Yuba City City Council
January 20, 2026

Goal H-2: Assist in the provision of affordable housing for extremely low-, very low-, low-, and moderate-income households.

Goal H-3: Remove constraints to the availability and affordability of housing for all income groups.

Goal H-5: Preserve affordable housing.

Goal H-6: Ensure equal housing opportunity for all county residents.

Marysville 2050 General Plan
Draft not available online as of June 2025.

Live Oak 2030 General Plan
RELEVANT CIRCULATION ELEMENT POLICIES:

Policy CIRC-2.1: The City will seek funding for and include pedestrian and bicycle improvements in Capital Improvements Planning, as feasible.

Policy CIRC-2.2: The City and Redevelopment Agency will prioritize transportation investments that better connect neighborhoods to major destinations, with safer and more convenient pedestrian, bicycle, and transit stops and routes.

Policy CIRC-2.4: The City will seek funding for and, as feasible, install traffic-calming measures, such as planted medians, landscaped planter strips, landscaped traffic circles, and other designs in areas with excessive traffic, as appropriate.

Policy CIRC-3.5: In areas with high pedestrian activity, streets should be relatively narrow and curb radii should be designed to promote pedestrian safety and convenience, while also ensuring adequate emergency access.

Sutter County 2030 General Plan
RELEVANT MOBILITY ELEMENT POLICIES:

Policy M 1.2: Consider all transportation improvements as opportunities to enhance safety, access, and mobility for all travelers including people with special needs, recognizing bicycle, pedestrian, and transit modes as integral elements of the transportation system.

Policy M 1.3: Rights-of-Way. Secure adequate right-of-way to allow for the planning, design, and operation of transportation systems that provide safe access for all users.

Policy M 5.1: Prepare a Bicycle and Pedestrian Master Plan that supports implementation of a comprehensive, safe, and convenient system of commuter and recreational routes for pedestrians and cyclists.

RELEVANT LAND USE ELEMENT GOALS:

Goal LU 1: Promote the efficient and sensitive use of lands to protect and enhance Sutter County’s quality of life and meet the needs of existing and future residents and businesses.

Goal LU 4: Facilitate orderly, well-planned, sustainable, and efficient growth that balances aesthetic, considerations.

Goal LU 8: Facilitate well planned large-scale mixed-use residential, industrial, and commercial development, bringing housing and jobs to South Sutter County consistent with the terms of advisory Measure M.

RELEVANT HOUSING ELEMENT GOALS & POLICIES:

Goal H 1: Provide for an adequate supply of new housing to meet the needs of present and future Sutter County residents incorporating a variety of housing types and densities that accommodate all income groups.

Policy H 1.1: Adequate Supply of Land Suitable for Housing. Identify and maintain an adequate supply of residential land with appropriate zoning classifications, land use designations, development standards, infrastructure, and public services to accommodate the County’s fair share of regional housing needs, including housing for extremely low-, very low-, low-, and moderate-income households.

Goal H 2: Facilitate the development of affordable housing to meet the housing needs of lowerincome households in the County.

Goal H 3: Remove governmental constraints, address accessibility needs, and provide a regulatory framework to encourage a variety of housing types that accommodate all income groups.

Goal H 4: Provide housing for special needs groups, including persons with disabilities, seniors, farmworkers, persons experiencing homelessness, and extremely low-income households.

Goal H 6: Promote equal housing opportunities and affirmatively further fair housing for all residents of Sutter County.

Wheatland General Plan
RELEVANT CIRCULATION ELEMENT POLICIES:

Policy 2.A.10: The City shall give priority to street and highway improvements that increase safety, minimize maintenance costs, and increase the efficiency of the street system.

Policy 2.A.6: The City shall require an analysis of the effects of traffic from proposed major development projects. Each such project shall construct or fund improvements necessary to mitigate the effects of traffic from the project. Such improvements may include a fair share of improvements that provide benefits to others.

RELEVANT LAND USE ELEMENT GOALS:

Goal 1.B: To provide adequate land in a range of residential densities to accommodate the housing needs of all income groups expected to reside in Wheatland.

Goal 1.C: To provide for new residential development in planned neighborhoods that are designed to promote walking, bicycling, and transit use.

Goal 1.G: To support development of employment uses to meet the present and future needs of Wheatland residents for jobs and to maintain Wheatland’s economic vitality.

Goal 4.A: Provide for the city’s regional share of new housing for all income groups Goal 4.C: Meet the special housing needs of homeless persons, seniors, large families, disabled persons, and farmworkers.

Yuba City General Plan
RELEVANT CIRCULATION ELEMENT POLICIES:

Policy 5.2-I-7: When constructing or modifying roadways, plan for usage of the roadway space by all users, including motor vehicles, transit vehicles, bicyclists, and pedestrians.

Policy 5.2-I-21: Implement traffic calming measures to slow traffic on local and collector residential streets and prioritize these measures over congestion management. Include roundabouts, traffic circles, and other traffic calming devices among these measures.

Policy 5.4-I-1: Establish a network of on- and off-roadway bicycle routes and encourage their use for commute, recreational, and other trips. Design bike routes with the safety of cyclists as a priority.

Policy 5.4-I-4: Provide bicycle lanes with a minimum width of five feet (six feet along all parkways) on new streets and existing streets whenever they are widened to more than two travel lanes.

Policy 5.4-I-7: Increase bicycle safety by:
• Sweeping and repairing bicycle lanes and paths on a regular basis; • Ensuring that bikeways are delineated and signed in accordance with Caltrans' standards, and lighting is provided, where needed;
• Providing bicycle paths or lanes on bridges and overpasses; • Ensuring that all new and improved streets have bicycle-safe drainage grates and are free of hazards such as uneven pavement and gravel;
• Provide adequate signage and markings warning vehicular traffic of the existence of merging or crossing bicycle traffic where bike routes and paths make transitions into or across roadways; and
• Work with the Yuba City Unified School District to promote classes on bicycle safety in the schools.

Policy 5.4-I-8: Give bikes equal treatment in terms of provisions for safety and comfort on arterials and collectors as motor vehicles.

Policy 5.4-I-10 Provide for pedestrian-friendly zones in conjunction with the development, redevelopment, and design of mixed-use neighborhood core areas, the Downtown area, schools, parks, and other high use areas by:
• Providing intersection "bump outs" to reduce walking distances across streets in the Downtown and other high use areas;
• Providing pedestrian facilities at all signalized intersections; • Providing landscaping that encourages pedestrian use; • Constructing adequately lit and safe access through subdivision sites. • The following land use policies bolster a Safe System by addressing the built environment or socioeconomic factors that have an impact on roadway safety:

RELEVANT LAND USE ELEMENT POLICIES:

Policy 3.4-G-1: Maintain a well-defined compact urban form, with a defined urban growth boundary and urban development intensities on land designated for urban uses.

Policy 3.4-G-2: Promote a balanced land use program that increases the ability of people to live and work in the city.

Policy 3.4-G-3: Promote development patterns that maximize residents’ accessibility to parks, open space, and shopping areas.

Live Oak 2030 General Plan
RELEVANT CIRCULATION ELEMENT POLICIES:

Policy CIRC-2.1: The City will seek funding for and include pedestrian and bicycle improvements in Capital Improvements Planning, as feasible.

Policy CIRC-2.2: The City and Redevelopment Agency will prioritize transportation investments that better connect neighborhoods to major destinations, with safer and more convenient pedestrian, bicycle, and transit stops and routes.

Policy CIRC-2.4: The City will seek funding for and, as feasible, install traffic-calming measures, such as planted medians, landscaped planter strips, landscaped traffic circles, and other designs in areas with excessive traffic, as appropriate.

Policy CIRC-3.5: In areas with high pedestrian activity, streets should be relatively narrow and curb radii should be designed to promote pedestrian safety and convenience, while also ensuring adequate emergency access.

Federal and State Safety Policies and
Guidelines
Federal Policy Considerations
The United States Department of Transportation (US DOT) incorporated the Safe System Approach as part of its most recent National Roadway Safety Strategy (NRSS), adopted in January 2022. This NRSS is the first national commitment to the goal of zero fatalities on America’s roadways, and names the Safe System Approach as the way to accomplish that goal. Federal transportation officials have since unveiled a number of policies and programs geared towards the application and implementation of the Safe System Approach at the state and local levels.

Safe Streets and Roads for All
The Safe Streets and Roads for All (SS4A) grant program was established by the Bipartisan Infrastructure Law in 2022, centered around the Department of Transportation’s National Roadway Safety Strategy and its goal of zero deaths and serious injuries on America’s roadways. Over its five-year duration ending in approximately 2026, it will provide $5 billion in grant funding to develop and implement safety plans and projects.

The SS4A grant program provides funding for local agencies to create Comprehensive Safety Action Plans (CSAPs). It also provides funding to implement safety projects, but only to those agencies that have an adopted CSAP or an equivalent. In order to qualify as a CSAP (and allow an agency to be eligible for implementation planning grant funding), a plan must meet a nine-point criteria as set forth by the Department of Transportation. They include an official commitment and goal to eliminate roadway fatalities and serious injuries; the creation of a standing task force or working group that will lead and monitor the implementation of the plan; data-driven safety analysis; public engagement and intergovernmental collaboration; consideration of equity in the planning process; assessment of current policies and guidelines to identify changes that will better prioritize safety; identification of a comprehensive set of projects and strategies that address safety issues; posting of the plan online along with description of how future progress will be measured; and that the plan would be updated every five years.

Safe System Roadway Design Hierarchy
The Safe System Roadway Design Hierarchy, created by the Federal Highway Administration (FHWA) in 2024, provides guidance in contextualizing and assessing infrastructure-based countermeasures and strategies on their alignment with the principles of the Safe System Approach.

The Hierarchy classifies countermeasures into four tiers, from most to least aligned with Safe System principles. These tiers are:

1. Removing severe conflicts, which can act to eliminate high-risk conditions that involve users with different speeds or moving in different directions sharing space. This tier can include countermeasures that remove potential points of conflicts (for example, removing conflicting turning movements), and those that separate vulnerable users from vehicles in space (for example, protecting people biking through a separated bike lane).

2. Reducing vehicle speeds, which reduces the kinetic energy present within systems and thereby reduces the severity of crashes that do occur. As driver behavior, especially when it comes to speed, is highly influenced by roadway features, countermeasures that reduce prevailing speeds can include lane narrowing and features that channelize vehicle traffic such as median islands.

3. Managing conflicts in time, which covers instances (such as intersections) where space needs to be shared between different users, but where they can be separated in time. An example is the Leading Pedestrian Interval, which allows people walking to have a ”head start” interval at a signalized intersection before conflicting vehicle traffic enters the crosswalk.

4. Increasing attentiveness and awareness, which involves alerting users to conflicts and potential risks, can involve such countermeasures as intersection daylighting and warning signage.

Crucially, the Hierarchy prioritizes improvements and countermeasures that make physical changes to the system for the whole population as more effective than measures that rely on roadway users and individual decisions. This is consistent with the Safe System Approach’s central premise that humans make mistakes, and that the roadway system should be designed to accommodate them through redundant and proactive interventions.

In addition to presenting this tiered hierarchy as a framework for understanding countermeasures as they relate to the principles of the Safe System Approach, the guidance also presents examples of both common and novel countermeasures that fall under each tier.

Safe System Approach for Speed Management
Speeding continues to be one of the leading causes of collisions across the country, especially those causing fatalities and severe injuries, and the relationship between higher speeds and increased collision severity is well-documented. The FHWA’s 2023 report on the Safe System Approach for Speed Management provides targeted recommendations around speed management. The report notes the need for agencies to place safety and the prevention of injury collisions (as opposed to throughput or travel times) as the highest priority when it comes to speed setting on roadways, and highlights the need to change the physical design and context of the roadway beyond merely changing regulatory speed limits in order to achieve target speeds.

The report outlines a five-stage framework to speed management that is consistent with the Safe System Approach. The process begins with establishing a vision and building consensus within the community to manage speeds; the creation of a strategic safety plan, such as a Vision Zero plan or Local Roadway Safety Plan, can serve this purpose. Second, speed data should be collected and analyzed, which can help both guide the rest of the process and provide the backing to build public support. Third, locations for speed management should be prioritized proactively, taking into account both collision and speeding history as

well as contextual factors (such as the presence of vulnerable users or traffic generators like schools and commercial areas). Countermeasures can then be selected for prioritized locations. Finally, ongoing monitoring and evaluation should be conducted to ensure efficacy and allow for flexibility and adjustment. The report also provides real-world case studies of how these principles were applied in practice.

Primer on Safe System Approach for Pedestrians and Bicyclists The Primer on Safe System Approach for Pedestrians and Bicyclists, released by the FHWA in 2021, emphasizes the importance of protecting pedestrians and bicyclists, as vulnerable users, under the Safe System Approach. The Primer details the considerations surrounding pedestrians and bicyclists under each of the five elements of the Safe System Approach – Safe Speeds, Safe Roads, Safe Vehicles, Safe Road Users, and Post-Crash Care. It also provides strategies and actions that can be taken at the Federal, state, and local levels towards implementing the Safe System Approach. Also included is an appendix on benchmarking policies, programs, and practices for Safe System consistency. The benchmarking used for City of Sacramento is based on this benchmarking tool.

Other National Guidance
In addition to policy and guidance from Federal agencies, other national-level documents provide additional guidance towards applying and implementing the Safe System Approach for local agencies.

The Safe Systems Pyramid
The Safe Systems Pyramid is a new framework for traffic safety proposed in a 2023 paper which adapts the Health Impact Pyramid framework into the Safe Systems Pyramid for roadway safety practitioners.

Building on established public health practice, the Safe Systems Pyramid illustrates how interventions that have the largest reach and require the least personal effort will be the most impactful.

In addition to identifying the kinetic energy transfer as the cause of injury, the Safe Systems Pyramid also relates energy to exposure. It explains how the many possible safety interventions differ in their effectiveness at reducing risk in the transportation system by prioritizing interventions that reduce exposure to kinetic energy transfer at the system level. Those that require more individual effort, such as driver education programs, have the least impact on improving system-wide safety. Meanwhile, those that change the quality of people’s lives and the built environment in which they travel more broadly, such as affordable housing near transit, zoning reform, traffic calming, and limiting crossing distances at intersections, have the largest impacts on safety.

Source: David Ederer, Rachael Thompson Panik, Nisha Botchwey, and Kari Watkins. The Safe Systems Pyramid: A new framework for traffic safety, https://doi.org/10.1016/j.trip.2023.100905. Graphic from Vision Zero Network, https://visionzeronetwork.org/applying-the-health-impact-pyramid-to-roadway-safety/ At the top of the Safe System Pyramid is education, which generally correspond to Tier 4 of the Safe System Hierarchy, and encompasses driver education programs and campaigns – for example, asking drivers to slow down and obey the speed limit. As the authors of the paper note, “the need to urge behavioral change is symptomatic of failure to establish contexts in which healthy choices are default actions,” and education programs are thus considered to be most reliant on individual behavior and least effective in producing improvements.

Below education on the Pyramid are active and latent safety measures, which generally correspond to Tier 3 of the Hierarchy. Active safety measures encompass such countermeasures as warning signals and signs, as well as in-vehicle devices such as seatbelts and collision warnings. These safety measures are effective when used, but rely on individual opt-in (for example, for a driver to react to signage or to a collision warning) to function. Latent safety measures encompass countermeasures such as signal timing modifications such as leading pedestrian intervals (LPIs) that create redundancy, as well as vehicle features such as lane departure prevention and automated emergency braking. Latent measures are considered more effective than active measures, as they require less individual opt-in, but their efficacy is still limited by the fact that they are applied individually. For example, while automated braking is superior to a warning signal that warns the driver to manually brake, only those who choose and have the means to drive a vehicle with the feature will have access to this technology.

Further down on the pyramid is the built environment level, which corresponds to Tiers 1 and 2 of the Hierarchy, and refers to physical alterations to the roadway that promotes slower speeds, physically separate vulnerable users, and reduce the number of high-risk conflicts. Such interventions can also improve the experience for walking and biking, and reduce the number of vehicle trips by encouraging mode shift. Unlike the higher levels of the pyramid, changes to the environment creates contexts that

encourage safer user behaviors (for example, narrower lanes that induce lower speeds) and are thus less dependent on active user participation and are more effective.

Finally, the socioeconomic factors level lies at the base of the pyramid. Typically, roadway safety interventions do not go beyond the roadway infrastructure, but today’s safety outcomes are inexorably linked by socioeconomic factors of the places that our roadways serve. Across the country, communities of color and low-income communities are disproportionately exposed to the most dangerous roadways that feature high speeds, high traffic volumes, and outdated design and safety features. Moreover, many communities across the country also trapped by a lack of viable alternative transportation options as a result of car dependency, a crisis that is likely going to persist as the national phenomenon of the suburbanization of poverty continues. These are overarching socioeconomic factors that dictate urban form and the built environment, which in turn dictate safety outcomes. This category of interventions is often considered outside the traditional purview of transportation professionals, as they must come in the form of policy around land use, zoning, and economics that go beyond (but work in tandem with) transportation policy. However, they also must be considered when attempting to address roadway safety, as these socioeconomic factors form the root causes of roadway safety issues.

The pyramid should be seen as a structure for prioritizing the roadway design and operations tools that will have the most impact for safety while also collaborating outside the safety silo with other agency and community stakeholders to engage in upstream and more wide-ranging root cause topics.

NCHRP 1036: Roadway Cross-Section Reallocation Guide
The National Cooperative Highway Research Program (NCHRP)’s Report 1036, the Roadway Cross-Section Reallocation Guide, was developed in 2023 as a tool for practitioners to use in the development of roadway cross-sections that better assess the tradeoffs that are involved in the allocation of the limited width of a roadway. The guide begins with the premise that roadway space is scarce, and trade-offs are inevitable, and provides guidance for planning roadway cross-sections that center community priorities for that limited space. The guidelines also infuse Safe System considerations by establishing minimum floors for safety standards, such as the provisions of pedestrian and bike facilities and minimum widths for sidewalks and bike lanes. Finally, the guide discusses approaches for community engagement and operational analysis to facilitate the decision-making process consistent with the goals and minimum standards outlined in the guide. The guide also includes a companion Excel spreadsheet that can be used for new roadway and retrofit planning.

California Policy Considerations
The California Department of Transportation (Caltrans), like Federal authorities, has also adopted the Safe System Approach and committed to Vision Zero. Similarly, recently legislation at the State level has supported prioritization and cross-department collaboration consistent with the Safe Systems Pyramid strategies and hierarchy. Several State Senate and Assembly Bills and Caltrans Directors’ Policies (DPs) have been essential policy building blocks to support the ongoing Safe System pivot in California.

AB 43
California Assembly Bill (AB) 43 was passed in 2021 to provide additional flexibility to local jurisdictions to set speed limits on their roadways. Specifically, it offers them a means to lower speed limits on additional corridors. Cities now have increasing flexibility to enforce context-sensitive speed limits.

AB 43 features the following five major components, focused on giving local jurisdictions more flexibility in setting speed limits, especially regarding vulnerable road users:
• Engineering & Traffic Survey (E&TS): An option to extend enforceable time period • Post E&TS: An agency can elect to retain current or immediately prior speed limit • Speed Limit Reduction: Reduction of additional 5 mph based on several factors, including designation of local “Safety Corridors”
• Prima Facie Speed Limits: Options for 15 and 25 mph in certain areas depending on context • Business Activity Districts: Option for 20 or 25 mph
In particular, in this Regional Safety Action Plan, the designation of “Safety Corridors” is applied to roadways where the highest number of serious injury and fatality crashes occur, identifying specific locations or corridor-level segments with high crash occurrences and stratified by mode. AB 43 stipulates that a jurisdiction’s set of safety corridors must account for at least 25 percent of all killed or seriously injured (KSI) crashes and must comprise 20 percent of its streets or less.

If a jurisdiction, after completing an engineering and traffic survey, finds that the speed limit on a roadway segment is higher than reasonable or safe, they may declare a default speed limit that has been reduced an additional five miles per hour if that segment is designated as a safety corridor.

DP 36
In Caltrans Director’s Policy (DP) 36, made effective in 2022, the agency committed to eliminating fatal and serious injury crashes by the year 2050, and committed to achieving this goal through the application of the Safe System Approach.

DP 37
DP 37, issued in 2021, establishes creating complete streets that support people walking, biking, taking transit, and accessing passenger rail. It recognizes these priorities as a means of advancing state goals in climate and the environment, in public health, and in equity and repairing harm to underserved communities. It also recognizes complete streets as valuable community spaces that can boost economic vitality and resiliency. To these ends, it directs that “all transportation projects funded or overseen by Caltrans will provide comfortable, convenient, and connected complete streets facilities for people walking, biking, and taking transit or passenger rail unless an exception is documented and approved.”

Caltrans Intersection Safety and Operations Assessment Process (ISOAP) What is ISOAP?
The Intersection Safety and Operational Assessment Process (ISOAP) is a performance-based, datadriven framework developed by Caltrans to evaluate and select intersection improvement alternatives. It incorporates the Safe System Approach to improve safety and operations for all road users. ISOAP’s purpose is to screen and identify the most viable intersection control and geometric design alternatives, ensuring they fit within the surrounding land use context and available resources. It replaces the prior Intersection Control Evaluation (ICE) process, aiming to reduce severe crashes and support Caltrans’ long-term goal of eliminating traffic fatalities and serious injuries.

Note: ISOAP applications can differ between land development and infrastructure projects (e.g., interchanges, corridor improvements) processed through Caltrans’ standard project development phases (PID and PA/ED).

Safe System Approach
The Safe System Approach is a safety framework used in ISOAP to reduce fatalities and serious injuries.

It accepts that human errors are inevitable and designs road systems to minimize harm.

CORE PRINCIPLES
• Zero Fatalities Goal – Safety is prioritized above all. • Human Error Is Expected – Roads must be forgiving.
• Human Vulnerability – Designs account for physical limits. • Shared Responsibility – Safety is a collective effort. • Redundancy – Multiple safety layers protect users.
• Proactive & Reactive Safety – Prevent crashes and reduce severity.

KEY ELEMENTS
• Safe Road Users – Education and enforcement.
• Safe Vehicles – Crash avoidance technologies.
• Safe Speeds – Lower speeds reduce crash impact.
• Safe Roads – Infrastructure that reduces conflict points. • Post-Crash Care – Emergency response and trauma care.

In ISOAP, this approach guides intersection design by emphasizing conflict reduction, speed management, and multimodal safety.

When is ISOAP Required?
ISOAP is required if a land development project proposes the following improvements to the State Highway System (SHS):
• Connecting a new public road, private road, or high-volume (average daily traffic volumes of 1,000 or greater) driveway to a state highway or a new interchange to a freeway. • Changing the type of traffic control, such as from stop-control to signal-control or from a twoway stop to all-way stop. • Installing a pedestrian hybrid beacon at an intersection. • Making major physical changes to intersection approaches, including at ramp terminals, such as adding a leg to an intersection or widening to provide an additional through or turn lane.

Note that development projects entitled prior to ISOAP adoption are not exempt from the process, unless an ICE evaluation was previously prepared and approved by Caltrans.

Development projects often propose right-turn in/right-turn out driveways on state highways. ISOAP is not required for these driveways if the driveway approach volume is less than 1,000 vehicles per day.

