RPVCCA_CC_SR_2012_04_03_04_Speed_SurveysCrrvOF
REVIEWED:
TO:
FROM:
DATE:
SUBJECT:
MEMORANDUM
JJONORABLE MAYOR &CITY COUNCIL MEMBERS
~~OM ODOM,DIRECTOR OF PUBLIC WORKS,ut-
APRIL 3,2012
ADOPT RESOLUTION NO.2012-APPROVING
CERTAIN SPEED SURVEYS AND ESTABLISHING
SPEED LIMITS IN ACCORDANCE WITH THOSE
SURVEYS ON PALOS VERDES DRIVE EAST
CAROLYN LEHR,CITY MANAGER aD.--
Project Manager:Nicole Jules,Senior Engineer -(\CO'
RECOMMENDATIONS
1.Approve an increase of the existing 35/40 mph speed limit to a 40 mph speed limit
on Palos Verdes Drive East from Palos Verdes Drive South to Ganado Drive;retain
the eXisting 35 mph speed limit on Palos Verdes Drive East from Ganado Drive to
Diamonte Lane;retain the existing 35 mph speed limit on Palos Verdes Drive East
from Diamonte Lane to Miraleste Drive;increase the existing 30 mph speed limit to
a 35 mph speed limit on Palos Verdes Drive East from Miraleste Drive to Bronco
Drive;increase the existing 30 mph speed limit to a 35 mph speed limit on Palos
Verdes Drive East from Bronco Drive to the City's northerly limit.
2.ADOPT RESOLUTION NO.2012-XXX APPROVING CERTAIN SPEED SURVEYS
AND ESTABLISHING SPEED LIMITS IN ACCORDANCE WITH THOSE SURVEYS
ON PALOS VERDES DRIVE EAST.
BACKGROUND
To satisfy the requirements of Section 40802(b)of the California Vehicle Code (CVC),
Engineering and Traffic Surveys are required by the State of California to establish
intermediate speed limits and to enforce those limits using radar or other speed
measuring devices.The surveys must be conducted in accordance with applicable
provisions of the CVC,following procedures outlined in the California Manual of
Uniform Traffic Control Devices (MUTCD).
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The existing speed zone surveys for Palos Verdes Drive East were last surveyed in
2007.These surveys will not expire until 2014,however,due to recent controversy
surrounding the 2007 speed zone surveys,updated surveys were taken and as a result,
speed limits will increase in three segments of Palos Verdes Drive East.
On October 26,2010,staff received a request from a resident for copies of speed zone
surveys taken for Palos Verdes Drive East between Miraleste Drive and the City's
northerly limits near Palos Verdes Drive North.Subsequent to receipt of the speed
zone surveys and several months later,the resident contacted staff again requesting a
meeting to discuss suspension of speed enforcement on Palos Verdes Drive East and
submission of a petition suggesting a "Speed Trap"on Palos Verdes Drive East.
On August 12,2011,staff met with the resident to discuss the petition and speed zone
surveys and concluded at the end of the meeting that the speed zone surveys were
conducted in a manner consistent with State Standards,the California Vehicle Code
and the California Manual on Uniform Traffic Control Devices.The discussion
concluded with the resident expressing issues related to targeted enforcement and
officer attitude when tickets are issued.Staff suggested that the matter is related more
to officer conduct and attitude rather than the validity of the speed zone surveys and
should be discussed with the Lomita Sheriff's Department.Officer conduct was
subsequently discussed at the September 26,2011 Traffic Safety Commission (TSC)
meeting.According to the Sheriff's Department,the petition originator was the recipient
of a speeding ticket on Palos Verdes Drive East and it was later determined that the
majority of those that endorsed the petition want the right to drive faster on Palos
Verdes Drive East.A copy of the petition is included as an attachment to this report.
Staff immediately engaged the City's consulting Traffic Engineer to provide an analysis
of the petitioner's claim and to evaluate the existing speed zone surveys conducted in
2007 on Palos Verdes Drive East for guideline compliance.Willdan conducted an
analysis and concluded that the 2007 survey for Palos Verdes Drive East met State
requirements and that radar enforcement of the posted speed limits should not be
suspended.A copy of Willdan's analysis is included as an attachment to this report.
Staff presented its findings at the September 26,2011 TSC where several residents
spoke in opposition of the recommendation to retain the existing speed surveys.The
overwhelming request,at that meeting,was for current enforcement to be suspended
and the existing speed zone surveys evaluated for validity.The TSC voted
unanimously (5-0)to continue with current enforcement levels and proceed with
conducting a new speed zone survey as soon as reasonably possible.
In November,2011,the City's consulting traffic engineer conducted new speed zone
surveys for Palos Verdes Drive East.The results of the new surveys concluded with
increased speed limits on certain segments of Palos Verdes Drive East.Staff
presented the study results to the TSC at the December 12,2012 meeting.Staff's
recommendation was to adopt the results of the new survey and forward a
recommendation to City Council for consideration.At that meeting over 10 residents
expressed opposition to the recommendation.The overwhelming request at the
meeting was to retain the existing speed limits because Palos Verdes Drive East is
known for its roadway curvature,steep grades and high accident occurrences.In
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response to residents'concerns regarding safety along Palos Verdes Drive East,the
TSC voted to retain the existing speed limits on Palos Verdes Drive East.
DISCUSSION
The State of California requires municipalities to update speed zone surveys every 5
years with an option to extend to 7 or 10 years,depending on certain circumstances.
Section 627 of the CVC requires that Engineering and Traffic Surveys be conducted
based on the methodology mandated by the California Department of Transportation
(Caltrans).
Specific procedures for conducting Engineering and Traffic Surveys are contained in
Sections 2B.13 through 2B.18 of the California MUTCD.Speed limits set by these
procedures are enforceable by radar.With respect to Palos Verdes Drive East,radar
enforcement appears to be the only reasonable method of enforcement as roadway
configurations (narrow width,curvature,steep grades,non-vehicular uses)does not
lend itself to other means of speed enforcement like pacing vehicles.
Although the 2007 speed zone surveys for Palos Verdes Drive East were conducted
per the methodology specified above,the updated speed zone survey is reflective of
current conditions and has been prepared without influence or a sense of bias.
While many residents that live and travel on Palos Verdes Drive East have expressed
concerns about the dangers associated with raising the speed limit,staff acknowledges
these concerns and anticipates implementing traffic calming measures at key locations
along Palos Verdes Drive East that will improve safety at high-risk segments.Some of
the traffic calming measures include:
•Speed feedback signs before hairpin curves
•Newer/Brighter curve warning signs
•Reduced advisory speed limits in the horizontal curve locations
•New pavement striping and reflective markers
•Implementation of priority projects that were identified in the Palos Verdes Drive
East Preliminary Study Report approved January 2010.
The above improvements will be incorporated with the upcoming Palos Verdes Drive
East Arterial Resurfacing Project scheduled for October 2012,after completion of the
California Water Service Mainline replacement project that is being constructed now.
Upon careful consideration of the 2007 and 2011 Engineering and Traffic Surveys,
expressed citizens concerns,Traffic Safety Commission deliberations and
Federal/State regulations,staff is recommending,with concurrence from the City's
consulting traffic engineer,City Council to adopt the updated speed zone surveys.
Since the TSC requested the updated traffic surveys and the results of the survey are
public information,the City can not disregard the updated information and should
proceed with establishing the new speed limits.Willdan's recommendation and
justification is stated in their report that is included as an attachment.
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CONCLUSION
Having defensible speed zone surveys supported by the courts would allow continued
radar enforcement of the posted speed limit by the issuance of citations.Therefore,
staff recommends approving the updated speed zone surveys conducted by Willdan
Engineering on November 15,2011 and adopting Resolution No.2012-XXXX
APPROVING CERTAIN SPEED SURVEYS AND ESTABLISHING SPEED LIMITS IN
ACCORDANCE WITH THOSE SURVEYS ON PALOS VERDES DRIVE EAST.
ALTERNATIVES
Staff has not identified viable alternatives to the recommended action since the recently
conducted speed surveys were properly prepared in accordance with federal and state
guidelines.Therefore,staff does not believe it is beneficial to re-survey Palos Verdes
Drive East.
FISCAL IMPACT
Adopting staff's recommendation will not result in an impact to the FY 2011-2012
budget.
Attachments:
Signed Petitron
Palos Verdes Drive East Engineering and Traffic Survey,Willdan Engineering,March
28,2012
Resolution No.2012-XXX
4-4
Attachment #1
Signed Petition
Attachments 4-1
CITIZENS'PETITION TO HAVE RADAR ENFORCEMENT OF POSTED
SPEED LIMITS ON PALOS VERDES DRIVE EAST SUSPENDED UNTIL
PROPER SPEED LIMITS CAN BE DETERMINED
We,the Petitioners,request that radar enforcement of the speed limits for the
segments of Palos Verdes Drive East described below,be immediately suspended
because of the use of incorrectly conducted Traffic Engineering Survey procedures:
1)The 2.2-Mile segment from Miraleste Drive to the northern end ofthe City
Limit;
2)The 0.7-Mile segment between Casalina and 30438 Palos Verdes Drive East.
The Traffic Engineering Surveys for these segments were NOT conducted in compliance
with the guidelines set out in The California Manual on Uniform Traffic Control Devices
(CA MUTCD).The result of these survey biases are:
(a)speed traps that have led to many illegally-issued speeding tickets;
(b)increased risk of accidents,according to the CA MUTCD,when speed limits
are too low.
HOW TRAFFIC ENGINEERING SURVEYS SHOULD BE CONDUCTED:CA
MUTCD GUIDELINES
Traffic Engineering Surveys are required on all roads when a posted speed limit is radar
enforced.The California Manual on Uniform Traffic Control Devices (CA MUTCD)is
authorized by the California Vehicle Code (CVC)as the legal procedure for establishing
speed zones.Traffic Engineering Surveys are designed with the intention to maximize
both safety and motorist compliance.Palos Verdes Drive East is a 6-mile road with
varying width,topography,and alignment,as noted in all surveys.Because of these
features,motorists travel at varying speeds along this stretch of road.For roads like this,
the CA MUTCD states:
1)"When a speed limit is to be posted,it shall be established at the nearest 5 mph
increment of the 85th percentile speed of free-flowing traffic."
2)"The posted speed may be reduced by 5 mph from the nearest 5 mph increment of
the 85th percentile speed,where the engineering study indicates the need for a
reduction in speed to match existing conditions with the traffic safety needs of the
community."(Note the CA MUTCD's warning regarding this 5 mph speed
reduction stated below).
3)"A location should be selected where prevailing speeds are representative of the
entire speed zone section.If speeds vary on a given route,more than one speed
zone section may be required,with separate measurements for each
section."(Emphasis added)
Attachments 4-2
PROBLEMS WITH TRAFFIC ENGINEERING SURVEYS ON PALOS VERDES
DRIVE EAST
Speed Limits Posted on the two segments of Palos Verdes Drive East described above are
not in compliance with the Guidelines set forth by the CA MUTCD.
First Segment:The 2.2-Mile Section North of Miraleste Drive
How this Survey Should Have Been Conducted.Because of the noted variation in
width,topography,and alignment for this 2.2-mile stretch of Palos Verdes Drive East,
motorists naturally drive at varying speeds.The survey requirement is to break up this
2.2-mile stretch according to these variations and to survey a "representative"location of
each segment.
How this Survey was,In Fact,Conducted.Instead of breaking up this road segment
into smaller segments as required,surveyors used one single location on which to
conduct the survey.The single point defined as "representative"in fact represents only
27%of the 2.2 mile section in topography and is among the narrowest points along this
section.It is located 100 feet south of Via El Miro,where the road is just 26 feet wide--
less than half the width of the wider stretches of 56 feet noted in the survey.Additionally,
the point sits just south of a rise/fall (dip)and 170 feet from a 90-degree tum.This point
was used despite the fact that over 1.2 miles (more than half ofthe 2.2 miles)consists of
straight,wide stretches of roadway both north and south of this point.Thus,the Traffic
Engineering Survey is in direct contradiction with the guideline procedures set out in the
CA MUTCD.The single location surveyed could not be a "representative"section of
roadway as required,because the varying features in the entire 2.2-mile North Section of
Palos Verdes Drive East preclude it from being represented by one single survey point.
Survey Bias Resulted in a Speed Trap and an increased Risk of Traffic
Accidents for this 2.2-mile Segment of Palos Verdes Drive East.The violation of CA
MUTCD in the conduct of this survey resulted in an arbitrary and potentially dangerous
low speed limit for the entire 2.2-mile North section of Palos Verdes Drive East.This low
speed limit creates a Speed Trap that has resulted in the issuance of many hundreds of
illegal tickets.Calculated from Survey data,in excess of 85%of motorists are in violation
of this posted speed limit.The manual's goal in determining speed limits is to determine a
speed that is never lower than 5 mph from a speed limit where 85%of motorists are in
compliance.The discrepancy between the manual's guidelines and the reality is both
calculable and huge.Additionally,because this speed limit is so low,it increases the risk
of accidents along the wider straight stretches of Palos Verdes Drive East (CA MUTCD).
Second Segment:The 0.7-mile Section Between Casalina and 30438 Palos Verdes
Drive East
How this Survey Should Have Been Conducted.This survey should have been
conducted without breaking this large straight section of roadway into separate segments.
According to the CA MUTCD,"If speeds vary on a given route,more than one
speed zone section may be required,with separate measurements for each section."It
Attachments 4-3
specifically does not provide for large sections of road with steady,consistent speeds to
be broken into smaller segments so that their safest and appropriate speed limits can be
dismissed with the bogus argument of "too short"for consideration.According to the CA
MUTCD,this segment is of adequate length to merit its own speed zone.And,this 0.7-
mile section of roadway warranted a speed limit of 45 mph according to the Traffic
Engineering Survey.With the potential 5 mph reduction,the minimum posted speed
allowed for this area is 40 mph.
How this Survey was,In Fact,Conducted.For purposes of this survey alone,
surveyors decided to arbitrarily,and contrary to CA MUTCD guidelines,break in half
this 0.7 -mile stretch of straight,continuous road where the speed is steady.Compounding
this violation,the surveyors then treated each segment as independent from each other:
the northerly section was incorporated into its windier north-abutting segment,and its
southerly section,taken in isolation from the rest ofthe wide straight stretch to its north,
was pronounced "too short"to allow for the appropriate posted speed limit.The end
result of the combination ofthese two deviations from the guidelines is that this 0.7-mile
section that warranted a 45 mph posted speed limit,was afforded a spuriously low 35
mph posted speed limit--a 10 mph reduction.A 10 mph reduction is never allowed and
is a violation ofthe procedures for establishing speed limits.Though a 5 mph reduction
in speed may be imposed,it is not clear that even that would have been warranted and the
CA MUTCD specifically cautions against such reductions stating they "Should be done
with great care as studies have shown that establishing a speed limit at less than the 85th
percentile generally results in an increase in accident rates,in addition,this may make
violators of a disproportionate number of the reasonable majority of drivers."
Survey Bias Resulted in a Speed Trap and Increased Risk of Traffic
Accidents.The application of a 10 mph reduction in speed--2 times lower than the
maximum reduction of the 5 mph allowable--contradicts the guidelines and words of
caution in the CA MUTCD.It both increases the likelihood of accidents on this stretch
of Palos Verdes Drive East and,instead of resulting in 15%unlawful motorists (the
criterion set out in the manual),it has resulted in over 85%unlawful motorists.So,this
illegitimate determined low speed limit on this segment of Palos Verdes Drive East not
only creates a more dangerous road according to the CA MUTCD,but it is exploited by
Traffic Enforcement Officers who actively enforce this ill-begotten speed limit by radar
and issue vast numbers of citations to unsuspecting safe motorists,erroneously defined as
"unlawful."
CONCLUSION
According to the CA MUTCD,the vast majority of motorists are considered to be
reasonable and to use sound judgment;"Speed limits established on the basis of the 85th
percentile conform to the consensus of those who drive highways as to what speed is
reasonable and prudent,and are not dependent on the judgement [sic]of one or a few
individuals."
The purpose of Traffic Engineering Surveys is to keep streets safe while ensuring that the
majority of motorists are lawful drivers.This has not been achieved on Palos Verdes
Attachments 4-4
Drive East for the reasons set forth in this Petition.The flaws in conducting the Traffic
Engineering Survey have resulted in speed traps that render more than 85%of motorists
unlawful on the two segments described here,defying any safety objective.The CA
MUTCD repeatedly stresses that speed limits are meant to be "reasonable"--limits where
around 85%of motorists will be in compliance.
Further,according to the CA MUTCD,"studies have shown that establishing a speed
limit at less than the 85th percentile (Critical Speed)generally results in an increase in
accident rates."
Petitioners are requesting an unbiased,properly conducted,survey of Palos Verdes
Drive East in consideration of the concerns addressed herein and request that,until
resolution of this matter,radar enforcement of the speed limits in the areas outlined
in this petition be suspended.
