SacCity VZ Action Plan: focus on disadvantaged

2026/03/22 Dan AllisonLeave a comment

In an earlier post on City Council discussion of the Vision Zero Action Plan update, which happened on March 17, I did not identify which if any of the vulnerable users and locations of concern I would support, but implied that the criteria should simply be the incidents of fatality and serious injury.

I’ve been reflecting on this over the last week, and have spent time in a disadvantaged, low-income community in Del Paso Heights, and some moderate to high income communities in other parts of Sacramento, as well as several other cities in Northern California. As a result I am not going to clearly say that I think the primary, not only, criteria should be disadvantaged communities, which is item 6 on the list, under ‘in sensitive areas’.

Use of the term ‘disadvantaged communities’ doesn’t really get at the issue. The term implies that there is something innate to these places that causes them to be naturally disadvantaged, and even more insidious, that the people there have made themselves disadvantaged. I’m not saying this is the prevalent attitude, but I have certainly heard if from many people.

However, I think the more accurate term is ‘disinvested communities”. The City of Sacramento has, over many years, spent significantly less money in the low-income and high-minority communities of south Sacramento and north Sacramento, which includes Del Paso Heights. The city has allowed public resources, including but not limited to roadways, to deteriorate. Instead, the city has widened roadways from neighborhood streets to wide arterials, for the benefit of higher-income and whiter commuters passing through. These wide streets are where the highest crash rates are, and where people do not feel safe walking and bicycling, or even in their cars. The neighborhoods suffer from higher air pollution levels attributable to these wide roads, and the concentration of pollution-generating land uses. These neighborhood are now host to abandoned and deteriorated building, and empty lots where there used to be buildings – homes and businesses. The city shrugged its shoulders and allowed this to happen, rather than investing in these places. The city has expressed concern about this decline, and made plans to mitigate it, but has done almost nothing. And it shows.

So, yes to the ‘disadvantaged communities’ focus area. Yes to undoing at least some of the damage of past disinvestment.

SacCouncil VZ High Injury priority locations

2026/03/17 Dan Allison2 Comments

Prior posts on Vision Zero in category: Vision Zero.

The Sacramento City Council will tonight (2026-03-17 agenda) hear a presentation on the Vision Zero High Injury Network (staff report | presentation) and give direction to staff on whether specific victims or locations should be considered in addition to the pattern of fatal and severe injury locations. New state law allows consideration of and weighting of other victim or location criteria: walking, bicycling, youth, older adults, schools, disadvantaged communities.

This same question was presented to the Vision Zero Task Force (stakeholder) meeting on February 12. I am a member of that group. Participants spoke in favor of most of the ‘vulnerable road users’ and ‘sensitive areas’ criteria, but there did not seem to be a consensus about which criteria, or how to weight them. I’m honestly not sure. There are good arguments for each of them, but there is also an argument for keeping it simple, with just fatality and severe injury locations. The city has already prioritized school locations in many policies and projects, and I’m not sure whether an additional emphasis is needed. The city has over many, many years disinvested in low-income and high-minority communities, so there is a valid argument for making up for that past neglect by prioritizing those areas. And of course people walking are, and have always been, at the bottom of society’s list of people worth investing in and protecting.

What do you think?

graphic from Sac Council 2026-03-17 agenda 02, staff seeks council input, page 13 — *Sac Council 2026-03-17 agenda 02, staff seeks council input, page 13*

Marysville Blvd VZ Safety Project starts

2026/03/162026/03/17 Dan AllisonLeave a comment

The Marysville Blvd Vision Zero Safety Project, Quick Build Phase 1, started today, Monday, March 16. The overview from the SacATC presentation on September 18, 2025, shows Phase 1, which is from Grand Avenue to Nogales Avenue only. Phase 2 will cover from North Avenue to Arcade Blvd. Phase 2 will include more extensive work, but is not being called a ‘complete streets’ project. Only Phase 1 is fully funded. The city has in the past applied for grants to convert the entire stretch of Marysville Blvd into a complete street, but has been unsuccessful in that effort, which has led to this quick build project in order to improve safety now rather than someday. Phase 1 will cost $1.4M and be completed in 2026. Phase 2 is about $18M and only partially funded.

map of Marysville Blvd Phase 1 and Phase 2 — *Marysville Blvd Phase 1 and Phase 2*

A diagram from the SacATC presentation September 18, 2025, shows collision history for the segment. This is the issue that the city if trying to solve. The diagram is rather dense with information, but of note is that of the four fatalities, three are outside the current phase, and only one is inside, at Roanoke Aveue.

diagram of Marysville Blvd collision history — *Marysville Blvd collision history*

Marysville Blvd is narrowed for construction to one lane, starting just south of Harris Avenue and continuing to south of Roanoke Avenue. During my time of observation, I did not observe any significant backup of traffic, however, it was mid-day, not commute hours.

