Sac Vision Zero new intersections map

Thinking about the intersections maps and what they show (Sac Vision Zero top intersections all modes, Sac Vision Zero top ped intersections, Sac Vision Zero Top 5 Corridors and top intersections), I thought it might be interesting to present the data in a different way. The two maps below show all of the top intersections identified in the all-modes, pedestrian, and bicycle data. They are divided into a north section and a south section so that the intersections and their labels are visible. The maps are available as pdfs (north, south).

legend for intersections on maps below
Sacramento top collision intersections, north section
Sacramento top collision intersections, south section

The intersection data is in the table below.

What’s next? I’ll take a closer look at some of these intersections. For people who follow traffic engineering, it will probably be immediately obvious why these intersections are dangerous. A detailed analysis requires looking at each collision record individually, which I don’t have time to do. The city did make use of incident reports, which contain more information than the data in SWITRS, in developing the Vision Zero Plan.

Sac Vision Zero top intersections all modes

And now for the third analysis of high injury network intersections and the relationship to the Sacramento Vision Zero Top 5 Corridors. The dataset this time is all killed or severe injury collisions in Sacramento, for all modes of travel, for the period 2009-2017. Of the 1641 collisions in the city, 322 (20%) were at intersections defined by the intersection of arterial and/or collector streets. There is also a pdf map available.

Sacramento high injury network intersections and Vision Zero Top 5 Corridors

Of the eleven intersections with four or five collisions, three are on the Top 5 Corridors:

  • Stockton Blvd & Broadway, 4 (on Stockton-Broadway corridor)
  • Stockton Blvd & Lemon Hill Ave, 4 (on the Stockton South corridor)
  • Stockton Blvd & 47th Ave & Elder Creek Rd, 4 (on the Stockton South corridor)

and eight are not:

  • Watt Ave & Auburn Blvd, 5
  • Del Paso Blvd & Evergreen St & Lampasas Ave, 5
  • Julliard Dr & Kiefer Blvd & Folsom Blvd, 5
  • Power Inn Rd & Fruitridge Rd, 4
  • Freeport Blvd & Florin Rd, 4
  • Center Pkwy & Cosumnes River Blvd, 4 (not on map)
  • Bruceville Rd & Cosumnes River Blvd, 4 (not on map)
  • Franklin Blvd & Mack Rd, 4 (not on map)

The three last intersections are not on the map because I wanted to maintain the same scale as used for the previous maps, but they would be off the south edge of the map. Note that the number of collisions at these intersections is not directly comparable to the bicycle collisions map I created because I used a different dataset, degree of injury and span of years. I may go back and update the bicycle map to be consistent, but it is probably more worthwhile to look at some of these intersections in more detail.

Sac Vision Zero top ped intersections

As promised, a follow-on to my post on the top bicycle collision intersections in Sacramento (Sac Vision Zero Top 5 Corridors and top intersections), here is the same sort of analysis for pedestrian collisions. I used a somewhat different data set, this time only killed and severe injury crashes (KSI), for the years 2009-2017. This mirrors the data the city used in the Vision Zero Top 5 Corridors document, and so is not directly comparable to the different criteria I used on the bicycle post.

Pedestrian (walker) collisions are more dispersed that bicycle collisions, fewer occurring at intersections and more in between. Of the 408 collisions, 70 were at intersections, 17%, compared to 69% for bicycle collisions. Of these 408 collisions, twelve intersections stood out: Amherst St & Florin Rd, Marysville Blvd & Grand Ave, and Watt Ave & Auburn Blvd, each with three; and 15th St & Capitol Mall, 29th St & Florin Rd, 5th St & N St, 7th St & J St, Stockton Blvd & Broadway, Stockton Blvd & Lemon Hill Ave, Riverside Dr & X St, and Julliard Dr & Kiefer Blvd & Folsom Blvd, each with two. Of these 12 intersections, 4 are on Top Five corridors: Marysville Blvd & Grand Ave on the Marysville corridor, Stockton Blvd & Broadway on the Stockton-Broadway corridor, Stockton Blvd & Lemon Hill Ave on the South Stockton corridor, and 29th St & Florin Rd on the Florin corridor.

The map belows shows the city corridors and the twelve intersections, with the number of collisions and intersection name labeled. There is also a pdf available.

map Vision Zero top pedestrian intersections
Sacramento pedestrian collision top intersections, with Vision Zero corridors

There is a better alignment between the five designated corridors and pedestrian collision intersections than was true for bicycle collisions.