Attachments 4-5
Attachment #2
Palos Verdes Drive East Engineering and Traffic Survey,
Willdan Engineering,March 28,2012
Attachments 4-6
March 29,2012
Ms.Nicole Jules
Senior Engineer
Department of Public Works
City of Rancho Palos Verdes
30940 Hawthorne Boulevard
Rancho'Palos Verdes,CA 90275
Subject:Engineering and Traffic Surveys for Palos Verdes Drive East
Dear Ms.Jules:
Willdan Engineering (Willdan)recommends that the following changes to the speed
limits on Palos Verdes Drive East be adopted by the City Council:
•Increase the speed limit from 35/40 mph to 40 mph from Palos Verdes Drive
South to Ganado Drive
•Retain the existing speed limit from Ganado Drive to Diamonte Lane
•Retain the existing speed limit from Diamonte Lane to Miraleste Drive
•Increase the speed limit from 30 mph to 35 mph from Miraleste Drive to Bronco
Drive
•Increase the speed Iimitfrom 30 mph to 35 mph from Bronco Drive to the North
City Limit
The recommended speed limits were determined in accordance with an Engineering
and Traffic Survey conducted in November 2011 and certified on February 28,2012.
Our recommendation is based on a careful review of both this Engineering and Traffic
Survey and the previous one conducted in 2007,as well as residents'conc~rns,and
discussions at two Traffic Safety Commission meetings.
On December 12,2011,the Traffic Safety Commission voted to reject the findings of
the recent Engineering and Traffic Survey and to recommend that the City Council
maintain the existing speed limits on Palos Verdes Drive East.The higher speed limits
proposed in the recent Engineering and Traffic Survey have become controversial
among residents in the vicinity of Palos Verdes Drive East,with advocates who strongly
support raising the speed limits and those who just as strongly oppose it.
Attachments 4-7
Ms.Nicole Jules
PVDE E&T Survey
March 29,2012
Page 2
Because of the controversy surrounding the proposed action,Willdan was subsequently
asked to review the history behind the proposed action and make a recommendation
regarding whether the existing speed limits should be maintained or if the speed limits
recommended in the Engineering and Traffic Survey should be approved.
Prior to discussing the history of the speed limits on Palos Verdes Drive East,a brief
refresher on how speed limits are established is presented in the section below.
Establishing Speed Limits in California
Speed limits in California are based on the premise that the majority of people will drive
at speeds that are safe for the given driving conditions.It is accepted that anyone
driving above the 85th percentile speed is driving outside of the accepted norm and is
therefore driving at an unsafe speed.The 85th percentile (critical)speed is defined as
the speed at or below which 85%of the vehicles are observed to travel under free-
flowing conditions.The 85th percentile speed is derived from a radar speed survey.
In the state of California,for a speed limit to be enforced using radar,it must be
established in accordance with the California Vehicle Code (CVC)and the California
Manual on Uniform Traffic Control Devices (CA MUTCD),and based on an Engineering
and Traffic (E&T)Survey.Currently,E&T Surveys must be updated every 5 years,
although under certain circumstances,they may be extended to 7 or 10 years.The
related sections of the CVC and CA MUTCD are attached.Due to training received by
the Sheriff's deputies,City streets qualify for the 7-year interval at this time.
An Engineering and Traffic Survey consists of the following basic elements:
1.Measurement of the prevailing speed (radar speed survey)
2.Evaluation of the traffic collision history
3.Identification of highway,traffic and roadside conditions not readily apparent to
the driver
When setting speed limits,streets are divided into speed zone segments,with a
separate E&T Survey conducted for each one.Roadway conditions and roadside
development should be consistent,as much as possible,within each speed zone,and
each speed zone should normally be at least one-half mile long.Speed zones are
typically one to two miles long.Shorter speed zones could potentially result in the
speed limit changing back and forth within a half-mile or mile stretch,creating driver
confusion.
The CA MUTCD notes that when a speed limit is to be posted,it shall be established at
the nearest 5 mph increment of the 85th percentile speed.For instance,if the 85th
percentile speed is 37 mph,the speed limit is set at 35 mph.If it is 38 mph,then the
speed limit is set at 40 mph.
•;4'X~f',WlllDAN I
t.}:.J"EngineeringAttachments 4-8
Ms.Nicole Jules
PVDE E&T Survey
March 29,2012
Page 3
Under certain circumstances,listed below,the speed limit can be reduced by 5 mph.
1.The California Vehicle Code allows the speed limit to be reduced for either of the
following conditions:
•Residential density,as defined by the CVC
•Pedestrian and bicyclist safety
2.The California Manual on Uniform Traffic Control Devices notes that a speed limit
may be reduced based on any of the following conditions:
•Traffic collision rates
•Conditions not readily apparent to the driver
•Residential density
•Pedestrian and bicyclist safety
•Roadway characteristics,shoulder condition,grade,alignment and sight
distance
•Roadside development and environment
•Parking practices
3.On January 1,2012,a new law went into effect that adds a third condition for
reducing the speed limit by 5 mph.In cases where the speed limit needs to be
rounded up to the nearest 5 mph,the speed limit may,instead,be rounded down
to the lower 5 mph increment,but it cannot be further reduced for any reason.
Examples of each allowed reduction:
(1)If the 85th percentile speed is 37 mph,the speed limit would be set at 35 mph.It
could,however,be reduced to 30 mph for pedestrian safety.
(2)If the 85th percentile speed is 38 mph,the speed limit would be set at 40 mph.It
could,however,be reduced to 35 mph if there is poor sight distance (line-of-sight)from
intersecting streets or driveways and the situation is not obvious to the approaching
motorist.
(3)If the 85 percentile speed is 43 mph and the speed limit would be set at 45 mph,the
speed limit can be reduced to 40 mph,but no further.No justification is required to
reduce the speed limit.
Speed limits should be reduced with care,however,since speed limits are not only used
to control unsafe driver behavior.They are also used by engineers in traffic design to
determine the following:
•The length of yellow clearance times for traffic signals
•Adequate sight distance from side streets,around horizontal curves and at
vertical curves
•Where to place advance warning signs
Attachments 4-9
Ms.Nicole Jules
PVDE E&T Survey
March 29,2012
Page 4
•How long a distance to provide for traffic to merge at a lane drop
•How to set up signs and cones to safely and efficiently move traffic around
roadway construction zones
It is important to note that in order for a speed limit to be enforceable and not be
deemed a speed trap,the following conditions must also be met:
1.The speed survey must be conducted by a certified radar operator and the radar
gun must be certified as being properly calibrated.
2.The E&T Survey must be prepared,signed and stamped by a licensed Civil or
T.raffic Engineer,and approved by the City Council.The updated speed limit
signs must also be installed prior to enforcement.
Using the above rules and regulations,the basic steps for determining the speed limit of
a street segment are as follows:
1.Measure the prevailing speed with a radar gun and calculate the 85th percentile
speed.
2.Do a field review to note the characteristics of the roadway,including curves,
grade,sight distance,adjacent land use,on-street parking restrictions,driveway
density,number of trucks,pedestrians and bicycles,residential density and any
conditions that might not be readily apparent to a motorist.
3.Collect traffic collision data (for at least the two most recent years)and daily
traffic counts.Calculate the collision rate.Compare the collision rate to
published standards to determine if the segment has a higher than expected
collision rate.
4.Tentatively determine the speed limit by rounding the 85th percentile speed to
the nearest 5 mph increment.
5.Review the collected roadway data and determine if a situation exists which
would meet any of the previously noted conditions that permit reducing the speed
limit by 5 mph.
•If not,recommend adopting the speed limit arrived at by rounding to the
nearest 5 mph increment.
•If so,review the pace speed and other factors to determine if the speed limit
should be reduced.If so,recommend adopting the speed limit arrived at by
reducing the rounded speed limit by 5 mph.
Recent History of Palos Verdes Drive East Speed Limits
Palos Verdes Drive East presents special challenges in setting speed limits.Normally,
speeds on city streets are relatively consistent from one block to the next since they
have the same or similar characteristics.This is not the case on Palos Verdes Drive
Attachments 4-10
Ms.Nicole Jules
PVDE E&T Survey
March 29,2012
Page 5
East,where the winding road,steep terrain,houses hugging the roadway,and varying
roadway widths make it difficult to find representative sections without cutting the speed
zone segment into 1/4 mile and 1/8 mile segments.Consequently,the limits of the
speed zone segments must be carefully selected,so the nature of the roadway within
the segment is as consistent as possible and the speed limit is appropriate for a majority
of the segment.Also,as much as possible,the spots where speed surveys are taken
should not be the "fastest"part of the segment,nor the "slowest",but at a point that is a
good representation of the overall segment.
The current speed limits on Palos Verdes Drive East were approved by the City Council
based on an Engineering and Traffic Survey conducted in September 2007 by the City's
then Consultant Traffic Engineer.To maintain enforceable speed limits,Cities generally
update the speed limits every five years with E&T Surveys.In this case,however,the
previous speed survey had been done in 2004,an interval of three years.
The reason for the short time period was because on August 28,2007,the Appellate
Division of the Los Angeles Superior Court ruled that the 35 mph speed zone on Palos
Verdes Drive East between Ganado Drive and Diamonte Lane was a speed trap,and,
therefore,could not be enforced with radar.It was Staff's opinion at the time that the
2004 E&T Survey was proper,but that it did not explain the reasons for maintaining the
35 mph zone in sufficient detail to allow the Court to affirm its validity.
To address the issue,Staff resurveyed the entire length of Palos Verdes Drive East
(see attached Traffic Safety Commission Staff Report,September 24,2007).This time,
it was done in extreme detail,to the point that each of the four speed zone segments
was broken down into two or more sub-segments,to accommodate the varying roadway
character and driving patterns within each speed zone.This approach demonstrated
that each speed zone segment might have more than one roadway character,but that
each of these sub-segments was too short to be considered as a speed zone on its
own.The recommended speed limit of each segment was based on the speed limit for
the roadway character present in the majority of the segment's length.
In July 2011 ,the City received a petition circulated by residents who had received
speeding citations,claiming that the speed limits on Palos Verdes Drive East were too
low and had been improperly set.In particular,the petitioners requested that radar
enforcement of the speed limits of two segments of Palos Verdes Drive East be
suspended until new surveys could be performed.The two speed zones in question
were the 2.2 mile segment of Palos Verdes Drive East from Miraleste to the north City
Limit and the 0.7 mile segment between Casal ina and 30438 Palos Verdes Drive East.
The City's current Traffic Engineering consultant reviewed the 2007 E&T Surveys and
concluded that although they were unusual,they were acceptable and came to
reasonable conclusions.Due to the residents'concern,however,the issue was
presented to the Traffic Safety Commission at their September 26,2011 meeting.The
Traffic Engineering consultant gave a presentation that reviewed the rules and
regulations that must be followed when setting a speed limit in order for it to be valid
Attachments 4-11
Ms.Nicole Jules
PVDE E&T Survey
March 29,2012
Page 6
and enforceable,and followed that with a discussion of each of the concerns noted in
the petition.
The residents then presented their concerns about the speed limits and how they are
being enforced.It was noted by the Deputy Sheriff in attendance that most officers cite
drivers traveling at least 10-12 mph above the posted speed limit and that the court
usually considers the 85th percentile speed when reviewing a ticket.
At the September 2011 Traffic Safety Committee meeting,it was noted that the speed
limits on Palos Verdes Drive East would expire in late 2012,about the same time a
resurfacing project would be in progress,and that it might be better to update the E&T
Survey'before the resurfacing project begins.The Commission voted to recommend
that the City continue with the current enforcement in place but to order new speed
surveys,to be conducted as soon as possible.
Willdan Engineering performed a new E&T Survey (attached)for the full length of Palos
Verdes Drive East in November 2011.It should be noted that when conducting an E&T
Survey,the previous E&T Survey is typically reviewed to make sure any special
conditions are included and to see if the roadway conditions have changed.In this
case,the resident who first brought this issue to the City's attention,believed that the
Traffic Engineering consultant was biased toward lower speed limits and that anyone
who reviewed the previous E&T Surveys would also be biased.To avoid even a hint of
bias,another Traffic Engineer was brought in and was told to perform the survey without
any prior information or review of previous studies.Nor was she told the current speed
limits,the current number of speed zone segments or the current limits of the speed
zone segments.She was told to begin fresh,as if setting the speed limits for the first
time.It should be noted that this Traffic Engineer has conducted Citywide E&T Surveys
for dozens of Cities and they all have successfully withstood challenges.
The updated E&T Survey,prepared without influence,was presented to the Traffic
Safety Commission on December 12,2011.The 2011 E&T Survey divided Palos
Verdes Drive East into five segments instead of the previous four,and recommended
that the current speed limits be maintained on two of the segments and increased on
three others (see attached table),as previously noted.The increased speed limits
would be on the segment south of Ganado Drive (from 35/40 mph to 40 mph),and on
the segments north of Miraleste Drive (from 30 mph to 35 mph).Exhibit A compares
the proposed speed limits with the existing speed limits.
As with the September 2011 meeting,several residents were in attendance.Unlike the
September meeting,however,all of the residents were opposed to increasing the speed
limits on Palos Verdes Drive East (at the September meeting,all were in favor).It
should be noted that those who are in favor of raising the speed limits live on residential
streets off of Palos Verdes Drive East whereas those opposed have addresses on
Palos Verdes Drive East.
Attachments 4-12
Ms.Nicole Jules
PVDE E&T Survey
March 29,2012
Page?
Members of the Traffic Safety Commission were generally sympathetic to the concerns
of the Palos Verdes Drive East residents,however,no further reductions to the
recommended speed limits could be legally made.Rather than increasing the speed
limits,the Traffic Safety Commission voted to leave the speed limits as they currently
are.
Recommendations
As part of our speed limit review for Palos Verdes Drive East,we conducted an
indepen,dent field review of Palos Verdes Drive East relative to the increased speed
limits recommended in the recent Engineering and Traffic Survey.We found that the
selected study segments and locations of the speed surveys were appropriate to meet
federal and state requirements.
After a careful review of the 2007 and 2011 Engineering and Traffic Surveys,residents'
concerns,and discussions at the two Traffic Safety Commission meetings,we do not
concur with the Traffic Safety Commission's recommendation to maintain the existing
speed limits.Instead,we recommend that the following speed limits for Palos Verdes
Drive East,as determined by the Engineering and Traffic Survey,be adopted by the
City Council:
•Palos Verdes Drive South to Ganado Drive:40 mph
•Ganado Drive to Diamonte Lane:35 mph
•Diamonte Lane to Miraleste Drive:35 mph
•Miraleste Drive to Bronco Drive:35 mph
•Bronco Drive to North City Limit:35 mph
We appreciate resident concerns,however,about increasing the speed limits on certain
sections of Palos Verdes Drive East.Our field survey also found that if the speed limits
are increased,horizontal curves in the affected segments should be reviewed to ensure
additional/new warning signs with lower speeds are installed in conjunction with
updated speed limit signs.The combined curve signs and speed warning signs would
tend to have an effect similar to posting a lower speed limit.We also recommend that a
"multiple"curve warning sign with a warning speed of 30 or 35 mph be considered in
advance of both ends of the switchback area.
Should the City Council approve the higher speed limits,we also recommend
implementing traffic calming measures,such as speed feedback signs in areas of the
greatest speeding/collisions,prior to installing updated speed limit signs.
Attachments 4-13
Ms.Nicole Jules
PVDE E&T Survey
March 29,2012
Page 8
To effectively reduce speeding over the long-term,the roadway conditions must
change.The City recognizes this and has already taken steps to reduce speeds on
Palos Verdes Drive East.The City's Capital Improvement Program includes plans to
implement traffic calming measures on Palos Verdes Drive East,including the following:
1.Reducing the existing 4-lane section of Palos Verdes Drive East in the vicinity of
Crest Road back to one lane in each direction (two lanes in each direction can be
kept at the intersection with Crest Road to maintain a passing lane).
2.Ir,lstalling equestrian/pedestrian paths and bike lanes in the vicinity of Deadman's
Curve,and between Headland Drive and Miraleste Drive,and installing an
equestrian/pedestrian crossing at Bronco Drive.
We appreciate the opportunity to serve the City of Rancho Palos Verdes and the
assistance and cooperation afforded to us during the course of this study.If you have
any questions,please contact me at (714)978-8225 or ruthsmith@willdan.com
Very truly yours,
WILLDAN ENGINEERING
Ruth Smith,TE,PTP
Project Manager
Attachments
•
':W'"fjf;WlllDAN I
1='>//EngineeringAttachments 4-14
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WILLDAN
Engineering 2401 E.I<ATEU.A AVE..SUllE 450
1_/I1lQ1,1\11-11O ANAHEIM.CA 92806-6073
CITY OF RANCHO PALOS VERDES
I--:~__P_ALOS VERDES DRIVE EAST ----l
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ATTACHMENTS
A Applicable Sections of the 2012 California Vehicle Code
B Applicable Sections of the 2012 California Manual on Uniform
Traffic Control Devices (CA MUTCD)
C Traffic Safety Commission Staff Report,September 24,2007
D Engineering and Traffic Survey,Palos Verdes Drive East,
February 28,2012
E Table of Recommended Speed Changes for Palos Verdes
Drive East
Attachments 4-16
ATTACHMENT A
Applicable Sections of the
2012 California Vehicle Code
•:~f·\~?1 WILLPAN I
t.)~..,(.EngineeringAttachments 4-17
APPLICABLE SECTIONS OF 2012 CALIFORNIA VEHICLE CODE
SECTION 1.Section 627 of the Vehicle Code:
Section 627.
