traffic
Signals or Signs
Violations
63 total injuries
24 were Bicycle- or
Pedestrian-
Related
#
Note: Map includes collisions from 2009 to 2020

40   
&
&
&
&
&
&
&
&
&
&
&
!B!B
!B
!B
!B
!B
Oak Ave
Cross St
N West St
Clover St
North St
W Woodland Ave
Park Ave
W Beamer St
W. Elliot St
W Court St
W. Main St W
CloverSt
Wisconsin AveT ennessee Ave
Lincoln Ave
Jefferson St Central Pl
Memorial Ln
West St
Kentucky Ave
Lee Middle
School
Woodland Senior
High School
Freeman
Elementary
School
"N

COLLISION INTENSITYLow
(1)
High
(20)
In the Map:

%
kTraffic Signal
Stop Sign
Crosswalk
Median
Flashing Beacon
Bus Stop
!B
West Street: Kentucky Avenue to Main Street
This corridor is mostly residential north of Court
St and commercial to the south, with Woodland
High School along the west side between
Woodland Ave and Beamer St. There were 243
collisions (2009-2020), resulting in 77 injuries

COLLISION INTENSITYLow
(1)
High
(20)
In the Map:

%
kTraffic Signal
Stop Sign
Crosswalk
Median
Flashing Beacon
Bus Stop
Countermeasures
Red time and/or yellow adjustment at West
Street intersections with Woodland Avenue,
Beamer Street, Court Street, and Main
Street.

Between 15% and 40% of the collisions within
100 feet of these 4 intersections occur between
vehicles that should not be crossing at the
same time. Increasing the phase red times in a
consistent manner would allow extra time for
vehicles to clear intersections. In addition, speed
surveys could be completed to establish more
appropriate yellow times. For safety reasons,
red times should be consistent at all signals in a
corridor.

Upgrade signal infrastructure to include a mast arm and second signal head on west and east legs of West St/
Woodland Ave
It is recommended that a new pole with mast arm be used to better indicate permitted left-turn phasing. Mast arms are typically recommended at suburban intersections such as West St/Woodland Ave.

Conversion to protected left-turn phasing on the north and south approaches of West St/Woodland Ave should be
considered
At this intersection, about 29% of collisions were between northbound or southbound left-turning vehicles colliding with same- or opposite-direction through vehicles. This would require one of the following.

1. Restriping the two approaches to have left-turn pockets with advance stop bars, adding separate left-turn phases, and installing new signal heads, poles, and mast arms

2. Modifying signal timing to have split timing in the
northbound and southbound directions. This may also
require installation of new signal heads, poles, and mast arms.
from 57 crashes. About 87% of collisions
occurred within 100’ of intersections. The
leading causes were unsafe speed, auto right-
of-way violations, improper turning, and traffic
signal or sign violations. West St intersections
What do we know about these collisions (2009-2020)?
243
total collisions
69%
occurred within
100’ of signalized
intersections
34%
were Rear-End
Collisions
33%
were Broadside
Collisions
Countermeasure Objectives:
• Improve youth/pedestrian safety
• Make intersections safer for
conflicting movements
!B
most prone to collisions within 100 feet were (in
order) Beamer St, Main St, Court St, Woodland
Ave and Kentucky Ave. Bike lanes were restriped
and vehicle lanes narrowed on the northbound
and southbound approaches in 2013, and on the
westbound approach in late 2016.
22%
caused by
Unsafe Speed 20%
caused by Auto
Right-of-way
Violations
Corridor Collision Profile
14%
caused by
Improper Turning
11%
caused by Traffic
Signals or Signs
Violations
Convert left-turns to protected left-turn phasing at all approaches of the West St/Beamer St intersection
At least 41% of collisions within 100 feet of the West
St/Beamer St intersection were due to the dynamics
of permitted left-turns. This includes 22 collisions
between left-turning vehicles and opposite-direction
through vehicles. Switching to protected left-turns
could eliminate the potential for these collisions.

Restripe the approaches to have left-turn pockets with
advance stop bars, add separate left-turn phases, and
install new signal heads, poles, and mast arms
Install bulbouts and/or dual curb ramps at West
Street/Beamer Street intersection
In order to improve pedestrian safety, especially for
teenagers walking to and from Woodland High School,
bulbouts and/or dual curb ramps in combination with
advance stop bars are recommended. Both of these
countermeasures would serve to reduce pedestrian
crossing distances and make drivers aware of which
crosswalk pedestrians intend to use before they step
out on the road.

Implement pedestrian improvements at West Street/
Beamer Street
Given this intersection’s proximity to Woodland
High School, consider special pedestrian settings to
increase safety during morning and afternoon school
peak hours. Consider providing and evaluate need for
extending pedestrian crossing times, pedestrian recall
on all phases, advance stop bars, and implementing
leading pedestrian intervals.
#
Note: Map includes collisions from 2009 to 2020

41 West Street: Main Street to Gibson Road
West Street is commercial between Main
Street and Lincoln Avenue, but becomes
residential south of Lincoln Avenue to Gibson
Road. From 2009 to 2020, there were 142
collisions resulting in 35 injuries from 25
   
&
&
&
&
&
&
&
&
&
&
&
&
&
&
&
&!B
!B
!B
Oak Ave
West St
Cross St
Clover St
North St
Park AveCasaLindaDr
W. Elliot St
W Court St
W. Main St
Clanton AveGibson Rd Pendegast St
W
CloverSt
Eunice Dr
Lincoln Ave
Jefferson St
Mckinley Ave
W Hays St
Westway Dr
Northwood DrSouthwood Dr
Jimeno Ln
Central Pl
Memorial Ln
Palomar Pl
West Cir
West St
Lee Middle
School
"N

COLLISION INTENSITYLow
(1)
High
(20)
In the Map:

%
kTraffic Signal
Stop Sign
Crosswalk
Median
Flashing Beacon
Bus Stop
Countermeasures
Red time and/or yellow adjustment at West
Street intersections with Main Street, Lincoln
Avenue, and Cross Street
About 25% of all the collisions at these three
intersections occurred between vehicles that
should not be crossing at the same time.

Increasing the phase red times in a consistent
manner would allow extra time for vehicles to clear
intersections. In addition, speed surveys could be
completed to establish more appropriate yellow
times. For safety reasons, red times should be
consistent at all signals in a corridor.

Implement pedestrian improvements at West
Street/Lincoln Avenue and West Street/Cross
Street
Given these intersections’ proximity to Lee Middle
School, consider special pedestrian settings to
increase safety during morning and afternoon
school peak hours. Consider providing and evaluate
need for extending pedestrian crossing times,
pedestrian recall on all phases, advance stop bars,
and implementing leading pedestrian intervals.
separate crashes. Five of the injuries resulted
from pedestrian-involved collisions. The
most common collision types were rear end,
broadside, sideswipe, and hitting objects. The
top collision causes were unsafe speed, traffic
What do we know about these collisions (2009-2020)?
Countermeasure Objectives:
• Improve pedestrian safety
• Make intersections safer for
conflicting movements
!B
signal/signs violations, improper turning, and
auto right-of-way violations. There were nine
youth collisions within 100 feet of this corridor
during school hours, including one involving
a youth bicyclist and one involving a youth
pedestrian.

Corridor Collision Profile
142
total collisions
39%
were Rear-End
Collisions 28%
occurred at West
St/ Main St
Intersection
26%
caused by
Unsafe Speed
29%
were Broadside
Collisions
19%
caused by Traffic
Signals or Signs
Violations
11%
were Sideswipe
Collisions
8%
involved Hitting
Objects
#
The following countermeasures were
recently implemented by the City
The City of Woodland narrowed vehicle travel
lanes to 10-11 feet and restriped bike lanes on
West Street between Main Street and Cross
Street in 2013.

Note: Map includes collisions from 2009 to 2020

42          k& &
&
&
!B
!B !B
!B
!B
Fourth St
Court St
Third StFirst St
Alice St
ThomasSt
Elm St
W Court St
W. Main St
Depot StFifth St
Walnut St
E St
Lincoln Ave
Jefferson St
Cleveland St
Memorial Ln
EastSt
College St
West St Second St Sixth St
Court St
Armfield St
Main St
"N

COLLISION INTENSITYLow
(1)
High
(20)
In the Map:

%
kTraffic Signal
Stop Sign
Crosswalk
Median
Flashing Beacon
Bus Stop
!B
Main Street: West Street to East Street
Main Street from West Street to East Street
contains an important part of Woodland’s
downtown core. The City has made efforts
in recent years to address the bicycle- and
pedestrian-related collisions on Main

COLLISION INTENSITYLow
(1)
High
(20)
In the Map:

%
kTraffic Signal
Stop Sign
Crosswalk
Median
Flashing Beacon
Bus Stop
Countermeasures
Road diet between West St and Walnut St
This would include reducing to a three lane
cross-section, with one eastbound lane, one
westbound lane, and the existing two-way
left-turn lane (TWLTL). In addition, bike lanes
would be added on both sides of Main Street,
and there would be potential for new on-
street parking where appropriate. This road
diet countermeasure is further discussed in
the next section of the report. In addition, the
City’s ongoing Main Street Feasibility Study is
examining a potential road diet on Main Street
east of West Street to Walnut Street.

Add high visibility or textured treatments at Main St
crosswalks, along with advance stop bars
This treatment would improve pedestrian safety and
potentially aid in reducing unsafe speed collisions.

An example of textured treatment in Woodland was
implemented by the City at the crosswalks of Main
Street/5th Street.

Street, having implemented various safety
measures such as sharrows and bulbouts.

Countermeasures are outlined below.

Between 2009 and 2020, there were 416
collisions, with most primarily caused by
What do we know about these collisions (2009-2020)?
Countermeasure Objectives:
• Reduce speeding
• Make intersections safer for
conflicting movements
• Improve pedestrian safety
!B
unsafe speed, auto right-of-way violations, or
improper turning. There were 89 total injuries
from 76 separate incidents, and 4 fatalities
(all from pedestrian collisions). About 43% of
all collisions were rear-end and about 25%
were broadside.

Corridor Collision Profile
416
total collisions
88%
occurred within
100’ of an
Intersection
32%
caused by
Unsafe Speed
14%
caused by Auto
Right-of-way
Violations
10%
caused by Traffic
Signals or Signs
Violations
11%
caused by
Improper Turning
43 were Bicycle- or
Pedestrian-Related
4 were fatal
Pedestrian
Collisions
Realign 4th Street to allow safer turning movements
or build a median to restrict through movements and
certain turn movements
Seven collisions occurred in which side-street vehicles were trying to access or cross Main Street. Five of
these collisions occurred when southbound through
vehicles collided with eastbound vehicles.

Red time and/or yellow time adjustment at
Cleveland St
Sixteen collisions occurred between vehicles that
should not be in the intersection at the same time. The signal infrastructure was upgraded in summer 2016 to
include full mast arms and appropriate signal heads.

Based on post-improvement signal timings, red time
is 0.5 seconds. Consider increasing phase red times to
allow extra time for vehicles to clear the intersection.

Speed surveys could also be completed to establish
more appropriate yellow times. Special consideration
should be given to southbound vehicles because
of potential corner sight distance issues related to
River City Bank’s proximity to the roadway. For safety
reasons, red times should be consistent at all signals
in a corridor.

The following countermeasures were implemented by the City in mid-2015. (1) Bulbouts on SE, NW, and NE corners, and sharrows at Main St/Walnut St.; (2) sharrows, textured midblock crosswalk, choker and on-street parking on the north side, and chicane on south side on Main St between Walnut St and Elm St; (3) bulbouts on every corner and a sharrow at Main St/Elm St; (4) bulbout on SE corner of Main St/3rd St and sharrows; (5) bulbouts on SW, SE, and NE corners, sharrows, and an east-leg crosswalk at Main St/4th St; (6) signalization, bulbouts on all corners, sharrows, and textured crosswalks on all legs at Main St/5th St; (7) bulbout on SW quadrant and on north side of Main St west of 6th St (east), textured crosswalk on south leg, sharrow, and pedestrian flashing beacon on new, high-visibility west crosswalk. When looked in the aggregate, the data shows that the average number of collisions at these intersections reduced from 11.7 collisions per year to 11.3 collisions per year after countermeasures were implemented.

The following countermeasure was implemented by the City in late 2017. Leading pedestrian intervals at Cleveland St.
#
Additional countermeasures related to the East Street / Main Street intersection can be found in other corridor collision profiles in this report. The City’s Main Street Feasibility Study will examine other countermeasures along the corridor from West St to Walnut St.

Note: Map includes collisions from 2009 to 2020

43 Install raised median to prevent westbound left-
turn into gas station.
      &
&
!B !B
!B
!B
E Main St
Fourth St
Alice St
ThomasSt
Depot StFifth St
Industrial WayE St
Matmor Rd
EastSt
PioneerAve
Sixth St
Court St
Armfield St
Main St
§¨¦5
| }þ113
| }þ113 | }þ113
"N
Redesign northbound approaches at Thomas
Street, Matmor Road, and Pioneer Avenue to
help get bicycles to the north side of the road
At Thomas Street, this would include either a
sharrow marking or restriping the northbound
approach as 1 left-turn lane, a bike lane, and
1 right-turn lane. At Matmor Road, this would
include a bike lane.

Retime all signals to consider bicycle
movements *
This would be necessary if the other bicycle
improvement recommendations are implemented.