The work on this day is focused on the intersection of Marysville Blvd and Grand Avenue. Signal wiring at the intersection has been exposed and torn up, in preparation for installing a modified signal at this intersection. The diagram from the SacATC presentation on September 18, 2025 (below), shows a modified signal at Marysville and Grand. It is hard to reconcile the signal wiring being torn out with the term ‘modified signal’, but no other information is available.

photo of Marysville at Grand Ave, construction and signal upgrade — *Marysville at Grand Ave, construction and signal upgrade*

diagram of Marysville Blvd new and modified traffic signals — *Marysville Blvd new and modified traffic signals*

The SacATC presentation on September 18, 2025, includes existing and new for the section from Roanoke Avenue to Grand Avenue, and shows a complete rebuild of the intersection, but this is Phase 2, and it isn’t clear what the intersection and signal will look like at the end of Phase 1. Though the wording is not clear, the pedestrian hybrid signal (HAWK) at Roanoke Avenue may be completely replaced with a new regular traffic signal, but again, in Phase 2. I will have another post on Phase 2, but this one is focused on the Phase 1 Quick Build.

Future post will follow the construction project, and look more closely at Phase 2.

So far as I can determine from the presentation diagrams and the plan diagrams, no sidewalk improvements other than ADA ramps at intersections are planned. Though there are sidewalks nearly throughout the segment, they are narrow and unbuffered. The majority of the driveways ramps are sloped, many to such as degree that they present a barrier to wheelchair travel.

Sadly, most of this segment of Marysville Blvd is characterized by closed businesses, long abandoned buildings, and empty lots. This is not to denigrate the existing businesses, health services, and parks, but it will take much more than this project to energize this corridor. This is an area that has been disinvested by the City of Sacramento since it became part of the city, and it shows. A Marysville and Del Paso ‘Forward Together’ Action Plan lays out some of the actions necessary to heal this community.

SacCity intersection improvements

2026/03/102026/03/23 Dan AllisonLeave a comment

Sacramento City Express newsletter of March 4 includes an item about improvements to four intersections with a grant from the federal HSIP (Highway Safety Improvement Program) program. The article is below.

This is not part of the city’s new quick build program, rather it is from a grant submitted some time ago. Though( the city is not planning for or applying for new RRFB (Rapid Rectangular Flashing Beacon) installations, they were specified in this grant application and will be installed.

Safety upgrades coming to four high-injury intersections across Sacramento

Pedestrians crossing some of Sacramento’s busiest corridors will soon see brighter warning beacons, clearer markings and improved accessibility features designed to make walking safer and more accessible.

The Sacramento City Council this week approved the Highway Safety Improvement Program (HSIP)-10 Pedestrian Crossings Improvement Project, which will enhance crossings at:

Folsom Boulevard and Seville Way
Raley Boulevard and Santa Ana Avenue
W Street and 8th Street
Alhambra Boulevard and X Street

All four intersections are located on arterial roadways identified on the City’s High Injury Network in the Vision Zero Action Plan, which focuses on reducing traffic fatalities and serious injuries on City streets.

The project includes installation of Rectangular Rapid Flashing Beacon systems at each location, upgraded curb ramps with detectable warning surfaces, new signage, flexible posts and refreshed striping and pavement markings to improve driver awareness and pedestrian accessibility. Rectangular Rapid Flashing Beacons are pedestrian-activated flashing yellow lights that alert drivers someone is crossing the street.

“These intersections are on our High Injury Network, and additional visibility and warning features are designed to improve driver awareness to yield to pedestrians,” said James Kragh, associate engineer with the Department of Public Works. “Installing rapid flashing beacons and upgrading curb ramps will enhance conspicuity and accessibility for people using these crossings.”

The City applied for and received $193,600 in HSIP Cycle 10 construction funding to help deliver the project.