(a)"Engineering and traffic survey,"as used in this code,means a survey of highway and traffic
conditions in accordance with methods determined by the Department of Transportation for
use by state and local authorities.
(b)An engineering and traffic survey shall include,among other requirements deemed
necessary by the department,consideration of all of the following:
(1)Prevailing speeds as determined by traffic engineering measurements.
(2)Accident records.
(~)Highway,traffic,and roadside conditions not readily apparent to the driver.
(c)When conducting an engineering and traffic survey,local authorities,in addition to the
factors set forth in paragraphs (1)to (3),inclusive,of subdivision (b)may consider all of the
following:
(1)Residential density,if any ofthe following conditions exist on the particular portion of
highway and the property contiguous thereto,other than a business district:
a.Upon one side of the highway,within a distance of a quarter of a mile,the
contiguous property fronting thereon is occupied by 13 or more separate
dwelling houses or business structures.
b.Upon both sides of the highway,collectively,within a distance ofa quarter of
a mile,the contiguous property fronting thereon is occupied by 16 or more
separate dwelling houses or business structures.
c.The portion of highway is longer than one-quarter of a mile but has the ratio
of separate dwelling houses or business structures to the length of the
highway described in either subparagraph (A)or (B).
(2)Pedestrian and bicyclist safety.
Basic Speed Law
22350.No person shall drive a vehicle upon a highway at a speed greater than is reasonable or
prudent having due regard for weather,visibility,the traffic on,and the surface and width of,the
highway,and in no event at a speed which endangers the safety of persons or property.
Speed Law Violations
Section 22351.
(a)The speed of any vehicle upon a highway not in excess of the limits specified in Section
22352 or established as authorized in this code is lawful unless clearly proved to be in
violation of the basic speed law.
(b)The speed of any vehicle upon a highway in excess of the prima facie speed limits in
Section 22352 or established as authorized in this code is prima facie unlawful unless the
defendant establishes by competent evidence that the speed in excess of said limits did not
constitute a violation of the basic speed law at the time,place and under the conditions then
existing.
1 Attachments 4-18
Prima Facie Speed Limits
Section 22352.
(a)The prima facie limits are as follows and shall be applicable unless changed as authorized
in this code and,if so changed,only when signs have been erected giving notice thereof:
(1)Fifteen miles per hour:
A)When traversing a railway grade crossing,if during the last 100 feet of the
approach to the crossing the driver does not have a clear and unobstructed view of
the crossing and of any traffic on the railway for a distance of 400 feet in both
directions along such railway.This subdivision does not apply in the case of any
railway grade crossing where a human flagman is on duty or a clearly visible
electrical or mechanical railway crossing signal device is installed but does notthen
indicate the immediate approach of a railway train or car.
B)When traversing any intersection of highways,if during the last 100 feet of the
driver's approach to the intersection,the driver does not have a clear and
unobstructed view of the intersection and of any traffic upon all of the highways
entering the intersection for a distance of 100 feet along all those highways,except
at an intersection protected by stop signs or yield right-of-way signs or controlled by
official traffic control signals.
C)On any alley.
(2)Twenty-five miles per hour:
A)On any highway other than a state highway,in any business or residence district
unless a different speed is determined by local authority under procedures set forth
in this code.
(B)When approaching or passing a school building or the grounds thereof,
contiguous to a highway and posted with a standard "SCHOOL"warning sign,while
children are going to or leaving the school either during school hours or during the
noon recess period.The prima facie limit shall also apply when approaching or
passing any school grounds which are not separated from the highway by a fence,
gate or other physical barrier while the grounds are in use by children and the
highway is posted with a standard "SCHOOL"warning sign.For purposes of this
subparagraph,standard "SCHOOL"warning signs may be placed at any distance up
to 500 feet away from school grounds.
(C)When passing a senior center or other facility primarily used by senior citizens,
contiguous to a street other than a state highway and posted with a standard
"SENIOR"warning sign.A local authority is not required to erect any sign pursuant
to this paragraph until donations from private sources covering those costs are
received and the local agency makes a determination that the proposed signing
should be implemented.A local authority may,however,utilize any other funds
available to it to pay for the erection of those signs.
(b)This section shall become operative on March 1,2001.
2 Attachments 4-19
Increase of Local Speed Limits
Section 22357.
(a)Whenever a local authority determines upon the basis of an engineering and traffic survey
that a speed greater than 25 miles per hour would facilitate the orderly movement of
vehicular traffic and would be reasonable and safe upon any street other than a state
highway otherwise subject to a prima facie limit of 25 miles per hour,the local authority may
by ordinance determine and declare a prima facie speed limit of 30,35,40,45,50,55 or 60
miles per hour or a maximum speed limit of 65 miles per hour,whichever is found most
appropriate to facilitate the orderly movement of traffic and is reasonable and safe.The
declared prima facie or maximum speed limit shall be effective when appropriate signs
giving notice thereof are erected upon the street and shall not thereafter be revised except
upon the basis of an engineering and traffic survey.This section does not apply to any 25
mile per hour prima facie limit,which is applicable when passing a school building or the
grounds thereof or when passing a senior center or other facility primarily used by senior
citizens.
(b)This section shall become operative on the date specified in subdivision (c)of Section
22366.
Downward Speed Zoning
Section 22358.5.
It is the intent of the Legislature that physical conditions such as width,curvature,grade and
surface conditions,or any other condition readily apparent to a driver,in the absence of other
factors,would not require special downward speed zoning,as the basic rule of Section 22350 is
sufficient regulation as to such conditions.
Boundary Line Streets
Section 22359.
With respect to boundary line streets and highways where portions thereof are within different
jurisdictions,no ordinance adopted under Sections 22357 and 22358 shall be effective as to any
such portion until all authorities having jurisdiction of the portions of the street concerned have
approved the same.This section shall not apply in the case of boundary line streets consisting of
separate roadways within different jurisdictions.
Speed Trap Prohibition
Section 40801.
No peace officer or other person shall use a speedtrap in arresting,or participating or assisting in
the arrest of,any person for any alleged violation of this code nor shall any speed trap be used in
securing evidence as to the speed of any vehicle for the purpose of an arrest or prosecution under
this code.
3 Attachments 4-20
Speed Trap
Section 40802.
(a)A "speed trap"is either of the following:
(1)A particular section of a highway measured as to distance and with boundaries
marked,designated,or otherwise determined in order that the speed of a vehicle
may be calculated by securing the time it takes the vehicle to travel the known
distance.
(2)A particular section of a highway with a prima facie speed limit that is provided by
this code or by local ordinance under subparagraph (A)of paragraph (2)of
subdivision (a)of Section 22352,or established under Section 22354,22357,22358,
or 22358.3,if that prima facie speed limit is not justified by an engineering and traffic
survey conducted within five years prior to the date of the alleged violation,and
enforcement of the speed limit involves the use of radar or any other electronic
device that measures the speed of a moving object.This paragraph does not apply
to a local street,road,or school zone.
(b)(1)For purposes ofthis section,a local street or road is defined by the latest functional usage
and federal-aid system maps submitted to the federal Highway Administration,except that
when these maps have not been submitted,or when the street or road is not shown on the
maps,a "local street or road"means a street or road that primarily provides access to
abutting residential property and meets the following three conditions:
(A)Roadway width of not more than 40 feet.
(8)Not more than one-half mile of an uninterrupted length.Interruptions shall include
official traffic control devices as defined in Section 445.
(C)Not more than one traffic lane in each direction.
(2)For purposes of this section "school zone"means that area approaching or passing a school
building or the grounds thereof that is contiguous to a highway and on which is posted a
standard "SCHOOL"warning sign,while children are going to or leaving the school either
during school hours or during the noon recess period."School zone"also includes the area
approaching or passing any school grounds that are not separated from the highway by a
fence,gate,or other physical barrier while the grounds are in use by children ifthat highway
is posted with a standard "SCHOOL"warning sign.
(c)(1)When all the following criteria are met,paragraph (2)of this subdivision shall be applicable
and subdivision (a)shall not be applicable:
(A)When radar is used,the arresting officer has successfully completed a radar
operator course of not less than 24 hours on the use of police traffic radar,and the
course was approved and certified by the Commission on Peace Officer Standards
and Training.
(8)When laser or any other electronic device is used to measure the speed of moving
objects,the arresting officer has successfully completed the training required in
subparagraph (A)and an additional training course of not less than two hours
approved and certified by the Commission on Peace Officer Standards and Training.
4 Attachments 4-21
(C)(i)The prosecution proved that the arresting officer complied with subparagraphs (A)
and (B)and that an engineering and traffic survey has been conducted in
accordance with subparagraph (B)of paragraph (2).The prosecution proved that,
prior to the officer issuing the notice to appear,the arresting officer established that
the radar,laser,or other electronic device conformed to the requirements of
subparagraph (0).
(ii)The prosecution proved the speed of the accused was unsafe for the conditions
present at the time of alleged violation unless the citation was for a violation of
Section 22349, 22356,or 22406.
(0)The radar,laser,or other electronic device used to measure the speed of the
accused meets or exceeds the minimal operational standards of the National Traffic
Highway Safety Administration,and has been calibrated within the three years prior
to the date of the alleged violation by an independent certified laser or radar repair
and testing or calibration facility.
(2)A "speed trap"is either of the following:
(A)A particular section of a highway measured as to distance and with boundaries
marked,designated,or otherwise determined in order that the speed of a vehicle
may be calculated by securing the time it takes the vehicle to travel the known
distance.
(B)(i)A particular section of a highway or state highway with a prima facie speed limit that
is provided by this code or by local ordinance under subparagraph (A)of paragraph
(2)of subdivision (a)of Section 22352,or established under Section 22354, 22357,
22358,or 22358.3,if that prima facie speed limit is not justified by an engineering
and traffic survey conducted within one of the following time periods,prior to the
date of the alleged violation,and enforcement of speed limit involves the use of
radar or any other electronic device that measures the speed of moving objects:
(I)Except as specified in subclause (II),seven years.
(II)If an engineering and traffic survey was conducted more than seven years
prior to the date of the alleged violation,and a registered engineer evaluates
the section of the highway and determines that no significant changes in
roadway or traffic conditions have occurred including,but not limited to,
changes in adjoining property or land use,roadway width,or traffic volume,
10 years.
(ii)This subparagraph does not apply to a local street,road,or school zone.
Speed Trap Evidence
Section 40803.
(a)No evidence as to the speed of a vehicle upon a highway shall be admitted in any court
upon the trial of any person in any prosecution under this code upon a charge involving the
speed of a vehicle when the evidence is based upon or obtained from or by the
maintenance or use of a speedtrap.
5 Attachments 4-22
(b)In any prosecution under this code of a charge involving the speed of a vehicle,where
enforcement involves the use of radar or other electronic devices which measure the speed
of moving objects,the prosecution shall establish,as part of its prima facie case,that the
evidence or testimony presented is not based upon a speed trap as defined in paragraph (2)
of subdivision (a)of Section 40802.
(c)When a traffic and engineering survey is required pursuant to paragraph (2)of subdivision
(a)of Section 40802,evidence that a traffic and engineering survey has been conducted
within five years of the date of the alleged violation or evidence that the offense was
committed on a local street or road as defined in paragraph (2)of subdivision (a)of Section
40802 shall constitute a prima facie case that the evidence or testimony is not based upon a
speed trap as defined in paragraph (2)subdivision (a)of Section 40802.
6 Attachments 4-23
ATTACHMENT B
Applicable Sections of the 2012
California Manual on Uniform Traffic Control Devices
(CA MUTCD)
•,~r."."~.:~~.;:WlllDAN I
bl,A~EngineeringAttachments 4-24
APPLICABLE SECTIONS OF 2012 CALIFORNIA MANUAL ON UNIFORM TRAFFIC
CONTROL DEVICES (CA MUTCD)_
Section 28.13,Speed Limit Sign (R2-1),of the 2012 California Manual on Uniform Traffic
Control Devices (CA MUTCD)is applicable to setting speed limits in the State of California.
A copy of Section 28.13 begins on the following page.
7 Attachments 4-25
California MUTCD 2012 Edition
(FHWA's MUTCD 2009 Edition,as amended for use in California)
Page 141
Section 2B.13 Speed Limit Sign (R2-l)
Support:
00 The setting of speed limits can be controversial and requires a rational and defensible determination to maintain public
confidence.Speed limits are normally set near the 85th-percentile speed that statistically represents one standard deviation
above the average speed and establishes the upper limit of what is considered reasonable and prudent.As with most laws,
speed limits need to depend on the voluntary compliance of the greater majority of motorists.Speed limits cannot be set
arbitrarily low,as this would create violators of the majority of drivers and would not command the respect of the public.
Standard:
01 Speed zones (other than statutory speed limits)shall only be established on the basis of an engineering I
and traffic survey (E&15)stmIy-that has been performed in accordance with traffic engineering practices.
The engineering study shall include an analysis of the current speed distribution of free-flowing vehicles.
02 The Speed Limit (R2.1)sign (see Figure 2B-3)shall display the limit established by law,ordinance,
regulation,or as adopted by the authorized agency based on the engineering study.The speed limits
displayed shall be in multiples of 5 mph.
Chapter 2B -Regulatory Signs,Barricades,and Gates
Part 2 -Signs
8
January 13,2012
Attachments 4-26
California MUTCD 2012 Edition
(FHWA's MUTCD 2009 Edition,as amended for use in California)
Page 142
03 Speed Limit (R2-1)signs,indicating speed limits for which posting is required by law,shall be located
at the points of change from one speed limit to another.
04 At the downstream end of the section to which a speed limit applies,a Speed Limit sign showing the
next speed limit shall be installed.Additional Speed Limit signs shall be installed beyond major
intersections and at other locations where it is necessary to remind road users of the speed limit that is
applicable.
05 Speed Limit signs indicating the statutory speed limits shall be installed at entrances to the State and,
where appropriate,at jurisdictional boundaries in urban areas.
Support:
06 In general,the maximum speed limits applicable to rural and urban roads are established:
A.Statutorily - a maximum speed limit applicable to a particular class of road,such as freeways or city streets,
that is established by State law;or
B.As altered speed zones -based on engineering studies.
07 State statutory limits might restrict the maximum speed limit that can be established on a particular road,
notwithstan~ing what an engineering study might indicate.
Option:
08 If a jerisdietisa Has a ]3sliey sf iastalliag S]3eed Limit sigas ia aeesfdaaee witk StattitSfY feEf!iifeHleats saly sa
tHe stFeets tHat eat@f a eity,aeigaasfHssd,Sf fesideatial B:Fea ts iadieate tke s]3eed limit tkat is llfl]3lieasle ts tke
eHtife eity,aeigaasFkssd,Sf Fesideatial aFea lialess stk@f',vise ]3ssted,a CITYWIDE (R2 5aP),
"NBIGHBORHOOD (R2 5SP),Sf RBSIDENTIAL (R2 5eP)]3laEtlie may se mSliated asove tke S]3eed Limit siga
and aa UNLESS OTHERWISE POSTBD (R2 5P)]3laE]:lie may se mSlifl:ted sels......tke S]3eed Limit siga (see
JZigl'lfe 2B 3).
Guidance:
09A Reduced Speed Limit Ahead (W3-5 or W3-5a)sign (see Section 2C.38)should be used to inform road users
ofa reduced speed zone where the speed limit is being reduced by more than 10 mph,or where engineering
judgment indicates the need for advance notice to comply with the posted speed limit ahead.
10 States and local agencies should conduct engineering studies at least once every 5,7 or 10 years,in compliance
with eve Section 40802 to reevaluate non-statutory speed limits on segments of their roadways that have
undergone significant changes since the last review,such as the addition or elimination ofparking or driveways,
changes in the number oftravel lanes,changes in the configuration ofbicycle lanes,changes in traffic control
signal coordination,or significant changes in traffic volumes.
11 No more than three speed limits should be displayed on anyone Speed Limit sign or assembly.
12 When 6l spees limit within 6l spees f;8ne is fJ8SteS,it sh8ftkl be witltiit 5 mph 8jt the 85#t fJeFeentile spees 9f
jFee f18wiitg tFajfie.
Standard:
12aWhen a speed limit is to be posted,it shall be established at the nearest 5 mph increment of the 85th-percentile
speed of free-flowing traffic,except as shown in the two Options below.
Option:
1.The posted speed may be reduced by 5 mph from the nearest 5 mph increment of the 85th-percentile speed,in
compliance with eve Sections 627 and 22358.5.See Standard below for documentation requirements.