Main Street: East Street to I-5 Northbound Off-Ramp
East of East St, Main St transitions from
downtown area to a commercial/retail corridor
with access to the SR 113 and I-5. From 2009
to 2016, there were 462 collisions, including 111
injuries from 82 separate crashes. Seven of the

COLLISION INTENSITYLow
(1)
High
(20)
In the Map:

%
kTraffic Signal
Stop Sign
Crosswalk
Median
Flashing Beacon
Bus Stop
Countermeasures
Add an eastbound bike lane between East
St and east of Matmor Rd
The E. Main Street Improvement project will
include this bicycle lane. The draft project
description also states that a bulbout will be
built on the SE corner of Main St/Matmor
Rd. This would eliminate the northbound free
right-turn movement and acceleration lane,
increasing safety for eastbound bicyclists.

Red and/or yellow time adjustment at Industrial
Wy/SR 113 SB ramps *
Twelve collisions were between vehicles that should
not be in intersections concurrently. Consider
increasing phase red times to allow extra time for
vehicles to clear intersections. In addition, speed
surveys could be completed to establish more
appropriate yellow times. For safety reasons, red
times should be consistent at all signals in a corridor. injuries were “severe,” and there was 1 fatality.

Compared to the other corridors, a relatively low
percentage of collisions (53%) occurred within
100’ of intersections, mainly at Pioneer Avenue,
East Street, and the SR 113 southbound
What do we know about these collisions (2009-2016)?
Countermeasure Objectives:
• Reduce speeding
• Improve bicycle/pedestrian
safety and connectivity
• Make intersections safer
!B
ramps. More than ½ of all collisions (55%) were
rear-end and 23% were broadside. The leading
collisions causes were unsafe speed (44%) and
auto right-of-way violations (16%). There were
32 bicycle- or pedestrian-related collisions.

Corridor Collision Profile
462
total collisions
47%
occurred More
than 100’ from
an Intersection
42%
were Rear-End
caused by
Unsafe Speed
16%
caused by Auto
Right-of-way
Violation
32 were Bicycle- or
Pedestrian-
Related
5 severely injured
(including 2
bicyclists)
1 Fatal Pedestrian
Collision
#
Build a lower-stress facility along the north
side of Main St through this corridor*
Even with an existing westbound bike lane, 8
bicycle collisions occurred due to wrong-side
(contraflow) driving on the eastbound bike
lane. Factors creating a higher-stress bike
facility on the north side of Main St include:
• A westbound bike-lane gap between the I-5
northbound ramp and Pioneer Ave
• Dirt/gravel space adjacent to the bike lane
* Caltrans operates and maintains the interchange
intersections. All signal timing and roadway
modification countermeasures at those
intersections would have to be implemented by
Caltrans.
and varying bike lane width
• The westbound bike lane ending 160’ before
reaching Main Street/East Street
The E. Main Street Improvement project will help
ameliorate these issues by:
• Adding a multi-use, off-road pathway between
Matmor Road and Pioneer Avenue on the north
side of Main Street
• Closing the westbound bike-lane gap between the
I-5 northbound off-ramp and Pioneer Ave. **
• Continuing the westbound bike lane to the East
Street/Main Street intersection stop line **
• Reducing vehicle lane widths, which would
require restriping the bike lane. This would lower
speeds and encourage use of the bike lane.

** On the westbound approach of this intersection,
green paint will be used to highlight the bike-
vehicle conflicting area, bike lane, and bike box.

Note: Map includes collisions from 2009 to 2020
The following countermeasures are expected to be completed in 2022:
• Eastbound bike lane between East St and east of Matmor Rd • Bike path on north side of Main St between Pioneer Rd and Matmor Rd • Redesign of NB approach at Thomas St as left-turn lane/bike lane/right-turn lane • Redesign of NB approach at Matmor Rd with bicycle detection • Retiming of all signals to consider bicycle movements • Implementation of LPI at all signalized intersections managed by City The following countermeasure is expected to be completed in 2024:
• Raised median between Matmor Rd and Industrial Wy

44   




&
&
&
&
&
&
!B
!B
!B
!B
!B
!B
!B
E Main St
B o u rn D r
EGum
Ave
Farnham Ave
Tide Ct
P io n e e r A v e
Hatcher Dr
H a rr y L o re n z o A v e
Pioneer Ave
BraniganAve
E Gibson Rd
Brennen Dr
Oliver Ct
Pioneer
High School
§¨¦5
"N

COLLISION INTENSITYLow
(1)
High
(20)
In the Map:

%
kTraffic Signal
Stop Sign
Crosswalk
Median
Flashing Beacon
Bus Stop
!B
Pioneer Avenue: Main Street to Gibson Road
From 2009 to 2016, there were 173 collisions
on this corridor, resulting in 52 injuries from
36 separate incidents and 1 fatality. About
1/3 of collisions were caused by unsafe
speed and another 1/3 by either improper

COLLISION INTENSITYLow
(1)
High
(20)
In the Map:

%
kTraffic Signal
Stop Sign
Crosswalk
Median
Flashing Beacon
Bus Stop
Countermeasures
Add buffered bike lanes from north of
Farnham Avenue to south of Branigan Avenue
This would require lane width reduction of through
lanes. Lane width reduction would have the added
benefit of reducing vehicle speeds on this portion
of Pioneer Avenue.
turning, traffic signals/signs violations, auto
right-of-way violations, or wrong side of the
road movements. The four major types of
collisions were rear-end (43%), broadside
(19%), sideswipe (13%), and hit object (13%).

What do we know about these collisions (2009-2016)?
Countermeasure Objectives:
• Increase bicycle safety
• Make intersections safer
• Enhance youth safety
!B
Pioneer is a north-south arterial that is also a
primary access road to Pioneer High School.

There were 41 collisions involving youth
drivers, bicyclists, or pedestrians, with 21 of
these happening during school hours.

Corridor Collision Profile
Implement pedestrian improvements at
Gibson Road/Pioneer Avenue
Given the large number of youth pedestrians
crossing this intersection during school peak
hours, consider special pedestrian settings
to increase safety during these morning and
afternoon school peak hours. Consider providing
and evaluate need for extending pedestrian
crossing times, pedestrian recall on all phases,
installing advance stop bars, and implementing
leading pedestrian intervals.

Red time and/or yellow time adjustment at
Pioneer Ave/Farnham Avenue
Three southbound drivers, including 1 bicyclist,
collided with eastbound or westbound vehicles. These
vehicle movements should not occur at the same time.

Consider increasing phase red times to allow extra
time for vehicles to clear the intersection. In addition, speed surveys could be completed to establish more
appropriate yellow times. For safety reasons, red times should be consistent at all signals in a corridor.
173
total collisions
55%
occured within
100’ of Main St
or Gibson Rd
36%
caused by
Unsafe Speed
12%
caused by
Improper Turning
10%
caused by Traffic
Signals or Signs
Violations
8%
caused by Auto
Right-of-way
Violations
33 involving
Youth Drivers
8 involving youth bicyclists
or pedestrians, with 4
during school hours
#
Note: Map includes collisions from 2009 to 2020

45 city of woodland systemic safety analysis report
Road Diets
The proposed road diets outlined in the
corridor profile pages were analyzed in terms
of traffic operations and queuing in order
to confirm their suitability. The intersections
were analyzed using the Synchro/SimTraffic
9 software and included all signalized
intersections along the following roadway
segments.
• Main Street from West Street to Walnut
Street
• East Street from Beamer Street to Gibson
Road
• Gibson Road from Cottonwood Street
to East Street (except for Gibson Road/
Coloma Way) (completed in 2022)
In addition, due to its proximity to Main Street,
the side-street stop controlled intersection at
East Street/Court Street was also included
in the analysis. Count data collected in 2017
or 2018 were used to establish existing
conditions volumes, peak hour factors,
heavy vehicle truck percentages, and level
of pedestrian and bicycle activity at each of
the intersections. Forecasts were prepared
for 2027 (with and without the road diets
implemented) using the travel demand
forecasting model from the Woodland
Technology/Research Park (WTRP) project.

This model is based on the City of Woodland’s
General Plan base year model and includes
approved land use and transportation
network improvements in place by 2027, in
addition to the full buildout of the WRTP and
full access traffic operations at Gibson Road/
Harry Lorenzo Avenue-Bourn Drive. It does
not include cumulative year land use growth.

It also does not include 2027 background
growth outside the City of Woodland.

The analysis showed that all study
intersections would operate acceptably
(LOS D or better) and manage queueing
under existing and 2027 “without road diet”
conditions. It was also shown that all proposed
road diets could be accommodated in terms
of delay and queuing under both existing and
2027 “with road diet” conditions, provided
that certain improvements are in place. The
specific findings are summarized by road diet
in the following subsections.

A feasibility study for a road diet on Main
Street between Walnut Street and East Street
was started shortly before this plan was
completed in 2022.

46 city of woodland local road safety plan
a potential queuing issue at Main Street/West
Street. In order to prevent excessive queuing
at this intersection under the “with road diet”
scenarios, the eastbound left-turn pocket
storage length would have to be increased.

East Street:

Beamer Street to south of Gibson
Road
This portion of East Street is bordered primarily
by railroad, industrial, and commercial
land use throughout the corridor. The main
exceptions are the Casa Del Sol community
driveway opposite Cross Street and the County
Fair Mall strip south of Gibson Road. A road
diet would reduce the cross-section on this
portion of East Street to three lanes, including
one northbound lane, one southbound lane,
Main Street:

West Street to Walnut Street
The Main Street road diet would continue the
downtown core cross-section with only one
eastbound through lane and one westbound
through lane. This roadway segment would
differ from the downtown core in that it would
maintain a two-way left-turn lane (TWLTL) due
to higher driveway density.

This road diet would be expected to result in
acceptable level of service (LOS) at all Main
Street signalized intersections between West
Street and Walnut Street, inclusive, under
existing and 2027 conditions. This expectation
is based on the operations analysis of “with
road diet” conditions (existing and 2027).

Despite acceptable LOS, the analysis showed
and a TWLTL. This would match East Street
south of County Fair Mall by having only one
northbound lane and one southbound lane.

East Street under “with road diet” conditions
would operate well under the existing and
2027 scenarios south of Main Street. Yet,
operations would be challenging between
Main Street and Lemen Avenue-North Street.

Given the current lane configurations and
permitted movements at Court Street, the
eastbound right-turn at Court Street would
have an average delay of over three minutes
and the southbound left-turn at Main Street/
East Street would block through traffic and
cause a queue upstream to Lemen Avenue-
North Street, all during the PM peak hour.

Two potential mitigations to these issues are
outlined as follows.

47 city of woodland systemic safety analysis report

1. Extend the southbound left-turn pocket
at East Street/Main Street and add a
northbound left-turn pocket at East
Street/Court Street. This would result in
occasional queues that extend out of those
turn pockets and block through traffic.

2. Eliminate the northbound left turn from
East Street onto Court Street. This would
allow for a longer southbound left-turn
pocket at Main Street/East Street and
prevent northbound left-turn vehicles from
blocking through traffic at East Street/
Court Street. The East Street/Court Street
intersection would be transformed to
right-in/right-out, operate at LOS C during
the PM peak hour, and allow for increased
safety for vehicular movements when
compared to the case where northbound
left-turns are permitted.

Gibson Road:

Cottonwood Street to East Street
(Partially completed 2022)
The Gibson Road road diet countermeasure
reduces the cross-section of Gibson Road to
three lanes with a TWLTL between Cottonwood
Street and East Street. This continues the
current cross-section of Gibson Road west of
Cottonwood Street. This road diet varies from
those on Main Street and East Street in that
Gibson Road has mainly residential land use
fronting the road. The section from Cottonwood
Street to West Street was completed in 2022.

The road diet operations analysis showed that
additional eastbound/westbound turn pockets
and/or turn pocket storage lengthening
were required to provide acceptable LOS
and queuing at Gibson Road/West Street
and Gibson Road/College Street. Split
timing phasing was shown to be another
option at Gibson Road/West Street given the
short length of the left-turn pockets on the
northbound and southbound approaches.

In addition, two westbound and eastbound
through lanes were necessary at Gibson
Road/East Street to accommodate vehicle
demand and prevent queueing to upstream
intersections at County Fair Mall and Coloma
Way. The westbound through movement
merges to one lane west of Gibson Road/
East Street while the eastbound movement
expands to two through lanes on the
eastbound approach at Gibson Road/East
Street to provide additional storage for through
vehicles.

48 city of woodland local road safety plan
pedestrian crossings. They use an irregular
flash pattern that is similar to emergency
flashers on police vehicles. RRFBs may be
installed at unsignalized intersections and mid-
block pedestrian crossings.

According to the LRSM, RRFBs can enhance
safety by increasing driver awareness of
potential pedestrian conflicts and reducing
crashes between vehicles and pedestrians
at unsignalized intersections and mid-block
pedestrian crossings. The addition of RRFBs
may also increase the safety effectiveness of
other treatments, such as crossing warning
signs and markings. RRFBs are a lower cost
alternative to traffic signals and pedestrian
hybrid beacons.

The City of Woodland recently installed its
first RRFBs at the intersections of Gibson
Road and California Street as part of the
safety improvements along the Gibson Road
corridor. RRFBs have also been installed at the
intersection of Main Street and Matmor Road
and other locations in the City. The City is also
planning to upgrade some yellow flashing
beacons near schools to RRFBs, which can
be more easily seen in lighting conditions at
sunrise and sunset.

Separated Bike Lanes
Separated bike lanes, also known as
Class IV separated bikeways or cycle
tracks, use vertical elements to create a
separation between bike lanes and vehicle
lanes. Separation types range from simple,
• enhanced safety for pedestrians who may
be slower to start into the intersection.

Signal controllers made in recent years can
accommodate LPIs. Thus, costs can be very
low, since only minor signal timing alteration is
required.