I will point out that the Julliard Dr & Kiefer Blvd & Folsom Blvd intersection is the site of three pedestrian collisions and four bicycle collisions, which is higher than any other intersection in the city. It should really be a focus for the city.

Addition 2021-03-02: Someone asked how the pedestrian collision locations relate to disadvantaged communities. Below, a map with CalEnviroScreen 3 2018-06 (CES) layer, with red end being higher pollution, green being lower, and weighted with income. CES is not the only measure of disadvantage, but it is one commonly used.

Sac Vision Zero Top 5 Corridors and top intersections

As promised in my previous post, Sac Vision Zero flaws, here is a limited analysis of high injury network intersections in Sacramento. I used bicycle crashes for 2014 through 2018 from the SWITRS crash database, and matched these to intersections of arterials and collectors in the city. It is known that most crashes occur at or near intersections, not in between. Of the 1112 crashes in this time period, 763 occurred at intersections, or 69% (for all crash types, the city said it is 78%). I selected eight intersections to highlight, which had 4, 5, or 7 crashes at the intersection or within 120 feet of the intersection, meaning on the approach or departure from the intersection. The other 590 intersections had 3, 2, 1, or no crashes. I did not analyze the crashes for fatality or serious injury, but that would be a useful.

The map below shows the Sacramento Vision Zero Top 5 Corridors, in red, and the top eight crash intersections with a bicycle symbol. The number to the right is crashes, and the location is labeled with cross streets. This is also available as a pdf.

Of the eight intersections, one is part of the Florin corridor, at 24th Street and Florin Road. The other seven are not.

I ask that the city revise its Vision Zero program to include high injury intersections. The number might be as many as 10, and selection should include the same equity criteria used to select the corridors. That means that the three central city locations might not be selected, or might be lower on the priority list, and that is good. The challenge of the Stockton Blvd & Fruitridge Road intersection is that it is on the city/county boundary, so complete treatment of the intersection would require some cooperation with the county. But with seven bicycle crashes in the time period, it is a very important intersection.

A strong advantage to giving high injury intersections recognition and attention is that they could receive near-term safety improvements that require only reallocation of roadway width and new paint. Full safety improvements probably would require redesign of the intersection.

Again, I fully support the city’s Vision Zero efforts, and want to see them be the best they can be. That means including high injury intersections.

Addition 2021-03-02: Someone asked how the bicycle collision locations relate to disadvantaged communities. Below, a map with CalEnviroScreen 3 2018-06 (CES) layer, with red end being higher pollution, green being lower, and weighted with income. CES is not the only measure of disadvantage, but it is one commonly used.

Sac Vision Zero flaws

Edit: Added graphics for El Camino – Grove intersection and Broadway – Stockton intersection, excerpted from the Sacramento Vision Zero Top 5 Corridors document.

The Sacramento city council will be considering the new Sacramento Vision Zero Top 5 Corridors document at the council meeting on Tuesday, February 15. It is item 11 on the consent agenda, so will not be discussed unless a council member pulls it from the consent agenda.

I have taken a look at the document, though the one included with the with the agenda is a flat file, not searchable, and with low resolution graphics, making it hard to use. When a high resolution and searchable version becomes available, I’ll link to it.

The document continues the pattern established in the 2018 Vision Zero Action Plan of focusing on corridors and not on intersections. The five segments presented as the top five are segments of El Camino Avenue, Marysville Road, Broadway/Stockton Blvd, Stockton Blvd south, and Florin Road. I believe that this exclusive focus on corridors is a mistake. Nearly all other vision zero communities have a dual focus on corridors and intersections, but Sacramento does not.

The Vision Zero Action Plan acknowledges on page 11 that 78% of collisions occur at intersections, but then seems to ignore this fact in pursuit of corridor projects. Of course if a corridor is done correctly, the intersections will be fixed as part of the project. The issue is that these corridor projects will cost millions of dollars and will require seeking state and federal grants to accomplish. The costs are El Camino $16,450,000, Marysville $12,850,000, Broadway/Stockton $8,750,000, Stockton South $9,500,000, and Florin $11,900,000. And these are only for the most important fixes; less important or more expensive fixes are somewhere off in the distant future. But a focus on the high injury intersections within the corridor could yield significant safety benefit at much lower cost, perhaps within the range of general fund expenditures.