2.For cases in which the nearest 5 mph increment of the 85th-percentile speed would require a rounding up,then the
speed limit may be rounded down to the nearest 5 mph increment below the 85th percentile speed,if no further
reduction is used.Refer to eve Section 21400(f).
Standard:
12b If the speed limit to be posted has had the 5 mph reduction applied,then an E&TS shall document in writing the
conditions and justification for the lower speed limit and be approved by a registered Civil or Traffic Engineer.The
reasons for the lower speed limit shall be in compliance with CVC Sections 627 and 22358.5.
Support:
12c The following examples are provided to explain the application of these speed limit criteria:
A.Using Option 1 above and first step is to round down:If the 85th percentile speed in a speed survey for a location was
37 mph,then the speed limit would be established at 35 mph since it is the closest 5 mph increment to the 37 mph
speed.As indicated by the option,this 35 mph established speed limit could be reduced by 5 mph to 30 mph if the
Chapter 2B -Regulatory Signs,Barricades,and Gates January 13,2012
Part 2 -Signs
9 Attachments 4-27
California MUTCD 2012 Edition
(FHWA's MUTCD 2009 Edition,as amended for use in California)
Page 143
conditions and justification for using this lower speed limit are documented in the E&TS and approved by a registered
Civil or Traffic Engineer.
B.Using Option 1 above and first step is to round up:If the 85 th percentile speed in a speed survey for a location was 33
mph,then the speed limit would be established at 35 mph since it is the closest 5 mph increment to the 33 mph speed.
As indicated by the option,this 35 mph speed limit could be reduced by 5 mph to 30 mph if the conditions and
justification for using this lower speed limit are documented in the E&TS and approved by a registered Civil or Traffic
Engineer.
C.Using Option 2 above and first step is to round up:If the 85th percentile speed in a speed survey for a location was 33
mph,instead of rounding up to 35mph,the speed limit can be established at 30mph,but no further reductions can be
applied (which is allowed in the two examples above).
Standard:
12d Examples 1 and 2 for establishing posted speed limits shall apply to engineering and traffic surveys (E&TS)
performed on or after July 1,2009 in accordance with the Department's Traffic Operations Policy Directive Number
09·04 dated June 29,2009.
Option:.
12e After January 1,2012,Example 3 may be used to establish speed limits.Refer to CVC 21400(D.
Support:
121 Any existing E&TS that was performed before July 1,2009 in accordance with previous traffic control device standards is
not required to comply with the new criteria until it is due for reevaluation per the 5,7 or 10 year criteria.
13 Speed studies for signalized intersection approaches should be taken outside the influence area ofthe traffic
control signal,which is generally considered to be approximately 1/2 mile,to avoid obtaining skewed results for
the 85th-percentile speed.
Support:
14 Advance warning signs and other traffic control devices to attract the motorist's attention to a signalized
intersection are usually more effective than a reduced speed limit zone.
Guidance:
15An advisory speed plaque (see Section 2C.08)mounted below a warning sign should be used to warn road
users ofan advisory speed for a roadway condition.A Speed Limit sign should not be used for this situation.
Option:
16 Other factors that may be considered when establishing or reevaluating speed limits are the following:
A.Road characteristics,shoulder condition,grade,alignment,and sight distance;
B.The pace;
C.Roadside development and environment;
D.Parking practices and pedestrian activity;and
E.Reported crash experience for at least a 12-month period.
17 Two types of Speed Limit signs may be used:one to designate passenger car speeds,including any nighttime
information or minimum speed limit that might apply;and the other to show any special speed limits for trucks
and other vehicles.
18 A changeable message sign that changes the speed limit for traffic and ambient conditions may be installed
provided that the appropriate speed limit is displayed at the proper times.
19 A changeable message sign that displays to approaching drivers the speed at which they are traveling may be
installed in conjunction with a Speed Limit sign.
Guidance:
20 Ifa changeable message sign displaying approach speeds is installed,the legend YOUR SPEED XX MPH or
such similar legend should be displayed.The color ofthe changeable message legend should be a yellow legend
on a black background or the reverse ofthese colors.
Support:
21 Advisory Speed signs and plaques are discussed in Sections 2C.08 and 2C.14.Temporary Traffic Control
Zone Speed signs are discussed in Part 6.The WORK ZONE (G20-5aP)plaque intended for installation above a
Speed Limit sign is discussed in Section 6F.12.School Speed Limit signs are discussed in Section 7B.15.
Chapter 2B -Regulatory Signs,Barricades,and Gates
Part 2 -Signs
10
January 13,2012
Attachments 4-28
California MUTCD 2012 Edition
(FHWA's MUTCD 2009 Edition,as amended for use in California)
Page 144
22 Speed limits in California are governed by the California Vehicle Code (CVC),Sections 22348 through 22413;also,
pertinent sections are found in Sections 627 and 40802 and others referenced in this section.See Section 1A.11 for
information regarding this publication.
23 Refer to Part 6,Section 6C.01 for speed limit signs in temporary traffic control zones.Refer to Part 7 for speed limit signs
in school areas.
Engineering and Traffic Survey (E&TS)
Support:
24 CVC Section 627 defines the term "Engineering and traffic survey"and lists its requirements.
Standard:
25 An engineering and traffic survey (E&TS)shall include,among other requirements deemed necessary by the
department,consideration of all of the following:
A.Prevailing speeds as determined by traffic engineering measurements.
B.Collision records.
C.Highway,traffic,and roadside conditions not readily apparent to the driver.
Guidance:.
26 The E&TS should contain sufficient information to document that the required three items of eve Section 627 are
provided and that other conditions not readily apparent to a driver are properly identified.
27 Prevailing speeds are determined by a speed zone survey.A speed zone survey should include:
A.The intent of the speed measurements is to determine the actual speed of unimpeded traffic.The speed of traffic
should not be altered by concentrated law enforcement,or other means,just prior to,or while taking the speed
measurements.
B.Only one person is required for the field work.Speeds should be read directly from a radar or other electronic speed
measuring devices;or,
C.Devices,other than radar,capable of accurately distinguishing and measuring the unimpeded speed of free flowing
vehicles may be used.
D.A location should be selected where prevailing speeds are representative of the entire speed zone section.If speeds
val}'on a given route,more than one speed zone section may be required,with separate measurements for each
section.Locations for measurements should be chosen so as to minimize the effects of traffic signals or stop signs.
E.Speed measurements should be taken during off-peak hours between peak traffic periods on weekdays.If there is
difficulty in obtaining the desired quantity,speed measurements may be taken during any period with free flowing
traffic.
F.The weather should be fair (dl}'pavement)with no unusual conditions prevailing.
G.The surveyor and equipment should not affect the traffic speeds.For this reason,an unmarked car is recommended,
and the radar speed meter located as inconspicuously as possible.
H.In order for the sample to be representative of the actual traffic flow,the minimum sample should be 100 vehicles in
each survey.In no case should the sample contain less than 50 vehicles.
I.Short speed zones of less than 0.5 mile should be avoided,except in transition areas.
J.Speed zone changes should be coordinated with changes in roadway conditions or roadside development.
K.Speed zoning should be in 10 mph increments except in urban areas where 5 mph increments are preferable.
L.Speed zoning should be coordinated with adjacent jurisdictions.
Support:
28 Physical conditions such as width,curvature,grade and surface conditions,or any other condition readily apparent to the
driver,in the absence of other factors,would not require special downward speed zoning.Refer to CVC 22358.5.
Option:
29 When qualifying an appropriate speed limit,local authorities may also consider all of the following findings:
A.Residential density,if any of the following conditions exist on the particular portion of highway and the property
contiguous thereto,other than a business district:
1.Upon one side of the highway,within 0.25 mile,the contiguous property fronting thereon is occupied by 13 or more
separate dwelling houses or business structures.
Chapter 2B -Regulatory Signs,Barricades,and Gates
Part 2 -Signs
11
January 13,2012
Attachments 4-29
California MUTCD 2012 Edition
(FHWA's MUTCD 2009 Edition,as amended for use in California)
Page 145
2.Upon both sides of the highway,collectively,within a distance of 0.25 mile the contiguous property fronting
thereon is occupied by 16 or more separate dwelling houses or business structures.
3.The portion of highway is larger than 0.25 mile but has the ratio of separate dwelling houses or business
structures to the length of the highway described in either subparagraph a or b.
B.Pedestrian and bicyclist safety.
30 The following two methods of conducting E&TS may be used to establish speed limits:
1.State Highways·The E&TS for State highways is made under the direction of the Department of Transportation's District
Traffic Engineer.The data includes:
a.One copy of the Example of Speed Zone Survey Sheet (See Figure 2B-101(CA))showing:
• A north arrow
•Engineer's station or post mileage
•Limits of the proposed zones
•Appropriate notations showing type of roadside development,such as "scattered business,""solid residential,"
etc.Schools adjacent to the highway are shown,but other buildings need not be plotted unless they are a
factor in the speed recommendation or the point of termination of a speed zone.
•Collision rates for the zones involved
•Average daily traffic volume
•Location of traffic signals,signs and markings
•If the highway is divided,the limits of zones for each direction of travel
•Plotted 85 th percentile and pace speeds at location taken showing speed profile
b.A report to the District Director that includes:
•The reason for the initiation of speed zone survey.
•Recommendations and supporting reasons.
•The enforcement jurisdictions involved and the recommendations and opinions of those officials.
•The stationing or reference post in mileage at the beginning and ending of each proposed zone and any
intermediate equations.Location ties must be given to readily identifiable physical features.
2.City and County Through Highways,Arterials,Collector Roads and Local Streets.
a.The short method of speed zoning is based on the premise that a reasonable speed limit is one that conforms to
the actual behavior of the majority of motorists,and that by measuring motorists'speeds,one will be able to select
a speed limit that is both reasonable and effective.Other factors that need to be considered include but are not
limited to:the most recent two-year collision record,roadway design speed,safe stopping sight distance,
superelevation,shoulder conditions,profile conditions,intersection spacing and offsets,commercial driveway
characteristics,and pedestrian traffic in the roadway without sidewalks.
b.Determination of Existing Speed Limits -Figures 2B-103(CA)&2B-104(CA)show examples of data sheets which
may be used to record speed observations.Specific types of vehicles may be tallied by use of letter symbols in
appropriate squares.
31 In most situations,the short form for local streets and roads will be adequate;however,the procedure used on State
highways may be used at the option of the local agency.
Guidance:
32 The factors justifying a reduction below the 85th percentile speed for the posted speed limit are the same factors
mentioned above.Whenever such factors are considered to establish the speed limit,they should be documented on the
speed zone surveyor the accompanying engineering report.
33 The establishment of a speed limit of more than 5 mph below the 85th percentile speed should be done with great care as
studies have shown that establishing a speed limit at less than the 85th percentile generally results in an increase in collision
rates;in addition,this may make violators of a disproportionate number of the reasonable majority of drivers.
Support:
34 Generally,the most decisive evidence of conditions not readily apparent to the driver surface in collision histories.
35 Speed limits are established at or near the 85th percentile speed,which is defined as that speed at or below which 85 th
percent of the traffic is moving.The 85 th percentile speed is often referred to as the critical speed.Pace speed is defined as
the 10 mph increment of speed containing the largest number of vehicles (See Figure 2B-1 02(CA)).The lower limit of the
Chapter 2B -Regulatory Signs,Barricades,and Gates
Part 2 -Signs
12
January 13,2012
Attachments 4-30
California MUTCD 2012 Edition
(FHWA's MUTCD 2009 Edition,as amended for use in California)
Page 146
pace is plotted on the Speed Zone Survey Sheets as an aid in determining the proper zone limits.Speed limits higher than
the 85th percentile are not generally considered reasonable and prudent.Speed limits below the 85 th percentile do not
ordinarily facilitate the orderly movement of traffic and require constant enforcement to maintain compliance.Speed limits
established on the basis of the 85 th percentile conform to the consensus of those who drive highways as to what speed is
reasonable and prudent,and are not dependent on the judgment of one or a few individuals.
36 The majority of drivers comply with the basic speed law.Speed limits set at or near the 85th percentile speed provide law
enforcement officers with a limit to cite drivers who will not conform to what the majority considers reasonable and prudent.
Further studies show that establishing a speed limit at less than the 85 th percentile (Critical Speed)generally results in an
increase in collision rates.
Option:
37 When roadside development results in traffic conflicts and unusual conditions which are not readily apparent to drivers,
as indicated in collision records,speed limits somewhat below the 85 th percentile may be justified.Concurrence and support
of enforcement officials are necessary for the successful operation of a restricted speed zone.
Guidance:
38 Speed zones of less than 0.5 mile and short transition zones should be avoided.
Chapter 2B -Regulatory Signs,Barricades,and Gates
Part 2 -Signs
13
January 13,2012
Attachments 4-31
ATTACHMENT C
Traffic Safety Commission Staff Report
September 24,2007
Attachments 4-32
TO:TRAFFIC SAFETY COMMISSION
FROM:
BY:
DATE:
DIRECTOR OF PUBLIC WORKS
JACK RYDELL,P.E.,T.E.,PTOE,CONSULTANT TRAFFIC ENGINEER
SEPTEMBER 24 2007
SUBJECT:SPEED ZONE SURVEY PALOS VERDES DRIVE EAST
RECOMMENDATIONS
1.Establish a 40 mph speed zone on Palos Verdes Drive East between Palos Verdes Drive South and a point 2,900
feet north of Palos Verdes Drive South.
2.Establish a 35 mph speed zone on Palos Verdes Drive East between a point 2,900 feet north of Palos Verdes Drive
South and Crest Road.
3.Establish a 35 mph speed zone on Palos Verdes Drive East between Crest Road and Miraleste Drive.
4.Establish a 30 mph speed zone on Palos Verdes Drive East between Miraleste Drive and the Rolling Hills Estates
City Limit.
BACKGROUND'
The existing speed zones on Palos Verdes Drive East (PVDE)were established in 2004 after approval by the then Traffic
Committee and adoption by the City Council.The 2004 recommendations retained the speed zones that were in effect prior
to 2004.The existing speed zones on Palos Verdes Drive East are as follows:
1.35 mph between Palos Verdes Drive South and Ganado Drive;
2.35 mph between Ganado Drive and Diamonte Lane;
3.30 mph between Diamonte Lane and Miraleste Drive;
4.30 mph between Miraleste Drive and the Rolling Hills Estates City Limit.
As a result of an August 28,2007 ruling by the Appellate Division of the Los Angeles Superior Court,the 35 mph speed zone
between Ganado Drive and Diamonte Lane has been ruled a speed trap and,therefore,cannot be enforced by radar per
Section 40801 of the California Vehicle Code (CVC).It is Staffs opinion that the 2004 Engineering and Traffic Survey was
proper,but that it did not explain in sufficient detail the rationale for maintaining a 35 mph speed zone to allow the Court to
affirm its validity.To address this issue,Staff has resurveyed the entirety of PVDE and is submitting this report and the
attached Engineering and Traffic Surveys.This is intended to allow the Sheriff to resume radar enforcement upon adoption
of the recommended speed zones by the City Council,in compliance with Section 40802(b)of the CVC.It is Staffs belief
that these surveys have been conducted in accordance with applicable provisions of the CVC and follows procedures outlined
in the California Manual of Uniform Traffic Control Devices (MUTCD).
DISCUSSION
Section 627 of the CVC requires that Engineering and Traffic Surveys be conducted based on the methodology mandated by
the California Department of Transportation,which includes:
1.Measurement of prevailing speed.
Attachments 4-33
2.Accident history.
1.Roadway characteristics not readily apparent to the motorist.
2.Residential density
3.Pedestrian and bicyclist safety.
The specific procedures for conducting Engineering and Traffic Surveys are contained in Sections 28.13 through 28.18 of the
MUTCD (Attachment C).Speed limits set by these procedures are enforceable by radar.With respect to PVDE in particular,
radar enforcement appears to be the only reasonable method of enforcement as the roadway configuration (width,curvature,
non-vehicular use,etc.)does not lend itself to pacing of vehicles.Therefore,any speed zone that is not based on the
MUTCD procedures (such as arbitrarily setting a speed limit)would have the following consequences:
1.Radar enforcement could not be utilized,potentially compromising safety by restricting the ability to control clearly
unreasonable driving behavior;
2.Speed zones set artificially low would make a large number of reasonable drivers "unlawful,"and do not facilitate the
orderly flow of traffic.
3.Speed limits set higher than the prevailing speed are not considered reasonable and safe.
The Legislature,in adopting Section 22358.5 of the CVC,has made it clear that physical conditions such as width,curvature,
grade and surface conditions,or any other condition readily apparent to a driver,in the absence of other factors,would not
require special downward speed zoning.The basic rule of Section 22350 is sufficient to regulate such conditions.