Construction is expected to begin later this month and be completed this summer.

Once complete, the upgraded crossings will provide stronger visual cues to drivers and safer, more accessible routes for people walking and rolling along some of Sacramento’s most heavily traveled corridors.

Stockton Boulevard Safety and Transit Enhancement Project (STEP)

2026/02/212026/02/22 Dan Allison3 Comments

And yet another City of Sacramento planning effort, the Stockton Boulevard Safety and Transit Enhancement Project. This is a Vision Zero project. Two segments are on the Vision Zero High Injury Network Top 5, Broadway and Stockton (Broadway between Martin Luther King Blvd and Stockton Blvd, and Stockton Blvd between Broadway and 13th Street), and Stockton Blvd South (Stockton between 65th Street and 37th Avenue). However, the project includes the entire route of SacRT 51, from downtown, along 8th and 9th Streets, Broadway, and Stockton as far as Florin Road. It is also a transit project, to enhance bus service along the Stockton part of Route 51, in particular.

Stockton has long been a focus for the city, and county, with many plans developed but none implemented. The current effort is a revision of those efforts to emphasize a potential Bus Rapid Transit (BRT) service along Stockton Blvd, and perhaps some enhancements to the other sections.

A community workshop was held this week at the Southgate Library, with city staff, consultants, and county staff present. Some issues that came up during the workshop include:

ridership on bus 51 drops off sharply south of Fruitridge Road, so investment should be focused on the section of Stockton between Broadway and Fruitridge; the nature of the neighborhoods north and south of Fruitridge are quite different, with south being significantly more car-dominated, and so less likely to generate ridership
sloped driveway ramps, common along Stockton, must be repaired so that they are compliant with PROWAG; provision of sidewalk buffers which contain the sloped driveways are the optimal solution
earlier outreach for Stockton, and every project the city has planned, surfaced a strong community desire for more street trees; healthy street trees need wide sidewalk buffers (the city calls them planting strips) of 8 feet; tiny sidewalk buffers lead to unhealthy trees and root heaves of the sidewalks
additional housing going in right now on Stockton, particularly around 8th to 10th Avenues, will generate a lot of walking, and the sidewalks there need to be improved and widened, not in the future, but now
several of the design concepts show a center turn lane throughout the project; in most sections, these are a waste of valuable roadway right-of-way; instead, left turn pockets should be provided where clearly needed
businesses have concerns about unhoused people using bus shelters and shelter, and crossing Stockton at random places
though rail is not being proposed for Stockton, the BRT design should not preclude rail being added at a later time as adjacent density and high ridership develop to justify an investment in rail

The project is also considering changing SacRT Route 51 so that it runs on Stockton from Broadway to Alhambra, and thence on surface streets to downtown. This section of Stockton has a narrower right-of-way, but it also hosts UC Davis Medical Center which could be a major generator of ridership for the bus. The existing Broadway Complete Streets project, and the additional segments from 24th Street to Stockton, have designs with a single general purpose lane in each direction and a center turn lane, which is not a good setting for BRT. The map below shows this option. If SacRT Route 51 was re-routed, there would need to be additional bus service along Broadway, since it is a high transit use corridor.

City and county staff, and consultants, seem to be supportive of a transformed Stockton Blvd, which will effectively serve transit riders, bicyclists, and walkers (and rollers). But there is likely to be pushback from the car-centric people who drive through on their way somewhere else, and who feel that time saving is more important than safety. It will take concerted effort to ensure a strong project.

map of Stockton Blvd Safety and Transit Enhancement Project (STEP)

Arden-Auburn Mobility Plan

2026/02/21 Dan Allison1 Comment

Yet another City of Sacramento planning project, Arden-Auburn Mobility Plan.

A community workshop will be held March 11, details on the webpage, including an optional Eventbrite registration. There will also be a survey and pop-up workshops. You can also sign up for email updates.

These two roadway segments are on the city’s Vision Zero High Injury Network, so attention is appropriate.

Fruitridge Road Safety and Mobility Plan

2026/02/21 Dan Allison1 Comment

Yet another planning project starting up for the City of Sacramento, webpage at https://www.cityofsacramento.gov/public-works/mobility-and-sustainability/transportation-planning/current_transportation_planning_efforts/fruitridge-road-safety-and-mobility-plan.