This focus on corridors leads to some flaws in the corridor plans. On El Camino, the plan misses that there is a dropped bike lane at eastbound at Grove Avenue and therefore does not recommend the countermeasure Extend Bike Lane to Intersection. At the Broadway/Stockton intersection, the plan does not recommend the countermeasure Bike Conflict Zone Markings for Broadway eastbound and westbound approaching Stockton, and seems to completely drop the bike lane on Stockton northbound approaching, even though a bike lane is already present there.

El Camino Ave & Grove Ave intersection
Broadway & Stockton Blvd intersection

Re-striping of lanes at intersections and green paint could make many intersections a great deal safer without requiring expensive intersection reconstruction and new signals. I recently wrote about Dropped bike lanes, using Broadway/Stockton as an example. Paint could fix a lot of the problems here.

The concerns expressed here are with bicycle facilities. I actually think pedestrian (walker) facilities are more important, but it will take a lot more time to look closely at those.

The bicycle-related countermeasures recommended in the Vision Zero Top 5 Corridors are:

  • Bike Conflict Zone Markings: Green pavement within a bike lane to increase visibility of bicyclists and to reinforce bike priority. The green pavement is used as a spot treatment in conflict areas such as driveways.
  • Class II Bike Lanes: Five to seven foot wide designated lanes for ‘bicyclists adjacent to vehicle travel lanes, delineated with pavement markings.
  • Close Bike Lane Gap: Closing gaps between bike lanes increases the amount of dedicated facilities bicyclists can use, reducing mixing of bicyclists and drivers and Increasing network connectivity and visibility of bicyclists m the roadway.
  • Extend Bike Lane to Intersection: In locations where a bike lane is dropped due to the addition of a right tum pocket the intersection approach may be re-striped to allow for bicyclists to move to the left side of right-turning vehicles ahead of reaching the intersection.
  • Provide Green Time For Bikes: Provide or prolong the green phase when bicyclists are present to provide additional time for bicyclist to clear the intersection. Can occur automatically in the signal phasing or when prompted with bike detection. Topography should be considered in clearance time.
  • Remove Right Turn Slip Lane: Closing a free-flow right-turn slip lane can help slow right turning drivers, eliminates an uncontrolled crossing for pedestrians, and shortens pedestrian crossing distances. The space reclaimed in closing the slip lane can be reused as pedestrian widen sidewalks, enhance curb ramps, more space for street furniture.
  • Separated/Buffered Bikeway: Designated bike lanes, separated from vehicle traffic by a physical barrier usually bollards, landscaping, or parked cars. These facilities can increase safety by decreasing opportunities for crashing with overtaking vehicles, and reducing the risk of dooring.
  • Slow Green Wave: A series of traffic signals, coordinated to allow for slower vehicle travel speeds through several intersections along a corridor. Coordinating signals for slower travel speeds gives bicyclists and pedestrians mare time to cross safely and encourages drivers to travel at slower speeds.

I support the Vision Zero concept and city actions to support this, but I want to make sure that both are the best they can be. I hope to look in the near future at the pedestrian elements of the Vision Zero Top 5 Corridors, the Vision Zero School Safety Study, and the high-injury intersections in Sacramento that have been missed through a focus on corridors.

prudent drivers as traffic calming

Now, on to why I brought up the topic of prudent drivers. A prudent driver on a two lane (one lane in each direction) roadway largely controls the behavior of irresponsible drivers. On wider roads, with two lanes or more in a direction, whether a one-way or two-way, the irresponsible driver can do as they wish, violating laws and endangering others. On the narrower roadway, the irresponsible drivers get irritated, and honk and cuss, but there isn’t much they can do about it. This difference in large part explains why fatality and severe injury crashes are rare on residential streets within neighborhoods, and are common on arterial streets with multiple lanes. It also explains why rural roads have such high crash rates, because the prudent driver there can’t really control other drivers. On two lane streets, prudent drivers set the tone; on multiple lane streets, irresponsible drivers set the tone.

We have proven, over the history of motor vehicle use in the US, that is is not possible to significantly change the behavior of drivers. Education doesn’t do it, enforcement (even when that used to be more common) doesn’t do it. Nearly all of the improvement in roadway deaths has been due to safer cars, not to safer drivers or safer roads, and now that improvement is reversing itself as more and more walkers and bicyclists are killed by irresponsible drivers.