Procedures in the MUTCD specify that speed limits are generally established at the nearest 85th percentile speed (also
referred to as the "critical"or "prevailing"speed),which is defined as that speed at or below which 85th percent of the traffic is
moving.The MUTCD further states that the speed limit may be reduced by 5 mph from the nearest 5 mph increment of the
85th-percentile speed,where an engineering study indicates the need for a reduction in speed to match existing conditions
with the traffic safety needs of the community.Factors that would support such a reduction include bicycle and pedestrian
safety,residential frontage,visibility limitations,parking activities,road characteristics and any other factors not readily
apparent to motorists.
Posted speed zones are primarily established to protect the general public from the unreasonable behavior of reckless,
unreliable,or otherwise dangerous drivers.They provide law enforcement with the means to identify and apprehend violators
of the basic speed law (Section 22350 of the CVC).This statute states that "No person shall drive a vehicle upon a highway
at a speed greater than is reasonable or prudent having due regard for weather, visibility,the traffic on,and the surface and
width of,the highway,and in no event at a speed which endangers the safety of persons or property."
The basic fundamentals for establishing speed zones recognize that the majority of drivers behave in a safe and reasonable
manner,and that the normally careful and competent actions of a reasonable driver should be considered legal.Speed
zones established on these fundamentals conform to the consensus of those who drive the highway as to what speed is
reasonable and safe,and are not dependent on the judgment of one or a few individuals.A radar or pneumatic tube speed
survey is usually used to determine the prevailing speed of reasonable drivers.
Speed zones are also established to advise of conditions,which may not be readily apparent to a reasonable driver.For this
reason,accident history,unexpected roadway conditions,traffic characteristics,and land use must also be analyzed before
determining speed zones.Speed zone changes are usually coordinated with visible changes in roadway conditions or
roadside developments.Unusually short zones of less than one-half (0.5)mile in length should be avoided to reduce
confusion.The MUTCD specifically recommends against speed zones shorter than 0.5 miles on pages 28-8 and 28-10.
Section 40802 of the Vehicle Code offers an exception to the required survey on local streets as defined by federal-aid
system maps submitted to the Federal Highway Administration.If maps have not been submitted,local streets are defined as
those streets primarily providing access to abutting residential property and meeting the following three conditions:
1.Roadway width of not more than 40 feet.
2.Not more than one-half mile of uninterrupted length.
3.Not more than one traffic lane in each direction.
PROCEDURES
The attached Engineering and Traffic Surveys for the City of Rancho Palos Verdes present recommended speed zones for
PVDE within the City.For the purposes of this report,PVDE is considered a north-south roadway.The previous Engineering
and Traffic Surveys separated PVDE into four (4)separate segments,with limits indicated in the previous section of this
Attachments 4-34
report.This report recommends that PVDE still be separated into four (4)segments;however the limits of each segment have
been modified as follows to better reflect segments with similar roadway characteristics and driving patterns.
Segment A -Palos Verdes Drive South (PVDS)to 2,900 feet north of PVDS
This segment is generally characterized by one travel lane in each direction with no fronting development.The northern limit
(2,900 feet north of PVDS)corresponds to the southern end of the reverse horizontal curves known as the "switchbacks."
This segment is approximately 0.55 miles long.
Segment B -2,900 feet north of PVDS to Crest Road
This segment is generally characterized by one travel lane in each direction with no fronting development and sweeping
horizontal curves.The southern limit (2,900 feet north of PVDS)corresponds to the southern end of the reverse horizontal
curves known as the "switchbacks"and the northern limit is located at the traffic signal controlled Crest Road.This is the only
traffic signal or stop sign location on PVDE (other than at the southern terminus at PVDS.This segment is approximately
1.36 miles long.
Segment C-Crest Road to Miraleste Drive
This segment is generally characterized by one travel lane in each direction with substantial fronting single-family residential
development and numerous sharp,horizontal curves.In addition to driveway access,there are several intersecting public
and private roadways.The southern limit is located at the traffic signal controlled Crest Road and the northern limit is located
at Miraleste Drive,which is a significant intersecting roadway.This segment is approximately 1.45 miles long.
Within this segment is an extremely short portion of roadway that has two lanes in each direction.This portion,between
Crest Road and Calle Aventura,is only apprOXimately 0.24 miles long.The MUTCD,which specifies the procedures for
establishing speed zones,states that speed zones should not be less than 0.5 miles.In addition to this direction contained
within the MUTCD,short speed zones are not appropriate due to their adverse effect on traffic safety by:
1.Increasing motorist confusion and potentially unexpected driver behavior due to changing traffic
regulations,especially when a speed zone with a higher limit is sandwiched between two speed zones
.with lower limits;
2.Hampering enforcement efforts by issues associated with speed limit boundaries;and,
3.Increasing the potential for motorists to drive at different speeds,which increases conflict and accident
potential
Based on this information,it is inappropriate and contrary to MUTCD procedures for the portion between Crest Road and
Calle Aventura to have a separate speed zone from adjacent roadway segments.Therefore,this short portion has been
combined with the much longer portion to the north (approximately 1.21 miles long)in order to create an enforceable speed
zone segment.
Segment D-Miraleste Drive to the Rolling Hills Estates City Limit
This segment is generally characterized by one travel lane in each direction with substantial fronting single-family residential
development and numerous sharp,horizontal curves.In addition to driveway access,there are several intersecting public
and private roadways.The southern limit is located at Miraleste Drive,which is a significant intersecting roadway,and the
northern limit is located at the Rolling Hills Estates City Limit,south of Conestoga Drive.This segment is approximately 2.20
miles long.To the north,the City of Rolling Hills Estates has a posted speed limit of 40 mph.
DATA COLLECTION
Data was obtained regarding the prevailing speed of vehicles,traffic collisions,visibility restrictions,and roadway conditions
within the project area.Radar speed measurements were conducted in September 2007.To ensure that the speed of
motorists was thoroughly evaluated,measurements were taken at the following locations and for the reasons stated:
Segment A -2,200 feet north of PVDS
This location represents motorists who are south of the switchbacks between the limits of PVDS and 2,900 feet north of
PVDS.The northern limit of this segment corresponds with the southern limit of the switchbacks.Since this segment has a
length greater than 0.5 miles,it can legitimately have its own speed zone per MUTCD procedures.
Attachments 4-35
Segment 81 -4,600 feet north of PVDS
This location represents motorists who are within the switchbacks between the limits of 2,900 feet north of PVDS and 2,200
feet south of Ganado Drive.The limits of this segment portion generally correspond with the limits of the switchbacks.Since
this segment portion has a length of 0.47 miles (slightly less than the 0.5 miles threshold),it has been combined with portions
to the north in order to legitimately have its own speed zone per MUTCD procedures.The prevailing speed of traffic in this
segment portion is compatible with the prevailing speeds of the other segment portions so that a uniform speed zone can be
obtained.
Segment 82 -1,100 &1,800 feet south of Ganado Drive
This location represents motorists who are between the switchbacks and Ganado Drive,which is a significant intersecting
roadway.The southern limit of this segment portion generally corresponds with the northern limit of the switchbacks.Since
this segment portion has a length of 0.42 miles (slightly less than the 0.5 miles threshold),it has been combined with portions
to the north and south in order to legitimately have its own speed zone per MUTCD procedures.The prevailing speed of
traffic in this segment portion is compatible with the prevailing speeds of the other segment portions so that a uniform speed
zone can be obtained.
Segment 83 - 1,200 feet north of Ganado Drive
This location represents motorists who are between Ganado Drive and Crest Road.2,900 feet north of PVDS and 2,200 feet
south of Ganado Drive.Since this segment portion has a length of 0.47 miles (slightly less than the 0.5 miles threshold),it
has been combined with portions to the south in order to legitimately have its own speed zone per MUTCD procedures.The
prevailing speed of traffic in this segment portion is compatible with the prevailing speeds of the other segment portions so
that a uniform speed zone can be obtained.
Segment C1 -1,000 feet north of Crest Road
This location represents motorists who are within the only four-lane portion of PVDE,between Crest Road and Calle
Aventura.This segment portion is extremely short,with a length of approximately 0.24 miles.Since this segment portion is
too short to legitimately have its own speed zone per MUTCD procedures (0.5 mile minimum),it must be combined with
another segment portion to establish a viable speed zone.
Due to the characteristics of this portion,which has fronting residential development,intersecting roadways and driveways
and is located north of the traffic signal at Crest Road,it is appropriate to combine this segment portion with the similar
portion to the north,which has limits at Calle Aventura and Miraleste Drive.The 85th percentile speed on the portion of the
segment that is 0.24 miles long suggests a 40 mph speed zone.However,since the 85th percentile speed on the adjacent
1.21 mile long segment portion (with which this segment portion is being combined)suggests a 35 mph speed zone,the 35
mph speed limit also should be applied to this portion of the segment,because the longer segment portion is much more
representative of the speed over the entire segment and,therefore,should be the basis for establishing the speed zone over
the entire 1.45 mile segment.
Segment C2 -at Via Subida
This location represents motorists who are between Calle Aventura and Miraleste Drive,which is a significant intersecting
roadway.Furthermore,this portion of roadway is entirely a two-lane roadway.Since this segment has a length of
approximately 1.21 miles (well above the 0.5 miles threshold)it can legitimately have its own speed zone per MUTCD
procedures.However it is being combined with the portion to the south,Crest Road to Calle Aventura,in order to allow that
portion of roadway to have a legal speed zone.
Segment D -100 feet north of Via EI Miro
This location represents motorists who are between Miraleste Drive,which is a significant intersecting roadway,and the
Rolling Hills Estates City Limit south of Conestoga Drive.This portion of roadway is entirely a two-lane roadway.Since this
segment has a length of approximately 2.20 miles (well above the 0.5 miles threshold)it can legitimately have its own speed
zone per MUTCD procedures.
This information is shown on the Engineering and Traffic Survey sheets (Attachments A 1-A7),and copies of the radar speed
surveys are shown in Attachments 81-87.
The criteria and operational procedures described below were used to measure vehicle speeds with electronic radar for each
of the seven (7)segment portions on PVDE.Traffic in both directions was recorded.The specific location on each roadway
segment was selected after considering the following:
Attachments 4-36
1.Stop sign and traffic signal influence.
2.Visibility restrictions.
3.Uncongested traffic flow.
4.Influence from curves or other roadway conditions that would affect the normal operation of a vehicle.
The surveys were conducted in good weather conditions and consisted of a minimum of 100 samples taken during off-peak
periods.A hand-held radar unit was utilized in an unmarked vehicle on the segments.Due to the heavy volume and
frequency of vehicles traveling in platoons,it was determined that hand-held radar measurements would produce more
accurate data on the uncongested,free-flow speed of traffic than 24-hour speed data obtained with pneumatic tubes.
The accident rate on the three segments is expressed in accidents per million vehicle miles (MVM).To calculate these rates,
accident data was obtained for the period of August 1,2005 through July 31,2007.24-hour volumes were obtained during
May 2006 from the City's annual count program.
The results of the speed measurements were computed and analyzed,and are summarized on the Engineering and Traffic
Survey forms.Significant values obtained from the computations are as follows:
The critical speed,or 85th percentile speed,is the speed at or below which 85 percent of the traffic is moving.This
speed is the primary guide in determining what the majority of drivers believe is safe and reasonable.
The current guideline is to set speed limits at the nearest 5 mile-per-hour (mph)increment to the critical speed unless
other factors require a lower limit.Speed limits set on this basis provide law enforcement officials with a means of controlling
reckless or unreliable drivers who do not conform to what the majority finds reasonable.This methodology,which is
contained in the current California MUTCD,constitutes a slight change from previous guidelines that suggested setting speed
limits at the nearest 5 mph increment below the critical speed.The previous guidelines were in effect when the 2004 speed
zone surveys were performed.Because of this change in procedure,speed zones recommendations contained in this survey
may differ from the previous recommendations even though the critical speeds may be the same.
The 10 mph pace is the 10 mph speed range which contains the most vehicles.It is a measure of the dispersion of
speeds within the samples surveyed.The accepted practice is to keep the speed limit within the 10 mph pace after
considering the critical speed and any factors requiring a speed lower than the critical speed.
The accident data for each street segment was compared to accident rates that can be reasonably expected to occur
on streets and highways,considering the volume of traffic accommodated.These anticipated accident rates have been
developed by the State of California and are applicable for Caltrans District 7,which includes the City of Rancho Palos
Verdes.
APPLICABLE SECTIONS OF CALIFORNIA VEHICLE CODE
Basic Speed Law
Section 22350.No person shall drive a vehicle upon a highway at a speed greater than is reasonable or prudent having due
regard for weather, visibility,the traffic on,and the surface and width of,the highway,and in no event at a speed which
endangers the safety of persons or property.
Speed Law Violations
Section 22351.(a)The speed of any vehicle upon a highway not in excess of the limits specified in Section 22352 or
established as authorized in this code is lawful unless clearly proved to be in violation of the basic speed law.
(b)The speed of any vehicle upon a highway in excess of the prima facie speed limits in Section 22352 or
established as authorized in this code is prima facie unlawful unless the defendant establishes by competent evidence that
the speed in excess of said limits did not constitute a violation of the basic speed law at the time,place and under the
conditions then existing.
Prima Facie Speed Limits
Attachments 4-37
Section 22352(a).The prima facie limits are as follows and the same shall be applicable unless changed as authorized in this
code and,if so changed,only when signs have been erected giving notice thereof:
(1)Fifteen miles per hour:
1.When traversing a railway grade crossing,if during the last 100 feet of the approach to the crossing the driver does
not have clear and unobstructed view of the crossing and of any traffic on the railway for a distance of 400 feet in
both directions along the railway.This subdivision does not apply in the case of any railway grade crossing where
a human flagman is on duty or a clearly visible electrical or mechanical railway crossing signal device is installed but
does not then indicate the immediate approach of a railway train or car.
1.When traversing any intersection of highways if during the last 100 feet of the driver's approach to the
intersection the driver does not have a clear and unobstructed view of the intersection and of any traffic upon all of
the highways entering the intersection for a distance of 100 feet along all those highways,except at an intersection
protected by stop signs or yield right-of-way signs or controlled by official traffic control signals.
1.On any alley.
(2)Twenty-five miles per hour:
1.On any highway other than a state highway,in any business or residence district unless a different speed is
determined by local authority under procedures set forth in this code.
1.When passing a school building or the grounds thereof,contiguous to a highway and posted with a standard
"SCHOOL"warning sign,while children are going to or leaving the school either during school hours or during the
noon recess period.The prima facie limit shall also apply when passing any school grounds which are not
separated from the highway by a fence,gate or other physical barrier while the grounds are in use by children and
the highway is posted with a standard "SCHOOL"warning sign.
1.When passing a senior center or other facility primarily used by senior citizens,contiguous to a street other than a
state highway and posted with a standard "SENIOR"warning sign.A local authority is not required to erect any
sign pursuant to this paragraph until donations from private sources covering those costs are received and the local
agency makes a determination that the proposed signing should be implemented.A local authority may,however,
utilize any other funds available to it to pay for the erection of those signs.
Increase of Local Speed Limits to 65 Miles Per Hour
Section 22357.Whenever a local authority determines upon the basis of an engineering and traffic survey that a speed
greater than 25 miles per hour would facilitate the orderly movement of vehicular traffic and would be reasonable and safe
upon any street other than a state highway otherwise subject to a prima facie limit of 25 mph,the local authority may by
ordinance determine and declare a prima facie speed limit of 30, 35,40, 45,50,55 or 60 miles per hour,or a maximum
speed limit of 65 mph,whichever is found most appropriate to facilitate the orderly movement of traffic and is reasonable and
safe.The declared prima facie or maximum speed limit shall be effective when appropriate signs giving notice thereof are
erected upon the street and shall not thereafter be revised except upon the basis of an engineering and traffic survey.This
section does not apply to any 25 mile per hour prima facie limit which is applicable when passing a school building or the
grounds thereof or when passing a senior center or other facility primarily used by senior citizens.
Decrease near Children's Playgrounds
Section 22357.1 Notwithstanding Section 22357,a local authority may,by ordinance or resolution,set a prima facie speed
limit of 25 miles per hour on any street,other than a state highway,adjacent to any children's playground in a public park but
only during particular hours or days when children are expected to use the facilities.The 25 miles per hour speed limit shall
be effective when signs giving notice of the speed limit are posted.
Attachments 4-38
Decrease of Local Limits
Section 22358.Whenever a local authority determines upon the basis of an engineering and traffic survey that the limit of
55 mph is more than is reasonable or safe upon any portion of any street other than a state highway where the limit of 55
mph is acceptable,the local authority,may by ordinance,determine and declare a prima facie speed limit of 50,45, 40,35,
30,or 25 mph,whichever is found most appropriate to facilitate the orderly movement of traffic and is reasonable and safe,
which declared prima facie limit shall be effective when appropriate signs giving notice thereof are erected upon the
street.Downward Speed Zoning
Section 22358.5.It is the intent of the Legislature that physical conditions such as width,curvature,grade and surface
conditions,or any other condition readily apparent to a driver,in the absence of other factors,would not require special
downward speed zoning,as the basic rule of Section 22350 is sufficient regUlation as to such conditions.