ISOAP Process Summary
STAGE 1: SCREENING AND INITIAL ASSESSMENT
This stage identifies viable intersection strategies early in the project development process, typically during the Project Initiation Document (PID) phase.
• Determine ISOAP Applicability: ISOAP is required for new intersections or major modifications (e.g., traffic control changes, new legs, pedestrian hybrid beacons). Exceptions must be approved by Caltrans HQ.
• Define Project Outcomes, Place Type, and Design Vehicle • Outcomes may include safety improvements, multimodal access, or traffic calming. • Place types (urban, suburban, rural) influence design. • Design vehicle selection depends on truck access needs. • Pedestrian and Bicycle Assessment: Evaluate current and future needs using Complete Streets guidance. Consider accessibility, school zones, and senior housing. • Right-of-Way and Operational Feasibility: Use tools like CAP-X and VJust to assess footprint and multimodal capacity. LOS is no longer a primary metric; use Daily Person Hours of Delay (DPHD) or other MOEs.
• Transit and Freight Assessment: Ensure intersection accommodates transit stops, queuing, and turning movements for large vehicles.
• Initial Safety Assessment: Use tools like SPICE, SSI methodology, and crash modification factors to compare strategies.
• Eliminate Infeasible Strategies: Remove options with insurmountable environmental, safety, or cost barriers.
• Document Findings: Complete the Stage 1 ISOAP form/documentation. If only one viable strategy remains, it becomes the recommendation. Otherwise, proceed to Stage 2.

STAGE 2: DETAILED ANALYSIS
• Detailed Safety Analysis: Use the Highway Safety Manual (HSM) to predict crash frequency/severity and calculate safety-related costs.
• Detailed Operational Analysis: Use tools like Synchro, SIDRA, VISSIM, and Highway Capacity Software. Include multimodal data and forecast volumes. • Functional Sketches and Performance Checks: Prepare conceptual layouts showing lanes, pedestrian/bike facilities, and transit stops. Conduct geometric checks (e.g., sight distance, roundabout fastest path).
• Cost Estimate and Right-of-Way Impacts: Include construction, maintenance, and crash costs.

Consider drainage, utilities, and staging impacts.
• Performance-Based Analysis Matrix: Compare strategies using safety, operations, cost, and benefit-cost ratio. Consider equity and Safe System principles. • Document Final Recommendation: Submit the Stage 2 ISOAP form/documentation. The selected strategy may not be the cheapest but must align with safety and community goals.

1 Appendix B: Community Engagement
Materials & Feedback
Community Listening Sessions Summary
Introduction
In close collaboration with local communities, the Yuba-Sutter Regional Safety Action Plan (YSRSAP) was launched with the primary goal of improving roadway safety throughout the region. This comprehensive initiative is designed to evaluate existing transportation conditions and identify critical safety concerns that affect all road users, including pedestrians, bicyclists, motorists, and public transit riders. By thoroughly assessing the locations and causes of traffic-related hazards, the plan seeks to implement targeted interventions that will lead to safer streets, a reduction in traffic-related injuries and fatalities, and an overall improvement in quality of life for residents.

The development of the YSRSAP was made possible through an $800,000 grant awarded in 2023 to the Yuba County Department of Public Works by the U.S. Department of Transportation. This funding supports a collaborative planning process that includes Yuba County, Sutter County, and the incorporated cities of Marysville, Wheatland, Yuba City, and Live Oak. Central to the planning effort is the commitment to transparency, community involvement, and data-driven decision-making.

To ensure that the plan reflects the perspectives and needs of those who live and travel within the region, the project team organized a series of public listening sessions. These sessions served as a vital platform for community members to engage directly with the planning process, learn about proposed safety strategies, and provide meaningful input that will shape the final recommendations.

Listening Session Overview
From May 1 through May 14, 2025, the YSRSAP project team hosted a total of four in-person community listening sessions across the YubaSutter region. Each session ran from 5:30 to 7:00 p.m. and was strategically scheduled and located to maximize accessibility and encourage participation from a diverse cross-section of residents.

Community Meeting
Directional Sign
Marysville Health & Human
Services Center, May 1st
Yuba City Gauche Aquatic Park
Meeting Room, May 7th

2 These listening sessions provided an open and welcoming environment where attendees could learn more about the
safety action plan, meet with members of the project team, and voice their observations, concerns, and ideas about local transportation safety. The input gathered during these
sessions plays an essential role in shaping the priorities of the plan and ensuring that the solutions developed are
responsive to the specific needs of the communities
involved.

The sessions took place at the following locations:
• Thursday, May 1: Marysville Health & Human Services
Building
• Wednesday, May 7: Yuba City Gauche Aquatic Park Meeting Room • Tuesday, May 13: Live Oak Community Center
• Wednesday, May 14: Wheatland Community Center
Each event was promoted through multiple channels, including flyers, local news outlets, social media, and direct outreach to community groups, with the goal of ensuring broad awareness and encouraging robust attendance.

Event Format and Engagement
Each listening session followed a relaxed, open-house format that encouraged free movement and informal dialogue. Upon arrival, attendees were greeted by project team members and offered complimentary items such as bottled water, bicycle safety accessories, and small treats like candy to create a friendly and inclusive atmosphere.

The venue layout included a series of display boards arranged throughout the room, each highlighting different components of the safety action plan. These exhibits covered a wide range of topics, including key goals of the plan, data on current roadway conditions, maps of high-priority safety areas, and preliminary recommendations for improvement. The visual displays were designed to be easy to understand and accessible to a general audience, encouraging thoughtful discussion and feedback.

Live Oak Community Center, May
13th
Wheatland Community Center, May
14th
Awareness Lawn Sign

3 Project team members were stationed at each board to answer questions, explain technical details, and engage in one-on-one conversations. This personal interaction helped foster trust and allowed participants to share firsthand experiences and local insights, which are critical to developing solutions that are both effective and community-centered.

Stations and Board Exhibits
The listening sessions featured several themed stations and informational boards, each addressing a unique aspect of the Yuba-Sutter Regional Safety Action Plan. The following section provides a detailed overview of the content presented at these stations.

Information Board:

4 Plan Voting Board & Feedback:

5 Marysville Boards & Feedback:

6 Yuba City Boards & Feedback:

7 Live Oak Boards:

8 Wheatland Boards & Feedback:

9 Yuba County Boards & Feedback:

10 Sutter County Boards & Feedback:

11 Interactive Web Map

SOCIAL PINPOINT

12

13 Biking Safety Comments
Nearest Address Comment Screen
name
1130 North Beale Road, Linda
This entire area is unsafe for bikes and peds. Bike infrastructure is unprotected and poorly delineated.

Signal crossings are poorly marked, timed, poor lighting, and poor beg buttons. The traffic is heavy here and there needs to be much more signs, beacons, and protected intersections.

YABA
1800 Erle Road, Linda
Erle Road is unsafe for bicycles and pedestrians due to the 55mph+ speeds and commercial truck traffic traveling at 55mph+. There is no clear recovery zone for the established speed and the bike lane is undesignated and has no clear delineation, protection, or buffer zone.

YABA
1548 Erle Road, Linda
Bicycles traveling between the retail center near Walmart and the Edgewater subdivision along Erle Road face several problems and risks. Erle Road does not have bi-directional bike lanes but instead routes all bike traffic along the north side of the road. The speed limit on Elre Rd is 55+ mph and a designated commercial truck route. The bike lane has no delineation as a bike lane, no safety features such as barriers or buffers. It is actually a shoulder all the way to the Erle Rd overcrossing where it ends. Vehicles use the shoulder as a turn lane onto Lindhurst Avenue northbound. Coming Southbound from Lindhurst, cyclists must share the left turn lane with motorists to go eastbound on Erle Rd from the overcrossing. This keeps cyclists going with the flow of traffic but there are no bicycle delineations, markings, designated areas, or guidance to help motorists understand the road is shared.

YABA
1012 5th Street, Marysville
Bicycles traveling in both directions are forced onto the sidewalk here. This is unsafe for several reasons due to lack of markings, signs, space, and speed differentials. Eastbound cyclists are dumped into J Street going the wrong way off of a sidewalk into right turning southbound traffic, which results in collisions between right turning vehicles and eastbound bicycles.

YABA
468 Bridge Street, Yuba City
Eastbound and westbound traffic at Plumas St are traveling at a higher rate of speed than the 85th percentile because of the perceived speed of the facility over the 5th Street bridge. There have been KSI's at this intersection to include a serious (SI) of a minor child who was walking her bicycle. There is no traffic calming coming off the bridge.

YABA
248 Bridge Street, Yuba City
I was eastbound (against traffic) on my bike because this is the only bike lane connecting to an eastbound crossing of the 5th St bridge. At this curve I was nearly hit head-on by a Yuba City Fire Engine that was driving over the limit line in the bicycle lane. Had I not been paying attention and not moved to the curb I would have been (probably) fatally hit. The driver was not paying attention. The fire engine was not speeding or driving to an emergency. It was simply in the bike lane. There are no barriers for this bike lane but there should be.
635 Sutter Street, Yuba City Southbound Sutter St after coming off of the 5th Street Bridge is an unsafe merge into traffic without a bicycle lane on Sutter Street. YABA

14 Nearest Address Comment Screen
name
641 Sutter Street, Yuba City
This intersection is an unsafe cluster/diversion for cyclists after being routed off the bridge. Cyclists changing direction to northbound from an westbound crossing are forced to cross traffic on the wrong side, against the flow of vehicle traffic where there is no designated bike lane northbound on Sutter Street. To continue westbound, cyclists must transition to an unprotected bike lane on 5th street that ends at Shasta Street.
639 Sutter Street, Yuba City
5th Street Bridge forces bicycles off of 5th Street and relegates them to one side of the bridge for both directions without a safe protected way to continue on 5th Street even though there is a designated bike lane.

YABA
1112 Simpson Lane, Linda
Simpson Lane overcrossing is the only "local (county)" connecting road to Marysville from Linda and the residential areas south of the Yuba River. The only other crossing is at E Street Bridge where Caltrans has provided no safe route. Simpson Lane is a high speed (55 mph +) two-lane commercial truck route facility with inadequate clear recovery, zero traffic controls, zero designated bike or ped facility, and zero lighting or passive speed control signs. This facility is dangerous for all users, especially bicycle and pedestrians trying to access Marysville services.

YABA
505 6th Street, Marysville
6th Street between Yuba Street and J Street is a designated bicycle boulevard. The entire road is shared with bicycles. There are not enough signs and sharrows telling motorists to slow down and to share this road.

YABA
California Highway 70, Linda
There is no designated bicycle lane into Marysville from Linda/Olivehurst. SR70 crossing is completely deficient in bike/ped facilities. Many many bike/ped crossings per day, including motorized wheelchairs within 1-2 feet proximity of high speed semi truck and vehicle traffic on one side and a 30" high rail barrier over the side of the bridge. No lighting, no connectivity for bike/ped/rolling users. No ADA, no signs, no beacons, no safety barriers. Bridge walkway is only 38" wide.

YABA
1277 Simpson Lane, Linda
Very unsafe due to high speed truck and vehicle traffic 60mph and no barrier protection in the clear recovery zone which serves as unofficial bike and ped lane, no lighting, no signs, no delineation, no beacons or traffic calming, no ped crossings, and highway speeds in very close proximity to bicycle traffic. Simpson Lane is the only river crossing into Marysville beside the State Highway at E Street. I ride Simpson Lane and have had several very close calls.
zerovmt
1222 Colusa Avenue, Yuba City No hay suficiente espacio en las calles principales para bicicletas, hace falta un carril especifico para ciclistas. Lisa

15 Walking Safety Comments
Nearest Address Comment Screen
name
1526 Mcgowan Parkway, Arboga I propose to build a sidewalk to be able to walk from the gas station to the Mac Gowan park so people who needs to take the public bus at the bus station can walk safely.

Walking
safely
Arboga Road, Olivehurst
Speed Limit on Arboga Rd between McGowan Pkwy and Ella Ave is currently 55 mph. There is a stop sign at McGowan and a stop sign at Ella. There are six crosswalks and four left turn options in this stretch of road. Speed limit is excessive (but may have been appropriate in the past before housing developments were built). Many drivers seem to drive about 45 mph. Suggestion: reduce speed limit to 45 mph.

Michael
ScullyLinder
1148 North Beale Road, Linda Bike and Peds are at risk in this entire area. Poor lighting, poor signalized intersections, poor delineated markings, lack of signage and beaconized crossings, etc. Very high risk area. YABA 1830 B Street, Marysville
There have been KSI's here involving students due to the amount and high speeds of state highway traffic.

There are not enough traffic calming measures in the school zone. Caltrans Binny Junction project build alternative did not adequately address the KSI's and preventative measures. Caltrans proposes to increase the speed limit to 45mph here.

YABA
12913 Rices Crossing Road, Oregon
House
I propose to build a sidewalk to be able to walk from the gas station to the Mac Gowan park so people who needs to take the public bus at the bus station can walk safely.

Walking
safely
13857 Phoenix Ave, Oregon House
Concerning the section of Rices Crossing Road south of Rices Texas Hill Road: There is no pedestrian lane, nor space for pedestrians, on this section. Could there be better signage to warn drivers, and/or post a speed limit?
Rodney
Carter
9872 Texas Hill Road, Oregon
House
Need an oval walking track so the community has some where safe to walk.

We have the space - 5 acres of community space available Margaret
Fowler
1429 Phillips Road, Yuba City This is a public K-10 school it needs a well established walking path Margaret Fowler
1830 B Street, Marysville Crosswalk for children in front of elementary Bshackle 1222 Colusa Avenue, Yuba City
Marysville Charter kids cross this intersection of a busy highway to go to the center across the street to use as a gym since their school does not have one. I worry how fast people drive on this highway that a kid may get hit. Is there anyway we can make this safer for kids who cross multiple times a day.

Sal
1830 North Beale Road, Linda
The neighborhood is not well lit at all. Very unsafe for walks in the evening. In addition there has been several car break in as well as thefts and with proper lighting some of these crimes would not occur as lighting would be a deterrent.

E.McKnight
1500 North Beale Road, Linda A flashing beacon here will really help getting vehicles to stop and allow me to cross and get to nearby stores across the street. JG

16 Nearest Address Comment Screen
name
2371 North Beale Road, Marysville I feel a flashing beacon here will help me and others cross N. Beale Rd from the apartments and other homes to the nearby plaza. Resident X
3120 Forty Mile Road, Wheatland The intersection of N. Beale Rd and Goldfields Pkwy is really dark. I feel unsafe walking when its dark out. I would like to suggest lighting at the intersection and along N. Beale Rd. Resident X 1526 Mcgowan Parkway, Arboga
I have often seen pedestrians walking on the east side of Forty Mile Rd when there is a concert at the Toyota Amphitheatre. To avoid parking at the Amphitheatre, concert-goers will park at the Hard Rock Cafe and walk. After the concert seems really unsafe considering the lack of lighting.

Mr. W

17 Walking Safety Comments
Nearest Address Comment Screen name
9201c Larkin Road, Live Oak,
California 95953, United States
Cars often drive dangerously beyond the 35 speed limit here, especially when coming northbound into Live Oak on Larkin. There is a speed limit change from 55 to 35mph a little before the River Valley nursing home, but most are going over 55 and continue to go that speed past the nursing home. There is a lot of traffic coming in and out of the nursing home parking lot and speeding on Larkin makes this area very dangerous. I have also seen wreckless speeders crash into the backs of cars that have slowed down or stopped on the road waiting to turn into the homes on Larkin. There are a couple of speed change warning signs and a radar warning, but it seems nobody cares. Maybe a slight speed bump and flashing lights could help?
1764 Tierra Buena Road, Yuba
City Drivers do a rolling stop or at times not stop at all.

California Highway 65,
Wheatland
The bottlenecked traffic that has to get through Wheatland is a safety concern. All of the new homes/apartments =more traffic. In the event of an emergency there is NO way to safely get out. There’s not even passing lanes. Stop being greedy and find a way to re-route the 65 or add lanes.

A concerned
Wheatland
citizen
126 12th Street, Marysville
There is heavy traffic congestion in this area between 07:20 am - 07:45 am. Typically, most people turning left onto B ST, from 12th ST, also need to quickly merge for the upcoming turn on 9th ST. There are merging issues and this contributes to the growing traffic on B ST.

Brittney
3986 Wheatland Road,
Wheatland
Big dip in the road. This has gotten worse and worse over the last couple years. Even traveling at posted speed limit this dip is cause for concern. Please look into repairing it. Darren 985 Hillcrest Avenue, Yuba City Yuba City Hwy 20 at Shasta St intersection, median divide the visibility is extremely poor and very low height. Jo
1222 Colusa Avenue, Yuba City Queens Ave overpass, 2 stoplights cause bottleneck traffic during peak commute hours. This endangers traffic on northbound West Onstott Rd and also the kids E-Learning access On Queens Ave Jo 425 9th Street, Marysville Speed bumps need reflective because they are hard to see Mark Hubble 13623 Rices Crossing Road,
Oregon House
There have been several crashes at the intersection of Marysville Road and Rices Crossing Road, some fatal. I was involved in one of them. Visibility is poor on both approaches to the intersection. The traffic can be heavy. Some drivers approach the intersection at speeds in excess of 55 miles per hour. The speed limit isn't posted there, so drivers can assume it is still 55 miles per hour, as it is on both approaches to the intersection. A few seconds of inattention can therefore result in a violent collision at the intersection. Such collisions have occurred a number of times.

Henry Knapp
231 South Walton Avenue, Yuba
City
There needs to be a turn lane here. Traffic backs up excessively when drivers try to make a left turn into the Berkshire neighborhood. Often times its a full stop in traffic nearly causing collisions. Anonymous

18 Nearest Address Comment Screen name
1289 Lincoln Road, Yuba City
Left turn lane is not long enough. Cars often miss the signal due to access to the turn lane being blocked.

This has resulted in cars using the oncoming traffic lane as a way to bypass traffic that is going straight. I have seen collisions happen here because of this.

Anonymous
Pasado Road, Olivehurst Need to add traffic lights, its almost impossible to turn left on Erle Rd. due to ongoing traffic..

Plumas Arboga Road, Arboga So many accidents at this intersection. Needs a light or lighted stop signs immediately 3992 Wheatland Road,
Wheatland
Seems like a pipe or culvert is broke and the road has settled. Big drop in the road that has continually gotten worse. Ashley Ferreira
1649 Broadway Road, Arboga Trying to navigate through this area during school drop offs & pickup times. The road gets blocked in several directions. Many local residents can not even leave their homes during school hours. carrway 12510 Rices Crossing Road,
Oregon House
"Rices Crossing is narrow in places, and people have run off the side of the road. The biggest concern, however, is emergency egress in case of a wildfire. As a Director of the Dobbins/Oregon House Fire Protection District, I anticipate that emergency egress issues will severely impact the ability of the Fire district to respond to an emergency. See this link for a compilation of letters sent to Yuba County about Rices Crossing Road: https://foothillwatercoalition.org/records/links/24-12-30_wf_letters.html Charles Sharp
1222 Colusa Avenue, Yuba City Hay demaciados carros en esta pequeña ciudad. Deberia haber mas transporte publico Hilda 1548 Erle Road, Linda North bound cars here often make their own lane to make a right turn on to Erle Rd. New striping is necessary also see a lot of kids on bikes on the road on Lindhurst Ave Private 1222 Colusa Avenue, Yuba City
Recorrer la pequeña ciudad de Yuba es todo un reto y toma demaciado tiempo. Hay demaciados semaforos, las glorietas creo pueden ser mejor opcion para las calles principales en vez de tanta luz. De igual manera en zonas residenciales puede funcionar mejor Stop signs y detectores de velocidad en diferentes zonas.

Lisa
1311 Oswald Road, Yuba City
I have seen many many crash’s and also have been a victim of a crash right in the section of the road.

People travel way to fast and many have been killed her due to traffic accidents. They’re should be a light here.
1991 Mcgowan Parkway,
Olivehurst
Crash happened on December 25, 2024. unknown cause however it was a two car collision. This is a four way stop intersection and can sometimes be challenging when school ends for the day and traffic piles up with kids walking home after school.

Olivehurst
Resident

Appendix C
Safety Corridor Background &
Technical Methodology

1 Appendix C: Safety Corridor Background
and Technical Methodology
This section discusses the methodology used for the identification of safety corridors, the roads that had the highest number and risk of crashes resulting in severe injury or death.

Policy Background: Assembly Bill 43
Assembly Bill (AB) 43 is state traffic safety legislation aimed at reducing road fatalities by giving local governments more flexibility in setting speed limits. AB 43 enables cities to consider pedestrian and cyclist safety, school zones, and accident history when setting speed limits. If a jurisdiction, after completing an engineering and traffic survey, finds that the speed limit on a roadway segment is higher than reasonable or safe, they may declare a default speed limit that has been reduced an additional five miles per hour if that segment is designated as a safety corridor. A safety corridor is a roadway segment within an overall roadway network where the highest number of serious injury and fatality crashes occur.

The Safety Corridor Definition Requirements from the California Traffic Control Devices Committee (CTCDC) proposes the following factors to influence collision weighting:
• Crash severity
• Crash mode
• Disadvantaged Community status
• Vulnerable populations: Seniors (age 65+) and youth (under age 15) • School proximity (within 0.25 miles)
Additionally, the AB 43 legislation language states that “a local authority shall not deem more than one-fifth of their streets as Safety Corridors.” Safety Corridors should account for at least 25% of KSI collisions. While the Safety Corridors definition can now be used for identifying AB 43 posted speed reduction locations, the State will likely expand use of this definition to additional safety-related programs, policies, and funding sources.

More information is available here: https://dot.ca.gov/-/media/dot-media/programs/safetyprograms/documents/ctcdc/ctcdc-agenda-item-21-16-020223-a11y.pdf Safety Corridors Data
Collision Data
The Safety Corridor/High-Injury Network was developed using the 6-year collision dataset for 2018-2023 from the SWITRS database. This dataset only included injury collisions (i.e. excluding Property Damage Only collisions, where an injury was not reported) and included collisions on surface streets, state facilities, at freeway ramp intersections, and on freeways.

2 Contextual Data
In addition to collision data, the Safety Corridor methodology used the following contextual datasets:
• Yuba County and Sutter County centerline files merged • USDOT Equitable Transportation Community (ETC)
• Transit stops locations
• Big data representing observed vehicle speed, aggregated to the segment level, from Wejo Collision Severity Weighting
Collision weights are derived based on 2022 California Local Road Safety Manual (LRSM) crash costs for each collision severity. This method is similar to the Highway Safety Manual (HSM) Equivalent Property Damage Only (EPDO) weighting method but uses the “Complaint of Pain” severity level as its baseline, because Property Damage Only (PDO) collisions are not included in the Safety Corridor Network.

Cost assumptions from the 2022 Caltrans LRSM are based on costs included in the HSM First Edition, with costs adjusted to 2022 dollars. The HSM uses “comprehensive” or “societal” crash costs to associate costs with each crash severity level. Comprehensive costs include both economic costs and monetized pain and suffering costs. Economic costs are monetary costs associated with emergency services deployment, medical services, productivity loss due to victim injury, insurance and legal costs, costs as a result of congestion impacts as a result of the collision, and property damage costs. Monetized pain and suffering costs are an assumption of the costs associated with lost quality-of-life (or Quality-Adjusted Life Years [QALY]), accounting for reductions in life expectancy and quality of life changes as a result of a crash.

For this analysis, the square root of the cost assumption was used to lower the collision severity weight to give more weight to the contextual factors.

This methodology uses all injury collisions in Safety Corridor development (as opposed to KSI only).