I am not against education, if it is directed at the most dangerous behaviors, which it is not, and I am not against enforcement, if it is done in an unbiased manner, which it is not. Each state has an agency, usually called the Office of Traffic Safety (OTS), whose mission is to obscure the real causes of crashes and to blame walkers and bicyclist for their death and injury, and at the federal level, the National Highway Traffic Safety Administration (NHTSA) fulfills this function admirably. In this, they are often aided and abetted by the law enforcement agencies. The reason CHP is California is so opposed to automatic speed enforcement is because it would remove the mis-focus and bias that they otherwise rely upon.

Driver behavior must be controlled by roadway design. That is why I strongly believe that all multiple lane roads must be reduced. Two lane one-way streets must be converted to two-ways streets with only one lane in each direction (and any other lanes converted to pedestrian, bicyclist or transit use). Two-way roadways with two or more lanes in the same direction must be reallocated to other uses. Again, excess capacity would be converted to pedestrian, bicyclist, or transit use, or even to development as overly wide streets shrink to fit the real need.

I have no illusions about the huge change in traffic flow. Those drivers who have gotten used to having plenty of space for themselves (their cars) would have to figure out how to use less: fewer trips, shorter trips, slower trips. People would make different decisions about where they live, where they work, where they shop and recreate. As far as I am concerned, this is all to the good.

Our freeways are designed by the ‘best and brightest’ engineers to be as safe as possible, allowing errant vehicles extra space, protecting hard objects with guard rails and impact attenuators (crash barriers), and using ridiculously wide travel lanes, yet still have very high crash rates. Spending more money apparently doesn’t make freeways safer, and the explanation for this is risk compensation, the proven effect that irresponsible drivers will increase their unsafe behavior to maintain the same level of risk. Think about the daily news items about crashes that close freeways for significant periods of time, and how often they happen. None of these need to happen, and I’d argue that an irresponsible drivers is the primary cause of each and every one of them. This post is about local streets, not freeways, but it is worth remembering that irresponsible drivers are everywhere.

I don’t believe that one single death or severe injury for a walker or bicyclist is worth any amount of convenience for motor vehicle drivers. Not one.

So, I ask every transportation agency in the Sacramento region to:

  • cease widening roads, forever
  • analyze all one-way roads with three or more lanes to determine the most dangerous ones, and convert these within two years
  • analyze all two-way streets with more than one lane per direction for the most dangerous ones, and convert these within five years
  • analyze the remaining roads that are not one lane per direction, for the most dangerous ones, and convert these within ten years
  • complete conversion of all roads within twenty years
  • stop victim blaming

the city could do this now

Some things the City of Sacramento could do today, and this week, to improve transportation and safety now and in the future:

  • Paint red curb offsets for all marked and unmarked crosswalks. These are upstream offsets, which have a strong safety value of increasing the visibility of drivers and walkers to each other. Downstream offsets, beyond the crosswalk, are much less important. Paint is cheap! Yes, maintenance of paint is more expensive, but this is important enough to make the investment.
  • Set all pedestrian signals to auto-recall, city-wide. Later we can have a discussion about whether to leave them this way, and how this interacts with the audible signals for limited vision people. I’m NOT saying disconnect the buttons, they would work if you pressed them, rather, that you no longer need to press them.
  • Convert the southbound light rail lane on 12th Street from a shared general purpose travel lane to a transit lane, from C Street to K Street. Having drivers interfere with light rail should never be OK. Consider doing the same for the portions of 7th Street and 8th Street where there is excess vehicle capacity.
  • Enforce, with a vengeance, speeding and failure to yield to pedestrian laws. Impound the cars and revoke the licenses of anyone who has more than one of these violations in a week. Our streets have been taken over by lawless joy-riders, and we need to take them back, for the safety of walkers, bicyclists, and other people in vehicles, and yes, people in adjacent buildings. Yes, these situations will end up in court, about whether the city has the power to do this, but in the meanwhile, we get these people off the street. This is an emergency, after all, and this seems a reasonable use of police emergency powers.
  • Close at least one street of at least a eighth mile length in every census tract. Since census tracts vary by population size, in a very rough way, this distributes the closed streets in the fairest manner. It provides people safe walking space in their neighborhoods, to ensure physical distancing.
  • Close the extra lanes on any street that has more than two lanes per direction, and re-allocate that space to either pedestrians or bicyclists, as demand seems to indicate.