The City of Woodland has increased its
focus on vulnerable pedestrians and has
already begun to use LPIs in areas with much
pedestrian traffic, such as the intersection of
Gibson Road and East Street adjacent to the
County Fair Fashion Mall. As of April 2022,
• 16 signals have operating LPIs,
• 24 signals can accommodate LPIs but do
not have them programmed, and
• 30 signals require controller upgrades
before LPIs can be added to the signal
timing.

Of the 30 signals that require upgrades,
eight will be upgraded as part of the corridor
projects planned for Gibson Road and E. Main
Street in 2022.

LPIs have been added as recommended
countermeasures at signalized intersections
along the priority corridors identified in this
plan.

Rectangular Rapid Flashing Beacons
RRFBs include pedestrian-activated flashing
lights and signage that enhance the visibility
of marked crosswalks and alert motorists to
Countermeasure Options
The 2020 update to the LRSM included three
new countermeasures that are appropriate for
addressing the safety issues in Woodland:
• Leading pedestrian intervals (LPIs)
• Rectangular rapid flashing beacons
(RRFBs)
• Separated bike lanes (separated
bikeways)
Additionally, advance stop bars, included in
both the previous and 2020 updates to the
LRSM, have not previously been used widely
in the City but are appropriate for use.

Lastly, the enactment of Assembly Bill 43 into
law in 2021 has provided new options for lower
speed limit setting.

Leading Pedestrian Intervals
LPIs give pedestrians the opportunity to enter
an intersection 3-7 seconds before vehicles
are given a green indication. With this head
start, pedestrians can better establish their
presence in the crosswalk before vehicles
have priority to turn left. According to the
LRSM, LPIs provide
• increased visibility of crossing pedestrians,
• reduced conflicts between pedestrians
and vehicles,
• increased likelihood of motorists yielding
to pedestrians, and

49 city of woodlandlocal road safety plan
rule. Under the 85th percentile standard set
by Caltrans, before any speed limit is set or
altered, a speed survey must be conducted
to determine the speed at which 85 percent
of cars there travel. That speed, rounded to
the nearest five mph, is set as the speed limit.

The AB43 law allows city governments to drop
speed limits by five miles per hour and to set
limits of 20 to 25 mph in business districts.

As Caltrans incorporates this new law into its
guidance, the City should evaluate updates to
its speed limit setting processes.
on the crosswalk. They reduce pedestrian
and bicyclist collisions and may reduce right-
of-way violations. Creating a wider stop bar
or setting the stop bar further back may be
appropriate for locations with known crosswalk
encroachment issues.

New Options for Speed Limit Setting
Assembly Bill 43, signed into law in October
2021, allows local governments to lower speed
limits on roads in business and residential
areas and other stretches identified as safety
corridors without following the 85th percentile
painted buffers and flexible delineators,
to more substantial separation measures
including raised curbs, grade separation,
bollards, planters, and parking lanes. These
options range in feasibility due to roadway
characteristics, available space, and cost.

In some cases, it may be possible to provide
additional space in areas where pedestrian
and bicyclists may interact, such as the
parking buffer, or loading zones, or extra bike
lane width for cyclists to pass one another.

Separated bike lanes provide increased safety
and comfort for bicyclists beyond conventional
bicycle lanes. By separating bicyclists
from motor traffic, “protected” or physically
separated bike lanes can offer a higher level of
comfort and are attractive to a wider spectrum
of the public.

The City of Woodland does not have any
separated bike lanes at the time of the
completion of this plan (2022). The FHWA
Bikeway Selection Guide provides a useful
framework for determining when to use
separated bike lanes, as well as other types of
bicycle facilities. Separated bikeways will be
considered as the corridor improvements in
this plan are further developed.

Advance Stop Bars
An advanced stop bar is a horizontal stripe
painted ahead of the crosswalk at stop signs
and signals to indicate where drivers should
stop. An advanced stop bar improves safety
by reducing instances of vehicles encroaching

50 city of woodland local road safety plan
• Evaluate red time and yellow time on City
corridors. Another major theme from the
high-risk corridors/intersections analysis
was the presence of several collisions at
a given signalized intersection involving
vehicles that should not have been in
the intersection at the same time. Red
times and yellow times should combine to
provide safe transitions between different
phases. Appropriate yellow times are
typically determined via speed survey
analysis. Red times should be consistent
throughout a corridor, as drivers may
incorrectly assume red time at a given
intersection based on an experience at
another signalized intersection nearby.
• Evaluate converting side-street stop
control to all-way stop control or
roundabout at appropriate intersections. If
appropriate in a given roadway’s context,
conversion to all-way stop control or
roundabout could reduce the number of
turning-related collisions by forcing all
vehicles to either stop or slow down. This
could be especially beneficial on collector
streets where vehicles cross multiple side-
street stop intersections without having to
stop. Examples of such collectors could
include El Dorado Drive or Cross Street.

An additional countermeasure that could
be pertinent to both unsafe-speed rear-
end collisions and broadside collisions is
described as follows.

HIGHEST OCCURRING CRASH TYPES

AND COUNTERMEASURES
The collision landscape and high-risk corridor/
intersections analyses brought several
systemic issues to the surface. The major
crash types identified through these analyses
were rear-end and broadside collisions. In
addition, bicyclist-specific wrong way riding
collisions occurred on several corridors.

With these prevalent crash types identified,
systemic countermeasures were then identified
to reduce crash type frequencies.

Rear-end collisions often paired with unsafe
speed in the data. Between 2009 and 2016,
there were 1,312 rear-end collisions and
unsafe speed was the cause for 832 (63%) of
them. In the same analysis period, there were
983 “unsafe speed” collisions, meaning that
85% of them resulted in rear-end crashes. In
total, unsafe-speed rear-end collisions resulted
in 185 injuries, including 5 severe injuries.

Collisions due to unsafe speeds can be seen
in Figure 10, which shows that hot spots are
evident on several arterials and collectors.

In order to address this systemic issue, the
following countermeasures are recommended.
• Implement road diets where appropriate.

Road diets have been shown to reduce
vehicle speed differential and would allow
more of the roadway to be dedicated to
other users.
• Implement lane width reduction where
appropriate. Lane width reductions could
be used to reduce speed and would
be a good alternative to road diets on
corridors with high traffic volumes where
dieting would cause significant operations
degradation or queuing.

Broadside collisions often occurred at
intersections, where vehicles traveling in
different directions collided with each other.

Based on the Crossroads data received from
the City, there were 1,140 broadside collisions
between 2009 and 2016. Of these, 47% were
caused by auto right-of-way violations, 26%
by traffic signals/signs violations, and 10% by
improper turning. The collisions due to these 3
turning-related causes can be seen in Figure
11, which shows that turning-related crashes
occurred throughout the City’s roadway
network. Various countermeasures that should
be considered to address this systemic issue
are as follows.
• Evaluate appropriateness of protected
left-turn or split phasing at hotspots. A
common theme in the high-risk corridors/
intersections analysis was the presence
of several collisions at a given intersection
brought about by the dynamics of
permitted left-turns. Protecting left-turns
could help eliminate many of these
collisions. Left-turn protection could
happen via separate left-turn phases
(which would require left-turn pockets
and potentially longer pedestrian crossing
distances) or split phasing. Both protected
left-turn and split phasing would increase
intersection delay compared to permitted
left-turn phasing.

51 city of woodland systemic safety analysis report
• Install bicycle wrong way signs in areas
with highest incidences of wrong-way
riding. These signs can be used to
reinforce riding in the correct direction,
but should be used selectively to maintain
rider attention and effectiveness on
behavior.
• Provide equally attractive bicycle facilities
on both sides of the road. On some
corridors, such as roads around the City
periphery, the quality of bike facilities
varies from one side of the road to the
other. If one side is far more convenient or
attractive than the other, then it will induce
wrong way riding.
• Adult education. Safety strides can be
made through educating the public
on safety issues incurred by wrong
way bicycle riding. Education can take
various forms and could be administered
by the city, community college, police
department, or local bicycle education/
advocacy groups, such as The Bike
Campaign.
• School education. Youth bicyclists can
be better educated in the public school
system. An emphasis can be made to
include wrong way bicycle riding as part
of other general school assemblies. The
police department or bike advocacy
groups could participate in such
occasions.
effective radius of 68 feet. Though the
corner radius is small, the car would be
able to make a right-turn at a potentially
unsafe speed. At appropriate locations
in Woodland, safety could be improved
by designing or re-designing corners so
that effective turning radius is minimized.

The Urban Street Design Guide should be
referenced for more detailed information.

Bicyclists in the City of Woodland were
involved in 42 wrong way driving collisions
during the analysis years. Wrong way driving
occurs when bicycles are riding against the
flow of traffic, whether in automobile or bicycle
lanes. Of the 42 collisions, bicyclists were
at fault (wrong way riding) 40 times. Wrong
way riding collisions occurred chiefly on Main
Street (50%), but also throughout the City,
including on Pioneer Avenue, Gibson Road,
East Street, Lincoln Avenue, California Street,
etc. There were 26 injuries in total, including
one severe injury, resulting from wrong way
bicycle riding. Potential countermeasures to
address this systemic issue, are outlined as
follows.
• Provide sharrow markings. Where
appropriate, sharrow road markings
may discourage wrong way bicyclists.

A research report for the City of San
Francisco’s Department of Parking and
Traffic (Alta Planning + Design, 2004)
indicated that sharrows reduced the
number of wrong-way bicycle riders by
80%.
• Design (or re-design) corner curve radii
with consideration of “effective” turning
radius. While corner radius is based on
intersection geometry, effective turn radius
takes into account on-street parking,
bicycle lanes, and other factors. This is
illustrated in the figure from NACTO’s
Urban Street Design Guide (2013) to
the left. Although the radius shown was
designed to be 15 feet, a northbound
car is still able to make a right-turn on an

52 city of woodland local road safety plan

VIABLE PROJECT SCOPES AND

PRIORITIZED LIST OF SAFETY PROJECTS
The proposed countermeasures presented
for the ten high-risk corridors in the City of
Woodland have potential to increase safety
and reduce collision frequency or severity. In
order to aid the City of Woodland in prioritizing
future safety projects, a benefit-cost analysis
was completed for the ten corridors. The
analysis was performed using the Highway
Safety Improvement Program (HSIP) Analyzer,
a PDF-based software developed by Caltrans
that evaluates the benefit to cost ratio (BCR)
of countermeasures for safety enhancement
projects. The tool has four major sections.

Section I consists of construction cost estimate
and a cost breakdown of three countermeasures
for a project. It also recognizes countermeasures
that are not eligible to be used in project benefit
calculation, and notes progress between the
2020 SSAR analysis and the creation of this
LRSP. Section II provides the cost estimate for
the entire project including “soft” costs such
as plan, specification, and estimate (PS&E);
environmental; construction engineering; etc.

Maximum HSIP funding to be requested can
also be calculated here using the input from
Section I. The following cost assumptions were
made when populating the first two sections.
• Contingencies, mobilization, and
miscellaneous items were assumed to be
40% of the total construction cost.
• Environmental cost is assumed to be
an additional cost equal to 5% of total
construction costs.
• PS&E cost is assumed to be an additional
cost equal to 10% of total construction costs.
• Construction management/engineering cost
is assumed to be an additional cost equal to
15% of total construction costs.

Section III consists of countermeasure
information, such as location and crash data.

The list of potential countermeasures that could
be analyzed was determined by the location
types, which include S (signalized intersections),
NS (non-signalized intersections) and R
(roadways).

Countermeasures for each corridor were divided
into multiple groups depending on location in
the corridor and the applicable control type.

For the top five corridors, crash data spanning
from January 1, 2016 to December 31, 2020
(for the other five corridors January 1, 2012
to December 31, 2016) was entered for each
group. The specific crash data used depended
on the countermeasures themselves. Per
guidance from the HSIP Analyzer manual, the
following criteria was used to select appropriate
crash data.
• For pedestrian enhancements, only
pedestrian and bicycle crashes were
considered.
• For intersection enhancements, only crashes
within 250 feet of the intersection were
considered.
• For roadway segments, only crashes
within the influence area were considered.

Influence area was generally assumed to be
within 100 feet.

The final section of the PDF tool displayed the
resulting total cost, total expected benefit, and
BCR for individual countermeasures (up to three
per corridor) and for each corridor as a whole
(based on the three countermeasures). The full
set of inputs and results can be found in a stand-
alone document provided to the City.

The following table presents the BCR results by
corridor, as well as an indication of community
priority based on feedback from the public.

The table is color-coded with Figure 15, which
assigns a color to each of the ten corridors. The
table also presents collision severity by corridor,
top collision causes, top collision types, and the
countermeasures used in the BCR analysis for
each corridor.

The collision severity values shown in the BCR
table are the corridor crash rates, measured in
collisions per 100 million vehicle-miles traveled.

Based on the original SSAR analysis, for the ten
study corridors, these rates vary from about 221
to 647, with an average of 436. The city-wide
average crash rate is about 177 collisions per
100 million vehicle-miles traveled, indicating that
the ten corridors’ crash rates are between 25%
and 366% higher than the city-wide average.

Figure 16 displays a visual representation of the
corridor crash rates for the ten high-risk corridors
and provides a 1-through-10 ranking, with the
1 indicating the highest crash rate. In addition,
Figure 16 also graphically displays intersection
collision rates for the intersections along the 10
corridors for which data was available. The figure
shows that the intersections of Court Street/
East Street, West Street/Beamer Street, and East
Street/Gum Avenue have the highest intersection
crash rates, measured in number of collisions
per million entering vehicles.