Table 1: Collision Weights
Severity Crash Cost Weight
Fatal and Severe Injury (KSI) $2,363,666.67* 5.1
Evident Injury – Other Visible $159,900 1.4
Possible Injury – Complaint of Pain $90,900 1
*The fatal and severe injury (KSI) collision cost is an average of the location type costs (signalized intersections, non-signalized intersections, roadway).
**Rounded to nearest whole number.

3 Safety Corridors Development Methodology
Risk Factor Methodology
This methodology uses a systemic safety analysis methodology to build a network of Safety Corridors that incorporates a proactive approach, rather than relying only on collision history to identify priority locations. Known roadway and contextual risk factors were also scored for both segment and intersection locations, regardless of that location’s history of injury collisions. Risk factors are based on recommendations within one or more of the following resources:
• Prioritization of Highway Safety Manual (HSM) Data Variables Using Random Forest Algorithm, TRB, 2014
• Systemic Pedestrian Safety Analysis, NCHRP, 2018
• Guide for Quantitative Approaches to Systemic Safety Analysis, NCHRP, 2020 • Recommendations for California Statewide Guidance: High Injury Networks, California Strategic Highway Safety Plan Bicycle and Pedestrian Challenge Area, 2021 Location factors were applied to the segment or intersection, rather than the collision. Under this option, the cumulative score for a single collision can range from 1 to 11.1. The cumulative score for a single intersection or segment, independent of collisions, can range from 0 to 18. Cumulative scores for collisions and locations were summed when collisions are aggregated to segments and intersections (see following section for more detail). A segment with all location-based risk factors and no injury collision history would score a total of 15. Table 2 presents the variables and their associated scores.

Associating Collisions to Corridors
The following section outlines the major steps of the methodology for associating collisions with roadway segments and intersections.
1) Associating Collisions to Roadway Segments: Collisions were associated to roadway segments using a 45-foot roadway segment buffer. Collisions within 45’ of multiple roadway segments (e.g. at an intersection) were assigned to each segment and were double counted. 2) Calculate Safety Corridor Index: A score for each roadway and/or intersection (known as the Safety Corridor Index) was calculated by aggregating the weighted collision and risk factor sums, which was joined to the network in the previous step.
3) Corridor Building: The top 90th percentile scoring segments were identified and connected to form the network of Safety Corridors. Quarter-mile segments are dissolved together based on proximity. If the distance between 95th percentile scoring segments is a half mile or less and segments have the same roadway name, they were connected. Additionally, if the distance between a 90th percentile scoring segment and the end of the roadway is a half mile or less, the segment was be extended to the end of the roadway. Safety corridors were 0.5 miles and longer as a result of this process.
4) Corridor Check and Refinement: Verify that the Safety Corridor accurately incorporates the 95th percentile scoring segment gap threshold into the final Safety Corridors.

4 Table 2: Safety Corridors Scoring
Variable Value Score
Collision Factors
Collision Severity (factors are mutually exclusive)* – applied to collision Fatal and Severe Injury (KSI) 0 or 1 5.1
Evident Injury – Other Visible 0 or 1 1.4
Possible Injury – Complaint of Pain 0 or 1 1
Additional Factors (factors not mutually exclusive) – applied to collision Mode: involves bicyclist or pedestrian 0 or 1 3
Vulnerable population: Injury and fatality victims
age 65+ or 17 and under 0 or 1 3
Contextual Factors
Location Factors (factors not mutually exclusive) – applied to segment USDOT Equitable Transportation Community
(ETC) Disadvantaged Communities Index
Percentile Rank
0th to 65th 0
65th to 80th 1
>80th percentile 2
Within 1,000’ of a school (public or private) 0 or 1 2
Presence of transit stop (within 500’) 0 or 1 2
Roadway Risk Factors (factors not mutually exclusive) – applied to segment High ADT (segments with 30,000+ ADT)**
0 – 9,000 0
9,001 – 14,999 1
15,000 – 29,999 2
+30,000 3
Observed Speeds***
0 – 20 MPH 0
20 – 30 MPH 1
30 – 40 MPH 2
>40 MPH 3
Roadway Classification Multiplier for Roadway Risk Factors**** Roadway Classification Multiplier
Local 2
Collector 1.5
Arterial 1
Expressway 1
*Scores based on square root of ratios of crash cost.
** Data source: SACSIM Model Volumes
***Data source: 2022 Wejo connected vehicle data
****Multiply the combined score of the volume and speed roadway risk factors by its roadway classification. This is used to identify discrepancies or differences between roadway classifications/design and the actual volume or speed of the facility.
****All roadways with no ADT were assigned ADT based on local expertise and roadway engineering judgment.

2 Yuba-Sutter 3
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Appendix D
Safety Countermeasure Toolbox
This appendix presents a toolbox of safety countermeasures that can be deployed to address crash trends and the systemic factors behind them. Systemic improvements, both engineering and programmatic/nonengineering related, were identified for implementation.

What Are Engineering Countermeasures?
Engineering countermeasures are physical,
infrastructure-based improvements that can
be made to roadways to reduce likelihood of
crashes.

What Are Programmatic/Non-engineering
Countermeasures?
Programmatic/Non-engineering
countermeasures introduce education,
enforcement, and other policy instruments
as means of encouraging safer roadways
through user behavior, and they can be used to
tackle traffic safety problems such as alcohol
and drug impaired driving, distracted driving,
speeding, and pedestrian and bicyclist safety.

Example: Rectangular Rapid Flashing Beacon Example: OTS Go Safely California campaign resources

4 Yuba-Sutter 5
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Engineering Countermeasures
The purpose of this Engineering Countermeasure Toolbox is to establish a shared understanding of key strategies available to address roadway safety issues in the YubaSutter Region that align with the Safe System Approach. The Toolbox describes a variety of countermeasures and how they can be applied to improve safety. It also includes general information about each tool’s application, typical placement contexts, estimated costs, and tiers within the FHWA Safety System Hierarchy.

The countermeasure toolbox includes:

Curb Extensions
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

PEDESTRIAN FACILITIES
Curb extensions are sidewalk widenings at corners or crosswalks that make it safer and easier for people to cross the street. They shorten the distance pedestrians have to walk and improve visibility between drivers and people crossing—especially when parked cars might block the view. Paint and plastic curb extensions are a quick and low-cost way to try out this safety feature before making it permanent.

Cost $$
Context Urban
LRSM ID NS21PB
Countermeasure description Countermeasure type
FHWA Safe System Roadway Design Hierarchy that that helps identify and prioritize strategies to reduce traffic-related injuries and fatalities Countermeasure title
Countermeasure icon
Context to implement
countermeasure
Local Roadway
Safety Manual ID
Cost to implement
countermeasure
Federal Highway
Administration (FHWA)
proven countermeasure

6 Yuba-Sutter 7
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
A. Bikeways
Bicycle Crossing (Solid Green Paint)
Bicycle Ramp
Bicycle Signal/Exclusive Bike Phase
Bicycles May Use Full Lane Sign
Bike Box
Bike Detection
Bike Lane
Bike-Friendly Grate
Buffered Bike Lane
Door Zone Markings
Extend Green Time For Bikes
Floating Transit Island or Bus Boarding Island
Green Conflict Striping
Mixing Zone
Separated Bikeway
Shared-Use Path
Through Bike Lane at Intersection
Two-Stage Turn Queue Bike Box
B. Pedestrian Facilities
Add Sidewalk
Audible Push Button Upgrade
Co-Locate Bus Stops and Pedestrian Crossings
Curb Extensions
Extend Time Push Button
High-Visibility Crosswalk
Install/Upgrade Pedestrian Crossing at Uncontrolled
Locations (Signs and Markings Only)
Landscape Buffer
Leading Pedestrian Interval and Pedestrian Recall
Pedestrian Countdown Timer
Pedestrian Detection
Pedestrian Hybrid Beacon
Rectangular Rapid Flashing Beacon
Remove Crossing Prohibition
Restripe Crosswalk
Upgrade Curb Ramp
Widen Sidewalk
Engineering Countermeasure Toolbox List
C. Intersections & Roadways
All-Way Stop Control
Centerline Hardening
Close Slip Lane
Directional Median Openings to Restrict Left Turns
Guardrail
Improved Pavement Friction
Intersection Lighting
Intersection Reconstruction and Tightening
Lane Narrowing
Median Barrier
Median Guardrail
Neighborhood Traffic Circle
Partial Closure/Diverter
Protected Intersection
Raised Crosswalk
Raised Intersection
Raised Median
Reduced Left-Turn Conflict Intersection
Refuge Island
Road Diet
Roundabout
Rumble Strips
Safety Edge
Slow Turn Wedge
Speed Hump or Speed Table
Splitter Island
Straighten Crosswalk
Superelevation at Horizontal Curve Locations
Traffic Signal
Widen/Pave Shoulder
D. Signals
Advanced Dilemma Zone Detection
All-Red Signal Time
Extend Pedestrian Crossing Time
Flashing Yellow Turn Phase
Pedestrian Scramble
Prohibit Left Turn
Prohibit Right-Turn-on-Red
Prohibit Turns During Pedestrian Phase (Blank-out
Signs)
Protected Left Turns
Retroreflective Tape on Signals
Separate Right-Turn Phasing
Shorten Cycle Length
Signal Interconnectivity and Coordination / Green Wave
Speed Sensitive Rest in Red Signal
Supplemental Signal Heads
Upgrade Signal Head
E. Signing & Striping
Advance Stop Bar
Chevron Signs on Horizontal Curves
Curve Advance Warning Sign
Flashing Beacon as Advance Warning
LED-Enhanced Sign
Painted Centerline and Raised Pavement Markers at
Curves on Residential Streets
Speed Feedback Sign
Speed Legends on Pavement at Neighborhood Entries
Striping Through Intersection
Time-Based Turn Restriction
Upgrade Intersection Pavement Markings
Upgrade Signs with Fluorescent Sheeting
Upgrade Striping
Upgrade to Larger Warning Signs
Wayfinding
Yield Markings
Yield To Pedestrians Sign
F. Others
Back-In Angled Parking
Driveway Consolidation
Street Lighting
Clear Zone
Curbside Management
Far-Side Bus Stop
Delineators, Reflectors, and/or Object Markers
Impact Attenuators
Speed Limit Reduction
Relocate Hazardous Utility Poles
Remove Obstructions For Sightlines
Upgrade Lighting to LED
Red Light Camera
Traffic Camera/Closed Circut TV Camera

8 Yuba-Sutter 9
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Bicycle Crossing (Dashed Green Paint)
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

BIKEWAYS
Dashed green paint across an intersection that signifies the bicycle crossing.

Increases the visibility of bicyclists’ anticipated path of travel.

Cost $
Context Urban

LRSM ID N/A
Bicycle Ramp
Description
Safe System Hierarchy

BIKEWAYS
A ramp, typically at intersections, that connects on-street bike lanes to a shared-use path or sidewalk-level separated bikeway.

Cost $
Context Urban/Rural

LRSM ID N/A
Bicycle Signal/Exclusive Bike Phase
Description
Safe System Hierarchy

BIKEWAYS
A traffic signal that directs bicycle traffic across an intersection. Separates bicycle movements in time from conflicting motor vehicle, transit, or pedestrian movements. Most applicable for separated bikeway facilities or shared-use paths.

Cost $$$
Context Urban/Rural

LRSM ID N/A
Bicycles May Use Full Lane Sign
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

BIKEWAYS
A sign placed on roadways categorized as bike routes to indicate that bicyclists may occupy the full travel lane. Intended to encourage motorists to slow and yield to bicyclists until it is safe to pass. Also encourages bicyclists not to ride within the door zone if on-street parking is present.

Cost $
Context Urban/Rural

LRSM ID N/A

10 Yuba-Sutter 11
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Bike Box
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

BIKEWAYS
A bike box is a designated area (often painted green) between the crosswalk and vehicle stop bar at a signalized intersection where bicyclists can wait during a red signal phase. The bike box places bicyclists in a location where they are more visible to motorists and is typically used to facilitate left turn movements.

Cost $
Context Urban
LRSM ID S20PB
Bike Detection
Description
Safe System Hierarchy

BIKEWAYS
Bike detection is technology used at signalized intersections—in the form of of push buttons, in-pavement loops, or video/infrared cameras—to initiate a green light for bicyclists and reduce delay for bicycle travel. Discourages bicyclists from running red lights and increases the convenience of bicycling.

Cost $$
Context Urban/Rural

LRSM ID N/A
Bike Lane
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

BIKEWAYS
Bike lanes designate an exclusive space for bicyclists using pavement markings and signage. The bike lane is located adjacent to motor vehicle travel lanes and flows in the same direction as motor vehicle traffic. Bike lanes are typically on the right side of the street, between the adjacent travel lane and curb, road edge, or parking lane.

Cost $$
Context Urban/Rural
LRSM ID R32PB
Bike-Friendly Grate
Description
Safe System Hierarchy

BIKEWAYS
Bike-friendly grates are drainage inlets that have transverse or gridded grates to prevent bike tires from falling through the grate and causing a crash.

Cost $$
Context Urban/Rural

LRSM ID N/A

12 Yuba-Sutter 13
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Buffered Bike Lane
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

BIKEWAYS
Buffered bike lanes have a designated painted buffer space, creating addtional horizontal distance from the adjacent motor vehicle travel lane and/or parking lane. Buffers provide greater space for bicycling without making the bike lane appear so wide that it might be mistaken for a travel lane.

Cost $$
Context Urban/Rural
LRSM ID R32PB
Door Zone Markings
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

BIKEWAYS
These pavement markings denote the door zone of parked vehicles, to raise awareness for both bicyclists and motorists of the conflict area—in which an open car door could obstruct the path of a passing bicyclist.

Cost $
Context Urban

LRSM ID N/A
Extend Green Time For Bikes
Description
Safe System Hierarchy

BIKEWAYS
A longer green phase when bicyclists are present provides additional time for bicyclists to clear the intersection. It can occur automatically in the signal phasing, or be prompted with bicycle detection. Topography should be considered in clearance time.

Cost $
Context Urban/Rural
LRSM ID S03
Floating Transit Island or Bus Boarding Island
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

BIKEWAYS
Transit/boarding islands allow bicycles to pass between the sidewalk and transit boarding area, thereby avoiding bus-bike conflicts at the transit stop. Can be used in combination with a bike lane, buffered bike lane, or separated bikeway. The treatment can also reduce vehicle speeds, as the island itself visually narrows the roadway and can have a traffic calming effect with in-lane bus stops.

Cost $$
Context Urban

LRSM ID N/A

14 Yuba-Sutter 15
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Green Conflict Striping
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

BIKEWAYS
Conflict striping is green pavement markings in a dashed pattern that extend across bike lanes, specifically when approaching an intersection and/ or going through an intersection or major driveway. Improves awareness bicycle-car conflict points.

Cost $
Context Urban/Rural

LRSM ID N/A
Mixing Zone
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

BIKEWAYS
A mixing zone is a designated area in an intersection where bicyclists and motorists share the same space, often due to a bike lane transitioning into a shared lane. Lane markings increase awareness for bicyclists and motorists, indicating the intended shared lane.

Cost $
Context Urban

LRSM ID N/A
Separated Bikeway
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

BIKEWAYS
A separated bikeway, also called protected bike lanes or cycletrack, provides dedicated street space for bicyclists, typically adjacent to outer vehicle travel lanes, with physical separation from vehicle traffic, designated lane markings and signage. Physical separation may consist of plastic posts, parked vehicles, raised median, or a curb (if the separated bike lane is raised to sidewalk level). The separation reduces the risk of severe conflicts between bicycles and vehicles on the road, and also reduces conflicts between people biking and walking as compared to a shared-use path.

Cost $$$
Context Urban/Rural
LRSM ID R33PB
Shared-Use Path
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

BIKEWAYS
Shared-use paths or trails are off-street facilities that provide exclusive use for nonmotorized travel, including bicyclists and pedestrians. They can be located alongside a roadway (referred to as a Side Path), or exist in a separate right-of-way.

Cost $$$
Context Urban/Rural

LRSM ID N/A

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Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Through Bike Lane at Intersection
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

BIKEWAYS
A through bike lane is a striping layout for intersections with a dedicated right-turn pocket, designed to allow for space for bicyclists to travel to the left side of right-turning vehicles.

Cost $
Context Urban/Rural

LRSM ID N/A
Two-Stage Turn Queue Bike Box
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

BIKEWAYS
This type of bike box is a designated area painted on the ground on the far side of an intersection. It provides bicyclists with a way to make a left turn at a multi-lane signalized intersection from a bike lane or separated bikeway on the far right side of the roadway. In this way, bicyclists are given the option of not having to mix with left-turning vehicles.

Cost $
Context Urban/Rural

LRSM ID N/A
Add Sidewalk
Description
Safe System Hierarchy

PEDESTRIAN FACILITIES
Sidewalks provide a separated facility for pedestrians, that follows along the roadway but is outside of the traveled way or shoulder.

Cost $$$
Context Urban/Rural
LRSM ID R34PB
Audible Push Button Upgrade
Description
Safe System Hierarchy

PEDESTRIAN FACILITIES
Pedestrian push buttons at crosswalks must follow accessibility standards set by the Americans with Disabilities Act (ADA) and the Public Rights of Way Accessibility Guidelines (PROWAG). These buttons should be easy to both see and reach for all pedestrians, including those using wheelchairs or with limited mobility. To support people who are blind or have low vision, accessible pedestrian signals (APS) include features like audible tones, speech messages, and vibrating arrows that indicate when it’s safe to cross.

These features help make crossing streets safer and more inclusive for everyone
Cost $
Context Urban/Rural

LRSM ID N/A

18 Yuba-Sutter 19
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Co-Locate Bus Stops and Pedestrian Crossings
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

PEDESTRIAN FACILITIES
Bus stops should be placed near safe pedestrian crossings so that people using transit can easily and safely cross the street. When crossings are well-designed and close to bus stops, it makes travel more convenient and reduces the risk of crashes involving pedestrians.

Cost $
Context Urban/Rural

LRSM ID N/A
Curb Extensions
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

PEDESTRIAN FACILITIES
Curb extensions are sidewalk widenings at corners or crosswalks that make it safer and easier for people to cross the street. They shorten the distance pedestrians have to walk and improve visibility between drivers and people crossing—especially when parked cars might block the view. Paint and plastic curb extensions are a quick and low-cost way to try out this safety feature before making it permanent.

Cost $$
Context Urban
LRSM ID NS21PB
Extend Time Push Button
Description
Safe System Hierarchy

PEDESTRIAN FACILITIES
Some crosswalks have a special push button that lets people request extra time to cross the street. This is especially helpful for older adults or anyone who may need a bit more time. These buttons are often placed near places like senior centers, medical offices, or assisted living communities.

Cost $
Context Urban

LRSM ID N/A
High-Visibility Crosswalk
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

PEDESTRIAN FACILITIES
High-visibility crosswalks use bold, striped patterns—often called “ladder markings”—made from durable, reflective materials like thermoplastic instead of traffic paint. These markings make crosswalks easier for drivers to see, especially at night or in bad weather, and serve as a clear signal that pedestrians may be present crossing the street.

Cost $
Context Urban/Rural
LRSM ID S18/NS20

20 Yuba-Sutter 21
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Install/Upgrade Pedestrian Crossing at
Uncontrolled Locations (Signs and Markings Only)
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

PEDESTRIAN FACILITIES
Marked pedestrian crossings at intersections or along streets give people a clear, designated place to cross. This helps reduce the risk of crashes by making it more likely that drivers will expect and see pedestrians. Features like crosswalk striping and signs alert drivers to slow down and watch for people crossing.

Cost $
Context Urban/Rural
LRSM ID R35PB
Landscape Buffer
Description
Safe System Hierarchy

PEDESTRIAN FACILITIES
Adding a landscaped buffer between the road, sidewalks, and/or bikeways creates more space between drivers and people walking or biking. This separation not only makes everyone feel safer, but it also encourages drivers to slow down, which helps reduce the severity of crashes.

Cost $$
Context Urban/Rural

LRSM ID N/A
Leading Pedestrian Interval and Pedestrian Recall
Description
Safe System Hierarchy

PEDESTRIAN FACILITIES
At busy intersections with lots of turning vehicles and pedestrian activity, a leading pedestrian interval (LPI) gives people walking a 3–7 second head start to begin crossing before cars get a green light. This helps pedestrians become more visible in the crosswalk. Pedestrian recall automatically activates the walk signal during every light cycle so pedestrians don’t have to press a button to get a walk signal.

Cost $
Context Urban
LRSM ID S21PB
Pedestrian Countdown Timer
Description
Safe System Hierarchy

PEDESTRIAN FACILITIES
Countdown pedestrian signals show how many seconds are left to finish crossing the street. These timers help people walking make safer decisions about when to cross. These timers are now required on all new traffic signals that include signalized pedestrian crossings.

Cost $$
Context Urban
LRSM ID S17PB

22 Yuba-Sutter 23
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Pedestrian Detection
Description
Safe System Hierarchy

PEDESTRIAN FACILITIES
These sensors can detect when a person is at an intersection waiting to cross, then automatically trigger the “WALK” signal without the person needing to press a button. This helps reduce unsafe crossings and ensures that pedestrians get enough time to cross the street safely.

Cost $$
Context Urban

LRSM ID N/A
Pedestrian Hybrid Beacon
Description
Safe System Hierarchy

PEDESTRIAN FACILITIES
A Pedestrian Hybrid Beacon (PHB) is a special type of crossing signal used on roadways with higher volumes and speeds at mid-block crosswalks or unsignalized intersections. It stays off (dark) until a person presses a button or is detected waiting to cross. Then, it lights up with a sequence of yellow and red lights to alert drivers to stop and let the pedestrian cross safely.

Cost $$$
Context Urban/Rural
LRSM ID NS23PB
Rectangular Rapid Flashing Beacon
Description
Safe System Hierarchy

PEDESTRIAN FACILITIES
A Rectangular Rapid Flashing Beacon (RRFB) is a special flashing light that pedestrians can activate when they want to cross the street. It’s paired with signs to alert drivers that someone is crossing. The bright, flashing lights make the crosswalk more visible and remind drivers to yield to people walking.

Cost $$
Context Urban/Rural
LRSM ID NS22PB
Remove Crossing Prohibition
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

PEDESTRIAN FACILITIES
Removing crossing restrictions and adding marked crosswalks makes it easier and safer for people to cross the street. Instead of forcing pedestrians to take longer, less direct routes—or cross during unsafe traffic movements—this approach provides clear, designated places to cross.

Cost $
Context Urban

LRSM ID N/A

24 Yuba-Sutter 25
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Restripe Crosswalk
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

PEDESTRIAN FACILITIES
Crosswalks need to be repainted regularly to stay visible to drivers and pedestrians. Over time, markings can fade due to weather and traffic. When repainting, using high-visibility designs—like ladder markings—can make crosswalks easier to see and help improve safety for everyone.

Cost $
Context Urban/Rural

LRSM ID N/A
Upgrade Curb Ramp
Description
Safe System Hierarchy

PEDESTRIAN FACILITIES
Tactile warning surfaces and properly designed curb ramps are essential for helping people who are blind, have low vision, or are using a mobility device safely navigate street crossings. Curb ramps must meet national standards like the Public Rights-of-Way Accessibility Guidelines (PROWAG) and follow local design rules to ensure they are safe and accessible for everyone.

Cost $$
Context Urban/Rural

LRSM ID N/A
Widen Sidewalk
Description
Safe System Hierarchy

PEDESTRIAN FACILITIES
Widening sidewalks creates more comfortable and safer spaces for people walking, especially in busy areas. It also provides enough room for people using wheelchairs or other mobility devices. By giving pedestrians more space, it reduces the chance that they’ll need to walk in the street, which helps prevent crashes with vehicles.