A community workshop will be held March 4. See the webpage for details. There is an Eventbrite registration link, though you do not need to register to attend.

You can also sign up for email updates.

Fruitridge is on the city’s Vision Zero High Injury Network, so attention is appropriate.

updating the nonexistent

2026/02/21 Dan AllisonLeave a comment

The City of Sacramento’s Vision Zero Action Plan Update process has produced a Draft Actions chart. Item 9 in the high priority list is:

“Update City Traffic Signal Operations Manual (TSOM) to reflect complete streets and designs reflective of reducing exposure, likelihood, and severity. Include application of Leading Pedestrian Intervals, No Right Turn on Red, Protected Left-Turn Phasing, Rest on Red, and other similar strategies.”

Sounds great. The problem is, the TSOM apparently does not exist. I did a PRA (Public Records Act) request with the city for the existing document. The city first referred me to the Traffic Signal Operations and Standards webpage. That page contains links to short documents that might or might not be part of the manual, but the manual does not exist on that page.

So I submitted another PRA, stating that the document I wanted is not on that page, and again requested it. The city’s response was that the document does not exist.

I suspect the document does exist, but the city is unwilling to admit it. But it is also possible that the city has been managing signals based on whim, not on documented policy and guidelines. A lot of the signal work the city does, including new signals, tends to support the second explanation.

It might be challenging to update something that doesn’t exist (snark).

SacCity Vision Zero Action Plan update: why intersections?

2026/02/182026/02/18 Dan AllisonLeave a comment

Other posts on the City of Sacramento Vision Zero Action Plan update are available at category: Vision Zero.

The 2018 Vision Zero Action Plan focused entirely on corridors. It did not identify high injury intersections, nor suggest actions at those intersections, unless they were also part of a high injury corridor.

The update does recognize that intersections should be addressed, but at least so far doesn’t focus on them. It should. Element 6 says “Continue developing designs and securing grant funding for the Top 10 priority corridors identified in the 2018 Action Plan, with a focus on roadway designs for reduced speeds and in Areas of Persistent Poverty” which is fairly specific. Element 7 says
“Complete 10 projects that separate severe vehicle-vehicle conflicts as well as vehicle-people or vehicle-bike conflicts at intersections” which is rather vague.

Why are intersections important? Because that is where most of the fatalities occur. Fatality locations are not, and should not, be the only criteria for focus. Serious injuries are also important, and the pattern of these is both more dense and different from fatalities. Actions that prevent fatalities or serious injuries are important.

The map below, an except from the Vision Zero Crash Dashboard Interactive Map, shows only fatalities in the central city (American River to Broadway, Sacramento River to Alhambra). Of the 34 fatal crash locations shown, it appears that five are not at intersections, therefore 29 are at intersections.

This is a visual screen based on the map location of the crashes. The map shows primary road and secondary road for every crash, but does not show distance from the intersection. It would take an analysis of ever crash location to determine for certain whether it is at, near, or away from an intersection.

The only pattern that might be considered a corridor is X Street, the roadway just south of Hwy 50, known to be a high-speed traffic sewer.

The next maps shows 39 crashes in an area of northeast Sacramento. Of the 39, it appears that 15 are not at intersections, therefore 24 are at or very near intersections.

A corridor pattern is more evident on this map. Both El Camino Ave (at the bottom) and Marysville Blvd (middle north) have been identified as high injury corridors.

Confirming the intersection dominant pattern, the chart below is from the Collision Landscape Summary and Collision Profiles memo.

The map below shows the Vision Zero Top 5 Corridors from the 2018 Action Plan.

map of Vision Zero Action Plan Top 5 corridors

SacCity Vision Zero Action Plan update: Vision Zero Network

2026/02/17 Dan AllisonLeave a comment

Other posts on the City of Sacramento Vision Zero Action Plan update are available at category: Vision Zero.

The Vision Zero Network is a national organization which provide leadership and resources for local vision zero efforts.

The organization offers a Resource Library, which has a wealth of documents and references on vision zero. The city’s action plan documents seem to rely on some of these resources, which is a good thing.

One of particular interest to me is a one page chart titled 9 Components of a Strong Vision Zero Commitment, below and pdf. It isn’t just about the action plan, but a strong overall approach.

graphic of nine components of a strong vision zero commitment

Getting Around Sacramento

by foot, bicycle, and public transit (car-free!)

Category: Vision Zero