53 city of woodland systemic safety analysis report
Color
Code Corridor
Top
Collision
Causes
1 Top Collision
Types
1 Collision
Severity
2 Project
Countermeasures (HSIP Code, Crash
Reduction Factor)
Overall
BCR
Community
Priority
Gibson Road:

County Road 98 to
College Street
- Unsafe Speed
- Auto Right-Of-
Way Violation
- Traffic Signal/
Sign Violation
- Broadside
- Rear-End
- Sideswipe
220.81 - Provide a marked crosswalk on the
east leg of Gibson Rd/County Road
98 (estimated completion 2023)
Install pedestrian crossing at
uncontrolled location (NS20PB, 0.25
CRF)

1.11 High
- Road diet between west of
Cottonwood Street and College
Street (initially will be road diet from
County Road 98 to West Street and
lane width reduction only from West
Street to College Street, estimated
completion 2023)
Road diet (reduce travel lanes, and
add a two-way left-turn lane and bike
lanes) (R14, 0.3 CRF)
- Signal timing modifications at
Gibson/Cottonwood (estimated
completion 2023)
Improve signal timing (S03, 0.15
CRF)
- LPI at Gibson/Cottonwood
(estimated completion 2023)
Implement LPI (S21PB, 0.6 CRF) (See
note 4)
Gibson Road:

College Street to
Matmor Road
- Unsafe Speed
- Traffic Signal/
Sign Violation
- Improper
Turning
- Rear-End
- Broadside
- Sideswipe
249.43 - Signal timing modifications at all
signalized intersections (estimated
completion 2023)
Improve signal timing (S03, 0.15
CRF)

6.17 Medium
- LPI at all signalized intersections
(estimated completion 2023)
Implement LPI (S21PB, 0.6 CRF) (See
note 4)
- Road diet between College Street
and East Street (initially will be lane
width reduction only, estimated
completion 2023)
Road diet (reduce travel lanes, and
add a two-way left-turn lane and bike
lanes) (R14, 0.3 CRF)
Gibson Road:

Matmor Road to
County Road 102
- Unsafe Speed
- Traffic Signal/
Sign Violation
- Improper
Turning
- Rear-End
- Broadside
- Sideswipe
220.87 - Implement pedestrian improvements
at Gibson Road/Pioneer Avenue.
- Make red time and/or yellow time
adjustments at all intersections
Improve signal timing (S3, 0.15 CRF) 7.54 High
- LPI at all signalized intersections Implement LPI (S21PB, 0.6 CRF) (See note 4)
- Lane width reduction and bike
buffer between SR 113 NB ramp
intersection and County Road 102
Install bike lanes (R32PB, 0.35 CRF)
- Square up (tighten turning radii) SR
113 ramp terminal intersections at
Gibson Road
3 See note 3
Table 3: LRSP High-Risk Corridors

54 city of woodland local road safety plan
Color
Code Corridor
Top
Collision
Causes
1 Top Collision
Types
1 Collision
Severity
2 Project
Countermeasures (HSIP Code, Crash
Reduction Factor)
Overall
BCR
Community
Priority
East Street:

Kentucky Avenue to
Main Street
- Auto Right-Of-
Way Violation
- Unsafe Speed
- Traffic Signal/
Sign Violation
- Broadside
- Rear-End
- Sideswipe
467.29 - Red time and/or yellow time
adjustment at all signalized
intersections
Improve signal timing (03, 0.15 CRF) 32.98 Low
- Implement LPI at all signalized
intersections
Implement LPI (S21PB, 0.6 CRF) (See
note 4)
- Road diet between Main Street and
Beamer Street
Road diet (reduce travel lanes, and
add a two-way left-turn lane and bike
lanes) (R14, 0.3 CRF)
- Raised median at East Street/Court
Street
Install raised median (R08, 0.25 CRF)
East Street:

Main Street to
Gibson Road
- Unsafe Speed
- Auto Right-Of-
Way Violation
- Traffic Signal/
Sign Violation
- Rear-End
- Broadside
- Hit Object
551.51 - Red time and/or yellow adjustment
at East Street/Gum Avenue and East
Street/Gibson Road
Improve signal timing (S03, 0.15
CRF)

2.36 Low
- Implement LPI at all signalized
intersections
Implement LPI (S21PB, 0.6 CRF) (See
note 4)
- Road diet between Main Street and
south of Gibson Road
Road diet (reduce travel lanes, and
add a two-way left-turn lane and bike
lanes) (R14, 0.3 CRF)
- Lighting between Depot Street and
Pendegast Street
Add segment lighting (R01, 0.35
CRF)
West Street:

Kentucky Avenue to
Main Street
- Unsafe Speed
- Auto Right-Of-
Way Violation
- Improper
Turning
- Rear-End
- Broadside
- Head-On,
Sideswipe
616.00 - Implement pedestrian improvements
at West Street/Beamer Street
- Make red time and/or yellow time
adjustments at West Street/Woodland
Avenue, West Street/Beamer Street,
West Street/Court Street, and West
Street/Main Street
Improve signal timing (S03, 0.15
CRF)

7.22 Low
- Implement LPI at all signalized
intersections
Implement LPI (S21PB, 0.6 CRF) (See
note 4)
- Add left-turn lane and protected
left-turn phase at West Street/Beamer
Street and West Street/Woodland
Avenue. This would require new
signal poles and mast arms.

Install left-turn lane and add turn
phase (S06, 0.55 CRF)
West Street:

Main Street to
Gibson Road
- Unsafe Speed
- Traffic Signal/
Sign Violation
- Auto Right-Of-
Way Violation
- Rear-End
- Broadside
- Sideswipe
322.41 - Implement pedestrian improvements
at West Street/Lincoln Avenue and
West Street/Cross Street
- Make red time and/or yellow time
adjustments at West Street/Main
Street, West Street/Lincoln Avenue,
and West Street/Cross Street
Improve signal timing (S03, 0.15
CRF)

13.54 Low
- Implement LPI at all signalized
intersections
Implement LPI (S21PB, 0.6 CRF) (See
note 4)

55 city of woodlandlocal road safety plan
Color
Code Corridor
Top
Collision
Causes
1 Top Collision
Types
1 Collision
Severity
2 Project
Countermeasures (HSIP Code, Crash
Reduction Factor)
Overall
BCR
Community
Priority
Main Street:

West Street to
East Street
- Unsafe Speed
- Auto Right-Of-
Way Violation
- Traffic Signal/
Sign Violation
- Rear-End
- Broadside
- Sideswipe
647.32 - Install raised median at 4th Street Install raised median (R08, 0.35 CRF) 6.01 High - Road diet between West Street and
Walnut Street
Road diet (reduce travel lanes, and
add a two-way left-turn lane and bike
lanes) (R14, 0.3 CRF)
- Add high visibility crosswalks/
textured treatments at Main Street
signalized intersections, and include
advanced stop bars
Install advance stop bar before
crosswalk (Bicycle Box) (S20PB, 0.15
CRF)
- Implement LPI at all signalized
intersections
Implement LPI (S21PB, 0.6 CRF) (See
note 4)
Main Street:

East Street to
I-5 NB Off-Ramp
- Unsafe Speed
- Auto Right-Of-
Way Violation
- Traffic Signal/
Sign Violation
- Rear-End
- Broadside
- Sideswipe
547.93 - Install raised median at Main Street/
Matmor Road (will be from Matmor
Road to Industrial Way, estimated
completion 2024 with parcel
development)
Install raised median (R08, 0.25 CRF) 2.62 Medium
- Add eastbound bike lanes between
East Street and Matmor Road
- Redesign northbound approaches
at Thomas Street, Matmor Road and
Pioneer Avenue (completed 2022)
Install bike lanes (R32PB, 0.35 CRF)
- Retime signals at Main/East,
Main/Thomas, Main/Matmor, and
Main/Pioneer to consider bicycle
movement (completed 2022)
Improve signal timing (S03, 0.15
CRF)
- Implement LPI at all signalized
intersections (completed 2022)
Implement LPI (S21PB, 0.6 CRF) (See
note 4)
Pioneer Avenue:

Main Street to
Gibson Avenue
- Unsafe Speed
- Improper
Turning
- Traffic Signal/
Sign Violation
- Rear-End
- Broadside
- Hit Object,
Sideswipe
522.65 - Implement pedestrian improvements
at Pioneer Avenue/Gibson Road
- Make red time and/or yellow time
adjustments at Pioneer Avenue/
Farnham Avenue
Improve signal timing (S03, 0.15
CRF)

13.97 Medium
- Implement LPI at all signalized
intersections
Implement LPI (S21PB, 0.6 CRF) (See
note 4)
- Lane width reduction and buffered
bike lane from north of Farnham
Avenue to south of Branigan Avenue-
Brennen Drive
Install bike lanes (R362PB 0.35 CRF)
Notes: 1 Listed in descending order.
2 Collisions per 100 million vehicle-miles traveled.
3 The benefit-cost ratio calculations for this improvement are not included because this project would lie within Caltrans right-of-way. 4 Added as countermeasure in 2022, not included in BCR calculation.

56 city of woodland local road safety plan
§¨¦5
|}þ113
Main St
West St
East St
Pioneer Ave
County Road 102
Gibson Rd
County Road 98
Third St
Gum Ave
Matmor Rd
Main St
Beamer St
Cross St
Court St
Cottonwood StAshley Ave
College St
Kentucky Ave
Gibson Rd
Main St
Harry Lorenzo Ave
Gibson Rd
N East St
Miekle Ave
California St
Court St
N Pioneer Ave
W El Dorado Dr
FarnhamAve
Lincoln Ave
Kentucky Ave
W Woodland Ave
Marston Dr
N West StN Ashley Ave
Bourn Dr
El Dorado Dr
N College St
Farmers Central Rd
Beamer St
Sports Park Dr
North St
County Road 20 County Road 102
College St
California St
Gibson Rd from CR 98 to College St
Gibson Rd from College St to Matmor Rd
Gibson Rd from Matmor Rd to CR 102
East St from Kentucky Ave to Main St
East St from Main St to Gibson Rd
West St from Kentucky Ave to Main St
West St from Main St to Gibson Rd
Main St from West St to East St
Main St from East St to I-5 NB Off-Ramp
Pioneer Ave from Main St to Gibson Rd
Parks
School
N
FIGURE 15
LRSP High-Risk Corridors

WHAT YOU SEE ON THIS MAP
A map of the City of Woodland showing the 10 high-
risk corridors analyzed.

SOURCE
Fehr & Peers, 2018

57 city of woodlandlocal road safety plan
!
!
!
!!
!
!!
!
!
!
!
!
! !
#4
#6
#1
#5
#2
#9
#7
#3
#8
#12
#11
#13
#15
#10
#14 #9
#4
#7
#6
#8#10
#2
#3
#1
#5 §¨¦5
|}þ113
Main St
West St East St
Pioneer Ave
County Road 102
Gibson Rd
County Road 98
Third St
Gum Ave
Matmor Rd
Main St
Beamer St
Cross St
Court St
Cottonwood StAshley Ave
College St
Kentucky Ave
Gibson Rd
Main St
Harry Lorenzo Ave
Gibson Rd
N East St
Miekle Ave
California St
Court St
N Pioneer Ave
W El Dorado Dr
FarnhamAve
Lincoln Ave
Kentucky Ave
W Woodland Ave
Marston Dr
N West StN Ashley Ave
Bourn Dr
El Dorado Dr
N College St
Farmers Central Rd
Beamer St
Sports Park Dr
North St
County Road 20
County Road 102
College St
California St
N
#1 #1
Intersection Collision
Ranking Corridor Collision
Ranking
Collisions per Million
Entering Vehicles
! 0 to 0.25
! 0.25 to 0.50
! 0.50 - 0.75
! > 0.75
Collisions per 100 Million
Vehicle-Miles of Travel
0 to 300
300 to 400
400 to 500
500 to 600
> 600
FIGURE 16
Corridor and Intersection Collision Rates and Rankings

WHAT YOU SEE ON THIS MAP
Intersection and corridor collision rates based on 1 million entering vehicles and 100 million vehicle-miles of travel, respectively. In addition, intersections and corridors are ranked against each other based on collision rates.

SOURCE
TIMS, SafeTREC, UC Berkeley, 2018; Fehr & Peers,
2018, City of Woodland, 2017

58 city of woodland local road safety plan

IMPLEMENTATION
Implementation of the LRSP is a vital step in
the process of executing identified strategies
and projects. Partnerships, trust, funding, and
coordination need to be managed proactively
to implement programs and projects
successfully. Successful implementation
requires continuous coordinated support from
key stakeholders, elected officials, and City
staff.

Vision
The City of Woodland has a vision to eliminate
fatalities and serious injuries on its roadways
by 2050. Caltrans, which is responsible for
I-5 and SR 113 as they pass through the city,
has a similar vision with the same target year
(described in Director’s Policy DP-36, dated
February 15, 2022). This vision will be used to
determine and prioritize future safety actions.

This vision, and the overall goals and
strategies for this plan, are based upon the
Safe System approach. The Safe System
approach acknowledges that humans make
mistakes, but seeks to ensure that those
mistakes do not result in serious injuries for
any road user. Knowing that the human body
is vulnerable, it seeks to limit the kinetic energy
transferred in a crash to a level a body can
withstand when designing and operating a
transportation network.

The Safe System approach incorporates five
elements of a safe transportation system – safe
road users, safe vehicles, safe speeds, safe
roads, and post-crash care. This approach
means that responsibility for road safety is not
born solely by road users. While road users
are responsible for their own behavior and
abiding by laws and regulations, safety is a
shared responsibility with those who design,
operate, and maintain the transportation
network, including the automotive industry,
law enforcement, elected officials, and
government bodies.