Cost $$
Context Urban/Rural

LRSM ID N/A
All-Way Stop Control
Description
Safe System Hierarchy

INTERSECTIONS & ROADWAYS
An all-way stop-controlled intesection requires all vehicles to stop before crossing an intersection. This reduces the risk of severe conflicts by eliminating high speed movements through an intersection. The MUTCD (Manual on Uniform Traffic Control Devices) includes information on when and how to implement “All-Way” Or “Multi-Way” stop control intersections.

Cost $
Context Urban/Rural

LRSM ID N/A

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Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Centerline Hardening
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

INTERSECTIONS & ROADWAYS
Centerline hardening involves placing plastic bollards and/or rubber curbs along a roadway’s centerline. When used at intersections, they can be effective at requiring motorists to make left-turn movements at angles closer to 90-degrees, thereby slowing vehicle turning speeds and improving motorists’ visibility of the crosswalks. When used along a roadway segment, they can be effective access control preventing undesirable left-turns and/or U-turns between intersections.

Cost $
Context Urban/Rural

LRSM ID N/A
Close Slip Lane
Description
Safe System Hierarchy

INTERSECTIONS & ROADWAYS
A close slip lane modifies the corner of an intersection to remove the sweeping right turn lane for vehicles. This results in shorter crossings for pedestrians, reduced speed for turning vehicles, and better sight lines.

Cost $$$
Context Urban/Rural

LRSM ID N/A
Directional Median Openings to Restrict Left
Turns
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

INTERSECTIONS & ROADWAYS
A directional median opening restricts specific turning movements, such as allowing a left-turn from a major street but not from a minor street. This improves safety by reducing the number of conflict points.

Cost $$
Context Urban/Rural

LRSM ID N/A
Guardrail
Description
Safe System Hierarchy

INTERSECTIONS & ROADWAYS
A guardrail redirects a vehicle away from embankment slopes or fixed objects and dissipates the energy of an errant vehicle. Guardrails are installed to reduce the severity of lane departure crashes when the crash severity of striking the guardrail is less severe than going down an embankment.

Cost $$
Context Rural

LRSM ID N/A

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Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Improved Pavement Friction
Description
Safe System Hierarchy

INTERSECTIONS & ROADWAYS
High-friction surface treatments improve a vehicle’s ability to stay on the roadway, as well as to stop over a shorter distance. These treatments can be used to help address roadway departure crashes and/or crashes on approaches to unsignalized intersections.

Cost $$
Context Rural

LRSM ID N/A
Intersection Lighting
Description
Safe System Hierarchy

INTERSECTIONS & ROADWAYS
Extra lighting at intersections and crosswalks makes it easier for drivers to see people walking, biking, or driving—especially at night or in dim conditions. However, it’s important to design the lighting carefully. If it creates glare or lights up pedestrians from behind, it can actually make them harder for drivers to see.

Cost $$
Context Urban/Rural

LRSM ID N/A
Intersection Reconstruction and Tightening
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

INTERSECTIONS & ROADWAYS
Skewed intersections have a greater likelihood of collisions due to restricted sight lines and high speed turn movements. “Squaring up” the intersection as close to 90 degrees as possible helps reduce the likelihood of collisions.

The process requires intersection reconstruction and approach realignment to provide better visibility for all road users. It also reduces high speed turns, reduces length exposure for vehicles and/or bikes passing through the intersection, and reduces pedestrian crossing length.

Cost $$$
Context Urban/Rural

LRSM ID N/A
Lane Narrowing
Description
Safe System Hierarchy

INTERSECTIONS & ROADWAYS
Lane narrowing reduces the width of the marked vehicle lanes to encourage motorists to travel at slower speeds. Lane narrowing can also help reallocate existing roadway space to other road users.

Cost $
Context Urban

LRSM ID N/A

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Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Median Barrier
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

INTERSECTIONS & ROADWAYS
A median barrier in the center of the roadway physically separates opposing vehicular traffic. Median barriers can also help control access to and from side streets and driveways, reducing the number of conflict points.

Cost $$$
Context Rural

LRSM ID N/A
Median Guardrail
Description
Safe System Hierarchy

INTERSECTIONS & ROADWAYS
Median guardrails are safety concrete barriers placed in the middle of roadways. While they might not stop all crashes caused by vehicles leaving the roadway, they can help prevent those crashes from turning into dangerous head-on collisions by keeping vehicles from crossing into oncoming traffic.

Cost $$
Context Rural

LRSM ID N/A
Neighborhood Traffic Circle
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

INTERSECTIONS & ROADWAYS
Neighborhood traffic circles are similar to roundabouts, but are stopcontrolled on some or all approaches. Typically, they supplement existing stop-controlled intersections with a circular island in the center that is designed to slow traffic and reduce conflict points (such as conflicting leftturn movements).

Cost $
Context Urban

LRSM ID N/A
Partial Closure/Diverter
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

INTERSECTIONS & ROADWAYS
A partial closure or diverter restricts vehicle through movements, while still allowing bicyclists and pedestrians to proceed through an intersection in all directions.

Cost $
Context Urban

LRSM ID N/A

32 Yuba-Sutter 33
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Protected Intersection
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

INTERSECTIONS & ROADWAYS
Protected intersections use corner islands, curb extensions, and colored paint to delineate bicycle and pedestrian movements, and physically separate bicycles from pedestrians and moving vehicles. The delineations/ separations reduce the likelihood of conflicts, reduce driving speeds and shorten crossing distances for pedestrians.

Cost $$$
Context Urban/Rural

LRSM ID N/A
Raised Crosswalk
Description
Safe System Hierarchy

INTERSECTIONS & ROADWAYS
A raised pedestrian crosswalk is elevated above the road, either by a few inches, or at sidewalk level. This type of crosswalk and increases pedestrian visibility and slows motorists.

Cost $$
Context Urban/Rural

LRSM ID N/A
Raised Intersection
Description
Safe System Hierarchy

INTERSECTIONS & ROADWAYS
A raised intersection bring vehicles up to the sidewalk level. This serves as a traffic calming measure by slowing drivers and increasing awarenss of the pedestrian activity.

Cost $$$
Context Urban

LRSM ID N/A
Raised Median
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

INTERSECTIONS & ROADWAYS
Raised medians are curbed sections in the center of the roadway that create physical separation between opposing vehicular traffic. They can also help control access to and from side streets and driveways, reducing conflict points.

Cost $$
Context Urban/Rural

LRSM ID N/A

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Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Reduced Left-Turn Conflict Intersection
Description
Safe System Hierarchy

INTERSECTIONS & ROADWAYS
These are geometric designs that alter how left-turn movements occur.

They can simplify decisions and minimize the potential for left-turn related crashes. Two designs that rely on U-turns to complete certain left-turn movements are known as the restricted crossing U-turn (RCUT) and the median U-turn (MUT) intersections. Both designs require some out-ofdirection travel for vehicles.

Cost $$$
Context Urban/Rural

LRSM ID N/A
Refuge Island
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

INTERSECTIONS & ROADWAYS
A refuge island is a raised, curbed median in the center of the roadway that provides a place for pedestrians to wait until there is a gap in traffic to finish crossing the intersection. This reduces pedestrians’ exposure to traffic by allowing them to cross the intersection in multiple stages. Pedestrian refuge areas constructed from paint and plastic may be implemented as part of a low-cost/quick build project.

Cost $$
Context Urban/Rural
LRSM ID NS19PB
Road Diet
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

INTERSECTIONS & ROADWAYS
A road diet reconfigures roadway space originally dedicated to vehicle travel lanes and creates room for bicycle facilities, wider sidewalks, and/or center turn lanes. This reduces vehicle speeds and creates designated space for all road users.

Cost $$
Context Urban
LRSM ID R14
Roundabout
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

INTERSECTIONS & ROADWAYS
A roundabout is a circular intersection where traffic flows in one direction around a central island, and vehicles must yield at entrance lanes. Unlike conventional intersections, roundabouts eliminate severe conflicts from crossing and left-turn movements. The design of a roundabout forces drivers to slow down, which narrows the range of vehicle speeds and reduces the severity of crashes. Additionally, pedestrians only need to cross one direction of traffic at a time, minimizing their exposure to vehicles.

Cost $$$
Context Urban/Rural
LRSM ID S16/NS04

36 Yuba-Sutter 37
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Rumble Strips
Description
Safe System Hierarchy

INTERSECTIONS & ROADWAYS
Rumble strips are grooves added to the roadway surface that produce noise and vibrations inside a vehicle, alerting drivers when they cross the centerline or edge line. Helps drivers stay in their lane, especially if they are distracted or drowsy. Also warns drivers of lane boundaries in poor visibility conditions like rain, fog, snow, or dust.

Cost $
Context Rural
LRSM ID R30/R31
Safety Edge
Description
Safe System Hierarchy

INTERSECTIONS & ROADWAYS
A safety edge slopes the shoulder pavement edge at a 30-35 degree angle, making it easier for drivers to reenter the roadway after leaving the paved roadway. It’s designed to reduce the severity of crashes when a vehicle veers off the road and encounters a pavement-shoulder drop-off.

This treatment can be incorporated as a standard practice in overlay or resurfacing projects.

Cost $
Context Rural

LRSM ID N/A
Slow Turn Wedge
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

INTERSECTIONS & ROADWAYS
A slow turn wedge uses paint and delineators to extend the curb at intersections. This helps slow turns by restricting the turning radii of turning vehicles, expanding the field of vision for drivers, and increasing the visibility of pedestrians.

Cost $
Context Urban

LRSM ID N/A
Speed Hump or Speed Table
Description
Safe System Hierarchy

INTERSECTIONS & ROADWAYS
A speed hump or speed table is a raised area of pavement designed to slow down vehicles. Typically, speed humps and speed tables are wider and less abrupt than speed bumps, providing a gentler way to reduce vehicle speeds in residential areas or near schools. They help improve safety by encouraging drivers to maintain lower speeds.

Cost $
Context Urban

LRSM ID N/A

38 Yuba-Sutter 39
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Splitter Island
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

INTERSECTIONS & ROADWAYS
A splitter island is a raised area that separates the two directions of travel on the minor street approach at an unsignalized intersection or roundabout.

It helps channelize traffic in opposing directions and improves the visibility of the intersection for approaching drivers. Additionally, it provides a refuge for pedestrians crossing the street.

Cost $$
Context Urban/Rural

LRSM ID N/A
Straighten Crosswalk
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

INTERSECTIONS & ROADWAYS
Straightening crosswalks improves sight lines, making pedestrians more visible to oncoming drivers. It can also shorten the crossing distance, reducing the time pedestrians need to cross an intersection.

Cost $
Context Urban/Rural

LRSM ID N/A
Superelevation at Horizontal Curve Locations
Description
Safe System Hierarchy

INTERSECTIONS & ROADWAYS
Superelevation is the banking, or angling, of pavement on the approach to and through a horizontal curve, designed to help drivers negotiate the curve by counteracting lateral forces. However, this design can also inadvertently encourage higher speeds. When selecting appropriate superelevation, consider the target or desired speed for the roadway and relevant design guidance.

Cost $$
Context Rural

LRSM ID N/A
Traffic Signal
Description
Safe System Hierarchy

INTERSECTIONS & ROADWAYS
Traffic signals at intersections manage traffic flow by assigning right-ofway to different movements at specific times. For instance, protected leftturn signal phasing is more effective at preventing severe left-turn collisions compared to permitted left-turn signal phasing. Additionally, traffic signals significantly enhance safety for pedestrians crossing large intersections.

Cost $$$
Context Urban/Rural

LRSM ID N/A

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Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Widen/Pave Shoulder
Description
Safe System Hierarchy

INTERSECTIONS & ROADWAYS
Widened and paved shoulders create space for pedestrians and bicyclists, allow drivers to safely recover from lane departures, and provide room for inoperable vehicles to pull out of the travel lane. Adding a paved shoulder to an existing road can help reduce run-off-road crashes. This improvement is beneficial for high-risk rural roads without paved shoulders.

Cost $$
Context Rural

LRSM ID N/A
Advanced Dilemma Zone Detection
Description
Safe System Hierarchy

SIGNALS
The Advanced Dilemma-Zone Detection system helps make intersections safer by adjusting when the yellow light turns on. It detects where cars are and how fast they’re going. Then, the signal controller decides whether to activate or delay the yellow light. This helps drivers avoid the tricky situation where they’re not sure if they should stop or keep going when the light changes. The goal is to reduce broadside collisions at signalized intersections.

Cost $$
Context Urban/Rural

LRSM ID N/A
All-Red Signal Time
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNALS
Including a phase of all-red signals gives drivers and bicyclists a few extra seconds to safely get through an intersection before other traffic is allowed to move. This added time at the end of a signal phase helps reduce the risk of collisions, especially for people who are already in the intersection when the light changes.

Cost $
Context Urban/Rural

LRSM ID N/A
Extend Pedestrian Crossing Time
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNALS
Extending the pedestrian walk signal time beyond the minimum required by national guidelines gives people more time to cross the street. This is especially helpful for vulnerable groups, like children, older adults, and people with disabilities, who may need extra time to cross safely.

Cost $
Context Urban

LRSM ID N/A

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Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Flashing Yellow Turn Phase
Description
Safe System Hierarchy

SIGNALS
A flashing yellow turn arrow tells drivers they can make a permissive turn.

They must wait for a clear gap in oncoming traffic before turning. This signal is used only when no pedestrians are crossing. When pedestrians are present, the signal should use a protected-only turn phase, where turning vehicles must wait for a green arrow to ensure pedestrian safety.

Cost $$
Context Urban

LRSM ID N/A
Pedestrian Scramble
Description
Safe System Hierarchy

SIGNALS
A pedestrian “WALK” phase, called a pedestrian scramble or all-way walk, stops all vehicle traffic at an intersection. This gives pedestrians the chance to cross in any direction, including diagonally, all at once. It removes conflicts by completely separating turning cars from crossing pedestrians in time. It can be especially effective in busy areas with lots of foot traffic.

Cost $$
Context Urban

LRSM ID N/A
Prohibit Left Turn
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNALS
Left turns may be restricted at certain intersections to improve safety. This is especially important where turning vehicles might conflict with pedestrians in the crosswalk or where there’s heavy oncoming traffic. These restrictions can be enforced using signs or raised center medians that physically prevent the turn.

Cost $
Context Urban/Rural

LRSM ID N/A
Prohibit Right-Turn-on-Red
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNALS
Prohibiting right turns on red should be considered at locations with unusual layouts, such as skewed intersections, or where there are pedestrian scrambles or leading pedestrian intervals (LPIs). Preventing right turns on red in these situations can reduce the risk of crashes between turning vehicles and pedestrians, as well as crashes with vehicles traveling through the intersection from the cross street.

Cost $
Context Urban/Rural

LRSM ID N/A

44 Yuba-Sutter 45
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Prohibit Turns During Pedestrian Phase (Blankout Signs) Description
Safe System Hierarchy

SIGNALS
Prohibiting left and right turns while pedestrians are crossing helps prevent conflicts between turning vehicles and people in the crosswalk. These turn restrictions are often shown using special electronic signs, called blank-out signs, which light up only when the restriction is active.

Cost $
Context Urban

LRSM ID N/A
Protected Left Turns
Description
Safe System Hierarchy

SIGNALS
Adding protected left-turn phases at intersections reduces broadside crashes and pedestrian crashes. These signals give drivers a dedicated green arrow so they don’t have to wait for a gap in oncoming traffic, or worry about people crossing the street at the same time.

Cost $$
Context Urban/Rural

LRSM ID N/A
Retroreflective Tape on Signals
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNALS
Retroreflective borders are bright, reflective outlines added around traffic signals to make them easier to see—especially for older drivers or those with color vision difficulties. These borders help drivers quickly recognize which light is on. They’re also useful during power outages, because they reflect headlights and make the signal visible even when it’s not working.

Cost $
Context Urban/Rural

LRSM ID N/A
Separate Right-Turn Phasing
Description
Safe System Hierarchy

SIGNALS
A green arrow for right turns phase helps prevent conflicts with pedestrians and bicyclists who may be crossing the street on the right side of the intersection.

Cost $$$
Context Urban

LRSM ID N/A

46 Yuba-Sutter 47
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Shorten Cycle Length
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNALS
The traffic signal cycle length—how long it takes to go through all the green, yellow, and red lights—can greatly affect how easy and pleasant it is to walk, bike, drive, or take transit. When signals stay red for too long, especially at several intersections in a row, it can make even short trips feel slow and frustrating. Shorter signal cycles, ideally between 60 and 90 seconds, are better for urban areas because they help keep people moving and make streets more welcoming for everyone.

Cost $
Context Urban

LRSM ID N/A
Signal Interconnectivity and Coordination / Green
Wave
Description
Safe System Hierarchy

SIGNALS
Improving how traffic signals are timed can make streets safer. One approach is called a “green wave,” where signals are coordinated to let people driving and people on bikes move smoothly through several intersections without stopping at a set desired speed, typically lower than the speed limit and in line with typical bicycle travel speeds. The slow green wave can be accompanied by signs that alert the drivers and help slow down cars, which can reduce the risk of severe collisions.

Cost $$
Context Urban
LRSM ID S03
Speed Sensitive Rest in Red Signal
Description
Safe System Hierarchy

SIGNALS
At certain times—like late at night—some traffic signals stay red until a vehicle approaches. These signals are designed to reward drivers who follow the speed limit. If a car is going too fast, the light stays red until the driver comes to a stop. But if the car is going at or below the speed limit, the light turns green before the car arrives, allowing it to pass through smoothly.

This encourages safe driving and can be combined with electronic speed signs that warn drivers if they’re going too fast.

Cost $$
Context Urban/Rural
LRSM ID R26
Supplemental Signal Heads
Description
Safe System Hierarchy

SIGNALS
Supplemental signal heads are extra traffic lights placed in addition to the main signal. They help drivers see the signal more clearly, especially when the intersection is hard to see—like when it’s hidden behind vertical curve or around a horizontal curve.

Cost $$
Context Urban/Rural
LRSM ID S02

48 Yuba-Sutter 49
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Upgrade Signal Head
Description
Safe System Hierarchy

SIGNALS
Upgrading signal heads means replacing smaller 8-inch traffic lights with larger 12-inch ones, as recommended by California’s MUTCD. The larger signal heads are easier for drivers to see, especially from a distance. This helps drivers notice intersections sooner and respond more safely to traffic signals.

Cost $
Context Urban/Rural
LRSM ID S02
Advance Stop Bar
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNING & STRIPING
An advanced stop bar is a transverse pavement marking placed upstream of a crosswalk to indicate the required vehicle stop location. It minimizes crosswalk encroachment and can be widened or set further back at locations with frequent violations.

Cost $
Context Urban/Rural
LRSM ID S20PB
Chevron Signs on Horizontal Curves
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNING & STRIPING
Post-mounted chevrons are traffic signs placed along curves to provide continuous visual guidance. They enhance curve visibility, alert drivers to the change in alignment, and help maintain proper lane tracking through the curve.

Cost $
Context Rural
LRSM ID R23
Curve Advance Warning Sign
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNING & STRIPING
A curve advance warning sign alerts drivers to an upcoming horizontal curve and may include an advisory speed plaque. It provides advance notice to reduce speed and improve curve navigation. For enhanced effectiveness, it is often paired with chevrons, delineators, or flashing beacons to increase driver awareness and guidance through the curve.

Cost $
Context Rural
LRSM ID R24

50 Yuba-Sutter 51
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Flashing Beacon as Advance Warning
Description
Safe System Hierarchy

SIGNING & STRIPING
A flashing beacon is a blinking light paired with signage used as advanced warning to alert drivers to an upcoming intersection or crosswalk. This tool increases driver awareness and provides additional time to slow down or yield to pedestrians, enhancing safety at conflict points.

Cost $$
Context Rural
LRSM ID S10
LED-Enhanced Sign
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNING & STRIPING
An LED-enhanced sign integrates flashing or steady LED lights into the sign’s border or message to improve visibility. These signs are especially effective at locations with limited sight distance or a history of driver noncompliance, such as at STOP signs. The enhanced visibility helps draw driver attention and improve compliance with traffic control devices.

Cost $
Context Urban or Rural
LRSM ID NS08
Painted Centerline and Raised Pavement Markers
at Curves on Residential Streets
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNING & STRIPING
Installing a centerline with raised pavement markers on curves along residential streets enhances lane guidance and helps reduce the risk of head-on collisions. The tactile and visual feedback from the markers improves driver awareness, especially at night or in low-visibility conditions.

Cost $
Context Urban

LRSM ID N/A
Speed Feedback Sign
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNING & STRIPING
A speed feedback sign displays a driver’s current speed alongside the posted speed limit, encouraging voluntary speed reduction. It serves as a real-time visual cue to promote speed awareness and compliance, particularly in areas with speeding concerns.

Cost $
Context Urban/Rural

LRSM ID N/A

52 Yuba-Sutter 53
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Speed Legends on Pavement at Neighborhood
Entries
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNING & STRIPING
Speed legends are numerals painted directly on the roadway surface to indicate the posted speed limit. Typically placed near speed limit signs, they reinforce speed awareness and improve compliance, especially at transistions to slower streets.

Cost $
Context Urban

LRSM ID N/A
Striping Through Intersection
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNING & STRIPING
Clear pavement markings within complex intersections help guide motorists through lane assignments and turning movements. This treatment is especially effective at locations where lane designations are unclear due to horizontal offsets or multiple turning lanes.

Cost $
Context Urban/Rural

LRSM ID N/A
Time-Based Turn Restriction
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNING & STRIPING
Restricts left turns or right turns during certain time periods when there may be increased potential for conflict (e.g., peak periods, school hours).

Cost $
Context Urban

LRSM ID N/A
Upgrade Intersection Pavement Markings
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNING & STRIPING
Upgrading intersection pavement markings, such as stop ahead markings, centerlines, and stop bars, improves visibility for drivers approaching and entering intersections.

Cost $
Context Urban/Rural

LRSM ID N/A

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Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Upgrade Signs with Fluorescent Sheeting
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNING & STRIPING
Upgrading signs with fluorescent sheeting enhances nighttime visibility by reflecting headlight beams more effectively, making warnings clearer for drivers.

Cost $
Context Urban/Rural

LRSM ID N/A
Upgrade Striping
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNING & STRIPING
Restriping lanes with reflective materials such as thermoplastic and pavement markers improves visibility and helps clarify lane assignments, especially where lane configurations change.

Cost $
Context Urban/Rural

LRSM ID N/A
Upgrade to Larger Warning Signs
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNING & STRIPING
Upgrading to larger warning signs improves visibility and makes information easier to read—especially for older drivers.

Cost $
Context Urban/Rural

LRSM ID N/A
Wayfinding
Description
Safe System Hierarchy

SIGNING & STRIPING
A network of directional signs highlighting nearby destinations and pedestrian or bicycle facilities can reduce erratic driving and guide users away from crossings with poor visibility or limited safety features.

Cost $
Context Urban/Rural

LRSM ID N/A

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Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Yield Markings
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNING & STRIPING
Yield lines, also known as shark’s teeth, are pavement markings placed 20 to 50 feet before multi-lane pedestrian crossings. They improve pedestrian visibility and help reduce the risk of multiple-threat crashes, where one vehicle stops for a pedestrian but another in an adjacent lane does not.