Boundary Line Streets
Section 22359.With respect to boundary line streets and highways where portions thereof are within different jurisdictions,
no ordinance adopted under Sections 22357 and 22358 shall be effective as to any such portion until all authorities having
jurisdiction of the portions of the street concerned have approved the same.This section shall not apply in the case of
boundary line streets consisting of separate roadways within different jurisdictions.
Speedtrap Prohibition
Section 40801.No peace officer or other person shall use a speedtrap in arresting,or participating or assisting in the arrest
of,any person for any alleged violation of this code nor shall any speedtrap be used in securing evidence as to the speed of
any vehicle for the purpose of an arrest or prosecution under this code.
Speedtrap
Section 40802.(a)A "speedtrap"is either of the following:
1.A particular section of a highway measured as to distance and with boundaries marked,designated or otherwise
determined in order that the speed of a vehicle may be calculated by securing the time it takes the vehicle to travel
the known distance.
1.A particular section of a highway with a prima facie speed limit that is provided by this code or by local ordinance
under subparagraph (A)of paragraph (2)of subdivision (a)of Section 22352,or established pursuant to paragraph
1)of subdivision (b)of Section 22352,or established under Section 22354,22357,22358,or 22358.3,if that prima
facie speed limit is not justified by an engineering and traffic survey conducted within five years prior to the date of
the alleged violation,and enforcement of the speed limit involves the use of radar or any other electronic device
that measures the speed of moving objects.This paragraph does not apply to a local street,road or school zone.
(b)(1)For purposes of this section,a local street or road is defined by the latest functional usage and federal-aid
system maps submitted to the federal highway administration,except that when these maps have not been submitted,or the
street or road is not shown on the maps,a "local street or road"means a street or road that primarily provides access to
abutting residential property and meets the following three conditions:
1.Roadway width of not more than 40 feet.
2.Not more than one-half mile of uninterrupted length.Interruptions shall include official traffic control
signals as defined in Section 445.
Attachments 4-39
3.Not more than one traffic lane in each direction.
(2)For the purposes of this section "school zone"means that area of road contiguous to a school building or the grounds
thereof,and on which is posted a standard "SCHOOL"warning sign,while children are going to or leaving school either
during school hours or during the noon recess period.
(c)(1)When all of the following criteria are met,paragraph (2)of this subdivision shall be applicable and subdivision
(a)shall not be applicable:
(A)When radar is used,the arresting officer has successfully completed a radar operator course of
not less than 24 hours on the use of police traffic radar,and the course was approved and certified by the Commission on
Peace Officer Standards and Training.
(B)When laser or any other electronic device is used to measure the speed of moving objects,the arresting
officer has successfully completed the training required in subparagraph (A)and an additional training course of not less than
two hours approved and certified by the Commission on Peace Officer Standards and Training.
(C)(i}The prosecution proved that the arresting officer complied with subparagraphs (A)and (B)and that an
engineering and traffic survey has been conducted in accordance with subparagraph (B)of paragraph (2).The prosecution
proved that,prior to the officer issuing the notice to appear,the arresting officer established that the radar,laser or other
electronic device conformed to the requirements of subparagraph (0).
(ii)The prosecution proved the speed of the accused was unsafe for the conditions
present at the time of the alleged violation unless the citation was for a violation of Section 22349,22356 or 22406.
1.The radar,laser or other electronic device used to measure the speed of the accused meets or exceeds the minimal
operational standards of the National Traffic Highway Safety Administration,and has been calibrated within the
three years prior to the date of the alleged violation by an independent certified laser or radar repair and testing or
calibration facility.
1.A "speed trap"is either of the following:
1.A particular section of a highway measured as to distance and with boundaries marked,designated,or otherwise
determined in order that the speed of a vehicle may be calculated by securing the time it takes the vehicle to travel
the known distance.
(B)(i)A particular section of highway or state highway with a prima facie speed limit that is provided by this code or
by local ordinance under subparagraph (A)of paragraph (2)of subdivision (a)of Section 22352,or established under Section
22354, 22357,22358 or 22358.3,if that prima facie speed limit is not justified by an engineering and traffic survey conducted
within one of the following time periods,prior to the date of the alleged violation,and enforcement of the speed limit involves
the use of radar or any other electronic device that measures the speed of moving objects:
1.Except as specified in sub clause (II),seven years.
(II)If an engineering and traffic survey was conducted more than seven years prior to the date of the alleged violation,
and a registered engineer evaluates the section of the highway and determines that no significant changes in roadway or
traffic conditions have occurred,including,but not limited to,changes in adjoining property or land use,roadway width or
traffic volumes,10 years.
(ii)This subparagraph does not apply to a local street,road or school zone.
Speedtrap Evidence
Attachments 4-40
Section 40803.(a)No evidence as to the speed of a vehicle upon a highway shall be admitted in any court upon the
trial of any person in any prosecution under this code upon a charge involving the speed of a vehicle when the evidence is
based upon or obtained from or by the maintenance or use of a speedtrap.
(b)In any prosecution under this code of a charge involving the speed of a vehicle,where enforcement involves the
use of radar or other electronic devices which measure the speed of moving objects,the prosecution shall establish,as part
of its prima facie case,that the evidence or testimony presented is not based upon a speed trap as defined in paragraph (2)
of subdivision (a)of Section 40802.
1.When a traffic and engineering survey is required pursuant to paragraph (2)of subdivision (a)of Section
40802,evidence that a traffic and engineering survey has been conducted within 5 years of the date of
the alleged violation or evidence that the offense was committed on a local street or road as defined in
paragraph (2)of subdivision (a)of Section 40802 shall constitute a prima facie case that the evidence or
testimony is not based upon a speedtrap as defined in paragraph (2)of subdivision (a)of Section 40802.
ALTERNATIVES
1.Retain the existing speed zones on Palos Verdes Drive East
2.Modify the submitted speed zoning recommendations
3.Consider other actions as may be determined.
Recommended for Approval
Jack Rydell
Consulting Traffic Engineer
Respectfully Submitted,
Siamak Motahari
Senior Engineer
JR:PVDE Speed Zone Surveys TSC Report -9-17-07
Attachments:Attachments A1 thru A7 -Engineering and Traffic Survey Sheets (7)
Attachments 81 thru 87 -Radar Speed Survey sheets (7)
Attachment C -MUTCD Sections 28.13 thru 28.18
Attachments 4-41
ATTACHMENT D
Engineering and Traffic Survey
Palos Verdes Drive East
February 28,2012
Attachments 4-42
a TRAFFIC SURVEY
PALOS VERDES DRIVE EAST
Prepared for:
City of Rancho Palos Verdes
30940 Hawthorne Boulevard
Rancho Palos Verdes,California 90275
Telephone (310)544-5339
Fax (310)544-5292
Prepared by:
Willdan Engineering
13191 Crossroads Parkway North,Suite 405
Industry,California 91746
Telephone (562)908-6200
Fax (562)695-2120
February 28,2012
Attachments 4-43
WILLDAN
Engineering
extending
your
reach
February 28,2012
Ms.Nicole Jules
Senior Engineer
Department of Public Works
City of Rancho Palos Verdes
30940 Hawthorne Boulevard
Rancho Palos Verdes,CA 90275
Subject:2012 Engineering and Traffic Survey for Palos Verdes Drive East
Dear Ms.Jules:
As requested,Willdan Engineering has completed an Engineering and Traffic Survey
(E&T Survey)to determine the appropriate speed limits for 5 street segments along
Palos Verdes Drive East from Palos Verdes Drive South to North City Limit.
We are pleased to submit the enclosed Report that describes the E&T survey procedures
and contains recommendations for posted speed limits on the street segments along Palos
Verdes Drive East.A summary of these recommendations is included in the Analysis.
Supporting documentation for each speed zone recommendation is provided in the
Appendices.
The Report was conducted in accordance with applicable provisions of the CVC,following
procedures outlined in the California Manual on Uniform Traffic Control Devices (California
MUTCD)dated January 2012,and as required by Section 627 of the California Vehicle
Code.The Report is intended to satisfy the requirements of Section 40802 of the CVC to
enable the continued use of radar for traffic speed enforcement.
We appreciate the opportunity to serve the City of Rancho Palos Verdes and the assistance
and cooperation afforded to us during the course of this study.
Enclosure
Very truly yours,
WILLDAN ENGINEERING
~~
Vanessa Munoz,P.E.,T.E.
Traffic Engineer
Engineering I Geotechnical I Environmental I Sustainability I Financial I Homeland Security
562.908.6200 I 800.499.4484 I fax:562.695.2120 I 13191 Crossroads Parkway North,Sutta 405,Industry,CA 91746-3443 I www.willdan.com
Attachments 4-44
TABLE OF CONTENTS
INTRODUCTION 1-2
Elements of the Engineering and Traffic Survey.......2-3
SURVEY CONDITIONS..4
Survey Locations........................................................................................4
Data Collection...........................................................................................4
Speed Data 4
Collision Data.........................................................................................5
Field Review Data 5
ANALYSIS 6
Criteria........................................................................................................6
Results and Recommendations.................................................................6-7
Table 1-Segments With Higher Recommended Speed Limits 7
Table 2-Summary of Recommendations 8
Segments with Special Conditions 9-10
LEGISLATIVE REFERENCES 11
Applicable Sections of California Vehicle Code 11-16
APPENDIX A -Segment Data
Street Segment Sheets
Radar Speed Distribution Forms
APPENDIX B -Collision Rates
APPENDIX C -Survey Equipment Used
Engineering and Traffic Survey
City of Rancho Palos Verdes
Attachments 4-45
INTRODUCTION
This Engineering and Traffic Survey is intended to be the basis for the establishment,
revision,and enforcement of speed limits for Palos Verdes Drive East within the City of
Rancho Palos Verdes.This Engineering and Traffic Survey presents recommended speed
limits for 5 street segments along Palos Verdes Drive East.Engineering and Traffic
Surveys are required by the State of California to establish intermediate speed limits on
local streets and to enforce those limits using radar or other speed measuring devices.
These surveys must be updated every 5 or 7 years to ensure the speeds reflect current
conditions as dictated by the California Vehicle Code (CVC).The CVC also requires that
the surveys be conducted based on the methodology required by The California Manual on
Uniform.Traffic Control Devices (California MUTCD)dated January 2012.
The survey was requested by the City for the proper posting of speed limits and to enable
the Sheriff's Department to utilize radar or other electronic speed measuring devices for
speed enforcement.CVC Sections 40801 and 40802 require Engineering and Traffic
Surveys that verify the prima facie speed limit before enforcement by such a device is legal.
The law further specifies that these surveys be conducted every 5 years.The surveys can
be extended to 7 years provided the City's police officer(s)have completed a 24-hour radar
operator course [CVC 40802(c)(2)(B)(i)(I)].Additionally,some surveys may be extended to
10 years if a traffic engineer certifies that no changes in roadway or traffic conditions have
occurred [CVC 40802 (c)(2)(B)(i)(II)].These provisions assure that posted speed limitsare
kept reasonably current.
The Engineering and Traffic Surveys for the City were conducted in accordance with
procedures outlined in the California Manual on Uniform Traffic Control Devices (California
MUTCD)dated January 2012 and as required by Section 627 of the California Vehicle
Code.The Code further describes three elements of an engineering and traffic survey:
1.Measurement of prevailing speed;
2.Accident history;and
3.Roadway characteristics not readily apparent to the motorist.
Posted speed limits are established primarily to protect the general public from the reckless
and unpredictable behavior of dangerous drivers.They provide law enforcement with a
clearly understood method to identify and apprehend violators of the basic speed law (CVC
Section 22350).This law states that "No person shall drive a vehicle on a highway at a
speed greater than is reasonable or prudent having due regard for weather,visibility,the
traffic on,and the surface and width of the highway,and in no event at a speed which
endangers the safety of persons or property."The posted speed limit gives motorists a
clear warning of the maximum speed that is reasonable and prudent under typical driving
conditions.
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Engineering and Traffic Survey
City of Rancho Palos Verdes
Attachments 4-46
The basic fundamentals for establishing speed limits recognize that the majority of drivers
behave in a safe and reasonable manner,and therefore,the normally careful and
competent actions of a reasonable driver should be considered legal.Speed limits
established on these fundamentals conform to the consensus that those who drive the
highway determine what speed is reasonable and safe,not on the judgment of one or a few
individuals.A radar speed study is usually used to record the prevailing speed of
reasonable drivers.
Speed limits are also established to advise drivers of conditions which may not be readily
apparent to a reasonable driver.For this reason,accident history,roadway conditions,
traffic characteristics,and land use must also be analyzed before determining speed limits.
Speed limit changes are usually made in coordination with physical changes in roadway
conditions or roadside developments.Unusually short zones of less than one-half mile in
length should be avoided to reduce driver confusion.
Additionally,it is generally accepted that speed limits cannot be successfully enforced
without voluntary compliance by a majority of drivers.Consequently,only the driver whose
behavior is clearly out of line with the normal flow of traffic is usually targeted for
enforcement.
ELEMENTS OF THE ENGINEERING AND TRAFFIC SURVEY
The California Manual on Uniform Traffic Control Devices (California MUTCD)dated
January 2012 specifies the methodology to be used for completing Engineering and Traffic
Surveys.This methodology includes an evaluation of current vehicle speeds,accident
history and conditions not readily apparent to motorists.The basic elements of the
Engineering and Traffic Survey are discussed in more detail as follows:
Speed Sampling
Existing vehicle speeds are surveyed by a certified radar operator with a calibrated radar
unit in an unmarked vehicle.Speed samples are taken for each segment representing a
statistically significant sample of current traffic.This data is then evaluated to identify the
distribution of speeds.A key element in the evaluation is the identification of the 85th
percentile speed.The 85th percentile speed is the speed at or below which 85 percent of
the traffic travels.This threshold represents what is historically found to be a safe and
reasonable speed for most drivers based on common roadway conditions.Therefore,a
"basic speed limit"is established at the nearest 5-mile per hour (mph)increment to the 85th
percentile speed.For example,ifthe 85th percentile speed is 48 mph,the basic speed limit
is 50 mph.If the 85th percentile speed is 47 mph,the basic speed limit is 45 mph.
2
Engineering and Traffic Survey
City of Rancho Palos Verdes
Attachments 4-47
Collision History
Reported collisions are reviewed for each street segment to determine if there is a higher
than average rate of collisions.A segment that has an above-average collision rate
typically suggests conditions that are not readily apparent to motorists.
A summary of the collision rates for the 5 surveyed street segments is provided in Appendix
B.
Conditions Not Readily Apparent To Motorists
Each street segment is field inspected to identify roadway conditions that may not be
readily apparent to motorists.A determination is made whether any conditions are
significant and warrant the recommendation of the speed limit 5 mph or more below the
basic speed limit.It is important to note that The California Manual on Uniform Traffic
Control Devices (California MUTCD)dated January 2012 recommends exercising great
care when establishing speed limits 5 mph or more below the basic speed limit.
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Engineering and Traffic Survey
City of Rancho Palos Verdes
Attachments 4-48
SURVEY CONDITIONS
SURVEY LOCATIONS
The procedures described below describe the criteria and methods used to survey selected
streets within the City of Rancho Palos Verdes.The specific location of the radar speed
survey for each street segment was selected after considering the following:
1.Minimum stop sign and traffic signal influence.
2.Minimum visibility restrictions.
3.Non-congested traffic flow away from intersections and driveways.
4.Minimum influence from curves or other roadway conditions that would affect
the normal operation of a vehicle.
DATA COLLECTION
Data of existing conditions was obtained including prevailing speed of vehicles,traffic
collisions,visibility restrictions,and roadway conditions within the community.Speed data
and field reviews were conducted at 5 locations during the months of November 2011.
Speed Data
Radar speed measurements were conducted at 5 locations during November 2011.All
surveys were conducted in good weather conditions,during off-peak hours on weekdays.
The radar unit was operated from an unmarked vehicle to minimize any influence on driver
behavior.Typically,a minimum sample size of 100 vehicles or the total samples during a
maximum period of 2 hours were obtained for each segment.Traffic speeds in both
directions were recorded for individual segments.
4
Engineering and Traffic Survey
City of Rancho Palos VerdesAttachments 4-49
Collision Data
Collision data was obtained from the City's SWITRS electronic collision database.For this
study,collision data was used from the latest 3 years of reported accidents from May 1,
2007 to April 30,2010.The collision rates for the 5 segments are expressed in accidents
per million vehicle miles (A1MVM).To calculate these rates,24-hour traffic volumes were
collected for each street segment.This information was then entered into the following
formula to determine the collision rate:
R =Axl,OOO,OOO
tx365 days xlxv
year
A =Number of mid block collisions over time period
R =Collision Rate (accidents/million vehicle miles)
t =Time Period Covered (in years)
I =Length of Segment (miles)
v =Traffic Volume (average daily traffic)
The segment collision rate was then compared to the average statewide collision rate.The
average statewide collision rates were obtained from 2009 Collision Data on California
State Highways published by Caltrans.