Oversight & Accountability
This plan was developed with input and
oversight from a team of stakeholders in
Woodland traffic safety. The stakeholders that
helped develop this LRSP in 2022 included:
• City Council Infrastructure Subcommittee
• Public Works staff
The Safe System Approach
Source: Fehr & Peers for FHWA

59 city of woodland systemic safety analysis report
• Community Development Department Staff
• City Manager
• Woodland Police Community Relations
Commander
• Woodland Fire Department Chief
• Representatives from Bike Campaign and
Outta Sight (advocates for the visually
impaired)
This group reviewed and supported the overall
objectives of the plan, and provided input to
its development. They also reviewed the draft
plan prior to release.

To ensure effective delivery of safety projects
and programs, it is recommended that this
group continue as an oversight committee
to meet biannually, evaluate collision data
regularly, and report results to the City Council
and the public.

The Woodland City Council Infrastructure
Subcommittee will be a core part of
this team, along with public works and
community development staff. The oversight
committee may add or change members
as the plan is implemented and evolves.

Other potential members include but are
not limited to Caltrans, California Highway
Patrol, public health, and local schools.

Routine collaboration between stakeholders
and partners will ensure that City-led
engineering countermeasures are supported
by coordinated enforcement, education, and
engagement programs.

Coordination, communication, and partnership
among the committee members will be
essential for effective project delivery. Duties
and strategies include:
• Sharing safety information, progress
toward goals, and key milestones
on a regular bases through briefings
and presentations and public-facing
scorecards and reports;
• Consulting partner agencies early on in
the implementation process to gather
suggestions and feedback; and
• Finding opportunities for partnership
via project bundling (e.g., integrating
countermeasures identified in the
LRSP with pavement resurfacing and
maintenance projects, future Caltrans
projects, or transportation improvements
constructed with development projects).

Continued communication and transparency
with stakeholders and community members
can allow for greater trust and support of the
LRSP goals. Strategies include:
• Communication across diverse channels
(e.g., updated web page, news, and
social media);
• Actively addressing community concerns;
• Publishing regularly updated fact sheets
on plan progress; and
• Hosting regular public meetings using
effective community engagement
techniques.

Development and Design
Standards
The City should review development
applications for safety impacts and funding
opportunities and assess design standards
and new project designs for kinetic energy
and conflict risk. Transportation impact study
guidelines could be developed for the City that
includes safety impacts (along with vehicle
miles traveled, LOS, and other standards).

The City’s development and design standards
should incorporate safety measures where
appropriate and provide clear direction as
to when safety measures should be required
with future projects. A review and update
may consider features including, but not
limited to, roadway and intersection lighting,
sidewalks and/or wide shoulders, and site
access management. Many improvements, for
example roadway restriping, may be included
as roadway infrastructure projects are
completed, either with development projects
or as standalone infrastructure projects.

The City may also develop policy and
procedures to facilitate needed trade-off
approaches for vulnerable road user safety
(for example, level of service vs. pedestrian
access and delay).

60 city of woodland local road safety plan
disseminate pre- and post-project surveys to
residents. Surveys should evaluate whether
respondents express a shift in behavior and
attitude after participating in traffic safety
programming. The metrics for evaluation
can be developed in partnership with local
partners to ensure accessibility for the public.
future lrSP uPdateS
As projects are completed and their results are
tracked, and as the City grows and evolves,
safety needs and priorities will also change.

Periodic updates to the LRSP , approximately
every five years, will ensure that the plan
continues to serve the City.

Funding
Funding is often a hurdle to implementation of
safety projects. The committee or task force
or City staff should frequently review the list
of current capital improvement projects to
determine which LRSP projects could overlap
for possible project bundling.

City staff should also monitor and seek grant
opportunities and regularly submit applications
for competitive projects and secure local
funds for safety improvements whenever
possible. Potential local, state, and federal
funding sources are discussed in the following
sections.
identifying tasks and deadlines for responsible
stakeholder parties. A scorecard may include:
• Collision statistics, maps, trends, and
analysis conclusions
• The number of safety infrastructure
improvements completed
• Before/after analysis of safety
improvements
• Public engagement, safety complaints,
and response to non-infrastructure
countermeasures
• Data on speeds
• Data on near misses
Monitoring
The City may consider use of new
technologies to monitor before and after
performance or proactively identify hot spots.

Technologies are now available to assess near
misses and incidences of hard braking from
vendors including Street Simplified, Transoft,
and WeJo. The City may also measure
prevailing vs. target speeds and use the
greater flexibility permitted by AB 43 to adjust
speed limits.

Continued CoMMunity engageMent
The City may consider conducting pre- and
post-implementation surveys with community
members to measure how their actions
and views have shifted after engagement
about traffic safety. Local partners can help
Construction
Priority projects may be implemented in
coordination with other projects proposed
for the City’s Capital Improvement Plan.

Projects may also be implemented during
routine maintenance, such as repaving. For
the priority pojects, the City will actively seek
funding to achieve implementation in the next
five years. Other projects will be addressed
and reevaluated with LRSP updates in five to
ten years. The City may also consider quick
build implementation for high priority projects
while funding is secured or to conduct public
outreach before permanent implementation.

Evaluation
Ongoing evaluation provides an opportunity
for the City to understand its progress
towards achieving its safety goals and
then reprioritize those goals as new areas
of concern arise. Updates could be made
to the oversight committee discussed
above. Recommendations for evaluating
implementation of the LRSP include:

Safety SCoreCard
Regular measurement of goal progress in
reducing emphasis area collision types
should be performed at least annually.

Safety scorecards can be a powerful tool for
measuring effectiveness, highlighting areas
that need further attention and resources, and

61 city of woodland local road safety plan
partner with Caltrans for enhancements on
State facilities.
aCtive tranSPortation PrograM (atP)
The goals of the ATP include increasing the
proportion of trips accomplished by walking
and biking, increasing the safety and mobility
of non-motorized users, advancing efforts
of regional agencies to achieve greenhouse
gas reduction goals, enhancing public
health, and providing a broad spectrum
of projects to benefit many types of users,
including disadvantaged communities.

The ATP consolidates existing federal and
state transportation programs, including the
Transportation Alternatives Program (TAP),
Bicycle Transportation Account (BTA), and
State Safe Routes to School (SRTS), into a
single program with a focus to make California
a national leader in active transportation.

Cycle 6, the 2022 ATP Call for Projects, has
funding of approximately $650 million made up
of federal, SB 1, and State Highway Account
funds.

CaltranS SuStainable tranSPortation
Planning grantS
The Sustainable Transportation Planning
Grants include two parts:
• Sustainable Communities Grants are
intended to encourage local and regional
planning goals and best practices cited
in the Regional Transportation Plan
Guidelines.
pedestrian and cycle routes. SB 1 funds
various grants:
• Local Streets and Roads Program (LSRP)
– SB 1 has dedicated funds appointed by
the State Controller to cities and counties
for basic road maintenance, rehabilitation,
and critical safety projects on local streets
and roads. Cities and counties must
submit a proposed project list adopted
at a regular meeting by their council or
board that is then submitted to the California
Transportation Commission. Once reviewed
and adopted by the Commission, eligible
cities and counties receive funding from the
Controller. An Annual Project Expenditure
Report is sent to the Commission to maintain
transparency regarding program funding
received and expended.
• Local Partnership Program (LPP) –
The LPP’s purpose is to provide local
and regional transportation agencies
that have passed sales tax measures,
developer fees, or other imposed
transportation fees with funding from the
Road Maintenance and Rehabilitation
Account for aging infrastructure, road
conditions, active transportation, and
health and safety benefits projects. LPP
funds are distributed through a 50 percent
statewide competitive component and a
50 percent formulaic component. Both
programs are eligible to jurisdictions with
voter approved taxes, tolls, and fees
dedicated solely to transportation and the
competitive program. LPP also provides
the opportunity for local governments to
State and Federal Funding Sources
highway Safety iMProveMent PrograM
(hSiP)
The HSIP is a core federal-aid program
with the purpose of achieving a significant
reduction in traffic fatalities and serious injuries
on all public roads, including non-state-owned
roads and roads on tribal land. The HSIP is
allotted funding via Fixing America’s Surface
Transportation (FAST) Act; each state is
apportioned a lump sum, which is then divided
among apportioned programs. Caltrans
administers this program in California.

Senate bill (Sb) 1 funding
California SB 1, also known as the Road
Repair and Accountability Act of 2017, is a
landmark transportation investment to rebuild
California by fixing neighborhood streets,
freeways, and bridges in communities across
California and target funding toward transit
and congested trade and commute corridor
improvements. The largest portion of SB 1
funding goes to California’s
State-maintained transportation infrastructure.

With this funding, Caltrans has a goal of
repairing or replacing 17,000 miles of
pavement in 10 years, spending $250 million
annually for congestion solutions and over
$700 million for better transit commutes and
supporting freight improvements. The other
portion of SB 1 funding will go to local roads,
transit agencies, and expanding the state’s

62 city of woodland local road safety plan
distracted driving, drug-impaired driving,
emergency medical services, motorcycle
safety, occupant protection, pedestrian and
bicycle safety, police traffic services, public
relations, advertising, and roadway safety and
traffic records.
tranSforMative CliMate CoMMunitieS
(tCC) PrograM
The TCC Program funds community-led
development and infrastructure projects
that strive to make major advances in
environmental, health, and economic
benefits in California’s most disadvantages
communities. Eligible improvements for this
funding source include active transportation
and public transit projects, transit ridership
programs and passes for low-income riders,
and education and planning activities to
promote increased use of active modes of
transportation.

Safe StreetS and roadS for all (SS4a)
grant PrograM
In 2022. the Bipartisan Infrastructure Law (BIL)
established the SS4A discretionary program
with $5 billion in appropriated funds over the
next five years. In fiscal year 2022, up to $1
billion is available. The SS4A program funds
regional, local, and Tribal initiatives through
grants to prevent roadway deaths and serious
injuries. The SS4A program supports the
National Roadway Safety Strategy and the
governments can directly compete for
multimodal transportation funding.
affordable houSing and SuStainable
CoMMunitieS PrograM (ahSC)
The AHSC Program, administered by the
Strategic Growth Council and implemented by
the Department of Housing and Community
Development (HCD), funds land use, housing,
transportation, and land preservation projects
to support infill and compact development that
reduces greenhouse gas (GHG) emissions.

This program assists project areas by
providing grants, loans, or any combination
thereof that will achieve GHG emission
reductions and benefit disadvantaged
communities, low-income communities,
and low-income households through
increased accessibility of affordable housing,
employment centers, and key destinations
via low-carbon transportation. This program
results in fewer vehicle miles traveled through
shortened or reduced trip lengths or mode
shifts from single occupancy vehicles to use
of transit, bicycling, or walking. The project
areas this funding is geared toward are transit-
oriented development (TOD) project areas,
integrated connectivity project (ICP) areas, or
rural innovation project areas (RIPA).

California offiCe of traffiC Safety (otS)
grant PrograMS
OTS administers traffic safety grants in the
following areas: alcohol impaired driving,
• Strategic Partnership Grants are intended
to identify and address statewide,
interregional, or regional transportation
deficiencies on the State highway system
in partnership with Caltrans.

This process has been announced for Fiscal
Year 2023-24, and applications will be due
in October 2022. Grant announcements are
anticipated in Spring 2023.

State tranSPortation iMProveMent
PrograM (StiP)
The STIP is a five-year capital improvement
program that is updated by the California
Transportation Commission every two years. It
is funded with revenues from the Transportation
Investment Fund and other sources.
rebuilding aMeriCan infraStruCture
with SuStainability and equity (raiSe)
grantS
The U.S. Department of Transportation
(DOT) is committed to creating high-
quality jobs, improving safety, protecting
our environment, and generating equitable
economic opportunity for all Americans with
RAISE grants. Projects will be evaluated
based on merit criteria that includes safety,
environmental sustainability, quality of life,
economic competitiveness, state of good
repair, innovation, and partnership. RAISE
grants are one of the few DOT discretionary
programs for which regional and local

63 city of woodland local road safety plan
Department of Transportation’s goal of zero
deaths and serious injuries on the nation’s
roadways.

Local Funding Sources
City of woodland MeaSure f
In November 2016, the Woodland voters
approved Measure F (MSF), which extended
the one-half cent supplemental sales tax
collected within boundaries of and for the
benefit of the City of Woodland. The 12 year
approval of MSF, a General Tax, includes
funding for general city services such as street
maintenance, parks and facility improvements,
public safety and promotion of economic
development. $2.5M per year is allocated
to the road program and used for local road
projects and match funding for state and
federal grants.
traffiC iMPaCt Mitigation fee
California law allows local governments to
establish and charge a fee on residential and
non-residential development to fund public
facilities and to service population growth. A
Traffic Impact Mitigation Fee, typically based
on development type and size, can be used
for a variety of public facilities, including
local roadways. The City may allocate fees to
roadway improvements that will improve safety
on local roads.