Cost $
Context Urban/Rural

LRSM ID N/A
Yield To Pedestrians Sign
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available

SIGNING & STRIPING
“Yield Here to Pedestrians” signs alert drivers to pedestrian crossings and are required when advance yield lines are used. Additional smaller, flexible, warning signs can also be placed on the roadway centerline to enhance visibility.

Cost $
Context Urban/Rural

LRSM ID N/A
Back-In Angled Parking
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available
OTHER
Back-in angled parking requires motorists to reverse into an angled onstreet parking spot and drive forward when exiting. This method increases the visibility of passing bicyclists and vehicles when exiting a spot.

Additionally, it allows trunk unloading to occur on the curb rather than in the street, reducing exposure.

Cost $
Context Urban/Rural

LRSM ID N/A
Clear Zone
Description
Safe System Hierarchy
OTHER
A clear zone is an unobstructed, traversable roadside area that allows a driver to stop safely or regain control of a vehicle that has left the roadway.

The width of the clear zone is informed by roadway context, desired vehicle speeds, and agency design standards.

Cost $$
Context Rural

LRSM ID N/A

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Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Curbside Management
Description
Safe System Hierarchy
OTHER
Curbside management helps prioritize and align different uses of the space along curbs that would otherwise be in conflict with one another. This includes the location of bus stops, bicycle infrastructure, space for freight deliveries, passenger pick-ups/drop-offs, green stormwater infrastructure, public spaces, and parking spaces.

Cost $
Context Urban

LRSM ID N/A
Delineators, Reflectors, and/or Object Markers
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available
OTHER
Delineators, reflectors, and object markers are visual cues installed in a roadway, intended to warn drivers of an approaching curve or fixed object that cannot easily be removed. They are generally less costly than signage.

Cost $
Context Rural

LRSM ID N/A
Driveway Consolidation
Description
Safe System Hierarchy
OTHER
Consolidating driveways reduces conflict points between vehicles entering/ exiting the roadway and pedestrians, bicyclists, and vehicles traveling along the roadway. Particular attention should be considered to driveways within 250 feet of intersections.

Cost $$
Context Urban/Rural

LRSM ID N/A
Far-Side Bus Stop
Description
Safe System Hierarchy
OTHER
Far-side bus stops are placed just after an intersection, so the bus crosses the street before picking up or dropping off passengers. This setup helps in a few ways: it keeps traffic moving more smoothly, makes it easier for pedestrians to be seen by drivers when crossing the street, and can help buses stay on schedule. It also encourages people to cross behind the bus, which is usually safer.

Cost $
Context Urban/Rural

LRSM ID N/A

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Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Impact Attenuators
Description
Safe System Hierarchy
OTHER
Impact attenuators are safety devices placed on roads to help stop or slow down vehicles that accidentally leave their lane. Instead of crashing into something hard like a concrete wall or a bridge pillar, the vehicle hits the attenuator, which absorbs the impact and reduces the damage. These devices are often used in places where it’s not possible to remove the dangerous object, so they act as a protective crash cushion.

Cost $$
Context Rural

LRSM ID N/A
Red Light Camera
Description
Safe System Hierarchy
OTHER
Red light cameras help enforce traffic laws by taking a photo of any vehicle that drives through an intersection after the light has turned red.

These cameras work automatically, and the photos they take are used by authorities to issue tickets to drivers who run red lights.

Cost $$
Context Urban

LRSM ID N/A
Relocate Hazardous Utility Poles
Description
Safe System Hierarchy
OTHER
Removing utility poles from the roadside can help reduce the risk of serious crashes. If it’s not possible to remove the poles completely, it can still help to move them farther away from the road’s edge, or away from outside of curves where vehicles may be more likely to depart the roadway.

Cost $$
Context Rural

LRSM ID N/A
Remove Obstructions For Sightlines
Description
Safe System Hierarchy
Low-Cost / Quick-Build
Alternative Available
OTHER
Removing visual obstacles near intersections helps drivers and pedestrians see each other more easily. This might include painting red curbs to stop cars from parking too close to corners (a practice known as “daylighting”), trimming overgrown trees or bushes, or moving signs or other objects that may block the view.

Cost $
Context Urban/Rural
LRSM ID NS11

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Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Speed Limit Reduction
Description
Safe System Hierarchy
OTHER
Lower speeds help reduce the risk and severity of crashes. New industry standards for speed limits consider factors like roadway characteristics, adjacent land use context, as well as the presence of people walking and biking.

Cost $
Context Urban/Rural

LRSM ID N/A
Street Lighting
Description
Safe System Hierarchy
OTHER
Adding street lighting helps drivers see better at night or in low-light conditions, and makes it easier to spot other people, vehicles, or objects on the road.

Cost $$
Context Urban
LRSM ID R01
Upgrade Lighting to LED
Description
Safe System Hierarchy
OTHER
LED street lights are brighter and more effictient than olderr high-pressure sodium lights. Upgrading street lights improves visibility—especially at crosswalks—by providing better color contrast and lighting a wider area. As a result, it becomes easier for drivers to see people walking.

Cost $$
Context Urban

LRSM ID N/A
Traffic Camera/Closed Circut TV Camera
Description
Safe System Hierarchy
OTHER
Real-time traffic cameras enable live monitoring and integration with law enforcement and emergency service systems for faster rescue and investigation.

Cost $$
Context Urban/Rural

LRSM ID N/A

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Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Rail Crossing Engineering Countermeasures
Uncontrolled Railroad Crossings
For uncontrolled railroad crossings, consider these countermeasures:

Install Active Warning Systems
Automatic gates and flashing lights
are proven to significantly reduce crash
frequency at crossings by alerting drivers and
preventing crossing when trains approach.

Pavement markings and advanced warning
Advance pavement markings and signage
improve driver awareness.

Relocate/clear roadside features
Remove or relocate roadside hazards near
crossings to improve sight lines.

Consider grade separation
Where feasible, build overpasses or
underpasses.

Controlled Railroad Crossings
For controlled railroad crossings, consider these countermeasures:

Install gates
Consistent with engineering requirements,
install gates and ensure functionality of
warning systems.

Improve lighting and pavement markings
Use brighter, reflective pavement markings
and lighting to enhance nighttime visibility.

Preemption of Traffic Signals
Integrate railroad crossing signals with
adjacent traffic signals to clear queues before
a train arrives.

Pedestrian Gates or Swing Gates
In areas with higher foot traffic, install
pedestrian gates prior to railroad crossing to
prevent pedestrians from entering the track
area during train approaches.

The Yuba-Sutter region is traversed by several active and historical rail lines, primarily operated by Union Pacific Railroad. These lines run through key communities such as Marysville, Wheatland, Yuba City, Olivehurst, and Plumas Lake. These communities and others experience safety concerns related to railroad crossings with local roads, particularly in rural locations with less safety infrastructure. The following countermeasure suggestions could separate users in time and/or enhance awareness of these sensitive crossings.

66 Yuba-Sutter 67
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Roundabout Countermeasure
Roundabouts have been increasing in popularity in the U.S. for decades due to their safety and operational benefits. Several concerns and benefits of roundabouts are provided below.

Safety
Roundabouts reduce the number of intersection crossing conflict points compared to typical intersections, reducing the likelihood of crashes, as shown below. By creating a curved movement in the intersection, roundabouts slow down the speed of vehicles, which lessens both the likelihood and severity of crashes when they do occur. Additionally, the types of crashes that occur in a roundabout (e.g., sideswipes) are typically less severe than those of typical intersections (e.g., broadside/T-bone crashes) because the different crash angles reduce the kinetic energy involved in a crash.

Operations and Costs
Although roundabouts have higher upfront
costs compared to traffic signals, they are
cheaper to maintain over their usable lifetime.

Unlike traffic signals, which create stop-and-go
traffic patterns, roundabouts allow continuous
movement, reducing congestion, delay, and
idling time.

In rural areas, where visibility and road
conditions can be compromised by nearby
canals and agricultural activity, roundabouts
can help manage traffic more predictably and
safely than stop signs or signals.

Driver Familiarity
U.S. drivers are typically accustomed to
traditional traffic signals so the transition to
roundabouts may initially cause confusion.

However, experiences from around California
show that adaptation can be quick given
proper education and roundabout design. Once
drivers adapt, roundabouts can significantly
reduce delays and improve traffic flow.

Space Constraints
If available right-of-way is limited, traffic
signals do typically require less space than
roundabouts. However, compact roundabout
designs tailored to fit tighter intersections can
be implemented and still provide safety benefits
compared to traditional signals
In rural areas in Yuba and Sutter County, a
common concern is the ability of roundabouts
to accommodate heavy vehicles like semitrucks, farm tractors, and trailers. However, modern roundabout designs can include truck
aprons and a wider turning radius to allow
such vehicles to pass through at manageable
speeds with minor issues.

Space Constraints
If available right-of-way is limited, traffic
signals do typically require less space than
roundabouts. However, compact roundabout
designs tailored to fit tighter intersections can
be implemented and still provide safety benefits
compared to traditional signals
In rural areas in Yuba and Sutter County, a
common concern is the ability of roundabouts
to accommodate heavy vehicles like semitrucks, farm tractors, and trailers. However, modern roundabout designs can include truck
aprons and a wider turning radius to allow
such vehicles to pass through at manageable
speeds with minor issues.

Space Constraints
Busy intersections near schools, parks, and
shopping centers raise concerns about
pedestrian and cyclist safety in roundabouts.

Roundabouts have been shown to reduce
crash likelihood and severity for people walking
and biking by slowing vehicle speeds and
reducing conflict points. Features like splitter
islands and clearly marked crosswalks allow
pedestrians to cross one direction of traffic at a
time, reducing exposure and improving visibility.

Cyclists benefit from lower vehicle speeds and
the option to either merge with traffic or use
designated bike paths around the roundabout.

Trucks in Roundabout
Source: Virginia Department of Transportation

68 Yuba-Sutter 69
Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Programmatic Countermeasures
Programmatic countermeasures include education, enforcement, and other strategies that influence crash likelihood and severity. Countermeasures That Work: A Highway Safety Countermeasure Guide for State Highway Safety Offices, 11th Edition, published by the National Highway Traffic Safety Administration (NHTSA) in 2023, served as a resource for the programmatic countermeasures presented in this section. Below is the effectiveness ratings based on NHTSA.

Crash History-Based Enforcement
Description
Called an Enforcement Priorities Mandate,
use crash history and emphasis area
corridors to direct enforcement efforts,
with a focus on driving under the influence,
distracted driving, and dangerous driving.

This may require additional funding for
California Highway Patrol, County Sheriff,
and Local Police Departments.

Resources
Evidence-Based Behavior Change
Campaigns to Improve Traffic Safety
Toolkit (AAA Foundation, https://
aaafoundation.org/evidence-basedbehavior-change-campaigns-to-improvetraffic-safety-toolkit/) Countermeasures that Work, 11th Edition
Public Health Partnerships on DUI
Prevention
Description
Prevention and education policies focus on
mobilizing and educating the community
and intervening before driving under the
influence takes place. According to NHTSA
research, alcohol problem assessment and
treatment programs, as well as alcohol
intervention in settings such as a doctor’s
office, are highly effective strategies
for improving safety outcomes. Health
departments could partner with partner
agency police and sheriff departments to
share information and conduct screenings.

Resources
Behavior Change Campaigns to Improve
Traffic Safety Toolkit
Countermeasures that Work, 11th Edition
Education & Public Awareness
Campaigns Targeted at Speeding,
Driving Under the Influence, and
Increasing Awareness of People
Walking and Biking
Description
Coordinating with public communications
staff/public information officers from
each jurisdiction to use existing social
media accounts (e.g. Facebook, NextDoor,
Twitter, etc.) can help establish an
ongoing public education campaign
focused on safe and responsible driving,
discouraging drinking and driving, and
increasing awareness of pedestrians and
bicyclists. Campaigns could also involve
collaborating with local radio station to
disseminate safety messages in English,
Spanish, and Punjabi.

Continue existing safety education
campaign targeting safe speeds. This
could include yard signs, wall boards/
posters along high-injury corridors and
neighborhoods, ads on bus exteriors, radio
ads, etc. Safe Speeds is also applicable to
those who bike and scooter.

Potential partners include local Health
Departments, community-based
organizations like Blue Zones, local media
outlets, and OTS Go Safely California
Campaign.

Resources
The OTS Go Safely California campaign
has free resources for local agencies to
use in implementing public awareness
campaigns.

Pair Education with Engineering
Countermeasures
Description
Educational materials can be used
to teach people how to use new and
unfamiliar safety countermeasures,
such as roundabouts or protected
bikeways. These materials can consist
of informational signs or demonstration
videos, and should be presented in
multiple languages, including English,
Spanish, and Punjabi. The California Office
of Traffic (OTS) has grants to support
these educational campaigns.

Resources
City of Sacramento Bicycling videos:

The City of Sacramento has used
demonstration videos to engage residents
in bicycling safety procedures. The videos
feature a series of safety improvements
such as protected bike lanes, bike boxes,
and bike signals, and inform residents how
to use these new roadway features, both
as a bicyclist and a driver.

OTS Go Safely California campaign resources
Demonstrated to be effective by several high-quality evaluations with consistent results
Demonstrated to be effective in certain situations
Likely to be effective based on balance of evidence from high-quality evaluations or other sources
Effectiveness still undetermined as different methods of implementation produce different results
Limited or no high-quality evaluation evidence
Cost: Varies
Effectiveness and cost information is not
available for this countermeasure
Cost: $$$
Effectiveness and cost information is not
available for this countermeasure

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Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
High-Visibility Enforcement for DUI
Description
Deterrence policies, such as high
visibility enforcement, focus on raising
the actual and perceived risk of high-risk
behaviors. County sheriffs and local police
departments should implement high
visibility enforcement for DUIs to deter and
increase awareness of the risks of this
behavior.

High visibility enforcement for driving
under the influence, such as publicized
sobriety checkpoints and saturation
patrols, has been found to be effective
to improve safety outcomes. Officers can
focus their efforts along corridors with a
history of speeding-related crashes since
they must observe driving behavior on the
road.

Integrated enforcement would include
coordination with Public Awareness
Campaigns. For example, widespread
dissemination of multi-lingual educational
messaging and promotion of safe rides
home opportunities in advance of major
DUI enforcement efforts.

Resources
Massachusetts Saving Lives –
Enforcement Strategies, https://solutions.
edc.org/solutions/prevention-solutions
This program combines community
engagement events, high-visibility
enforcement including sobriety
checkpoints, and media communication to
discourage DUI.

Safe Route to School Program
Description
Safe Routes to School (SRTS) programs
aim to create safer, more accessible
options for children to walk and bike
to school. Per the US Department of
Transportation, 10% to 14% of all car trips
during the morning rush hour nationwide
are for school-related traffic, emphasizing
the need for safer travel environments.

Beyond safety, encouraging active travel
supports healthier lifestyles and can
contribute to better student well-being
and academic performance.

SRTS programs achieve these outcomes
through a combination of infrastructure
and programmatic strategies.

Infrastructure improvements, such
as sidewalks, crosswalks, and traffic
calming, reduce collision risk and make
walking and biking more comfortable.

Complementary education, enforcement,
and encouragement activities promote
safe travel behaviors and build community
support.

Resources
Countermeasures that Work, 11th Edition
Yuba City Safe Routes to School Plan
FHWA Safe Routes to School Online
Guide, http://guide.saferoutesinfo.org/
Cost: $$
High-Visibility Enforcement for
Other Key Issues
Description
In the High-Visibility enforcement
model, law enforcement targets highcrash or high-violation locations for enhanced enforcement, and publicizes
the enforcement widely to maximize
general deterrence of key issues including
speeding, cell phone use, and lack of
yielding at pedestrian crossings. If done
well, such a campaign should be perceived
as fair, as drivers are being put on notice
that the enforcement is occurring, and
that it is being done to improve safety. The
objective is to convince the driving public
that speeding is likely to be detected and
therefore not worth the risk of receiving
fines, points, or other punishment.

Enforcement actions for violations
should be consistent with local and State
statutes, and taken in the interest of
preventing traffic crashes.

Effective communications and outreach
have long been deemed an essential part
of successful enforcement programs.

Key objectives of these communications
are to provide information about the
program and expected safety benefits, to
incorporate public input, and to increase
community support.

Cost: $$$
Safe Ride Home Program
Description
Develop partnerships between the
partner agencies’ public works and police
departments, Transportation Network
Company (TNC) operators, and local
businesses to offer promotional codes
for free or discounted rides home from
establishments or events throughout the
reservation to reduce the potential for DUI,
drowsy driving, or distracted driving. This
program could be especially important
during weekends, holidays, and other
special events.

Resources
Portland Bureau of Transportation Safe
Ride Home Program, https://www.
portlandoregon.gov/transportation/76611
PBOT partnered with the Portland Police
Bureau, TriMet, Old Town Hospitality
Group, and Portland cab companies Radio
Cab, Broadway Cab, New Rose City Cab
and United Independent Cab, as well as
transportation network companies Lyft
and Uber to provide promo codes for
discounted rides. The program is funded
by a 50-cent fee charged for every taxi
and TNC ride in Portland.

Cost: $$
Cost: $$

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Appendix D: Countermeasure Toolbox
Regional Safety Action Plan
Speed Limit Modification
Description
California Assembly Bill (AB) 43 was
passed in 2021 to provide a means
to lower speed limits on corridors that
meet certain criteria. AB 43 focused on
giving local jurisdictions more flexibility in
setting speed limits, especially regarding
vulnerable road users: • Speed Limit Reduction: Reduction of additional 5 mph based on several
factors, including designation of Safety
Corridors, as described in Chapter 3
• Prima Facie Speed Limits: Options for
15 and 25 mph in certain areas such
as school zones depending on context
• Business Activity Districts: Option for
20 or 25 mph speed limits
Automated Enforcement
Description
Automated enforcement, such as redlight cameras or speed cameras, target the specific drivers who are behaving
dangerously. Such enforcement is already
allowed in all of or at least in several cities
in California. Automated speed detection
devices can identify speeding violations
and provide citations. Such enforcement
is currently allowed on a pilot basis in six
cities in California and may be allowed to
be implemented in all cities in the future.

A strictly data-driven approach to
automated enforcement might place
red-light or speed cameras in locations
with the highest number of crashes.

However, given that many low-income
neighborhoods have historically received
fewer infrastructure investments,
which often results in a higher rate of
crashes, this approach could lead to a
disproportionate burden of enforcement.

Therefore, automated enforcement
should be implemented evenly across a
jurisdiction at problem locations.

Cost: $
Cost: Varies

Agenda Item 17

CITY OF YUBA CITY

STAFF REPORT
Date: January 20, 2026
To: Honorable Mayor & Members of the City Council;
From: Public Works Department
Presentation By: Joshua Wolffe, Public Works Director
Summary
Subject: Harter Estates North Subdivision (Acceptance of Public Improvements) Recommendation: Adopt a Resolution accepting certain street and related improvements pursuant to the Harter Estates North Subdivision Agreement with D.R. Horton CA2, Inc., a California corporation, and authorizing the Subdivider to file a Notice of Completion [Subdivision is located on the west side of the Harter Specific Plan Area, and south of Butte House Road]
Fiscal Impact: City will become responsible for maintenance costs of the public improvements Purpose:

To accept the infrastructure improvements associated with the Harter Estates North Subdivision for public use and initiate the one (1) year warranty period.

Council’s Strategic Goal:

Acceptance of these improvements coordinates with the Council Strategic Goal related to Infrastructure. The action is necessary to comply with the Development Subdivision Agreement and transfer the private development to the City as public infrastructure.

Background:

On June 4, 2024, Council authorized Resolution No. 24-067 to execute a Subdivision Agreement with the Subdivider, D.R. Horton CA2, Inc., a California corporation, regarding the development of the Harter Estates North Subdivision (SM 19-01) (Attachment 2). Per the agreement, the Subdivider was to construct the determined improvements and, upon completion, dedicate and offer the improvements to the City to constitute public improvements.

Analysis:

The Harter Estates North Subdivision street and related improvements have been constructed to the satisfaction of the City. At this time, the Subdivider is requesting acceptance of the improvements so that the one (1) year warranty period can begin. All of the required improvements within the subdivision have been constructed in conformance with the approved plans and specifications. With the acceptance, the Subdivider will provide security for the guarantee and warranty of the work in the amount of 10% of the cost of the improvements, which equates to $ 553,634.51.

Fiscal Impact:

With the acceptance of the improvements, the City will become responsible for the ongoing maintenance of the public improvements, including the water, sewer, storm-drain lines, streets, streetlights, and landscaping. Residents within the subdivision will participate in Lighting and Landscape Maintenance District No. 6A_3, which will pay for the proportional share of the maintenance of the streetlights and landscaping. Maintenance costs for the water and sewer lines will come from the Water Enterprise and Sewer Enterprise funds, respectively, and maintenance of the streets and storm drains will be funded with road funds and the established Community Facilities District for the subdivision.

Alternatives:

Do not accept the improvements.

Recommendation:

Adopt a Resolution accepting certain street and related improvements pursuant to the Harter Estates North Subdivision Map Agreement with D.R. Horton CA2, Inc., a California corporation, and authorizing the Subdivider to file a Notice of Completion. [Subdivision is located on the west side of the Harter Specific Plan Area, and south of Butte House Road.]
Attachments:

1. Resolution accepting Harter North Subdivision Improvements

2. Location Map of Harter Estates North
Prepared By: Submitted By:

Kevin Bradford
Deputy PW Director – Engineering
Robert Bendorf
City Manager

ATTACHMENT 1

RESOLUTION NO. _______

RESOLUTION OF THE CITY COUNCIL OF THE CITY OF YUBA CITY

ACCEPTING CERTAIN STREET AND RELATED IMPROVEMENTS

PURSUANT TO THE HARTER ESTATES NORTH SUBDIVISION
AGREEMENT DATED JUNE 21, 2024 BETWEEN THE CITY OF YUBA CITY AND D.R. HORTON CA2, INC., A CALIFORNIA CORPORATION, AND AUTHORIZING THE SUBDIVIDER TO FILE THE NOTICE OF COMPLETION.

WHEREAS, the City of Yuba City (City) has heretofore contracted with D.R. Horton CA2, Inc., a California corporation (Subdivider) for certain work pursuant to that Harter Estates North Subdivision Agreement dated June 21, 2024, between the City and D.R. Horton CA2, Inc., a California corporation as a condition of approval for Tentative Subdivision Map No. 19-01; and WHEREAS, said work of improvements called for by said Agreement for street and related improvements was completed to the satisfaction of the City, and a maintenance bond insuring the work of improvements from a maintenance standpoint for a period of one (1) year from and after completion has been provided.

NOW, THEREFORE, BE IT RESOLVED AND ORDERED that the City Council of the City of Yuba City hereby accepts the work performed on those certain improvements, the subject of the Harter Estates North Subdivision Agreement dated June 21, 2024, between the City of Yuba City and with D.R. Horton CA2, Inc., a California corporation, and authorizes and directs the Subdivider to execute and record a Notice of Completion in connection with said work of improvement.

The foregoing Resolution was duly and regularly introduced, passed, and adopted by the City Council of the City of Yuba City at a regular meeting thereof held on the 20th day of January, 2026.