Field Review Data
A field review was conducted for each of the selected street segments in the City with
consideration for the following factors:
1.Street width and alignment (design speed);
2.Pedestrian activity and traffic flow characteristics;
3.Number of lanes and other channelization and striping patterns;
4.Frequency of intersections,driveways,and on-street parking;
5.Location of stop signs and other regulatory traffic control devices;
6.Visibility obstructions;
7.Land use and proximity to schools;
8.Pedestrian and bicycle usage;
9.Uniformity with existing speed zones and those in adjacent jurisdictions;and
10.Any other unusual condition not readily apparent to the driver.
5
Engineering and Traffic Survey
City of Rancho Palos VerdesAttachments 4-50
ANALYSIS
CRITERIA
Survey data was complied and analyzed to determine the recommended speed limit in
accordance with several criteria contained in The California Manual on Uniform Traffic
Control Devices (California MUTCD)dated January 2012.Some of the criteria used are:
A.The critical speed or 85th percentile speed is that speed at or below which 85
percent ofthe traffic is moving.This speed is the baseline value in determining what
the majority of drivers believe is safe and reasonable.Speed limits set higher than
the critical speed are not considered reasonable and safe.Speed limits set lower
than the critical speed make a large number of reasonable drivers "unlawful,"and do
not facilitate the orderly flow of traffic.The "basic speed limit"is the nearest 5 mph
increment to the 85th percentile speed.
B.The 10 mile per hour (mph)pace speed is the 10 mph increment that contains the
highest percentage of vehicles.It is a measure of the dispersion of speeds across
the range of the samples surveyed.An accepted practice is to keep the speed limit
within the 10 mph pace while considering the critical speed and other factors that
might require a speed lower than the critical speed.
C.The collision rate for each street segment is compared to average collision rates that
can be reasonably expected to occur on streets and highways in other jurisdictions,
in proportion to the volume of traffic per lane mile.These average collision rates
have been developed by the State of California and are considered reasonable for
use in the City of Rancho Palos Verdes.
RESULTS AND RECOMMENDATIONS
The Engineering and Traffic Survey Forms,presented in Appendix A,illustrate results of a
thorough evaluation of the available data and recommend a speed limit for each street
segment surveyed.A complete summary of all recommendations is shown in Table 2.In
each case,the recommended speed limit was consistent with the prevailing behavior as
demonstrated by the radar speed measurements.Typically,a speed limit in the upper
range of the 10-mile pace was selected unless an collision rate significantly higher than
expected was discovered or roadway conditions not readily apparent to the driver were
identified.Any segments with recommended speed limits 5 mph or more below the basic
speed limit are fully explained later in this report.
The Legislature,in adopting Section 22358.5 of the California Vehicle Code (CVC),has
made it clear that physical conditions,such as width,curvature,grade and surface
conditions,or any other condition readily apparent to a driver,in the absence of other
factors,would not be the basis for special downward speed zoning.In these cases,the
basic speed law (CVC Section 22350)is sufficient to regulate such conditions.
The recommendations contained in this Report are intended to establish prima facie speed
limits.They are not intended to be absolute for all prevailing conditions.All prima facie
6
Engineering and Traffic Survey
City of Rancho Palos Verdes
Attachments 4-51
speed violations are actually violations of the basic speed law (Section 22350 of California
Vehicle Code).This statute states that a person shall not drive a vehicle at a speed greater
than is safe having regard for traffic,roadway,and weather conditions.A prima facie limit
is intended to establish a maximum safe speed under normal conditions.
Table 1 identifies the street segments with recommended changes in posted speed limits
and Table 2 summarizes the recommendations for all surveyed segments.
TABLE 1
STREET SEGMENTS WITH RECOMMENDED SPEED CHANGES
No STREET FROM TO EXISTING NEW CHANGE
1 PALOS VERDES PALOS VERDES GANADO DRIVE 35/40 40 INCREASEDRIVE'EAST DRIVE SOUTH
4 PALOS VERDES MIRALESTE BRONCO DRIVE 30 35 INCREASEDRIVEEASTDRIVE
5 PALOS VERDES BRONCO DRIVE NORTH CITY 30 35 INCREASEDRIVEEASTLIMIT
7
Engineering and Traffic Survey
City of Rancho Palos VerdesAttachments 4-52
1 PALOS VERDES PALOS VERDES 35/40 43 40 *GANADO DRIVEDRIVEEASTDRIVESOUTH
2 PALOS VERDES 35 42 35 *GANADO DRIVE DIAMONTE LANEDRIVEEAST
3 PALOS VERDES 35 39 35 *DIAMONTE LANE MIRALESTE DRIVEDRIVEEAST
4 PALOS VERDES 30 39 35 *MIRALESTE DRIVE BRONCO DRIVEDRIVEEAST
5 PALOS VERDES 30 38 35 *BRONOCO DRIVE NORTH CITY LIMITDRIVEEAST
*See "Segments with Special Conditions"Section for Comments
8
Engineering and Traffic Survey
City of Rancho Palos Verdes
A
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4
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5
3
SEGMENTS WITH SPECIAL CONDITIONS
The following segments surveyed had recommended speed limits that were 5 miles per
hour (mph)or more below the critical speed due to conditions not readily apparent to the
driver.Each segment is discussed below.
Segment #1 -Palos Verdes Drive East -Palos Verdes Drive South to Ganado Drive
This segment is currently posted at 35/40 mph and has 1 narrow through lane in each
direction with an ADT of 3,261 vehicles per day.The adjacent land use is vacant land.In
this section,the terrain is steep and the roadway has a series of switchbacks.The critical
speed is 43 mph and would normally justify a 45 mph posted speed limit.However, due to
horizontal and vertical curves and heavy bicycle traffic on the weekends,a lower speed
limit is prudent.It is recommended that the speed limit be posted at 40 mph for the above
reasons.
Segment #2 -Palos Verdes Drive East -Ganado Drive to Diamonte Lane
This segment is currently posted at 35 mph and has 1 through lane in each direction with
an ADT of 7,475 vehicles per day.The adjacent land use is residential and school.The
critical speed is 42 mph and would normally justify a 40 mph posted speed limit.
However,due horizontal and vertical curves,moderate pedestrian traffic,and heavy bicycle
traffic,particularly on weekends,a lower speed limit is prudent.It is recommended that the
speed limit remain at 35 mph for the above reasons.
Segment #3 -Palos Verdes Drive East -Diamonte Lane to Miraleste Drive
This segment is currently posted at 35 mph and has 1 through lane in each direction with
an ADT of 8,103 vehicles per day.The adjacent land use is residential.The critical speed
is 39 mph and would normally justify a 40 mph posted speed limit.However,due to
horizontal and vertical curves,a narrow roadway,hidden driveways,and hidden side
streets that may not be apparent to unfamiliar drivers and to maintain uniformity among
adjacent street segments,a lower speed limit is prudent.It is recommended that the speed
limit remain at 35 mph for the above reasons.
Segment #4 -Palos Verdes Drive East -Miraleste Drive to Bronco Drive
This segment is currently posted at 30 mph and has 1 through lane in each direction with
an ADT of 11 ,468 vehicles per day.The adjacent land use is residential and school.The
critical speed is 39 mph and would normally justify a 40 mph posted speed limit.However,
due to horizontal and vertical curves,various hidden driveways and side streets,
uncontrolled crosswalks,and moderate pedestrian traffic that may not be apparent to
unfamiliar drivers,and to maintain uniformity between adjacent street segments,a lower
speed limit is prudent.It is recommended that the speed limit be posted at 35 mph for the
above reasons.
9
Engineering and Traffic SUNey
City of Rancho Palos Verdes
Attachments 4-54
Segment #5 -Palos Verdes Drive East -Bronco Drive to North City Limit
This segment is currently posted at 30 mph and has 1 through lane in each direction with
an ADT of 10,452 vehicles per day.The adjacent land use is residential.The critical speed
is 38 mph and would normally justify a 40 mph posted speed limit.However,due to
horizontal and vertical curves,a higher than expected accident rate,a narrow roadway,
various hidden driveways and side streets that may not be apparent to unfamiliar drivers,
and to maintain uniformity between adjacent street segments,a lower speed limit is
prudent.It is recommended that the speed limit be posted at 35 mph for the above
reasons.
10
Engineering and Traffic Survey
City of Rancho Palos VerdesAttachments 4-55
LEGISLATIVE REFERENCES
APPLICABLE SECTIONS OF 2012 CALIFORNIA VEHICLE CODE
SECTION 1.Section 627 of the Vehicle Code:
Section 627.
(a)"Engineering and traffic survey,"as used in this code,means a survey of highway and traffic
conditions in accordance with methods determined by the Department of Transportation for
use by state and local authorities.
(b)An engineering and traffic survey shall include,among other requirements deemed
necessary by the department,consideration of all of the following:
(1)Prevailing speeds as determined by traffic engineering measurements.
(2)Accident records.
(3)Highway,traffic,and roadside conditions not readily apparent to the driver.
(c)When conducting an engineering and traffic survey,local authorities,in addition to the
factors set forth in paragraphs (1)to (3),inclusive,of subdivision (b)may consider all of the
following:
(1)Residential density,if any ofthe following conditions exist on the particular portion of
highway and the property contiguous thereto,other than a business district:
a.Upon one side of the highway,within a distance of a quarter of a mile,the
contiguous property fronting thereon is occupied by 13 or more separate
dwelling houses or business structures.
b.Upon both sides of the highway,collectively,within a distance of a quarter of
a mile,the contiguous property fronting thereon is occupied by 16 or more
separate dwelling houses or business structures.
c.The portion of highway is longer than one-quarter of a mile but has the ratio
of separate dwelling houses or business structures to the length of the
highway described in either subparagraph (A)or (8).
(2)Pedestrian and bicyclist safety.
Basic Speed Law
22350.No person shall drive a vehicle upon a highway at a speed greater than is reasonable or
prudent having due regard for weather,visibility,the traffic on,and the surface and width of,the
highway,and in no event at a speed which endangers the safety of persons or property.
Speed Law Violations
Section 22351.
(a)The speed of any vehicle upon a highway not in excess of the limits specified in Section
22352 or established as authorized in this code is lawful unless clearly proved to be in
violation of the basic speed law.
(b)The speed of any vehicle upon a highway in excess of the prima facie speed limits in
Section 22352 or established as authorized in this code is prima facie unlawful unless the
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Engineering and Traffic Survey
City of Rancho Palos VerdesAttachments 4-56
defendant establishes by competent evidence that the speed in excess of said limits did not
constitute a violation of the basic speed law at the time,place and under the conditions then
existing.
Prima Facie Speed Limits
Section 22352.
(a)The prima facie limits are as follows and shall be applicable unless changed as authorized
in this code and,if so changed,only when signs have been erected giving notice thereof:
(1)Fifteen miles per hour:
A)When traversing a railway grade crossing,if during the last 100 feet of the
approach to the crossing the driver does not have a clear and unobstructed view of
the crossing and of any traffic on the railway for a distance of 400 feet in both
directions along such railway.This subdivision does not apply in the case of any
railway grade crossing where a human flagman is on duty or a clearly visible
electrical or mechanical railway crossing signal device is installed but does not then
indicate the immediate approach of a railway train or car.
B)When traversing any intersection of highways,if during the last 100 feet of the
driver's approach to the intersection,the driver does not have a clear and
unobstructed view of the intersection and of any traffic upon all of the highways
entering the intersection for a distance of 100 feet along all those highways,except
at an intersection protected by stop signs or yield right-of-way signs or controlled by
official traffic control signals.
C)On any alley.
(2)Twenty-five miles per hour:
A)On any highway other than a state highway,in any business or residence district
unless a different speed is determined by local authority under procedures set forth
in this code.
(B)When approaching or passing a school building or the grounds thereof,
contiguous to a highway and posted with a standard "SCHOOL"warning sign,while
children are going to or leaving the school either during school hours or during the
noon recess period.The prima facie limit shall also apply when approaching or
passing any school grounds which are not separated from the highway by a fence,
gate or other physical barrier while the grounds are in use by children and the
highway is posted with a standard "SCHOOL"warning sign.For purposes of this
subparagraph,standard "SCHOOL"warning signs may be placed at any distance up
to 500 feet away from school grounds.
(C)When passing a senior center or other facility primarily used by senior citizens,
contiguous to a street other than a state highway and posted with a standard
"SENIOR"warning sign.A local authority is not required to erect any sign pursuant
to this paragraph until donations from private sources covering those costs are
received and the local agency makes a determination that the proposed signing
should be implemented.A local authority may,however,utilize any other funds
available to it to pay for the erection of those signs.
(b)This section shall become operative on March 1,2001.
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Engineering and Traffic Survey
City of Rancho Palos Verdes
Attachments 4-57
Increase of Local Speed Limits
Section 22357.
(a)Whenever a local authority determines upon the basis of an engineering and traffic survey
that a speed greater than 25 miles per hour would facilitate the orderly movement of
vehicular traffic and would be reasonable and safe upon any street other than a state
highway otherwise subject to a prima facie limit of 25 miles per hour,the local authority may
by ordinance determine and declare a prima facie speed limit of 30,35,40,45,50,55 or 60
miles per hour or a maximum speed limit of 65 miles per hour,whichever is found most
appropriate to facilitate the orderly movement of traffic and is reasonable and safe.The
declared prima facie or maximum speed limit shall be effective when appropriate signs
giving notice thereof are erected upon the street and shall not thereafter be revised except
upon the basis of an engineering and traffic survey.This section does not apply to any 25
mile per hour prima facie limit,which is applicable when passing a school building or the
grounds thereof or when passing a senior center or other facility primarily used by senior
citizens.
(b)This section shall become operative on the date specified in subdivision (c)of Section
22366.
Downward Speed Zoning
Section 22358.5.
It is the intent of the Legislature that physical conditions such as width,curvature,grade and
surface conditions,or any other condition readily apparent to a driver,in the absence of other
factors,would not require special downward speed zoning,as the basic rule of Section 22350 is
sufficient regulation as to such conditions.
Boundary Line Streets
Section 22359.
With respect to boundary line streets and highways where portions thereof are within different
jurisdictions,no ordinance adopted under Sections 22357 and 22358 shall be effective as to any
such portion until all authorities having jurisdiction of the portions of the street concerned have
approved the same.This section shall not apply in the case of boundary line streets consisting of
separate roadways within different jurisdictions.
Speed Trap Prohibition
Section 40801.
No peace officer or other person shall use a speedtrap in arresting,or participating or assisting in
the arrest of,any person for any alleged violation of this code nor shall any speed trap be used in
securing evidence as to the speed of any vehicle for the purpose of an arrest or prosecution under
this code.
13
Engineering and Traffic Survey
City of Rancho Palos VerdesAttachments 4-58
Speed Trap
Section 40802.
(a)A "speed trap"is either of the following:
(1)A particular section of a highway measured as to distance and with boundaries
marked,designated,or otherwise determined in order that the speed of a vehicle
may be calculated by securing the time it takes the vehicle to travel the known
distance.
(2)A particular section of a highway with a prima facie speed limit that is provided by
this code or by local ordinance under subparagraph (A)of paragraph (2)of
subdivision (a)of Section 22352,or established under Section 22354,22357,22358,
or 22358.3,if that prima facie speed limit is not justified by an engineering and traffic
survey conducted within five years prior to the date of the alleged violation,and
enforcement of the speed limit involves the use of radar or any other electronic
device that measures the speed of a moving object.This paragraph does not apply
to a local street,road,or school zone.
(b)(1)For purposes ofthis section,a local street or road is defined by the latest functional usage
and federal-aid system maps submitted to the federal Highway Administration,except that
when these maps have not been submitted,orwhen the street or road is not shown on the
maps,a "local street or road"means a street or road that primarily provides access to
abutting residential property and meets the following three conditions:
(A)Roadway width of not more than 40 feet.
(8)Not more than one-half mile of an uninterrupted length.Interruptions shall include
official traffic control devices as defined in Section 445.
(C)Not more than one traffic lane in each direction.
(2)For purposes ofthis section "school zone"means that area approaching or passing a school
building or the grounds thereof that is contiguous to a highway and on which is posted a
standard "SCHOOL"warning sign,while children are going to or leaving the school either
during school hours or during the noon recess period."School zone"also includes the area
approaching or passing any school grounds that are not separated from the highway by a
fence,gate,or other physical barrier while the grounds are in use by children if that highway
is posted with a standard "SCHOOL"warning sign.
(c)(1)When all the following criteria are met,paragraph (2)of this subdivision shall be applicable
and subdivision (a)shall not be applicable:
(A)When radar is used,the arresting officer has successfully completed a radar
operator course of not less than 24 hours on the use of police traffic radar,and the
course was approved and certified by the Commission on Peace Officer Standards
and Training.
(8)When laser or any other electronic device is used to measure the speed of moving
objects,the arresting officer has successfully completed the training required in
subparagraph (A)and an additional training course of not less than two hours
approved and certified by the Commission on Peace Officer Standards and Training.