64 city of woodland systemic safety analysis report

APPENDIX A - PUBLIC INPUT
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6665
64 69
82 81
76 75
72 71
70 61
62 60
59 58
80 79 78
67 74
68 63
77 5498 7 1
3 2
6 21 20
17 1615
14 13121110
19 18
103
57 56
27 4342
41 40
3938373635 2431
34 26
32 33 23 22
30 25
55 54 53
44 45
52 51
50 49
48 47
28 29
46 County Road 98
W Main St
W Court St
First St
California St
Third St
Clover St
Walnut St
Ashley Ave
Lemen Ave
Main St
W Woodland Ave N West St
Kentucky Ave
Woodland Ave
Second St
W Beamer St
Court St
Elliot St
N College St
N Ashley Ave
Fourth St
Muir St
W Kentucky Ave
Riverside Dr
N Cottonwood St
C St
Glacier St
D St
Sunrise St
Grand Ave
Mariposa St
E St
Olive Way
Hollister Rd
A St
Locust St
Palm Ave
Chestnut St
W Keystone Ave
Fifth St
Grand Ave
N East St
§¨¦5
N
! I feel unsafe walking here
! I feel unsafe biking here
! I feel unsafe driving here
Parks
School
City Boundary
Numbers correspond
to comment ID in
Table A1: Public Input

65 city of woodland systemic safety analysis report
Table A1: Public Input
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
1 I feel unsafe
biking here
Drivers not
yielding/
stopping
Add/improved bike
lane
Lanes too narrow at the theatre for
vehicle & bike
2 I feel unsafe
biking here
Drivers
speeding
Add traffic calming
to slow cars
3 I feel unsafe
biking here
Drivers
speeding
many infrastructure problems, no
speeding enforcement
4 I feel unsafe
biking here
Other/Personal
safety concern
Traffic signal issue main street
5 I feel unsafe
biking here
Other/Personal
safety concern
Traffic signal issue main street
6 I feel unsafe
biking here
Add/improved bike
lane
from Kentucky to Gibson
7 I feel unsafe
biking here
Add/improved bike
lane
West Main Street
8 I feel unsafe
biking here
Add/improved bike
lane
West Main Street
9 I feel unsafe
biking here
Add/improved bike
lane
West Main Street
10 I feel unsafe
biking here
Add/improved bike
lane
West Main Street
11 I feel unsafe
biking here
Add/improved bike
lane
West Main Street
12 I feel unsafe
biking here
Add/improved bike
lane
West Main Street
13 I feel unsafe
biking here
Add/improved bike
lane
West Main Street
14 I feel unsafe
biking here
Add/improved bike
lane
West Main Street
15 I feel unsafe
biking here
Add/improved bike
lane
West Main Street
16 I feel unsafe
biking here
Add/improved bike
lane
West Main Street
17 I feel unsafe
biking here
Other infrastructure
problem
vehicles going way over the speed
limit, 50-100 mph in a 25 zone on
5th street and North Street.

ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
18 I feel unsafe
biking here
19 I feel unsafe
biking here
20 I feel unsafe
biking here
21 I feel unsafe
biking here
22 I feel unsafe
driving here
Drivers not
yielding/
stopping
Other infrastructure
problem
This four way intersection really
needs stop signs. Clover on one
side does not align with Clover on
the other side, making it difficult to
see who may be speeding by.
23 I feel unsafe
driving here
Drivers not
yielding/
stopping
Other infrastructure
problem
This four way intersection really
needs stop signs. Clover on one
side does not align with Clover on
the other side, making it difficult to
see who may be speeding by.
24 I feel unsafe
driving here
Drivers not
yielding/
stopping
Other infrastructure
problem
East & Main heading west on Main,
two lanes should split (i.e. left lane
goes straight and right lane ONLY
turns right)
25 I feel unsafe
driving here
Drivers not
yielding/
stopping
Traffic signal issue This intersection is extremely
hazardous when traffic is busy
26 I feel unsafe
driving here
Drivers
speeding
Add traffic calming
to slow cars
27 I feel unsafe
driving here
Drivers
speeding
Add traffic calming
to slow cars
vehicles going way over the speed
limit, 50-100 mph in a 25 zone on
5th street and North Street.
28 I feel unsafe
driving here
Drivers
speeding
Add/improved
lighting
There should more cops patrolling
the streets and seriously give out
tickets on people driving recklessly.
29 I feel unsafe
driving here
Drivers
speeding
Other infrastructure
problem
We need a All way stop at this
intersection. It is very busy with
all the county buildings and
businesses off of Cottonwood

66 city of woodland systemic safety analysis report
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
30 I feel unsafe
driving here
Other/Personal
safety concern
Other infrastructure
problem
This intersection needs a stop sign
on Beamer. When there is a game
at the park the cars line the road
parking making it nearly impossible
to see oncoming traffic when you
are on walnut.
31 I feel unsafe
driving here
Other/Personal
safety concern
Other infrastructure
problem
need a longer eb turn lane (at SB
east st. to Main) or a dual eb turn
lane to E Main
32 I feel unsafe
driving here
Other/Personal
safety concern
Traffic signal issue Traffic signal would be ideal, or
at least stop signs on Beamer are
needed. Difficult to see oncoming
traffic due to parked cars. You just
have to "hope" you make it when
crossing Beamer on Walnut!
33 I feel unsafe
driving here
Other/Personal
safety concern
Upkeep/repair
needed
Clover St., especially between West
and College, has been in VERY
poor condition for years. It is the
worst street in town.
34 I feel unsafe
driving here
Other/Personal
safety concern
Upkeep/repair
needed
very bad potholes and no bike lane
35 I feel unsafe
driving here
Upkeep/repair
needed
West Main St
36 I feel unsafe
driving here
Upkeep/repair
needed
West Main St
37 I feel unsafe
driving here
Upkeep/repair
needed
West Main St
38 I feel unsafe
driving here
Upkeep/repair
needed
West Main St
39 I feel unsafe
driving here
Upkeep/repair
needed
West Main St
40 I feel unsafe
driving here
Upkeep/repair
needed
West Main St
41 I feel unsafe
driving here
Upkeep/repair
needed
West Main St
42 I feel unsafe
driving here
Upkeep/repair
needed
West Main St
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
43 I feel unsafe
driving here
Upkeep/repair
needed
West Main St
44 I feel unsafe
driving here
A lot of jay walking and illegal
u-turns
45 I feel unsafe
driving here
Turning on to 98 from Beamer
46 I feel unsafe
driving here
47 I feel unsafe
driving here
48 I feel unsafe
driving here
49 I feel unsafe
driving here
50 I feel unsafe
driving here
51 I feel unsafe
driving here
52 I feel unsafe
driving here
53 I feel unsafe
driving here
54 I feel unsafe
driving here
55 I feel unsafe
driving here
56 I feel unsafe
driving here
57 I feel unsafe
driving here
58 I feel unsafe
walking here
Bicycles
not yielding/
stopping
Other infrastructure
problem
Bicycles riding on Sidewalk
59 I feel unsafe
walking here
Bicycles
not yielding/
stopping
Other infrastructure
problem
Bicycles riding on Sidewalk

67 city of woodland systemic safety analysis report
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
60 I feel unsafe
walking here
Bicycles
not yielding/
stopping
Other infrastructure
problem
Bicycles riding on Sidewalk
61 I feel unsafe
walking here
Bicycles riding
wrong way
against traffic
Add/improved bike
lane
Bikes frequently on sidewalk
62 I feel unsafe
walking here
Drivers not
yielding/
stopping
Add/improved
lighting
vehicles going way over the speed
limit, 50-100 mph in a 25 zone on
5th street and North Street.
63 I feel unsafe
walking here
Drivers not
yielding/
stopping
Add/improved
sidewalk or
crossing
There is no crosswalk or signs
warning that someone might be
crossing on foot or bike on the bike
path. I have seen many close calls
there.
64 I feel unsafe
walking here
Drivers not
yielding/
stopping
Add/improved
sidewalk or
crossing
A blinking cross walk would help
this area
65 I feel unsafe
walking here
Drivers not
yielding/
stopping
Add/improved
sidewalk or
crossing
This area really needs a more
prominent cross walk or added
stop sign
66 I feel unsafe
walking here
Drivers not
yielding/
stopping
Add/improved
sidewalk or
crossing
Adding a blinking crosswalk would
help
67 I feel unsafe
walking here
Drivers
speeding
Other infrastructure
problem
Add stop sign at intersection
68 I feel unsafe
walking here
Drivers
speeding
I live across from the park. People
speed down Palm all day - often
more than 20 mph over the limit. I
am very worried about the safety
of kids, bikers and people trying
to park.
69 I feel unsafe
walking here
Other/Personal
safety concern
Parking issue parents are parking in the no
parking area near and sometimes
IN the crosswalk
70 I feel unsafe
walking here
Pedestrians not
crossing safely
Add/improved
sidewalk or
crossing
Crossing area for kids walking to
school and entering side gate at
driver drop off zone.

ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
71 I feel unsafe
walking here
Pedestrians not
crossing safely
Add/improved
sidewalk or
crossing
Crossing area for green belt
between parks.
72 I feel unsafe
walking here
Pedestrians not
crossing safely
Add/improved
sidewalk or
crossing
Heavy use pedestrian crossing area
for county workers and residents
entering green belt
73 I feel unsafe
walking here
Pedestrians not
crossing safely
Add/improved
sidewalk or
crossing
Can an additional or bigger
crosswalk be added so pedestrians
can safely get to Nugget? Drivers
never stop at night for peds as they
are difficult to see here, maybe add
more lighting?
74 I feel unsafe
walking here
Homeless People. Can not use the
park.
75 I feel unsafe
walking here
No crosswalk
76 I feel unsafe
walking here
No crosswalk
77 I feel unsafe
walking here
78 I feel unsafe
walking here
79 I feel unsafe
walking here
80 I feel unsafe
walking here
81 I feel unsafe
walking here
82 I feel unsafe
walking here

68 city of woodland local road safety plan
!
!
!! !!
!
! !!! ! ! ! !
!
98 88
87868584 83
89 97
9190
96 94
9592 93 E Main St
E Kentucky Ave
N Pioneer Ave
Hanson Way
Churchill Downs Ave
E Beamer St
Tanforan Ave
County Road 20
Matmor Rd
Cannery Rd
Santa Anita Dr
Industrial Way
Deaner Ave
County Road 102
E Beamer St
§¨¦5
|}þ113
N
! I feel unsafe walking here
! I feel unsafe biking here
! I feel unsafe driving here
Parks
School
City Boundary
Numbers correspond
to comment ID in
Table A1: Public Input

69 city of woodland systemic safety analysis report
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
83 I feel unsafe
biking here
Other/Personal
safety concern
Traffic signal issue main street
84 I feel unsafe
biking here
Other/Personal
safety concern
Traffic signal issue main street
85 I feel unsafe
biking here
Other/Personal
safety concern
Traffic signal issue main street
86 I feel unsafe
biking here
Other/Personal
safety concern
Traffic signal issue main street
87 I feel unsafe
biking here
Other/Personal
safety concern
Traffic signal issue main street
88 I feel unsafe
biking here
Other/Personal
safety concern
Traffic signal issue main street
89 I feel unsafe
biking here
90 I feel unsafe
driving here
Other/Personal
safety concern
Other infrastructure
problem
Eb Lane on ramp to SB I-5 conflict
with rt turns (sb) @ Pioneer for
drivers that try to go to I-5 SB
91 I feel unsafe
driving here
Other/Personal
safety concern
Other infrastructure
problem
better advanced pavement
markings needed for Lanesturning
onto Pioneer, 113 & I-5
92 I feel unsafe
driving here
Exiting Mc Donalds & Black Bear
diner, unsafe left turn
93 I feel unsafe
driving here
Sometimes exiting traffic is
stopped and you are stuck in the
intersection.
94 I feel unsafe
driving here
The lane disappears in to the
freeway
95 I feel unsafe
driving here
96 I feel unsafe
driving here
97 I feel unsafe
driving here
98 I feel unsafe
walking here

70 city of woodland local road safety plan
!
!
!!
!
!
!
!
!
!
!!!! ! !
!!
!
!
! !
!
!
!
!
!
!! !!
!!
!!
!
!
!
!
!
!
!
!!
!
!
!!
!
!!!
!
!!
! ! ! !
!!
! ! ! ! ! ! ! ! !
!
!
! !! ! ! !
!! !!!!!
!! !!!!
! !
!!!
! ! !
!
!
!
!
!
!!
!
!
! !!
!
!! 64 59 77
183
173
180
179 169
167
172
168
181
171
178
185
192
193191
190
184 182
170
201
166
165
200
199
198 197196
194 195
177
189
188
187
176
186
175
174
99 111
113 112
108
128127126
125
124123122121120
119
118117116115
114
110100
109
106
105
104
102
101
133132
131
107
129130
103
434240 26
142
151
137
143
152
147
139
136
150
149
153
140
148
146
164
163162
155
161
160159
156
157
145
144
138
158134
135
154
East St
Sixth St
Elm St
Fifth St
West St
Cleveland St
Gibson Rd
Buena Tierra Dr
College St
W Lincoln Ave
Midway Dr
Sports Park Dr
Mckinley Ave
W Cross St
ColomaWay
Eunice Dr
Dingle Ln
County Road 24A
Harley Dr
Lincoln Ave
Cross St
El Dorado Dr
Pendegast St
Daniels St
Cottonwood St
W Gibson Rd
W El Dorado Dr
Hacienda Ln
Cypress Dr
Spruce Dr
E Oak Ave
County Road 24C
Granada Dr
Columbia Dr
JimenoLn
Casa Linda Dr
Gary Way
Cottage Dr
Auburn Way
Clanton Ave
Farrell St
Wendell Way
Laurel St
Craig Ave
Northwood Dr
Bells Trailer Ct
Colby Ct
Peart Ct
SixthSt
Second St
Marshall Ave
County Road 98
N
! I feel unsafe walking here
! I feel unsafe biking here
! I feel unsafe driving here
Parks
School
City Boundary
Numbers correspond
to comment ID in
Table A1: Public Input

71 city of woodland systemic safety analysis report
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
99 I feel unsafe
biking here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
100 I feel unsafe
biking here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
101 I feel unsafe
biking here
Drivers not
yielding/
stopping
Add/improved bike
lane
Bicyclists not obeying traffic laws
102 I feel unsafe
biking here
Drivers not
yielding/
stopping
Add/improved bike
lane
Bicyclists not obeying traffic laws
103 I feel unsafe
biking here
Drivers not
yielding/
stopping
Add/improved bike
lane
Bicyclists not obeying traffic laws
104 I feel unsafe
biking here
Drivers not
yielding/
stopping
Add/improved bike
lane
Bicyclists not obeying traffic laws
105 I feel unsafe
biking here
Drivers not
yielding/
stopping
Add/improved bike
lane
Bicyclists not obeying traffic laws
106 I feel unsafe
biking here
Drivers not
yielding/
stopping
Add/improved bike
lane
There is no safe way to cross East
street on bike. Start by creating a
safe crossing near the Community
Center, which could also lead to a
113 overpass.
107 I feel unsafe
biking here
Drivers not
yielding/
stopping
108 I feel unsafe
biking here
Drivers not
yielding/
stopping
109 I feel unsafe
biking here
Drivers
speeding
Add traffic calming
to slow cars
Drivers floor it through here, speed
bumbs are needed badly
110 I feel unsafe
biking here
Drivers
speeding
Add/improved bike
lane
Excessive speed between elm and
third, bikes cannot safelyy travel
here
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
111 I feel unsafe
biking here
Drivers
speeding
Add/improved bike
lane
no bike lanes, fast drivers
112 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved bike
lane
Gibson road
113 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved bike
lane
Gibson road
114 I feel unsafe
biking here
Other/Personal
safety concern
Parking issue no parking needs to be extended to
provide adequate bike lane width.