AYES:

NOES:

ABSENT:

Marc Boomgaarden, Mayor
ATTEST:

Ciara Wakefield, City Clerk

APPROVED AS TO FORM
COUNSEL FOR YUBA CITY:

Shannon Chaffin, City Attorney
Aleshire & Wynder, LLP

ATTACHMENT 2

BUTTE HOUSE RD
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A
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T
E
R
P
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KWY
ELM
E
R
AV
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O
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A
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O
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T

REDDING AVE
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Location Map: Harter North Estates
Tentative Subdivision Map 19-01
Harter Estates
North
1 inch = 300 feet

Agenda Item 18

CITY OF YUBA CITY

STAFF REPORT
Date: January 20, 2026
To: Honorable Mayor & Members of the City Council;
From: Development Services Department
Presentation By: Jaspreet Kaur, Senior Planner
Summary
Subject: Consideration of an Appeal of the Planning Commission’s approval of Use Permit 24-04, Tentative Parcel Map 24-01, Variance 24-01, and Environmental Assessment 24-06 located at 590 Colusa Avenue
Recommendation: Continue the item to a date certain of February 3, 2026, at 6pm or shortly thereafter
Fiscal Impact: The City’s adopted flat fee for appeals has been paid by the appellant and is intended to cover staff costs
Purpose:

To consider the appeal of Use Permit 24-04, Tentative Parcel Map 24-01, and Variance 24-01.

Council’s Strategic Goal:

This item implements the Council’s Strategic Goal of being business friendly.

Background:

The applicant, Ryan Rogers, filed an application for a Use Permit, Tentative Parcel Map and Variance on March 25, 2024.

On February 26, 2025, the Planning Commission conducted a Public Hearing on the project. During the public hearing, members of the public spoke in opposition of the project due to noise concerns from the carwash and drive-thru speaker, wall height, and traffic. After the close of the public hearing, Planning Commission approved the three entitlements.

On March 10, 2025, the City received an appeal from Brigit S. Barnes & Associates, Inc. for Planning Commission’s action that was timely received by the City Clerk’s office in accordance with Section 8-

5.7202 and Section 8-8.104-105 of the Yuba City Municipal Code.

On January 8, 2026 staff received an email requesting the item to be moved to a future City Council date as the applicant and appellant are still working on agreeing to new Conditions of Approval.

Appeal:

The appeal cites the following grounds (see appellant letter provided as Attachment 1):

1. Several neighbors did not receive notice of the hearing and Sarah Kliban’s written objections were not read into the record.

2. Variance and conditional use permits should be limited to slight zoning or general plan modifications so long as such modifications can be squared with adverse impacts on the peace and tranquility of its neighbors. The requested variance reduces the standard setback for carwashes from 100 feet to 10 feet to allow portions of the carwash tunnel and fast-food drive lane to be located within 10 feet from adjacent residential uses.

3.The intent of the 100-foot standard is to protect adjacent residential uses from noise impacts from the car wash and drive-through operations. 4. Should the City Council determine to approve any portion of these uses and the parcel map, we urge that it set special hearings to determine the appropriate level of mitigation.

The appeal letter urged the City Council to deny the application so the project can be redesigned to relocate the fast-food driveway and the vacuum dryer tunnel as part of the car wash facility so that the primary causes of extraordinary noise is located further away from residential neighbors.

Analysis:

This project includes the following entitlements:
• Tentative Parcel Map 24-01: Subdivide the 2.02-acre site into three commercial parcels consisting of 0.93 acre (Parcel 1), 0.71 acre (Parcel 2), and 0.38 acre (Parcel 3). • Use Permit 24-04: Establish a new 2,870 square foot quick-serve restaurant with a drivethrough on Lot 2. The commercial uses within the parcel map will be connected through internal access driveways facilitated by a cross-access easement. Pursuant to the Yuba City Municipal Code, drive-through facilities require an approved Use Permit within the C-3 District. • Variance 24-01: To reduce the minimum required 100-foot distance between a car wash facility and residence to approximately 10 feet to accommodate the vacuum station. The car wash building is approximately 50’ away from the closest residence.

Notice was provided to property owners within 350 feet of the project site consistent with State law which exceeds the minimum 300-foot statutory notice requirement.

Written comments submitted by Ms. Kliban were read into the record at the Planning Commission meeting by staff.

The 100-foot setback standard referenced by the appellant applies to the separation of carwashes from residential districts and does not apply to drive -thru facilities (Municipal Code Sections 8-5.1302 and 8-

5.1402).

Following receipt of the appeal, the appellant and applicant are collaborating to address the concerns cited and have requested the public hearing to be moved to a later date. Staff will prepare a staff report with revised Conditions of Approval for consideration at the regular City Council meeting on February 3, 2026.

Fiscal Impact:

The City’s adopted flat fee for appeals has been paid by the appellant and is intended to cover staff costs.

Alternatives:

Alternative direction may be provided by the City Council.

Recommendation:

Continue the item to a date certain of February 3, 2026.

Attachments:

1. Appeal Letter
Prepared By: Submitted By:

Jaspreet Kaur
Senior Planner
Robert Bendorf
City Manager

ATTACHMENT 1

Agenda Item 19

CITY OF YUBA CITY

STAFF REPORT
Date: January 20, 2026
To: Honorable Mayor & Members of the City Council;
From: Administration Department
Presentation By: Ciara Wakefield, City Clerk
Summary
Subject: Community Sponsorship Request - Girls on the Run Recommendation: Consider a Community Sponsorship request; and if approved, Adopt a Resolution to approve a monetary sponsorship request from Girls on the Run of the North State in the amount of $1,800.00 for a public purpose that provides a community benefit by investing in a future workforce and cultivating engaged citizens
Fiscal Impact: Monetary sponsorship of Girls on the Run North State in the amount of $1,800.00 (Community Contributions Account number 4220-66010) Council's Strategic Goal:

This item addresses the City Council's overarching strategic goal of improving the "Quality of Life" for City residents.

Purpose:

City sponsorships reflect support of specific programs or events by an organization. The intent is that the public will receive some intrinsic cultural, economic, educational, or entertainment value from the program or event.

Background:

On January 18, 2022, the City Council adopted an Amended Community Sponsorship Policy outlining factors for approval, including resources available, alignment with Council goals, community benefit, risk, and insurance requirements.

On October 1, 2024, Council directed staff to update the policy. Amendments adopted January 21, 2025, added a one-year eligibility restriction, clarified quarterly review deadlines, and aligned applications with the City’s fiscal schedule.

In January 2026, a sponsorship request was received from Girls on the Run of the North State.

Girls on the Run of the North State:

Girls on the Run (GOTR) inspires girls in 3rd – 8th grades to lead joyful, healthy and confident lives through an evidence-based curriculum and the power of running. Participants design community

impact projects that directly benefit local organizations. Additionally, empowering girls with confidence, leadership, and healthy habits, GOTR invests in a future workforce and community members who are more likely to be engaged and supportive citizens. Girls on the Run unlocks power & potential.

An $1,800 sponsorship will help GOTR keep programming affordable for every girl who wants to participate. Funding supports training the coaches who lead each team, the curriculum/materials, and an end-of-season 5K that allows the girls pull together all that they have learned over the 10-week program to cross the finish line stronger, more connected to their peers and more confident in who they are.

Analysis:

The Amended Community Sponsorship Policy states, "The budget for the Community Sponsorship Program shall be established by City Council each year during the annual budget process," and "applications will be presented to Council quarterly on a first-come, first-served basis." For FY 25-26, City Council budgeted $10,000 for Community Contributions and $10,000 for Community Events.

Budgeted funds are to be considered and allocated on a quarterly basis, which provides $2,500 quarterly for Community Contributions and $2,500 quarterly for Community events.

Description Budget Q1 July- Sept 2025 Q2 Oct- Dec 2025 Q3 Jan- Mar 2026 Q4 April- June 2026 Remaining Balance
Community
Contributions
4220-66010
$10,000
($2,500
Quarterly)
$1,000
YCHS Baseball
Request:
$1,800 - Girls on
the Run
$7,200
Community
Events
4220-66015
$10,000
($2,500
Quarterly)
$2,500
Casa De Esperanza
$1,000 Sutter
County Museum
$1,000 YSEDC
$5,500
Fiscal Impact:

Girls on the Run of the North State:

Monetary sponsorship in the amount of $1,800.00 (Community Contributions Account number 4220- 66010).

Recommendation:

Consider a Community Sponsorship request; and if approved, Adopt a Resolution to approve a monetary sponsorship request from Girls on the Run of the North State in the amount of $1,800.00 for a public purpose that provides a community benefit by investing in a future workforce and cultivating engaged citizens.

Attachments:

1. Resolution - Girls on the Run Sponsorship 01.20.26

2. Sponsorship Application - Girls on the Run 01.20.26
Prepared By: Submitted By:

Ciara Wakefield
City Clerk
Robert Bendorf
City Manager

ATTACHMENT 1

RESOLUTION NO._______

RESOLUTION OF THE CITY COUNCIL OF THE CITY OF YUBA CITY

APPROVING A COMMUNITY SPONSORSHIP REQUEST FOR GIRLS

ON THE RUN OF THE NORTH STATE
WHEREAS, Girls on the Run of the North State, a non-profit organization, inspires girls in 3rd – 8th grades to lead joyful, healthy and confident lives through an evidence-based curriculum and the power of running; and
WHEREAS, Girls on the Run of the North State has requested community contribution funds to keep programming affordable for every local girl who wants to participate.; and WHEREAS, the City Council of the City of Yuba City (“City Council”) finds that supporting the physical, emotional, and social development of local girls serves an important public purpose by empowering youth with confidence, leadership, and healthy habits, thereby investing in a future workforce and fostering engaged community members;

NOW, THEREFORE UPON A FINDING THAT THE SPONSORSHIP SERVES A PUBLIC PURPOSE AND PROVIDES A COMMUNITY BENEFIT, the City Council of the City of Yuba City does hereby resolve as follows:

Section 1. The City Council finds the above recitals true and correct.

Section 2. The City Council finds that the Girls on the Run efforts directly benefits Yuba City youth. Accordingly, the City Council approves a community contribution in the amount of $1,800 for the Girls on the Run of the North State.

Section 3. This Resolution shall take effect immediately and the City Clerk shall certify the adoption of this Resolution.

The foregoing Resolution of the City Council of the City of Yuba City is duly introduced, PASSED AND ADOPTED at a regular meeting thereof held on the 20th day of January, 2026 by the following vote:

AYES:

NOES:

ABSENT:
____________________________
Marc Boomgaarden, Mayor
ATTEST:
_____________________________
Ciara Wakefield, City Clerk

APPROVED AS TO FORM

COUNSEL FOR YUBA CITY
_________________________

Shannon L. Chaffin, City Attorney
Aleshire & Wynder, LLP

EXHIBIT 1A

CITY OF YUBA CITY | Rev. 1.18.22

COMMUNITY SPONSORSHIP APPLICATION FORM
Name of Organization Non-Profit ID/ 501 C#
Address City/State/Zip
Contact Person Phone Email
Organization Purpose/Mission
Type of Organization:
 Non-Profit (located or primarily serves residents within the City of Yuba City  Educational Institution
 Local business (located within City of Yuba City city limits) Type of Event:
 Local Celebration Athletic Cultural Educational
 Fundraiser Entertainment Other
Program or Event Name
Event Location
Event Date/Time
Expected Number of Participants
Open to the Public?  Yes  No
Please explain how your program or event meets one or more of the sponsorship criteria below:
• Boosts the local Yuba City economy:
• Provides an opportunity to help build community, foster a sense of pride within our community, and engage our community:
• Contributes positively to the recognition and image of the City of Yuba City:

CITY OF YUBA CITY | Rev. 1.18.22
Type of Sponsorship Requested:
 In-kind services – Amount requested: _______________
Provide a description of the in-kind services requested:
 Facility Waiver – Amount requested: _______________
 Monetary Funding – Amount requested:
 Fundraiser Gift Basket – Amount requested:_____________ Other Considerations:
 I understand that if the City agrees to sponsor the event, I will acknowledge the sponsorship on all printed information or advertising related to the event using a message approved by the City and provide any written marketing material to the City before distribution of event materials.
 If the City agrees to sponsor the event, I understand that appropriate ADA accessibility and other permit requirements will be provided.  I understand that sponsorship is optional, and the City can deny this sponsorship application.

Signature of Applicant Date
Print Name of Applicant

Agenda Item 20

CITY OF YUBA CITY

STAFF REPORT
Date: January 20, 2026
To: Honorable Mayor & Members of the City Council;
From: Administration Department
Presentation By: Marc Boomgaarden, Mayor
Summary
Subject: Assignment of City Council to Regional Boards and Committees Recommendation: Approve the City Council Assignments to Regional Boards and Committees for Calendar Year 2026
Fiscal Impact: None
Below are the City Council Assignments to Regional Boards and Committees for Calendar Year 2026:

Attachments:

1. 2026 - Council Assignments 01.20.26
Prepared By: Submitted By:

Ciara Wakefield
City Clerk
Robert Bendorf
City Manager

ATTACHMENT 1

Page | 1
City Council
2026 Board and Committee Assignments
Commission Members Date/Time/Location Contact 700
Form Stipend
Advisory Board Screening
Committee
Marc Boomgaarden (Mayor)
Michael Pasquale
(Vice-Mayor)
As needed – to fill term
ending dates June & Dec
1201 Civic Center Blvd YC
Ciara Wakefield
City Clerk
(530) 822-4817
[email protected]
NO None
Beale Military Liaison Marc Boomgaarden
Dave Shaw (Alt)
Volunteer/Advocacy
As needed
Janice Nall – Beale AFB
(530) 218-2121
[email protected]
N/A None
Blue Zones Toni Cole TBD / As needed
Marni Sanders
Executive Director
[email protected]
NO None
Downtown Business
Association Representatives
Michael Pasquale
Dave Shaw
8:30 a.m. First Thursday
Monthly & As needed
(530) 755-1620
[email protected] NO None
Countywide Redevelopment
Oversight Board*
(Mayoral appointment)
Michael Pasquale
Wade Kirchner (Alt)
As needed - Sutter County
1160 Civic Center Blvd
Yuba City, CA 95993
Steve Smith, Assistant CAO
(530) 822-7100
[email protected]
YES None
Feather River Air Quality
Management District
(FRAQMD)
Michael Pasquale
Wade Kirchner (Alt)
4:00 p.m. First Monday
Every other Month
541 Washington Ave, YC
Shelley Channel and
Maria Ramos - FRAQMD
(530) 634-7659 Ext 204
[email protected]
[email protected]
YES $100/meeting
Gilsizer Drainage District
Marc Boomgaarden (Mayor)
Wade Kirchner
Michael Pasquale (Alt)
4:00 p.m. Monthly
Every 2nd Wednesday
1201 Civic Center Blvd YC
Tammi Gaschke – Sutter Co
(530) 822-7450
[email protected]
YES None
Gov’t Affairs Committee for
Sutter Yuba Homeless
Consortium
Wade Kirchner
Toni Cole (Alt)
When called
Via Zoom
Johnny Burke
(530) 632-5761
[email protected]
YES None
Greater Sacramento Economic
Development Council
(Recommendation)
Michael Pasquale
Dave Shaw
9:00 a.m. Quarterly
400 Capitol Mall #2520
Brittany Jones
(916) 287-9082
[email protected]
NO None

Page | 2
City Council
2026 Board and Committee Assignments
Commission Members Date/Time/Location Contact 700
Form Stipend
Local Agency Formation
Commission (LAFCO)
Marc Boomgaarden
Dave Shaw (Alt)
2:00 p.m., 2nd Thursdays
Jan, Mar, May, July, Sep, Nov
1201 Civic Center Blvd YC
Doug Libby, Executive Director
(530) 822-3231
[email protected]
YES None
North Sacramento Valley
Integrated Regional Water
Management Group
Wade Kirchner
9:00 a.m. Mondays TBD
210 N. Lassen St
City Hall - Willows
Guadalupe Rivera
(530) 822-7400
[email protected]
YES None
Regional Housing Authority Marc Boomgaarden
12:15 p.m. Twice /Month
1st & 3rd Wednesdays
1455 Butte House Rd, YC
Jennifer Ruiz – Housing Authority
(530) 671-0220 Ext 122
[email protected]
YES $50/meeting
Regional Waste Management Dave Shaw
Toni Cole (Alt)
4:30 p.m. Monthly
Every 3rd Thursday
915 8th Street, Msvl
Scott Scholz & Lisa O’Leary
(530) 634-6890
[email protected]
[email protected]
YES $100/meeting
Regional Water Authority Wade Kirchner
Phil Marler
9:00 am 2nd Thursday
every other month in
various locations
Ashley Flores, Executive Assistant
& Board Secretary
(916) 967-7692 x2000
[email protected]
YES None
Sacramento Area Council of
Governments (SACOG)
Marc Boomgaarden
Toni Cole (Alt)
9:00 a.m. Monthly
Every 3rd Thursday
1415 L St #300, Sacto
Lanette Espinoza - SACOG
(916) 340-6232
[email protected]
YES $100/meeting
School District Liaison Michael Pasquale
Dave Shaw (Alt)
Quarterly
Thursdays @ 3:00
750 Palora Ave, YC
Lora Broad – YCUSD
(530) 822-7601
[email protected]
NO None
Sutter Animal Services
Authority (SASA)
Toni Cole
Dave Shaw
Wade Kirchner (Alt)
4:00 p.m. Monday
Jan-Apr-Jun-Sep-Nov.
1201 Civic Center Blvd, YC
Ann Gillen – Yuba City
(530) 822-4652
[email protected]
YES None
Sutter Butte Flood Control
Agency (SBFCA)
Marc Boomgaarden
Dave Shaw
Toni Cole (Alt)
Michael Pasquale (Alt)
1:00 p.m. Monthly
Every 2nd Wednesday
1201 Civic Center Blvd, YC
Terra Yaney – SBFCA
(530) 755-9859
[email protected]
YES None

Page | 3
City Council
2026 Board and Committee Assignments
Commission Members Date/Time/Location Contact 700
Form Stipend
Sutter County Children &
Families Commission Toni Cole Quarterly
Location TBD
Julie Price
(530) 822-7505
[email protected]
YES None
Sutter Yuba Mosquito Vector
District Wade Kirchner
4:00 p.m. Monthly
Every 2nd Thursday
701 Bogue Road, YC
Stephen Abshier & Jessica Farrell
(530) 674-5456
[email protected]
[email protected]
YES $100/meeting
Yuba Sutter Arts Michael Pasquale
6:00 p.m. Monthly
Every 4th Wednesday
624 E Street, Msvl
David Read, Executive Director
(530) 742-2787
[email protected]
YES None
Yuba Sutter Economic
Development Corporation
(Recommendation)
Michael Pasquale
Robert Bendorf
Meets Quarterly
950 Tharp Road, #1303,
YC
Brynda Stranix, CEO
(530) 751-8555
[email protected]
YES None
Yuba Sutter Food Bank Wade Kirchner TBD / As needed
Maria Ball, Executive Director
760 Stafford Way
Yuba City, CA 95991
(530) 673-3834
[email protected]
NO None
Yuba-Sutter Transit Authority
(YSTA)
Toni Cole
Wade Kirchner
Michael Pasquale (Alt)
Dave Shaw (Alt)
4:00 p.m. Monthly
Every 3rd Thursday
915 8th Street, Msvl
Matthew Mauk & Lisa O’Leary
(530) 634-6880
[email protected]
[email protected]
YES $100/meeting

Page | 4
City Council
2026 Board and Committee Assignments
Ad Hoc Committees Members
Budget Oversight Marc Boomgaarden
Michael Pasquale
Sikh Festival TBD
Tierra Buena Traffic Marc Boomgaarden
Michael Pasquale
Community Outreach Concluded
Habitat for Humanity Concluded
Revenue Concluded

Page | 5
City Council
2026 Board and Committee Assignments
*=Mayoral Appointment ** = Recommendation Grey = Ad Hoc Committee Marc Boomgaarden Michael Pasquale Toni Cole Wade Kirchner Dave Shaw Advisory Board Screening
Committee
Advisory Board Screening
Committee Blue Zones County-Wide RDA
Oversight Board* (Alt) Beale Military Liaison
Beale Military Liaison (Alt) County-Wide RDA Oversight
Board*
Gov’t Affairs Committee
for Sutter Yuba Homeless
Consortium (Alt)
Feather River Air Quality
Management District (Alt)
Downtown Business
Association
Gilsizer Drainage District Downtown Business
Association
Regional Waste
Management Authority
(RWMA) (Alt)
Gilsizer Drainage District Greater Sacramento
Economic Council (GSEC)
Local Agency Formation
District (LAFCO)
Feather River Air Quality
Management District
Sacramento Area Council
of Government (SACOG)
(Alt)**
Gov’t Affairs Committee for
Sutter Yuba Homeless
Consortium
Local Agency Formation
District (LAFCO) (Alt)
Regional Housing Authority Gilsizer Drainage District (Alt) Sutter Animal Services Authority (SASA)
North Sac Valley Integrated
Regional Water Mgmt
Group
Regional Waste
Management Authority
(RWMA)
Sacramento Area Council of
Government (SACOG)**
Greater Sacramento
Economic Council (GSEC)
Sutter Butte Flood
Control Agency (SBFCA)
(Alt)
Regional Water Authority
(RWA)
Sutter Animal Services
Authority (SASA)
Sutter Butte Flood Control
Agency (SBFCA) School District Liaison Sutter County Children and Families Commission
Sutter Animal Services
Authority (SASA) (Alt) School District Liaison (Alt)
Budget Oversight Ad Hoc Sutter Butte Flood Control
Agency (SBFCA) (Alt)
Yuba-Sutter Transit
Authority (YSTA)
Sutter Yuba Mosquito
Vector District
Sutter Butte Flood Control
Agency (SBFCA)
Tierra Buena Traffic Ad Hoc Yuba Sutter Arts Yuba Sutter Food Bank Yuba-Sutter Transit Authority (YSTA) (Alt)
Yuba-Sutter Economic
Development Corp (YSEDC)**
Yuba-Sutter Regional
Healthcare Gov’t Relations
Committee
Yuba-Sutter Transit Authority
(YSTA) (Alt)
Yuba-Sutter Transit
Authority (YSTA)
Budget Oversight Ad Hoc
Tierra Buena Traffic Ad Hoc

Agenda Item 21

CITY OF YUBA CITY

STAFF REPORT
Date: January 20, 2026
To: Honorable Mayor & Members of the City Council;
From: Development Services Department
Presentation By: Doug Libby, Development Services Director Summary
Subject: Mobile, Open Air, and Sidewalk Vending Ordinance Update Recommendation: Initiate a Municipal Code amendment to Title 8, Chapter 5, Article 53 to update vending regulations including additional enforcement for illegal pop-ups serving food, implementation of State law, and codifying protections for young entrepreneurs
Fiscal Impact: No direct fiscal impact will result from amending the Municipal Code to establish the proposed revisions. Existing budgeted monies will be used for this effort Purpose:

To seek direction from the City Council regarding initiation of an update to the Municipal Code to regulate vending operations (including seizure of equipment of illegal vendors serving food), implementation of new requirements from the State involving sidewalk vending, and to clarify limitations on regulations to promote young entrepreneurs.

Council’s Strategic Goal:

This item is consistent with the Council’s Public Safety Strategic Goal to enhance public safety in the community.

This item is also consistent with the Council’s Business Friendly Strategic Goal. Establishing enhanced penalties for illegal vendors protects permitted vendors and restaurants who have complied with food facility regulations and obtained the required permits to operate. Additionally, clarifying special exceptions for young entrepreneurs promotes the development of business acumen for the next generation.

Background:

The City’s regulation of vendors was last modified over a decade and a half ago. Since that time, there have been substantial changes both in business practices and in comprehensive changes in State law, local vending practices, etc. The draft ordinance proposes to address these issues, as well as other updates including codifying largely existing practices for youth lemonade stands, removing outdated language, synching up requirements for mobile and other vendors, etc.