There is construction going on right now on N Street adjacent to Capitol Park. The street has been narrowed from three lanes to one lane, and it is working just fine. The prudent driver, the one following speed limits, or at least in the range, now sets the speed of the roadway, and the egregious violators have to live with it. Which is, I think, why I’m not seeing problems on N Street right now, and am still seeing it on other wide roadways.

What else would you recommend, actions that could take place almost immediately and would not cost much?

I & 12th crashes

The city has installed substantial bollards on the southwest corner of I Street and 12th Street in an effort to protect the Bangkok@12 Thai Restaurant there.

There were at least two major injury crashes into the restaurant in 2019, and the location has a history of crashes (see https://www.sacbee.com/article235349392.html for one example). There were 26 collisions at this intersection in the five year period 2015-2019. This is the most for any intersection in the central city, with the next closest being 19th Street and X Street, at 17.

2019-09-20 crash (photo from SacBee)

Why? Well, the primary reason is that this is the intersection of two 3-lane, one-way arterials, both of which are known to have a history of speeding. The city installed a speed display sign on 12th Street approaching I Street, but has not done so for I Street approaching 12th Street. I had not noticed this sign before yesterday, so I don’t know how long it has been there. Even a brief watch of it indicated that many drivers are exceeding the speed limit, some egregiously so, at more than 10 mph over the speed limit. And then, of course, there are the bollards pictured above. These are not solutions.

The city has identified the section of I Street east of 12th for a reduction in travel lanes from three to two, and that will help. But to the west, no reduction, so drivers will likely be speeding up through the intersection to spread out into the increased capacity. For 12th Street, a reduction from four (!) to three lanes will occur north of H Street, which may reduce speeds approaching here, but in the section between H Street and J Street, it will remain three lanes.

I strongly feel that all roadways of three or more lanes must be reduced to two lanes. Drivers simply cannot be trusted to behave properly on 3-lane roads. It doesn’t matter how much signing we add, or bollards we add, drivers will still speed and will endanger walkers, pedestrians, people in other vehicles, and people sitting down to eat a meal at restaurants.

Solution? The reduction in lanes on I Street must continue westward at least to 10th Street (I would continue it all the way to the freeway, but that is another issue). 12th Street must be reduced from three lanes to two lanes in the section between H Street and J Street (I would reduce it from C Street south). Most of the traffic on 12th Street turns left onto J Street, only a portion continuing south, so having one through lane and one left turn lane would not significantly reduce capacity, but would make things a great deal safer. A bonus would be that the left hand travel lane can be allocated to the exclusive use of the southbound light rail tracks. Currently, the southbound lane is shared between motor vehicles and light rail, and the light rail train is often delayed by congestion and by left turning vehicles. Two birds with one stone, as the saying goes.

The city’s Vision Zero effort focuses on corridors, stretches of street with a high crash rate, and this is not a bad focus, given that most of these corridors are in disadvantaged/disinvested communities. It does not focus on intersections, not even on very high crash rate intersections. San Francisco’s Vision Zero program, one of the leading in the country, identifies the top five corridors, AND the top five intersections. There has been significant though not necessarily complete infrastructure work on each of these. I would like to see the I Street and 12th Street intersection be prioritized for Sacramento.

21950 and Vision Zero

California Vehicle Code 21950, failure to yield to pedestrians, is in my opinion the most important violation as it applies to implementing Vision Zero in Sacramento. The Vision Zero Sacramento Action Plan (draft) says “Launch high-visibility enforcement campaigns against speeding, failure to yield to pedestrians, distracted driving, and impaired driving. Campaigns will focus on HIN corridors.” The state code says:

21950.
  (a) The driver of a vehicle shall yield the right-of-way to a pedestrian crossing the roadway within any marked crosswalk or within any unmarked crosswalk at an intersection, except as otherwise provided in this chapter.
(b) This section does not relieve a pedestrian from the duty of using due care for his or her safety. No pedestrian may suddenly leave a curb or other place of safety and walk or run into the path of a vehicle that is so close as to constitute an immediate hazard. No pedestrian may unnecessarily stop or delay traffic while in a marked or unmarked crosswalk.
(c) The driver of a vehicle approaching a pedestrian within any marked or unmarked crosswalk shall exercise all due care and shall reduce the speed of the vehicle or take any other action relating to the operation of the vehicle as necessary to safeguard the safety of the pedestrian.
(d) Subdivision (b) does not relieve a driver of a vehicle from the duty of exercising due care for the safety of any pedestrian within any marked crosswalk or within any unmarked crosswalk at an intersection.