Additional & better no parking
signage needed.
115 I feel unsafe
biking here
Other/Personal
safety concern
Parking issue no parking needs to be extended to
provide adequate bike lane width.

Additional & better no parking
signage needed.
116 I feel unsafe
biking here
Other/Personal
safety concern
Parking issue no parking needs to be extended to
provide adequate bike lane width.

Additional & better no parking
signage needed.
117 I feel unsafe
biking here
Other/Personal
safety concern
Parking issue no parking needs to be extended to
provide adequate bike lane width.

Additional & better no parking
signage needed.
118 I feel unsafe
biking here
Other/Personal
safety concern
Parking issue no parking needs to be extended to
provide adequate bike lane width.

Additional & better no parking
signage needed.
119 I feel unsafe
biking here
Other/Personal
safety concern
Parking issue no parking needs to be extended to
provide adequate bike lane width.

Additional & better no parking
signage needed.
120 I feel unsafe
biking here
Other/Personal
safety concern
Parking issue no parking needs to be extended to
provide adequate bike lane width.

Additional & better no parking
signage needed.
121 I feel unsafe
biking here
Other/Personal
safety concern
Parking issue no parking needs to be extended to
provide adequate bike lane width.

Additional & better no parking
signage needed.

72 city of woodland systemic safety analysis report
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
122 I feel unsafe
biking here
Other/Personal
safety concern
Parking issue no parking needs to be extended to
provide adequate bike lane width.

Additional & better no parking
signage needed.
123 I feel unsafe
biking here
Other/Personal
safety concern
Parking issue no parking needs to be extended to
provide adequate bike lane width.

Additional & better no parking
signage needed.
124 I feel unsafe
biking here
Other/Personal
safety concern
Parking issue no parking needs to be extended to
provide adequate bike lane width.

Additional & better no parking
signage needed.
125 I feel unsafe
biking here
Other/Personal
safety concern
Parking issue no parking needs to be extended to
provide adequate bike lane width.

Additional & better no parking
signage needed.
126 I feel unsafe
biking here
Other/Personal
safety concern
Parking issue no parking needs to be extended to
provide adequate bike lane width.

Additional & better no parking
signage needed.
127 I feel unsafe
biking here
Other/Personal
safety concern
Parking issue no parking needs to be extended to
provide adequate bike lane width.

Additional & better no parking
signage needed.
128 I feel unsafe
biking here
Other/Personal
safety concern
Parking issue no parking needs to be extended to
provide adequate bike lane width.

Additional & better no parking
signage needed.
129 I feel unsafe
biking here
Add/improved bike
lane
130 I feel unsafe
biking here
131 I feel unsafe
biking here
132 I feel unsafe
biking here
133 I feel unsafe
biking here
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
134 I feel unsafe
driving here
Bicycles
not yielding/
stopping
Other infrastructure
problem
135 I feel unsafe
driving here
Bicycles riding
wrong way
against traffic
Add/improved bike
lane
136 I feel unsafe
driving here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
cars drive through 4-wqy stop and
speed from main to gibson. Can we
have speed bumps?
137 I feel unsafe
driving here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
blind intersection for people
traveling NS. Nee stop signs for E/W
traffic .
138 I feel unsafe
driving here
Drivers not
yielding/
stopping
Other infrastructure
problem
Need to make it so cars can not turn
left into or out of the parking lot at
Lee Middle School. People cut each
other off or drive in the bike lanes
to pass cars waiting to turn left from
West Street.
139 I feel unsafe
driving here
Drivers not
yielding/
stopping
Other infrastructure
problem
cross traffic does not stop
140 I feel unsafe
driving here
Drivers not
yielding/
stopping
Traffic signal issue Intersection at Laurel and 1st St
needs Stop sign to control traffic in
at least 1 direction. Traffic on 1st
seems to ignore the uncontrolled
crossinf of Laurel. Several
accidents occur here annual
141 I feel unsafe
driving here
Drivers
speeding
Add traffic calming
to slow cars
speeding occuring on Sprts Park
Drive, install a 3-way stop to slow
down the speeders.
142 I feel unsafe
driving here
Drivers
speeding
Add traffic calming
to slow cars
There is a solar light but it doesn't
work in the morning. The curve in
the road doesn't allow cars when
speeding to see kids crossing in
time to stop.
143 I feel unsafe
driving here
Drivers
speeding
Add/improved
lighting
consider 4 way stops, consider
portable stop signs on Lincoln
during events like food trucks

73 city of woodland systemic safety analysis report
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
144 I feel unsafe
driving here
Drivers
speeding
145 I feel unsafe
driving here
Drivers
speeding
146 I feel unsafe
driving here
Drivers
speeding
147 I feel unsafe
driving here
Drivers
speeding
148 I feel unsafe
driving here
Other/Personal
safety concern
Other infrastructure
problem
Students need to be picked
up at school so that the entire
neighborhood does not become a
random pickup and dropoff zone
149 I feel unsafe
driving here
Other/Personal
safety concern
Other infrastructure
problem
This is unsafe, rear bumper of a
longer vehicle is about 5 feet from
a passing train. should stop all
vehicles west of tracks.
150 I feel unsafe
driving here
Other/Personal
safety concern
Other infrastructure
problem
nb lane on Rd 98 is very close to
Rd 98 curb line. Con. wall on Rd
98 blocks SB vision. Vehicle trying
to turn SB to Rd 98 has potential
conflict w NB vehicle.
151 I feel unsafe
driving here
Other/Personal
safety concern
Drivers cut through parking lot to
make illegal left turn
152 I feel unsafe
driving here
Pedestrians not
crossing safely
153 I feel unsafe
driving here
Pedestrians
walking in
roadway/
shoulder
Upkeep/repair
needed
Wheelchairs wont travel on
sidewalk. Ped walk on street.
154 I feel unsafe
driving here
Parking issue
155 I feel unsafe
driving here
Potholes make it difficult to drive
156 I feel unsafe
driving here
Should be a stop sign not a yield
157 I feel unsafe
driving here
This street is narrow and difficult to
drive down
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
158 I feel unsafe
driving here
159 I feel unsafe
driving here
160 I feel unsafe
driving here
161 I feel unsafe
driving here
162 I feel unsafe
driving here
163 I feel unsafe
driving here
164 I feel unsafe
driving here
165 I feel unsafe
walking here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
Street Lighting (at night) seems
inadequate; several sidewalks have
tree root damage, exposed cracks
166 I feel unsafe
walking here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
Speeding, drag racing on Marshall
167 I feel unsafe
walking here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
The solar light does not work in
morning nor detours cars from
slowing or stopping as needed.
168 I feel unsafe
walking here
Drivers not
yielding/
stopping
Add/improved
lighting
169 I feel unsafe
walking here
Drivers not
yielding/
stopping
Add/improved
sidewalk or
crossing
170 I feel unsafe
walking here
Drivers not
yielding/
stopping
Drivers regularly roll this 4-way stop
sign
171 I feel unsafe
walking here
Drivers not
yielding/
stopping

74 city of woodland systemic safety analysis report
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
172 I feel unsafe
walking here
Drivers not
yielding/
stopping
173 I feel unsafe
walking here
Drivers not
yielding/
stopping
174 I feel unsafe
walking here
Drivers
speeding
Add traffic calming
to slow cars
175 I feel unsafe
walking here
Drivers
speeding
Add traffic calming
to slow cars
176 I feel unsafe
walking here
Drivers
speeding
Add traffic calming
to slow cars
177 I feel unsafe
walking here
Drivers
speeding
Add traffic calming
to slow cars
178 I feel unsafe
walking here
Drivers
speeding
Add traffic calming
to slow cars
1st & Laurel needs a stop sign
179 I feel unsafe
walking here
Drivers
speeding
Add traffic calming
to slow cars
Hard to cross due to 4 lanes of
traffic
180 I feel unsafe
walking here
Drivers
speeding
Add traffic calming
to slow cars
181 I feel unsafe
walking here
Drivers
speeding
Add/improved bike
lane
182 I feel unsafe
walking here
Drivers
speeding
Add/improved
lighting
183 I feel unsafe
walking here
Drivers
speeding
Add/improved
sidewalk or
crossing
fast drivers, narrow sidewalk
184 I feel unsafe
walking here
Drivers
speeding
Other infrastructure
problem
Very small width of street for school
pickup
185 I feel unsafe
walking here
Drivers
speeding
Parking issue
186 I feel unsafe
walking here
Drivers
speeding
I've encouraged WPD to engaged
in speed limit enforcement here for
years now. No response.
187 I feel unsafe
walking here
Drivers
speeding
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
188 I feel unsafe
walking here
Drivers
speeding
189 I feel unsafe
walking here
Drivers
speeding
190 I feel unsafe
walking here
Other/Personal
safety concern
Add/improved
lighting
Very dark at night, street lights
needed
191 I feel unsafe
walking here
Pedestrians not
crossing safely
Add/improved
sidewalk or
crossing
192 I feel unsafe
walking here
Add/improved
sidewalk or
crossing
Sidewalk and curb too steep and
broken. unsafe
193 I feel unsafe
walking here
Upkeep/repair
needed
Sidewalks are uneven and unsafe
194 I feel unsafe
walking here
Cars cut through here speeding
195 I feel unsafe
walking here
Cars speed
196 I feel unsafe
walking here
197 I feel unsafe
walking here
198 I feel unsafe
walking here
199 I feel unsafe
walking here
200 I feel unsafe
walking here
201 I feel unsafe
walking here

75 city of woodlandlocal road safety plan!
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253236
County Road 102
E Gibson Rd
Pioneer Ave
County Road 24
E Gum Ave
Bourn Dr
Tyler Dr
Farmers Central Rd
O lv e r a Dr
Maxwell Ave
Tony Diaz Dr
Bronze Star Dr
Oak Dr
Towse Dr Branigan Ave
SaipanDr
Hiller St
Tafoya Dr
Flores Way
Campbell Cir
Coolidge Pl
HouseDr
Peart Ct
Motta St
Matmor Rd
Pioneer Ave
§¨¦5
|}þ113
N
! I feel unsafe walking here
! I feel unsafe biking here
! I feel unsafe driving here
Parks
School
City Boundary
Numbers correspond
to comment ID in
Table A1: Public Input

76 city of woodland systemic safety analysis report
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
202 I feel unsafe
biking here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
Cycling through the on/off ramps
on the 113 -Gibson overpass is
dangerous. Drivers exiting 113
enter Gibson at excessive speed
and are not looking for bikes
crossing their path on Gibson.
203 I feel unsafe
biking here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
113-Gibson ramps allow cars to
enter Gibson at excessive speeds.