Open Air Vending (“Pop Up” Vendors)

Recently there has been a significant spike in illegal vending operations, especially with illegal food vendors temporarily setting up on private and public property and selling food at various locations throughout the city where otherwise prohibited. These operations can be quite extensive, including tents, generators, lights, food service areas, tables, chairs, music, etc. Among others, these “pop up” vendors are often trespassing, do not comply with State food facility regulations overseen by Sutter County, violate safety and ADA requirements, are in incompatible locations with existing uses, and are placing lawfully operating vendors (including traditional brick and mortar restaurants and licensed food truck vendors) at a significant competitive disadvantage.

The City’s Code Enforcement conducts periodic evening and weekend enforcement activities. Despite this, these illegal operators continue to “pop up” throughout the City. Code Enforcement has even had to close down illegal vendors multiple times in a single evening operation. Additionally, many of the operators claim to not have any identification, making any administrative citations or fines difficult to enforce.

Staff have prepared a preliminary draft ordinance seeking initial direction from the Council. Among others, the draft ordinance would allow Code Enforcement including:
• Seize and dispose of perishable materials, including unsafe food. • Seize equipment associated with the operation. The equipment would be stored by the City for 30 days, and then can be disposed of if not claimed by the owner. • The owner can come to the City to reclaim the property upon providing suitable evidence of ownership, etc.
• Any costs incurred in the salvage, disposal, or storage of impounded property may be assessed against any responsible person, including the owner.
• An appeal process.

These requirements are in addition to the existing requirements for food vendors having the appropriate Sutter County Environmental Health permit(s), City business license, a vending permit, insurance, etc.

Sidewalk Vendors
The State continues to pass legislation imposing additional limitations on the ability cities to regulate local affairs. This includes the adoption of SB 946 and successor legislation which limit the ability of local governments to regulate sidewalk vendors, except as authorized under the law. In essence, the City is prohibited from regulation of sidewalk vendors unless it adopts a program, such as through an ordinance, in limited circumstances and when the restriction is directly related to objective health, safety, or welfare concerns.

The draft initial ordinance would establish a program requiring, among others, limitations of sidewalk vending in residential zones, in parks with concessions, and on hours of operation; compliance with the ADA and local permit requirements; compliance with applicable Sutter County Environmental Health regulations; distance requirements from special events, etc. Under State law, violations of a city’s sidewalk vending regulations by a sidewalk vendor is punishable only by administrative fine.

Young Entrepreneurs
Many youth have had their first business opportunities from a simple stand in their front yards occasionally selling lemonade, baked goods, crafts, and similar items. Others have worked with local businesses to allow occasional sales to entering/exiting customers.

Currently, this is illegal in many cities, who would require health permits, business licenses, insurance, and even entitlement such as a use permit. However, it has been the Council’s policy to encourage youth entrepreneurship and promote community engagement, and it has been the City’s practice to provide flexibility to these budding entrepreneurs. In furtherance of this, the draft ordinance proposes to formally codify exceptions for minors under the age of 18 from limited, low-impact sales activities without a business license.

To qualify, sales must be located on a residential property owned or lawfully occupied by the youth entrepreneur, or on a commercial or similar property where the owner or authorized agent has granted permission for the activity. Sales may not include alcoholic beverages, obstruct public rights of way or sidewalks, or create traffic or safety hazards (such as having an open flame). Sales shall not exceed a cumulative total of 25 days within a rolling 12-month period. Temporary use of portable tables, chairs, shade structures, or other site furniture, and signs is permitted.

Next Steps
The City Council may provide any further initial guidance to staff and can initiate the ordinance process if warranted. Staff will then include any guidance and present the ordinance to the Planning Commission for a recommendation, as the draft ordinance amends the City’s zoning ordinance. The matter will then return to the City Council for refinements and formal adoption, which consists of two meetings (a first and second reading).

Fiscal Impact:

No direct fiscal impact will result from amending the Municipal Code to establish the proposed revisions. Existing budgeted monies will be used for this effort.

Alternatives:

The City Council may determine not to initiate a Municipal Code amendment or the City Council may provide alternate direction to staff concerning this matter.

Recommendation:

Initiate a Municipal Code amendment to Title 8, Chapter 5, Article 53 to update vending regulations including additional enforcement for illegal pop-ups serving food, implementation of State law, and codifying protections for young entrepreneurs.

Attachments:

1. Draft Ordinance
Prepared By: Submitted By:

Doug Libby, AICP
Director of Development Services
Robert Bendorf
City Manager

ATTACHMENT 1

01248.0005 2078819.3 1/12/2026 1
ORDINANCE NO. ___

AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF YUBA
CITY AMENDING ARTICLE 53 OF CHAPTER 5 OF TITLE 8 OF THE

MUNICIPAL CODE REGARDING MOBILE, OPEN AIR, AND

SIDEWALK VENDING OPERATIONS

WHEREAS,

WHEREAS,

WHEREAS,
WHEREAS, the City Council considered this ordinance pursuant to a noticed public hearing at its meeting on ________________, 2026, and now desires to adopt the same.

NOW THEREFORE, the City Council of the City of Yuba City does ordain as follows:

SECTION 1. Recitals. The above recitals are incorporated by reference.

SECTION 2. CEQA. The City Council finds and determines that the adoption of an ordinance regulating and restricting mobile, pen air, and sidewalk vending operations not a “project” for the purposes of the California Environmental Quality Act (CEQA) as the it establishes administrative activities, or otherwise clarifies uses associated with existing regulations including State regulations, that will not result in direct or indirect physical changes to the environment as contemplated by CEQA Guidelines section 15378. Further, this ordinance is exempt under section 15061(b)(3) of the CEQA Guidelines, which provides that CEQA only applies to projects that have the potential for causing a significant effect on the environment. Here it can be seen with certainty that there is no possibility that the activity in question would have a significant adverse effect on the environment. As such, this activity is not subject to CEQA.

SECTION 3. Article 53 (Special Provisions for Mobile and Open Air Vending Operations) of Chapter 5 (Zoning) of Title 8 (Planning and Zoning) of the Yuba City Municipal Code is amended to read in its entirety as follows:

Article 53. - Special Provisions for Mobile, and Open Air, and Sidewalk Vending Operations
Sec. 8-5.5305. Declaration of purpose.

The City Council of Yuba City expressly finds that the vending of produce and prepared or prepackaged foods, goods, wares, and/or services on public streets, sidewalks, or alleys and on private property could potentially pose unsafe conditions and special dangers to the public health, safety, and welfare of the residents of the City of Yuba City. It is the purpose and intent of the City Council, in enacting this article, to provide those persons who engage in those types of vending operations with clear and concise regulations to prevent safety, traffic, and health hazards, as well as to preserve the peace, safety, and welfare of the community.

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Sec. 8-5.5310. Definitions.

The following words, terms and phrases, when used in this article, shall have the meanings ascribed to them in this section, except where the context clearly indicates a different meaning:
(a) "Business owner" shall mean any person, firm, or corporation, which owns or controls any interest in any business engaged in vending as defined in subsection (u) of this section. (b) "Building complex" shall mean a grouping of any number of buildings that was comprehensively planned as a single or multi-phased project. Building complexes are characterized by shared ingress/egress and parking improvements and master planned utility infrastructure. Building complexes can be located on the same or separate parcel(s) of land. (c) "Commissary" shall mean a food establishment in which food, containers, equipment, or supplies are stored or handled for use in motorized food wagons or conveyance. (d) "Conveyance," as used in this chapter, shall mean any vehicle (except motorized food wagons, as defined below), trailer, cart, wagon, or stand, with or without wheels, which may be moved from one place to another under its own power or by other means. (e) "Fixed place of business" shall mean a commercial activity operating from an immoveable building or enclosed structure at a permanent location which complies with applicable City, State and Federal regulations.
(f) "Itinerant merchant," for purposes of this chapter, shall mean any person who engages in a temporary business of selling and delivering goods, wares, or merchandise within the City, and who, in furtherance of such purpose, hires, leases, uses, or occupies any building structure, motor vehicle, tent, public rooms in hotels, lodging houses, apartments, shops, or any street alley, or other place within the City, for the exhibition and sale of such goods, wares, or merchandise, either privately or at public auction; provided that any person so engaged shall not be relieved from complying with the provisions of this chapter merely by reason of associating temporarily with any local dealer, trader, merchant, or auctioneer, or by conducting such transient business in connection with, as a part of, or in the name of any local dealer, trader, merchant, or auctioneer.
(g) "Mobile food vendor" shall mean any person that sells, or causes or allows another, whether as an employee or as an independent contractor leasing or renting equipment, to sell any food or drinks by means of a motorized food wagon or nonmotorized vehicle, such as catering truck, motorized cart, food truck, or other itinerant method. It includes a nonmotorized vehicle which is not self-propelled or which cannot be moved by a person pushing or pulling such nonmotorized vehicle. Where one person employs another person to sell food or drinks or where one person leases or rents equipment or a vehicle to another person to allow them to sell food or drinks, both individuals shall be considered mobile food vendors. Mobile food vendor shall not mean a sidewalk vendor as defined by this article. (h) "Mobile vendor" shall mean a person conducting commercial activity from either a motorized or nonmotorized vehicle, or in conjunction with the same, offering goods for sale on a temporary, intermittent or seasonal basis in which customers approach the vehicle to make a purchase. This term includes mobile caterers, mobile food vendors, lunch wagons,

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eating cars, ice cream trucks, pushcarts, bicycle carts, motorized food wagon or conveyance.

Notwithstanding, a mobile vendor does not include a sidewalk vendor. (ih) "Mobile unit" shall mean any vehicle, truck, trailer, cart, pushcart, wagon, bicycle, dray, conveyance or structure on wheels, not firmly fixed to a permanent foundation, which is not required to have a license to operate issued by the California Department of Motor Vehicles. (ji) "Motor vehicle" shall mean any automobile, truck, trailer or other conveyance requiring a license issued by the California Department of Motor Vehicles. (kj) "Motorized food wagon" shall mean any vehicle as defined in the California Vehicle Code, which is equipped and used for retail sales of prepared, prepackaged, or unprepared, unpackaged food or foodstuffs of any kind on any public street, alley, highway, or private street, alley, or property within the City of Yuba City. For the purposes of this chapter, a motorized food wagon shall also include any trailer or wagon pulled by a vehicle. (lk) "Open air vendor" shall mean a person conducting commercial activity from either a motorized or nonmotorized vehicle at a fixed location on private property, offering goods for sale on a temporary, intermittent or seasonal basis in which customers approach the vending operation to make a purchase. Open air vendor operations are not mobile enough to comply with the time requirements identified for mobile vendors and are therefore constrained to setting up operations at an approved fixed location. Open air vending includes commercial activity from a stall or booth, including food sales, and may include associated canopies, tables, chairs, serving tables, temporary signage, or displays affiliated with the same. Notwithstanding, an open air vendor does not include a sidewalk vendor. (ml) "Operator's permit" shall mean either a mobile vendor permit, or an open air vendor permit, or sidewalk vendor permit as provided for in this article. (m) "Peddler," for purposes of this chapter, shall mean any person traveling by ft., motor vehicle, mobile unit or any other type of conveyance from place to place conveying or transporting goods, wares, merchandise, foods, farm products, or provisions, or personal property of any nature whatsoever, and hawking or offering and exposing the same for sale, soliciting or taking or attempting to take orders for the same or for services to be furnished or performed in the future, or making sales and delivering articles to purchasers, or who, without traveling from place to place, shall sell or offer or solicit or taking or attempting to take orders for the same for sale from a motor vehicle or mobile unit. (n) "Peddle" and "peddling" shall mean traveling by ft., motorized vehicle, nonmotorized vehicle or any other type of conveyance from place-to-place, house-to-house, or from streetto-street, carrying, conveying or transporting goods, wares, merchandise, or food and concurrently offering or exposing the same for sale.
(o) "Peddling" shall mean the act of being a peddler.
(np) "Permittee" shall mean the person issued a permit to operate either a mobile or open air vending operation by the City of Yuba Citycity.
(oq) "Persons" shall mean any person, business owner, firm, partnership, association, or corporation, and includes, but is not limited to, owners, operators, drivers, lessors, and lessees of motorized food wagons and conveyances.

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(pr) "Public sidewalk or street" shall mean all of those areas dedicated as public thoroughfares, including, but not limited to, roadways, parkways, medians, alleys, sidewalks and public ways or dedicated easements for public rights-of-way.
(qs) “Sidewalk vendor” shall mean a person who sells food or merchandise from a pushcart, stand, display, pedal-driven cart, wagon, showcase, rack, or other nonmotorized conveyance, or from one’s person, upon a public sidewalk or other pedestrian path. A sidewalk vendor also includes a “roaming sidewalk vendor” who moves from place to place and stops only to complete a transaction, as well as a “stationary sidewalk vendor” who vends from a fixed location.
"Solicitor," "drummer," or "canvasser" shall mean any person who goes from house to house or from place to place taking, or attempting to take, orders for the sales of goods, wares, and merchandise of any nature whatsoever for future delivery or for services to be furnished or performed in the future, whether or not such individual has a sample, or whether or not he or she is collecting advance payments. "Canvasser" shall also include any person who goes from house to house or place to place for the purpose of leaving samples and/or advertisements for any goods, wares, or merchandise or for services to be rendered. (t) "Traveling merchant" shall mean any person who engages in buying, selling, trading or exhibition for purchase, sale or trade of any goods, wares, merchandise or services door-todoor, street-to-street or on a temporary or intermittent basis from a location which is not a fixed place of business. Traveling merchant includes, but is not limited to mobile street vendors and persons commonly referred to as solicitors, peddlers, hawkers, itinerant merchants, door-to-door salesman and transient vendors. (ru) "Vend" or "vending" shall mean the sale of any goods, wares, merchandise, prepared, prepackaged, or unprepared, unpackaged food or foodstuffs of any kind from private or public property.
(sv) "Vendor"/"operator" shall mean any person who sells and makes immediate delivery, or offers for sale and immediate delivery, any goods, wares, or merchandise, or drives, operates, vends, and/or prepares food on or from a motorized food wagon or conveyance.

Sec. 8-5.5315. Regulation of sales.

It is unlawful for any person to vend, or attempt to engage in vending, or to conduct business for the purpose of vending, or operate any vehicle or conduct any business for the purpose of vending, from any motor vehicle, motorized food wagon, mobile unit, or conveyance, that is parked, stopped, or standing upon any public street, alley, highway, or property, or private street, alley, or property within the City of Yuba City except in accordance with all applicable provisions of this CodeChapter.

Sec. 8-5.5320. Permit to operate—Mobile vendors.

A person desiring to engage in a mobile vendor operation, as defined by this article, shall submit a written application for a zoning clearance permit with all supporting information required by the City of Yuba City. Such application shall be accompanied by a nonrefundable, non-transferable application fee in an amount as may be established by resolution of the City

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Council. Any such permit shall be required to be renewed annually and a separate nonrefundable, nontransferable application fee shall be paid annually for such renewal application. Vendors must have the permit in their possession when vending. Additionally, the permittee shall display a City issued permit sticker upon each of their mobile units, motor vehicles, or motorized food wagons, as defined herein to demonstrate compliance with the requirements of this article. For mobile vending not directly occurring from a mobile unit, motor vehicle, or motorized food wagon, such as may be the case for certain mobile food vendors, the permit must be prominently displayed at the point of sale in a location readily visible to the public and available for inspection.
(a) As part of the permit to operate application, the vendor or business owner shall provide the following:
(1) Name, mailing address, and telephone number of applicant; (2) Presentation of a California driver's license, if any, or other photographic identification issued by a State or United States Federal agency establishing the applicant's age as 18 or older;
(3) Proof of current vehicle registration and a copy of an applicable vehicle insurance policy for any vehicles used in the vending activity;
(4) Four photographs (showing different exterior views) of each motorized food wagon or conveyance;
(5) A copy of a current Sutter County Environmental Health permit for any food service vending operation;
(6) A copy of the vendor or business owner's current business license certificatebusiness tax certification and applicable Board of Equalization Seller's Permit; (7) Business owners must show proof of payment to a commissary for the prior 12 months for all cases involving the reissuance of a permit; and proof of current payment for new vendors;
(8) Satisfactory proof of insurance as required by Section 8-5.5355; (9) A description of the goods, wares, merchandise, products, or any other thing or representation of value on consignment which will be the subject of the applicant's peddling or itinerant merchant business or activity.
(b) A permit to operate shall be granted unless:
(1) The vendor or business owneroperator fails to submit a complete application; (2) The vendor or business owner operator makes any omission, untrue statement or material misrepresentation in the application or provides fraudulent documentation with the application;
(3) The vendor or business owneroperator has violated this article within the last 12 months;
(4) Any vehicle proposed to be operated lacks the required equipment, is improperly licensed or is unsafe;
(5) The vendor or business owneroperator has not otherwise complied with this article.

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Sec. 8-5.5325. Conditions to operate—Mobile vendors.

A person who has obtained a zoning clearance permit to operate a mobile vending operation shall comply with all of the required conditions below or be subject to revocation of the permit as described in Section 8-5.5360.
(a) No permittee shall engage in business activity between the hours of 9:008:00 p.m. and 8:00 a.m., except upon invitation of the occupant or business owner. (b) No permittee shall solicit or attempt to solicit on any premises on which a notice or sign is clearly posted prohibiting solicitations or indicating the owner or occupant desire not to be solicited.
(c) The peddling of goods, merchandise, wares, or foods within a public or private parking lot is prohibited, unless the permittee can provide written permission from the property owner of the subject property to be located at said location. (d) The permit shall be exhibited by the permittee whenever requested by a law enforcement officer or at the request of any citizen the permittee is engaged in selling or soliciting.
(e) The permittee shall maintain a valid City of Yuba City Business Licensebusiness license certificate at all times.
(f) No permittee shall peddle goods from any motorized vehicle that is not properly licensed and insured as required by the State of California. (g) Any permittee engaged in the sale of tangible personal property that would normally be subject to sales tax if sold at retail shall maintain and have available for review, their California Sellers Permit issued by the State Franchise Tax Board. (h) No permittee shall intentionally or deliberately obstruct the free movement of any member of the public on any sidewalk, street or public place. (i) No permittee shall peddle items or solicit to a captive audience, including persons in lines or seated in public places.
(j) No permittee shall peddle any prepackaged food unless the items have all State and Federally required food labels and a Sutter County Environmental Health permit, to sell such items.
(k) Except as otherwise provided, no permittee shall peddle any goods, merchandise, wares or foods by sitting, standing or walking on a public street, or upon a median or parkway within a public street or right-of-way.
(l) No permittee shall peddle or attempt to peddle to the occupant(s) of a vehicle in a public street or highway.
(m) The permittee may not park, store, or maintain a vehicle on a residentially zoned parcel in the City or a public street in a residential area.
(n) The permittee shall comply with all California State Vehicle Code Requirements.

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(o) The peddling of goods, merchandise, wares or foods from a nonmotorized vehicle with the exception of bicycle carts shall be limited to the public or private sidewalk. Except for bicycle carts, peddling is prohibited from or within a public street or highway. (p) The use of amplified music and horns must comply with the City's noise regulations as specified in Title 4, Chapter 17.

Sec. 8-5.5330. Parking and stopping restrictions—Mobile vendors. (a) A mobile vendor may locate and operate in the public right-of-way subject to the following conditions:
(1) A vendor shall not operate within 100 feet. of any street intersection. (2) No mobile vendor shall stop to conduct his or her business or activity from a motor vehicle or mobile unit within 200 feetft. of another mobile vendor who has already stopped to conduct business.
(3) A mobile vendor shall move not less than 600 feetft. at least every 30 minutestwo hours and may not return to a previous location or within 600 feetft. of a previous location on the same calendar day.
(i) The lone sole exception to the above requirement is at an industrial building or office building where there are multiple shift changes during the course of a 24-hour day.

For those occurrences, a mobile vendor can return to the same location a maximum of two times during a calendar day.

Sec. 8-5.5335. Condition/appearance of site and motorized food wagon and conveyance— Mobile vendors.
(a) Any permitted mobile vendor who stops at a site shall maintain the property as follows:
(1) The site shall be maintained in a safe and clean manner at all times. (2) No tables, chairs, fences, shade structures, or other site furniture, (permanent or otherwise) or any freestanding signs shall be permitted for the customers of the business.
(3) Exterior storage or display of surplus refuse, equipment, materials, goods, wares, or merchandise associated with the vendor is prohibited.
(b) Any permitted mobile vendor shall comply with the following standards for the condition/appearance of their motorized food wagon and conveyance:
(1) The vendor shall display, in plain view and at all times, current permits and licenses in or on their vehicle.
(2) Any motorized food wagon or conveyance used in the course of vending shall be entirely self-sufficient in regards to gas, water, and telecommunications.

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(3) Should any utility hook-ups or connections to on-site utilities be required, the vendor shall be required to apply for appropriate permits to ensure building and public safety and consistency with applicable building and zoning regulations. (4) The vendor shall not discharge items from any motorized food wagon or conveyance vehicle onto the sidewalk, gutter, storm inlets, or streets. (c) Any permitted mobile vendor shall comply with the following sanitation standards. (1) All motorized food wagons or conveyances shall operate out of a commissary pursuant to the requirements of the California Health and Safety Code. (2) All motorized food wagons or conveyances shall be equipped with refuse containers large enough to contain all refuse generated by the operation of such a vehicle, and the vendor of the motorized food wagon or conveyance shall pick up all refuse generated by such operation within a 25 footft. radius of the vehicle before such vehicle is moved. No vendor shall dispose of any trash or refuse in any such public or private trash receptacle other than a trash receptacle owned, operated, or otherwise provided by and under the control of such vendor.
(3) A motorized food wagon or conveyance shall comply with California Health and Safety Code regarding the availability of adequate toilet facilities for use by food service personnel.

Sec. 8-5.5340. Permit to operate—Open air vendors.

A person desiring to engage in an open air vendor operation, as defined by this article, shall submit a written application for a use permit with all supporting information required by the City of Yuba City. Such application shall be accompanied by a nonrefundable, nontransferable application fee in an amount as may be established by resolution of the City Council. Any such permit shall be required to be renewed annually and a separate nonrefundable, nontransferable application fee shall be paid annually for such renewal application. Vendors must have the permit in their possession when vending. There must be at least one vendor with a valid permit present whenever vending is taking place.
(a) As part of the permit to operate application, the vendor or business owner shall provide the same information as specified in Section 8-5.5320(a). In addition, the applicant must also provide the following:
(1) An affidavit in a form approved by the City from the property owner (if other than self) permitting the vendor to locate on the site;
(2) A site plan, drawn to scale and with dimensions, indicating the location of all existing buildings, structures, driveways, parking spaces, traffic controls, and improvements, and the location or areas where the proposed vending activity, structures, and improvements related to the vending activity will be located upon the site; (3) If the open air vendor is located within 400 feet. of a business selling similar goods and products, then the vendor shall obtain written approval from said business and submit such written approval as part of the application.