VEHICLE CODE – VEH, DIVISION 11. RULES OF THE ROAD,CHAPTER 5. Pedestrians’ Rights and Duties; http://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?lawCode=VEH&sectionNum=21950; retrieved 2018-12-15

So, how is the Sacramento Police Department doing on enforcing this code against drivers who fail to yield to pedestrians in the crosswalk? Well, from the ‘Sacramento Police Vehicle Stop Data’ (http://data.cityofsacramento.org/datasets/sacramento-police-vehicle-stop-data) of the last two years, there were 101 violations of 21950 recorded, out of 61,151 violations. This is 0.17 percent, or, other violations were 582 times more common.

Anyone spending more than 10 minutes standing on the corner of any busy pedestrian intersection could count a hundred violations of this law. I know this because I do it. It is part of my job and it is also part of my advocacy. In two years the police only wrote 105 citations? I will also add that I have seen Sacramento Police Department officers in motor vehicles violating this very code hundreds of times, on myself and on others. Even the bicycle mounted officers are frequent violators. I will say that officers have yielded to me in the crosswalk, but it is much more common that they don’t. I’m not saying that they are trying to run me down, rather than they don’t wish to be slowed or inconvenienced, and so will cross through the crosswalk when I’m in it. They are, in this sense, just like other drivers.

So what is this disconnect between what is important and what officers do? I’m going to be blunt here. The police not partners in achieving Vision Zero, in fact they are the main impediment to Vision Zero. If they persist in their windshield perspective that pedestrians are the problems and drivers don’t mean to cause harm, pedestrians will continue to die, and drivers will continue to not face consequences for their violations, for their assaults, for their murders.

If you wish to reply that we all need to work together, and consider perspectives, well, please present evidence that this has worked in the part, or some construct that says it will work in the future. I’m not seeing it. In case you think I am picking on Sac PD, things are actually worse in other jurisdictions, but since this is where I live and observe the issue every day, it is the place I focus on.

By the way, thank you Don Kostelec @KostelecPlan for getting me fired up about all the ways in which our entire system is biased against pedestrians, and that those people whose job it is to consider and act on safety are mostly only concerned about drivers and traffic flow. I encourage you to follow his ‘The Twelve Days of Safety Myths‘ series.

Sacramento Vision Zero Top 5 outreach

This information from the City of Sacramento via email.

Vision Zero Top 5 Corridors Banner

We have added and updated upcoming outreach events for the Vision Zero Top 5 Corridors.

Join us to learn more about the Vision Zero Top 5 Corridors Study and share your experience biking, walking and driving along these streets at one of the following events:

 

Date and Time Event Location Corridor of Interest
Monday, November 5th

5:00-7:00 p.m.

Community Workshop Peter Burnett Elementary School

6032 36th Ave.

South Stockton Blvd.
Wednesday, November 7th

Noon-2:00 p.m.

Pop-up Event Transit stop at Broadway and Stockton near Food Source (4401 Broadway) Broadway/Stockton Blvd.
Saturday, November 10th

9:30-10:15 a.m.

Old North Sacramento/Dixieanne Community Association GraceCity

701 Dixieanne Ave.

El Camino Ave.
Thursday, November 15th

5:00-7:00 p.m.

Community Workshop Luther Burbank High School

3500 Florin Rd.

Florin Rd.
Thursday, November 15th

6:30-8:00 p.m.

Gardenland/Northgate Neighborhood Association Stanford Settlement Conference Room

450 W. El Camino Ave.

El Camino Ave.
Friday, November 16th

4:00pm-6:00 p.m.

Pop-up Event Grocery Outlet

2308 Del Paso Blvd.

El Camino Ave.
Wednesday, December 5th

6:00-8:00 p.m.

Hagginwood Community Association William J. Kinney Police Facility

3550 Marysville Blvd.

Marysville Blvd.

 

About the Study


In 2017, the City of Sacramento identified the five corridors in Sacramento with the highest numbers of fatal and serious crashes involving pedestrians, bicyclists, and motorists.

The Vision Zero Top Five Corridor Study will analyze the factors that contribute to these corridors’ high crash rates.  Based on technical analysis, community input, and best practices in roadway safety and design, the study will identify improvements for each of these corridors that can be implemented in the near-term.

More information about the project is available at http://visionzerosac.org