Cars are not looking for bikes on
Gibson crossing the ramps.
204 I feel unsafe
biking here
Drivers not
yielding/
stopping
Add/improved bike
lane
205 I feel unsafe
biking here
Drivers not
yielding/
stopping
Parking issue So many cars parked on Matmor
that its difficult to see oncoming
traffic when entering from side
streets
206 I feel unsafe
biking here
Drivers
speeding
Add traffic calming
to slow cars
207 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved bike
lane
There is a very narrow bike lane, <2
feet. And even THAT disappears.
208 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved bike
lane
There is no safe way to cross
113 south of Gum. We need an
overpass that doesn't have on-/
off-ramps (even if it includes
cars). I suggest one that connects
Community Center and Pioneer
High School.
209 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved bike
lane
Bike lane dead ends in middle
of street from Gibson to Farmers
Central on Pioneer. I was in a bike
accident and broke my elbow when
the bike lane ended and i was
crowded by cars into gravel and
crashe
210 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved bike
lane
Gibson road
211 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved bike
lane
Gibson road
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
212 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved bike
lane
Gibson road
213 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved bike
lane
Gibson road
214 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved bike
lane
Gibson road
215 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved bike
lane
Gibson road
216 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved bike
lane
Gibson road
217 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved bike
lane
Gibson road
218 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved bike
lane
Gibson road
219 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved bike
lane
Biking south along Pioneer is
awkward. In front of high school,
there is a narrow bike lane that
disappears futther south, bikes
pushed into car lane.
220 I feel unsafe
biking here
Other/Personal
safety concern
Other infrastructure
problem
Bike lanes on Gibson between
Pioneer and East street are
consistantly covered with gravel
and broken glass. Section between
Pioneer and Matmor is the worst
area.
221 I feel unsafe
biking here
Evening racing of cars
222 I feel unsafe
driving here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
Drivers frequently speed around
the corner of Brennan and Duncan/
Powers circle. We need a 4
223 I feel unsafe
driving here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
Stop sign is necessary as so often
cars coming off 113 do not yield but
fly onto Gibson
224 I feel unsafe
driving here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
Drivers often run red lights

77 city of woodland systemic safety analysis report
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
225 I feel unsafe
driving here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
many do not stop when making a
right turn onto Bronze Star drive,
need STOP WHEN RED sign or
YIELD WHEN RED. Dangerous!
226 I feel unsafe
driving here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
Vehicles Drive down side streets
and do not stop to see if there is
traffic on Campos
227 I feel unsafe
driving here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
Vehicles Drive down side streets
and do not stop to see if there is
traffic on Campos
228 I feel unsafe
driving here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
Vehicles Drive down side streets
and do not stop to see if there is
traffic on Campos
229 I feel unsafe
driving here
Drivers not
yielding/
stopping
Other infrastructure
problem
vehicles running red lights, unsafe
230 I feel unsafe
driving here
Drivers not
yielding/
stopping
Other infrastructure
problem
stop sign is set back so one has to
slowly move onto Farmers Central,
cars parked on west make it difficult
to see from the west. makee this a
three way stop
231 I feel unsafe
driving here
Drivers not
yielding/
stopping
Other infrastructure
problem
I would like a stop sign here. People
speed down Matmor and I have
problems turning left/north onto
Matmor from Gibson in the morning
during school. I have almost been
hit several times.
232 I feel unsafe
driving here
Drivers not
yielding/
stopping
Traffic signal issue At 3:20 p.m. M-F, cars turning
left onto Pioneer from eastbound
Gibson cross at red light and block
the intersection. There are too
many cars on Pioneer for them to
get across. It is a regular occur
233 I feel unsafe
driving here
Drivers not
yielding/
stopping
Traffic signal issue Either side of Matmor needs a turn signal to turn onto Gibson
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
234 I feel unsafe
driving here
Drivers not
yielding/
stopping
Traffic signal issue have red lights stay red ot
avoid crashes. hig traffic at the
intersection durin gthe rush to and
from school. consider allowing the
traffic from elementary school to
take left turns
235 I feel unsafe
driving here
Drivers not
yielding/
stopping
Traffic signal issue I think this intersection needs a
protected left turn light for people
turning onto Gibson from Matmor
in both directions. I see many
near accidents and problems with
people turning.
236 I feel unsafe
driving here
Drivers not
yielding/
stopping
Lack of left turn signal is a big
problem at the intersection of
Gibson Rd. and Matmor
237 I feel unsafe
driving here
Drivers not
yielding/
stopping
238 I feel unsafe
driving here
Drivers
speeding
Add traffic calming
to slow cars
239 I feel unsafe
driving here
Drivers
speeding
Add traffic calming
to slow cars
speeding traffic from Matmor to
Sports Park Drive and vice versa,
cars doing donuts, crashing, etc
240 I feel unsafe
driving here
Drivers
speeding
Add traffic calming
to slow cars
high rate of speed at all times on
matmor drive toward the school and
community center
241 I feel unsafe
driving here
Drivers
speeding
Add traffic calming
to slow cars
speeding on mtmore from Gibson
road to sports park drive, install
4 way stop on Tyler to break the
speed
242 I feel unsafe
driving here
Drivers
speeding
Add/improved
sidewalk or
crossing
Tyler Drive exit to Matmor blocked
by parents dropping and picking
up students. Need no parking (at
least one space) on Matmor be fore
street entrance on tyler both sides.

Visibility issue!
243 I feel unsafe
driving here
Drivers
speeding
Other infrastructure
problem
lack of 4 way stop on Matmor and
Tyler Drive area. Will slow traffic and
allow side street traffic to turn onto
Matmor during heavy traffic

78 city of woodland systemic safety analysis report
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
244 I feel unsafe
driving here
Drivers
speeding
Traffic signal issue Poor visibility to see cross traffic 245 I feel unsafe
driving here
Other/Personal
safety concern
Add traffic calming
to slow cars
popular place for donuts, causing
crashes. install speed bumps in
both directions
246 I feel unsafe
driving here
Other/Personal
safety concern
Other infrastructure
problem
The angle of this off ramp makes
it extremely difficult to check for
traffic as you merge onto Pioneer.

Unless you come to a complete
stop (dangerous), you have to look
nearly backward while driving.
247 I feel unsafe
driving here
Other/Personal
safety concern
Other infrastructure
problem
concern with sight distance coming
from E. Oak onto Matmor
248 I feel unsafe
driving here
Other/Personal
safety concern
It is difficult to see oncoming traffic
from the left when turning onto
Matmore
249 I feel unsafe
driving here
Pedestrians not
crossing safely
Add/improved
sidewalk or
crossing
high school students from Pioneer
high not crossing safely, add police
and school patrol and education.
250 I feel unsafe
driving here
Pedestrians not
crossing safely
Other infrastructure
problem
students not following traffic signals,
sometimes bumping into cars at
light
251 I feel unsafe
driving here
Pedestrians not
crossing safely
Other infrastructure
problem
Families should not be able to park
across from the street from the
school and cross Matmor. Often
they cross without looking
252 I feel unsafe
driving here
Pedestrians
walking in
roadway/
shoulder
Add traffic calming
to slow cars
Drivers run the red light going into
the plaza from the i5 side of 102
253 I feel unsafe
driving here
Traffic signal issue Matmor needs a left turn signal. I have witnessed near misses many
times, especially when there is
school traffic.
254 I feel unsafe
driving here
Cars race night.
255 I feel unsafe
driving here
I also feel unsafe living on the
corner as vehicles trying to avoid
the traffic on
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
256 I feel unsafe
driving here
Many accidents
257 I feel unsafe
driving here
Weekend evening racing of
vehicles.
258 I feel unsafe
driving here
259 I feel unsafe
driving here
260 I feel unsafe
driving here
261 I feel unsafe
driving here
262 I feel unsafe
driving here
263 I feel unsafe
driving here
264 I feel unsafe
walking here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
265 I feel unsafe
walking here
Drivers not
yielding/
stopping
Traffic signal issue dedicated left turn signal may make it safer, although may increase
general traffic
266 I feel unsafe
walking here
Drivers not
yielding/
stopping
Traffic signal issue Please add stop sign, I've lived here for less than 6 months and had
various close-calls as a pedestrian
and driver. Thank you
267 I feel unsafe
walking here
Drivers not
yielding/
stopping
cars run red turn light
268 I feel unsafe
walking here
Drivers not
yielding/
stopping
cars run red turn signal

79 city of woodland systemic safety analysis report
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
269 I feel unsafe
walking here
Drivers not
yielding/
stopping
When trying to cross Pioneer at
all 4 of these corners of Pioneer
and Branigan people in cars do
not yield to walkers crossing in the
crosswalks. I've witnessed kids
crossing over Pioneer almost hit.
270 I feel unsafe
walking here
Drivers not
yielding/
stopping
271 I feel unsafe
walking here
Drivers not
yielding/
stopping
272 I feel unsafe
walking here
Drivers
speeding
Add traffic calming
to slow cars
Crosswalk at the corner of Motta
St & Farmer's Central Rd isn't safe.

Speed of 35 makes it dangerous
to use. Recommend reduce speed
limit to 30 & undulations.
273 I feel unsafe
walking here
Drivers
speeding
Add traffic calming
to slow cars
Cars tend to race down this street
and make donuts, very dangerous
for when people go out on bike
rides or out out for walks. Not to
mention teh fact that there are two
school on Matmore.
274 I feel unsafe
walking here
Drivers
speeding
Add traffic calming
to slow cars
275 I feel unsafe
walking here
Drivers
speeding
Add traffic calming
to slow cars
276 I feel unsafe
walking here
Drivers
speeding
Add traffic calming
to slow cars
So many cars parked on Matmor
that its difficult to see oncoming
traffic when entering from side
streets
277 I feel unsafe
walking here
Drivers
speeding
278 I feel unsafe
walking here
Other/Personal
safety concern
Add/improved
sidewalk or
crossing
there should be a painted crosswalk
for the school kids
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
279 I feel unsafe
walking here
Pedestrians
walking in
roadway/
shoulder
Add/improved
sidewalk or
crossing
Crossing four freeway ramps is not
a safe route to school
280 I feel unsafe
walking here
Not enough buses to Davis. The
County Fair Mall is a 45 min. walk.
281 I feel unsafe
walking here
Not enough buses, County Fair Mall
is 50 min. walk.

80 city of woodland local road safety plan
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299297
County Road 25Heritage Pkwy
Harry Lorenzo Ave
Marston Dr
Promenade Dr
Muller Dr
ParklandAve
Somerset Cir
Centennial Dr
KindeltWay Mack Way
County Road 102
Pioneer Ave
N
! I feel unsafe walking here
! I feel unsafe biking here
! I feel unsafe driving here
Parks
School
City Boundary
Numbers correspond
to comment ID in
Table A1: Public Input

81 city of woodland systemic safety analysis report
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
282 I feel unsafe
biking here
Drivers not
yielding/
stopping
Traffic signal issue There should be a signal here
for allowing of safe crossing for
pedestrians and bikers, especially
when the elementary school opens.

Also, Miekle is not wide enough for
bike lanes.
283 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved bike
lane
No bike lanes and driveways
coming into street so not a safe way
for young children to get to the new
school
284 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved
sidewalk or
crossing
The green belt path needs to be
connected across Heritage to allow
for safe access to the new park
and elementary school, especially
as Miekle has no bike lanes and
driveways.
285 I feel unsafe
biking here
Other/Personal
safety concern
Add/improved
sidewalk or
crossing
Same as pedestrian need to cross
Heritage.
286 I feel unsafe
biking here
Add/improved bike
lane
287 I feel unsafe
biking here
288 I feel unsafe
biking here
289 I feel unsafe
driving here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
Change to 4-way stop, and install
pedestrian crossing to the west. A
lot of cars traveling N-S think the
E-W cars ALREADY have a stop
sign. (N-S cars stop, then go, even
if an E-W car is coming.)
290 I feel unsafe
driving here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
Vehicles Drive down side streets
and do not stop to see if there is
traffic on Campos
291 I feel unsafe
driving here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
Vehicles Drive down side streets
and do not stop to see if there is
traffic on Campos
292 I feel unsafe
driving here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
Vehicles Drive down side streets
and do not stop to see if there is
traffic on Campos
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
293 I feel unsafe
driving here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
Heritage and Campos should
become a 4-way stop
294 I feel unsafe
driving here
Other/Personal
safety concern
Parking issue Street is too narrow
295 I feel unsafe
driving here
Other infrastructure
problem
296 I feel unsafe
driving here
Many Head on accidents
297 I feel unsafe
driving here
Narrow passing between Diggs and
Marston. Not enough room to pass
if cars parked on both side of the
street. If so you have to cross the
divider line.
298 I feel unsafe
driving here
Speed limit is high. very sharp turn.
299 I feel unsafe
driving here
While driving on Harry Lorenzo,
between Diggs and Marston. The
road is so narrow. When residential
cars are park on the street there is
no enough room to pass without
coming to the center divider.
300 I feel unsafe
driving here
301 I feel unsafe
driving here
302 I feel unsafe
driving here
303 I feel unsafe
driving here
304 I feel unsafe
driving here
305 I feel unsafe
driving here
306 I feel unsafe
walking here
Drivers not
yielding/
stopping
Add traffic calming
to slow cars
Spring Lake Elementary School -
concern with morning traffic and
student conflicts at intersection.

82 city of woodland systemic safety analysis report
ID Type Unsafe Behavior
Observed
Infrastructure
Problem Observed
Comment
307 I feel unsafe
walking here
Drivers not
yielding/
stopping
Traffic signal issue Concerned for increased foot traffic with new elementary school. Need
signal for children crossing on foot
and bicycles
308 I feel unsafe
walking here
Other/Personal
safety concern
Add/improved
sidewalk or
crossing
Walking/biking for elem school
309 I feel unsafe
walking here
Other/Personal
safety concern
Add/improved
sidewalk or
crossing
There is a HUGE missed
opportunity to create a pedestrian-
friendly crossing across Heritage.

It would connect two greenbelts,
including one leading to a school.
310 I feel unsafe
walking here
Other/Personal
safety concern
Add/improved
sidewalk or
crossing
connect greenblet across Heritage
between Miekle and Campos
311 I feel unsafe
walking here
Pedestrians
walking in
roadway/
shoulder
Add/improved
sidewalk or
crossing
Spring Lake Elementary School -
disconnected green belt will put
students at risk.
312 I feel unsafe
walking here
Parking issue
313 I feel unsafe
walking here
Not enough bus service to Davis
314 I feel unsafe
walking here
315 I feel unsafe
walking here

83 city of woodland systemic safety analysis report

84 city of woodland local road safety plan
• Added stakeholder team consultation and
inputs
• Added description of SS4A program
APPENDIX B - UPDATES TO 2020 SSAR
This LRSP is based on the City of Woodland
SSAR that was approved in 2020. The SSAR
was expanded to include guidance from the
LRSM and to reflect work completed since the
development and release of the SSAR.

Notable updates from the SSAR are listed below:
• Updated all maps to reflect changes to
roadway network
• Updated speed limits
• Added background on local road safety
plans
• Updated commuting trend information
• Added discussion of stakeholders
• Added collision data for the years 2017-
2020
• Updated OTS rankings
• Updated information on police department
safety efforts
• Noted completed safety improvements
and progress towards completion, where
appropriate
• Added new countermeasures from the 2020
update to the LRSM
• Added description of AB 43
• Identified top five priority corridors and
expanded analysis and recommendations
for them
• Added implementation chapter

85 city of woodland systemic safety analysis report