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(b) The open air vending application for a use permit shall be forwarded to the Planning Commission for review unless:
(1) The operator business owner or vendor fails to submit a complete application; (2) The business owner or vendor operator makes any omission, untrue statement or material misrepresentation in the application or provides fraudulent documentation with the application;
(3) The business owner or vendor operator has violated this article within the last 12 months;
(4) Any vehicle proposed to be operated lacks the required equipment, is improperly licensed or is unsafe;
(5) The business owner or vendor operator has not otherwise complied with this article. (c) Any use permit request for an open air vending operation shall be processed in accordance with Section 8-5.7003.
(d) Notwithstanding subsections (b) and (c), and to the extent the proposed use is not otherwise subject to Section 8-5.5103, the Director of Development Services may instead issue a temporary use permit for a variety of short-term activities. (1) Temporary open-air vending. Short-term activities include the following types of temporary uses:
(i) Publicly owned property. Events that are to be conducted on publicly owned property for three or less consecutive days within a 90 day period and are sponsored by educational, fraternal, religious, or service organizations directly engaged in civic or charitable efforts, or to tax exempt organizations in compliance with 501(c) of the Federal Revenue and Taxation Code.
(ii) Any other temporary use the Director of Development Services may determine is similar in nature. If the use does not qualify, then the open air vending application for a use permit shall be forwarded to the Planning Commission for review in accordance with Section 8-5.7003.
(2) Required findings. The Director may approve a temporary use permit application, with or without conditions, only if all of the following findings are made:
(i) The operation of the requested temporary use at the location proposed and within the time period specified would not jeopardize, endanger, or otherwise constitute a menace to the public convenience, health, safety, or general welfare; (ii) The proposed location is adequate in size and shape to accommodate the temporary use without material detriment to the use and enjoyment of other properties located adjacent to and in the vicinity of the parcel; (iii) The proposed parcel is adequately served by streets or highways having sufficient width and improvements to accommodate the kind and quantity of traffic that the temporary use would or could reasonably be expected to generate; and

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(iv) Adequate temporary parking to accommodate vehicular traffic to be generated by the use would be available either on site or at alternate locations acceptable to the Director.
(3) Appeals. Any applicant or person claiming to be directly and adversely affected by any action of the Director may file an appeal in accordance with Section 8-5.7104.

Sec. 8-5.5345. Conditions to operate an Oopen Aair Vvending Ooperation. (a) Open air vending operations are allowed under the following conditions or be subject to revocation of the permit as described in Section 8-5.5360.:
(1) Vendors may only locate on private property except as authorized by a temporary use permit issued under Section 8-5.5340. No open air vending operations shall be allowed on public property, including the public right-of-way.
(2) Open air vending operations are allowed in areas where there is a large unmet need for service to be offered by the open air vendor; in general, open air vending operations shall only be allowed in the following areas of the City:
(i) Industrial building/complex greater than 65,000 square feet. (ii) Office building/complex greater than 50,000 square feet. (iii)Retail building/complex greater than 100,000 square feet.

The Planning Commission may issue use permits for open air vending operations in areas of less square footage than shown above when the findings for issuance of a use permit, as provided in section 8-5.7003(d), and in particular, finding number (d)(5), can be made, based on information in the record. The obligation to present evidence of an unmet need in areas of less square footage than shown above is the responsibility of the applicant.
(3) Open air vending operations shall comply with the following development standards:
(i) An open air vendor shall be incidental to a primary use of the subject property on which it isit's located, with the primary use having a valid City business license certificateof Yuba City Business License.
(ii) An open air vendor shall not be permitted as an accessory use to a stand-alone parking lot.
(iii) If the open air vendor is located within 400 feet. of a business selling similar goods and products, then the vendor shall obtain written approval from said business before being issued permit to operate.
(iv) An open air vendor cannot utilize, or be located on, parking spaces required for the primary use at that property.
(v) An open air vendor cannot be located on a vacant, undeveloped parcel or lot. (vi) An open air vendor must be located on a paved concrete or asphalt parking surface. (vii) An open air vendor cannot interfere with access, parking, aisles, circulation, driveways, or fire lanes and hydrants.

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(viii) An open air vendor cannot interfere with pedestrian movement or create a pedestrian hazard.
(ix) An open air vendor shall not peddle any food unless the items have all State and Federally required food labels and a Sutter County Environmental Health permit, to sell such items.
(x) An open air vendor engaged in the sale of tangible personal property that would normally be subject to sales tax if sold at retail shall maintain and have available for review, their California Seller's Permit issued by the State Franchise Tax Board.

Sec. 8-5.5350. Condition/appearance of site—Open air vendors. (a) Any permitted open air vendor who is located at an approved fixed location shall maintain the property as follows:
(1) The site shall be maintained in a safe and clean manner at all times. (2) No tables, chairs, fences, shade structures, or other site furniture, (permanent or otherwise) or any freestanding signs shall be permitted for the customers of the business.
(3) Exterior storage or display of surplus refuse, equipment, materials, goods, wares, or merchandise associated with the vendor is prohibited.
(b) Any permitted open air vendor shall comply with the following standards for the condition/appearance of their motorized food wagon and conveyance. (1) The vendor shall display, in plain view and at all times, current permits and licenses in or on their vehicle.
(2) Any motorized food wagon or conveyance used in the course of vending shall be entirely self-sufficient in regards to gas, water, and telecommunications. (3) Should any utility hook-ups or connections to on-site utilities be required, the vendor shall be required to apply for appropriate permits to ensure building and public safety and consistency with applicable building and zoning regulations. (4) The vendor shall not discharge items from any motorized food wagon or conveyance vehicle onto the sidewalk, gutter, storm inlets, or streets.

Sec. 8-5.5353. Permit to operate - Sidewalk Vending.

A person desiring to engage in a sidewalk vendor operation, as defined by this article, shall submit a written application for a permit with all supporting information required by the City.

Such application shall be accompanied by a nonrefundable, non-transferable application fee in an amount as may be established by resolution of the Council. Any such permit shall be required to be renewed annually and a separate nonrefundable, nontransferable application fee shall be paid annually for such renewal application.

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(a) As part of the permit to operate application, the vendor or business owner shall provide the following to the City:
(1) Identification in the form of a California driver’s license or identification number, an individual taxpayer identification number, or a municipal identification number in lieu of a social security number if the City otherwise requires a social security number for the issuance of a permit or business license.
(2) A copy of the vendor or business owner's current business license certificate and applicable Board of Equalization Seller's Permit.
(3) Any additional licenses from other state or local agencies to the extent required by law, such as a Sutter County Environmental Health permit for the sales of food. (4) Any other information to ensure compliance with other generally applicable laws. (5) Information on operations, including, but not limited to, any of the following:
(i) The name and current mailing address of the sidewalk vendor. (ii) A description of the merchandise offered for sale or exchange. (iii) A certification by the vendor that to their knowledge and belief, the information contained on the application is true.
(iv) The California seller’s permit number (California Department of Tax and Fee Administration sales tax number) of the sidewalk vendor. (v) If the sidewalk vendor is an agent of an individual, company, partnership, or corporation, the name and business address of the principal. (b) A permit to operate shall be granted unless:
(1) The vendor or business owner fails to submit a complete application; (2) The vendor or business owner makes any omission, untrue statement or material misrepresentation in the application or provides fraudulent documentation with the application;
(3) The vendor or business owner has violated this article within the last 12 months; (5) The vendor or business owner has not otherwise complied with this article.

Sec. 8-5.5344. Conditions to operate – Sidewalk Vendors.

A person conducting a sidewalk vending operation shall comply with all of the required conditions below or be subject to revocation of the permit as described in Section 8-5.5360. (a) No sidewalk vendor shall operate without first obtaining and maintaining a valid City business license certificate and a sidewalk vendor’s permit (b) Each sidewalk vendor shall display the required sidewalk vendor’s permit in a conspicuous location on the sidewalk vendor’s person or stand at all times while the sidewalk vendor is operating. (c) Operating Restrictions. It shall be unlawful and a violation of this Chapter for any sidewalk vendor to:
(1) Operate outside the hours authorized in the required sidewalk vendor’s permit, which hours shall not exceed 8:00 a.m. to 9:00 p.m.;

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(2) Operate as a stationary sidewalk vendor at any time in any residential zone; (3) Leave unattended any stand at any time while operating, or store, park or leave unattended any stand at any time outside of operating hours on any public sidewalk, pedestrian walkway, or other public place;
(4) Sell food without first obtaining and thereafter maintaining the required permit issued by the Sutter County Environmental Health permit or any other permit or license required pursuant to Part 7 (commencing with Section 113700) of Division 104 of the Health and Safety Code;
(5) Sell food for immediate consumption unless there is a litter receptacle available for patrons’ use;
(6) Leave any location without first disposing of all trash or refuse generated by operating in such location;
(7) Allow any items used in connection with the operation to be placed or stored anywhere other than in, on, or under the stand, or on the person of the sidewalk vendor;
(8) Operate from a stand other than the stand authorized pursuant to the sidewalk vendor’s permit;
(9) Set up, maintain, or permit the use of any additional table, crate, carton, rack, or any other device to increase the selling or displaying capacity of a stand without having obtained express authorization to do so pursuant to the required sidewalk vendor’s permit;
(10)Solicit or conduct business with any person in a motorized vehicle; (11) Sell anything other than the specific food, beverages or merchandise authorized to be sold as part of the operation pursuant to the required sidewalk vendor’s permit;
(12) Create any unnecessary noise in violation of this Code, including but not limited, except that such conduct, when engaged in by a sidewalk vendor while operating, shall be punishable only by the administrative fines established pursuant to this chapter;
(13) Operate within: (a) 50 feet of any fire hydrant; (b) 25 feet of any transit stop; (c) 25 feet of any building entrance; (d) 15 feet of the outer edge of any driveway or vehicular entrance to public or private property; (e) within 5 feet of any other sidewalk vendor on any public sidewalk, pedestrian path or walkway or other area intended for ingress or egress;
(14) Operate on any public sidewalk or pedestrian path or walkway in a manner that does not maintain 4 feet in width of clear space on the sidewalk, path or walkway, or which otherwise is not in compliance with the Americans with Disabilities Act of 1990;

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(15) Operate on a public sidewalk, pedestrian path or walkway in, or within 1,000 feet of any entrance of, a place of public assemblage during or within two hours before or after any event held at the place of public assemblage with the capacity to host 500 or more persons. For purposes of this paragraph: (i) “event” excludes any private gathering that is open neither to the ticketed public nor to the public generally and that does not exceed 500 persons; and (ii) “entrance” means and includes any building entrance or exit and any entrance or exit to or from exterior premises, such as through outer fences or gates or into outer parking lots or driveways on the property or site of the place of public assemblage. (16) Operate within 100 feet of any street intersection adjacent to a school site, or within 200 feet of another sidewalk vendor who has already stopped to conduct business at a school site, and shall move not less than 600 feet at least every two hours and may not return to a previous location or within 600 feet of a previous location on the same calendar day.
(17) Operate in any public street (i.e., in the street itself and not on the sidewalk), or on any median;
(18) Operate as a stationary sidewalk vendor in any park owned or operated by the City, where the City or other park operator has an agreement in place with a concessionaire that exclusively permits the sale of food or merchandise by the concessionaire, during the hours the concessionaire is open in the park; (19) Operate as a stationary sidewalk vendor within any area of a City park that is within 50 feet of an abutting residential dwelling;
(20) Operate within a parking lot, except as expressly authorized pursuant to the required sidewalk vendor’s permit based on a finding that such operation will not obstruct vehicular ingress, egress, or parking, or adversely affect public health or safety;
(21) Operate within 500 feet of a certified farmers’ market or a permitted swap meet during the operating hours of that certified farmers’ market or swap meet; (22) Operate within 500 feet of an area designated for a temporary use permit issued by the City during the duration of the permit; provided, that any notice, business interruption mitigation, or other rights provided to affected businesses or property owners under the temporary use permit are also provided to the sidewalk vendor, if such vendor is specifically permitted to operate in the area pursuant to a sidewalk vendor’s permit;
(23) Operate in any area or manner that would obstruct or interfere with disability access standards or accessibility to any facility or area that is provided pursuant to requirements of or in compliance with the Americans with Disabilities Act of 1990;
(24) Operate in violation of any applicable law or regulation.

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Sec. 8-5.5355. Insurance requirements.

To obtain an operator's permit from the City, the operator must demonstrate that it maintains, at its sole expense, liability insurance as established by the Director of Development Services from time to time.meeting the following requirements:
(a) General liability coverage of $1,000,000 per occurrence for bodily injury personal injury and property damage.
(b) Separate commercial automobile liability insurance for each motor vehicle proposed to be operated within the City pursuant to the operators permit, with at least the following limits of liability: $1,000,000 per accident for bodily injury and property damage. (c) Evidence that the operator has procured workers compensation insurance covering all employees of the operator.
(d) Required insurance must be issued by companies admitted to do business in California, with a current A.M. Best rating of no less than A:VI. Exception may be made for the State Compensation Insurance Fund when not specifically rated. (e) Each insurance policy required by this Section 8-5.5355 shall provide a minimum scope of insurance at least as broad as:
(1) Insurance Services Office Commercial General Liability coverage (occurrence Form CG 00 01).
(2) Insurance Services Office Form Number CA 00 01 covering Automobile Liability, Code 1 (any auto).
(f) The general liability and automobile liability policies are to contain the following provisions:
(1) The City, its officers, agents, officials, employees and volunteers must be named as additional insureds under the policies. General liability coverage shall be provided in the form of an additional insured endorsement (CG 20 10 11 85 or equivalent) to the operator's insurance policy, or as a separate owner's policy.
(2) For any claims related to the operator's permit or vehicle, the operator's insurance coverage shall be primary insurance as respects the City, its officers, agents, officials, employees and volunteers.
(3) Each insurance policy required by this Section 8-5.5355 shall be endorsed to state that coverage shall not be canceled by either party, except after 30 days' prior written notice has been provided to the City.
(4) Any deductible or self-insured retentions must be declared to and approved by the City. At the option of the City, either: the insurer shall reduce or eliminate such deductibles or self-insured retentions as respects the City, its officers, officials, employees, and volunteers, or the operator shall provide a financial guarantee satisfactory to the City guaranteeing payment of losses and related investigations, claim administration, and defense expenses.

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Sec. 8-5.5360. Revocation of permits.

Any permit issued by the City under this article may be revoked by the issuing party City department or body for any of the following reasons, including but not limited to the following:
(a) The existence of any fact which, at the time of application, would have caused the City to deny the application, whether such fact existed at the time of the application or occurred thereafter;
(b) Any violation of laws relating to the requirements for operation of a mobile or open air vending operation;
(c) Failure to maintain insurance as required by this article; (d) Failure to maintain a mobile or open air vending operation in a safe and sanitary condition such that the vehicle could pass, at any time throughout the permit period, the inspection required for the issuance of a permit;
(e) Fraud, misrepresentation, or a false statement made in the course of applying for a permit or carrying on the business of a vendor;
(f) The conviction of any crime or misdemeanor involving moral turpitude; (g) Conducting the business in an unlawful manner or in such a manner as to constitute a breach of the peace or to constitute a menace to the health, safety, or general welfare of the public; or
(h) Any violation of this article.

Sec. 8-5.5365. Appeal of revocation or denial.

An operator or applicant to for an operator's permit shall be entitled to appeal the City's decision to revoke or deny a permit by filing a written notice of appeal with the City Clerk within ten days from the date the notice of revocation or denial is mailed. The appeal shall set forth the reasons why such action is not proper. Failure to set forth specific reasons why the action is improper or to timely file such appeal shall constitute a waiver of the right to appeal, and the proposed adverse action shall become final. The appeal shall be conducted pursuant to the provisions of Article 70 of the Zoning Code.

Sec. 8-5.5370. Exceptions.

The provisions of this article shall not apply to:
(a) Any person engaged in vending conducted in connection with the operations of a Statecertified open-air market or an authorized street fair or event under a special event permit, lease, real property license, agreement (including a concession, or a preexisting businesses identified by the Council in former Section 8-8.5375 that became effective June 17, 2010, for which a separate agreement with the City is required to be in effect with said preexisting business), or other entitlements or approvals issued by the City of Yuba City.

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(b) Any person delivering any goods by vehicle where such goods have been ordered in advance for such delivery from any business located at a permanent location and which goods are being delivered from such location to the customer by vehicle, regardless of the point of sale.
(c) Persons invited to call upon private residences or businesses that operate from a fixed place of business located in or outside the City limits. (d) Persons selling or soliciting sales of daily or weekly newspaper as defined by the California Government Code.
(e) Persons soliciting or canvassing on behalf of or against any candidate for public office or any ballot initiative.
(f) Persons engaged in selling or soliciting sales as a fundraiser for a local school, civic or nonprofit corporation. For the purposes of this section, local shall mean within a sevenmile radius of the City limits. (g) Persons engaged in religious solicitation or other protected religious activities. (h) Young entrepreneurs. It is the Council’s policy to encourage youth entrepreneurship and community engagement by exempting minors under the age of 18 from this chapter when conducting limited, low-impact sales activities. Notwithstanding any other provision of this Code, this exemption is allows occasional vending for lemonade stands, baked goods, crafts, and similar small-scale activities as authorized by the Development Services Director or designee without the burden of full commercial permitting or regulatory requirements including a business license certificate. To qualify, sales must be located on a residential property owned or lawfully occupied by the youth entrepreneur, or on a commercial or similar property where the owner or authorized agent has granted permission for the activity. Sales may not include alcoholic beverages, obstruct public rights of way or sidewalks, or create traffic or safety hazards (such as having an open flame). Sales shall not exceed a cumulative total of 25 days within a rolling 12 month period. Temporary use of portable tables, chairs, shade structures, or other site furniture, and signs is permitted.

Sec. 8-5.5375. Applicability of regulations to existing vending operations[Reserved].

The provisions of this article shall be applicable to all persons and businesses described herein whether the herein described activities were established before or after the effective date of the ordinance enacting this article into law except for those three preexisting businesses identified by the City Council which shall be required to enter into a separate agreement with the City to allow for the continued operation of those businesses (which include: Fat Daddy's Hot Dogs; Fotine's Greek Café; and Rosie's Snobiz). Said agreement, among other things, shall specify that the operators of those three pre-existing, nonconforming businesses can continue to operate at their current locations, selling those items currently sold. The right to operate these businesses shall not be transferable and no expansion of the site or business shall be allowed.

These businesses must obtain the insurance required by this article, comply with all applicable Sutter County Health Department regulations and possess a valid City of Yuba City Business License at all times of operation.

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Sec. 8-5.5380. Penalties.

Any person violating any provisions or failing to comply with any of the mandatory requirements of this article is subject to the following penalties:
(a) Violations are subject to enforcement by any means authorized in this Code, including but not limited to the administrative enforcement provisions established in Section 1-

6.010 of the Municipal Code. Notwithstanding, said enforcement shall be limited for sidewalk vendors as follows:
(1) A violation of sidewalk vending requirements, other than failure to possess a valid sidewalk vending permit, is only punishable by the following:
(i) An administrative fine of one hundred dollars ($100.00) for a first violation. (ii) An administrative fine of two hundred dollars ($200.00) for a second violation within one year of the first violation.
(iii) An administrative fine of five hundred dollars ($500.00) for each additional violation within one year of the first violation.
(iv) Rescission/revocation of a sidewalk vending permit for the term of that permit upon the fourth violation or subsequent violations.
(2) Vending without a sidewalk vending permit issued by the City is only punishable by the following:
(i) An administrative fine of two hundred fifty dollars ($250.00) for a first violation. (ii) An administrative fine of five hundred dollars ($500.00) for a second violation within one year of the first violation.
(iii) An administrative fine of one thousand dollars ($1,000.00) for each additional violation within one year of the first violation.
(iv) Upon proof of a valid sidewalk vending permit issued by the City, any administrative fines imposed under this subsection for vending without possessing a copy of the permit shall be reduced to the administrative fines set forth in subsection (a)(1).
(3) All fines imposed pursuant as to sidewalk vendors shall be subject to an ability-topay determination as described in California Government Code Section 51039(f).

Concurrently with issuing a citation for such fines to a person, the City shall provide the person with notice of the right to request an ability-to-pay determination and shall make available instructions or other materials for requesting an ability-to-pay determination.
(b) Revocation of permit to operate/conditional permit to operate as defined herein in Section 8-5.5360.
(c) Impoundment.

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(1) Any City enforcement officers, including any peace officer or Code enforcement officer, is authorized to impound equipment, carts, food, goods, or merchandise of any mobile vendor or open air vendor whose operations constitute an immediate threat, hazard, or danger to persons or property. For food vendors, failure to have a Sutter County Environmental Health permit, or to comply with food safety requirements established by the same, is presumptive evidence of an immediate threat, hazard, or danger to persons. Written notice of the seizure and removal of personal property shall be provided to the person believed to be the owner or otherwise lawfully entitled to possession of the property. (2) The City shall store impounded vending equipment, carts, goods, or merchandise for a minimum of thirty (30) days. If the property is not claimed within that time period, the property will be considered legally abandoned and the City may dispose of the property.
(3) The City may immediately dispose of impounded materials that are perishable or cannot be safely stored.
(4) Any costs incurred in the salvage, disposal, or storage of impounded property may be assessed against any responsible person.
(5) Any owner of impounded vending equipment, carts, food, goods, or merchandise may appeal the impoundment in writing, along with the payment of any appeal fee as set by City resolution, per Section 4-8.601, except that the City Manager may instead choose to designate the City’s Director of Development Services as a hearing officer.

The appeal shall be filed with the city clerk within fifteen days following the date of the impoundment.
(6) Prior to the expiration of the thirty (30) day holding period or before any appeal related to impoundment becomes final, any person claiming ownership of vending equipment, carts, goods, or merchandise that has been impounded may reclaim such materials upon payment in full of all applicable impound fees incurred and proper proof of ownership. Any unclaimed items will be considered abandoned and forfeited to the City after thirty (30) days following impoundment, and may, in the City’s Director of Development Services’ discretion, be disposed of as appropriate under applicable state law.

Sec. 8-5.5385. Enforcement.

The provisions of this article may be enforced by any peace officer, Code enforcement officer, or the Director of Community Development Services or his/her designee.

SECTION 4. Severability. If any provision(s) of this Ordinance or the application thereof to any person or circumstances is held invalid or unconstitutional by any court of competent jurisdiction, such invalidity or unconstitutionality shall not affect any other provision or application, and to this end the provisions of this ordinance are declared to be severable. The City Council hereby declares that they would have adopted this ordinance and each section, subsection, sentence, clause, phrase, part or portion thereof, irrespective of the fact that any one or more

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sections, subsections, clauses, phrases, parts or portions thereof be declared invalid or unconstitutional.

SECTION 5. Effective Date. This Ordinance shall be effective on the thirty-first day after its adoption.

This Ordinance was introduced on ____________, 2026, and duly adopted by the City Council of the City of Yuba City at its duly noticed regular meeting _________, 2026, by the following electronic vote:

AYES: Council Member(s):

NOES: Council Member(s):

ABSENT: Council Member(s):
______________________________
Mark Boomgaarden, Mayor
City of Yuba City
Attest:
___________________________
Ciara Wakefield, City Clerk
City of Yuba City

CITY OF YUBA CITY
Future Agenda Items
- Councilmember Cole
- Councilmember Kirchner
- Councilmember Shaw
- Vice-Mayor Pasquale
- Mayor Boomgaarden

CITY OF YUBA CITY
Reports and Communications
The following reports and communication items are provided for the Council’s information. No action can be taken on items under this section unless the Council agrees to include it on a subsequent agenda
City Manager’s Report

CITY OF YUBA CITY
Reports and Communications
The following reports and communication items are provided for the Council’s information. No action can be taken on items under this section unless the Council agrees to include it on a subsequent agenda
City Council Reports
- Councilmember Cole
- Councilmember Kirchner
- Councilmember Shaw
- Vice-Mayor Pasquale
- Mayor Boomgaarden
Adjournment