14
Engineering and Traffic Survey
City of Rancho Palos Verdes
Attachments 4-59
(C)(i)The prosecution proved that the arresting officer complied with subparagraphs (A)
and (B)and that an engineering and traffic survey has been conducted in
accordance with subparagraph (B)of paragraph (2).The prosecution proved that,
prior to the officer issuing the notice to appear,the arresting officer established that
the radar,laser,or other electronic device conformed to the requirements of
subparagraph (D).
(ii)The prosecution proved the speed of the accused was unsafe for the conditions
present at the time of alleged violation unless the citation was for a violation of
Section 22349, 22356,or 22406.
(D)The radar,laser,or other electronic device used to measure the speed of the
accused meets or exceeds the minimal operational standards of the National Traffic
Highway Safety Administration,and has been calibrated within the three years prior
to the date of the alleged violation by an independent certified laser or radar repair
and testing or calibration facility.
(2)A "speed trap"is either of the following:
(A)A particular section of a highway measured as to distance and with boundaries
marked,designated,or otherwise determined in order that the speed of a vehicle
may be calculated by securing the time it takes the vehicle to travel the known
distance.
(B)(i)A particular section of a highway or state highway with a prima facie speed limit that
is provided by this code or by local ordinance under subparagraph (A)of paragraph
(2)of subdivision (a)of Section 22352,or established under Section 22354, 22357,
22358,or 22358.3,if that prima facie speed limit is not justified by an engineering
and traffic survey conducted within one of the following time periods,prior to the
date of the alleged violation,and enforcement of speed limit involves the use of
radar or any other electronic device that measures the speed of moving objects:
(I)Except as specified in subclause (II),seven years.
(II)If an engineering and traffic survey was conducted more than seven years
prior to the date of the alleged violation,and a registered engineer evaluates
the section of the highway and determines that no significant changes in
roadway or traffic conditions have occurred including,but not limited to,
changes in adjoining property or land use,roadway width,or traffic volume,
10 years.
(ii)This subparagraph does not apply to a local street,road,or school zone.
Speed Trap Evidence
Section 40803.
(a)No evidence as to the speed of a vehicle upon a highway shall be admitted in any court
upon the trial of any person in any prosecution under this code upon a charge involving the
speed of a vehicle when the evidence is based upon or obtained from or by the
maintenance or use of a speedtrap.
15
Engineering and Traffic Survey
City of Rancho Palos VerdesAttachments 4-60
(b)In any prosecution under this code of a charge involving the speed of a vehicle,where
enforcement involves the use of radar or other electronic devices which measure the speed
of moving objects,the prosecution shall establish,as part of its prima facie case,that the
evidence or testimony presented is not based upon a speed trap as defined in paragraph (2)
of subdivision (a)of Section 40802.
(c)When a traffic and engineering survey is required pursuant to paragraph (2)of subdivision
(a)of Section 40802,evidence that a traffic and engineering survey has been conducted
within five years of the date of the alleged violation or evidence that the offense was
committed on a local street or road as defined in paragraph (2)of subdivision (a)of Section
40802 shall constitute a prima facie case that the evidence or testimony is not based upon a
speed trap as defined in paragraph (2)subdivision (a)of Section 40802.
16
Engineering and Traffic Survey
City of Rancho Palos VerdesAttachments 4-61
APPENDIX A
Street Segment Data
Engineering and Traffic Survey
City of Rancho Palos Verdes
Attachments 4-62
Eoco
Nm
N
I::~
SIGNATURE:
LIMITS:PALOS VERDES DRIVE SOUTH TO GANADO DRIVE
ENGINEER:VANESSA MUNOZ
1.5 miles
Horizontal and vertical curves with a steep downgrade to the south.
No parking allowed on both sides except at scenic turnouts.Parking restricted at scenic turnouts from 10pm -5am.
Varies from 30 ft to 34 ft.
STREET:PALOS VERDES DRIVE EAST
DATE:2-28-12
S SCHOOL CROSSWALK
DISTANCE
ALIGNMENT-----
PARKING RESTRICTIONS
STREET WIDTH
MAP SYMBOLSoSCHOOLoTRAFFICSIGNAL
R1-1 ~R1-1 STOP SIGN
45 ~R2-1 SPEED SIGN
25 11..W13-1 SPEED WARNING
i SIGN WITH W1-1 SIGN
Traffic Engineering Survey
City of Rancho Palos Verdes
J:>~1>~v.
&/"o.;
CROSSWALK &~O~~.~-~~__"'&.5tc)iSr;:N(;E--------+-:;-~:;::_----------~O~qJ'~~---=~C~~~~~~=---------.:N:.T,:S.__Joo~"c'5
oS
o
I;;
o
."
HBD,DRUNK,H&R:0
10 MILE PACE:36-45 MPH
NO.W/SPEEDING:2
CRTICIAL SPEED:43 MPH
ACCIDENT RATE:0.56 ACCIDENTS PER MILLION VEHICLE MILES
EXISTING SPEED ZONE -35 MPH /40 MPH
3-YEAR ACCIDENT DATA:5/1/07 to 4/30/10 I TOTAL MID-BLOCK ACC:3
COMMENTS
it
1 I In this section,the terrain is steep and the rOadWay'has a series of switchbacks.The critical speed is 43 mph and would normally justify a 45 mph 11
posted speed limit.However,due to horizontal and vertical curves and heavy bicycle traffic on the weekends,a lower speed limit is prudent.It is
recommended that the speed limit be posted at 40 mph for the above reasons.
NO.OF LANES AND MEDIAN One lane in each direction divided by double yellow line.i·~
•IMPROVEMENTS (SW,C&G)Edge of pavement with sections of AC.berm on both sides.;·~·~FRONTING DEVELOPMENT Undeveloped land.:·~
•AVERAGE DAILY TRAFFIC 3,261 (November 17,2011)~·~•wSPEEDCHECK(DATE/LOC)November 15,2011.Surveyed at 0.45 miles north of Palos Verdes Drive South.~
•>·~AVERAGE SPEED:40 MPH
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Traffic Engineering Survey STREET:PALOS VERDES DRIVE EAST LIMITS:GANADO DRIVE TO DIAMONTE LANE
•
City of Rancho Palos Verdes DATE:2-28-12 ENGINEER:VANESSA MUNOZ SIGNATURE:~/~~L7)
~~~o .../'<::i~0 ,
MAP SYMBOLS
@ COLLEGE r;~~IS>~.~'
~[S'rl>C:i "~c;Crest Road ~
0 TRAFFIC SIGNAL
"j ~~§~~
R1-1 ~
ll')G's ~35 Q:"Q~M
Palos Verdes Drive EastR1-1 STOP SIGN -.-
45 ~@....:;:t~35~R2-1 SPEED SIGN .......E()..-0.
~~..-
/
<D
ex::'"30 I~W13-1 SPEED WARNING Marymount ~ex::ro 0;
SIGN WITH W1-1 SIGN "~College ;l ~I
%'"<>.(1)~
--.,..~;j <Xi-S SCHOOL CROSSWALK ~c:'"0 .....0--~';:I til ~--..po?0
CROSSWALK ~OJ 2:t>N.T.S.it
"0--(1).5
DISTANCE 0.8 miles .2lc:
0
E
0
ALIGNMENT Horizontal and vertical curves.0
.s
PARKING RESTRICTIONS No parking allowed on both sides from Ganado Dr.to 200'N of Casilina Dr.0..c
0
"0
STREET WIDTH Varies from 54 ft.to 68 ft.0c:
0
Cl
NO.OF LANES AND MEDIAN Ganado Dr.to Casilina Dr.- 1 lane in each direction with merge lanes.200'SID Crest Rd.to Calle Aventura -2 lanes in each direction.Calle Aventura to Diamonte Ln.•1 lane in each direction.~
Painted medians·Ganado Dr.to 200'south of Crest Rd.Raised medians -200'south of Crest Rd.to San Ramon Dr.Painted medians and double yellow line -San Ramon Dr.to Diamonte Ln.CI>.<::
Concrete C&G •west side Granada Dr to Casilina Dr.Concrete C&G and sidewalk -west side Casilina Dr.to 200'N/O Crest Rd.Concrete C&G -east side Miraleste College to
(I)
IMPROVEMENTS (SW,C&G)1I400'SID Calle Aventura.Concrete C&G -east side 400'SID Calle Aventura to 500'N/O Calle Aventura.Street Iiahts at intersections of Crest Rd and Calle Aventura.~:>
FRONTING DEVELOPMENT Residential and School
(I)
~
AVERAGE DAILY TRAFFIC 7,475 (November 17,2011)~~w
SPEED CHECK (DATE/LOC)November 15,2011.Surveyed at 30629 Palos Verdes Drive East.wc
I is:
AVERAGE SPEED:38 MPH CRTICIAL SPEED:42 MPH 10 MILE PACE:33-42 MPH I
'"3-YEARACCIDENT DATA:5/1/07 to 4/30/10 I TOTAL MID-BLOCK ACC:7 I NO.W/SPEEDIN<?:2 I PREDOMINANT:HIT OBJECT I 0
HBD,DRUNK,H&R:2 v.,
0
ACCIDENT RATE:1.07 ACCIDENTS PER MILLION VEHICLE MILES CALTRANS AVERAGE:1.25 ACCIDENTS PER MILLION VEHICLE MILES ~
w
I-
EXISTING SPEED ZONE -35 MPH PROPOSED SPEED ZONE -35 MPH is:
'"I
The critical speed is 42 mph and would normally justify a 40 mph posted speed limit.However,due horizontal and vertical curves,moderate pedestrian ~
COMMENTS traffic,and heavy bicycle traffic,particularly on weekends,a lower speed limit is prudent.It is recommended that the speed limit remain at 35 mph for 8
the above reasons.c:
I?
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.s
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~
N.T.S.
SIGNATURE:
LIMITS:DIAMONTE LANE TO MIRALESTE DRIVE
ENGINEER:VANESSA MUNOZ
<oIL Q~\/erde R1-1(~\/ista ,.
La ~
~
Varies from 27 ft to 30 ft
None
Horizontal and vertical curves.
STREET:PALOS VERDES DRIVE EAST
DATE:2-28-12
SCHOOL CROSSWALK
CROSSWALK
s
MAP SYMBOLS
G)SCHOOLoTRAFFIC SIGNAL
R1-1 ~R1-1 STOP SIGN
45 ~R2-1 SPEED SIGN
25 11..W13-1 SPEED WARNINGrSIGNWITHW1-1 SIGN
Traffic Engineering Survey
City of Rancho Palos Verdes
~
"0
~II--
D
-ls-T-A-N-c-E--------+1-1.-1-m-ile-s-------------------.-------------------.,11
ALIGNMENT
PARKING RESTRICTIONS
STREET WIDTH
-8
.c
HBD,DRUNK,H&R:1
10 MILE PACE:32 -41 MPH
NO.W/SPEEDING:5
ACCIDENT RATE:0.92 ACCIDENTS PER MILLION VEHICLE MILES
EXISTING SPEED ZONE -35 MPH
3-YEARACCIDENT DATA:5/1/07 to 4/30/10 I TOTAL MID-BLOCK ACC:9
COMMENTS
5:
I 'l'f
I The critical speed is 39 mph and would normally justify a 40 mph posted speed limit.However,due to horizontal and vertical curves,a narrow 'OJ-
roadway,hidden driveways,and hidden side streets that may not be apparent to unfamiliar drivers and to maintain uniformity among adjacent street
segments,a lower speed limit is prudent.It is recommended that the speed limit remain at 35 mph for the above reasons.
Ii'iii i Il:;
NO.OF LANES AND MEDIAN One lane in each direction divided by a double yellow line.i·~·~•IMPROVEMENTS (SW,C&G)Edge of pavment with sections of A.C.berm on both sides.Concrete C&G and sidewalk on east side -Miraleste PI.to Miraleste Dr.f
•FRONTING DEVELOPMENT Residential ~·~·~AVERAGE DAILY TRAFFIC 8,103 (November 17,2011)~·~
•wSPEEDCHECK(DATE/LOC)November 15,2011.Surveyed at 4524 Palos Verdes Drive East ~
•>•I ~AVERAGE SPEED:36 MPH CRTICIAL SPEED:39 MPH
.,'0
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'IX)
~Ii
SIGNATURE:
(")
~
(Jl
~
LIMITS:MIRALESTE DRIVE TO BRONCO DRIVE
ENGINEER:VANESSA MUNOZ
;0...___Po
STREET:PALOS VERDES DRIVE EAST
DATE:2-28-12
-s-
MAP SYMBOLS
G)/GJ SCHOOL I LIBRARYoTRAFFICSIGNAL
...~FLASHING BEACON...,-r WITH ASSEMBLY "C"
R1-1 ~R1-1 STOP SIGN
45 ~R2-1 SPEED SIGN
30 II..W13-1 SPEED WARNINGrSIGNWITHW1-1 SIGN
Traffic Engineering Survey
City of Rancho Palos Verdes
SCHOOL CROSSWALK \1)..--.w.o Kindergarten "::9 ~";P N.T.S.~
•__CROSSWALK ;"'School ?"?"~
•DISTANCE 1.3 miles g
•0
•ALIGNMENT Horizontal and vertical curves.~·-·~PARKING RESTRICTIONS No parking allowed along west side from Via Canada to Marion Dr.and east side from Via Canada to Colt Rd.~
:j
STREET WIDTH Varies from 30 ft to 32 ft..g
:::!
HBD,DRUNK,H&R:1
10 MILE PACE:32-41 MPH
CALTRANS AVERAGE:1.25 ACCIDENTS PER MILLION VEHICLE MILES
PROPOSED SPEED ZONE -35 MPH
NO.W/SPEEDING:5
CRTICIAL SPEED:39 MPH
TOTAL MID-BLOCK ACC:17
ACCIDENT RATE:1.04 ACCIDENTS PER MILLION VEHICLE MILES
EXISTING SPEED ZONE -30 MPH
3-YEAR ACCIDENT DATA:5/1/07 to 4/30/11
COMMENTS
Ii'iii I Ib
6:
0::t----------------,...------------------........-----------------------------------11
The critical speed is 39 mph and would normally justify a 40 mph posted speed limit.However,due to horizontal and vertical curves,various hidden ~
driveways and side streets,uncontrolled crosswalks,and moderate pedestrian traffic that may not be apparent to unfamiliar drivers,and to maintain uniformity §
between adjacent street segments,a lower speed limit is prudent.It is recommended that the speed limit be posted at 35 mph for the above reasons..c
NO.OF LANES AND MEDIAN One lane in each direction devided by a double yellow line.Painted Medians from Marion Dr.to Via Canada.i·~•IMPROVEMENTS (SW C&G)Concrete C&G and si?e~alk -west s~de Mario!'!Dr.to Coral Ridge Rd.Concrete C&G -east side 200'5/0 Marion Dr.to 500'NIO Marion Dr.':
•,Busturnout on east Side In front of Mlraleste Library.~·~FRONTING DEVELOPMENT Residential.High school on NIW corner of Via Canada.Kindergarten school on N/E corner of Via Canada.Library on NIW corner of Marion Dr.~·~
•AVERAGEDAILYTRAFFIC 11,468 (November 17,2011)~·~•wSPEEDCHECK(DATE/LOC)November 15,2011.Surveyed at 29270 Palos Verdes Drive East.~
•>·~AVERAGE SPEED:36 MPH
.,'0
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N.T.S.
/
~1'7
Q
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\~\:0~\~
.J-\<a
Q\.~\~\1b%\y
1:>\%0-1-1\1t~Q \\p <a..
U'l \~~\~~\"7.A~\~
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Z
(l)
rn~.....
~'-'-"-,,-
-:-
SIGNATURE:
LIMITS:BRONCO DRIVE TO NORTH CITY LIMIT
ENGINEER:VANESSA MUNOZ
Varies from 32 ft to 36 ft.
1.3 miles
Horizontal and vertical curves with a steep downgrade to the north.
None
STREET:PALOS VERDES DRIVE EAST
DATE:2-28-12
CROSSWALK
DISTANCE
ALIGNMENT-----
PARl(lt\I~RESTRICTIONS
STREET WIDTH
MAP SYMBOLSoSCHOOLoTRAFFICSIGNAL
R1-1 ~R1-1 STOP SIGN
45 ~R2-1 SPEED SIGN
251~W13-1 SPEED WARNING
SIGN WITH W1-1
S SCHOOL CROSSWALK
Traffic Engineering Survey
City of Rancho Palos Verdes
~
:3'E
::JII-':C I~
u
HBD,DRUNK,H&R:0
10 MILE PACE:30 -39 MPH
NO.W/SPEEDING:7
The critical speed is 38 mph and would normally justify a 40 mph posted speed limit.However,due to horizontal and vertical curves,a higher than expected
accident rate,a narrow roadway,various hidden driveways and side streets that may not be apparent to unfamiliar drivers,and to maintain uniformity
between adjacent street segments,a lower speed limit is prudent.It is recommended that the speed limit be posted at 35 mph for the above reasons.
3-YEARACCIDENT DATA:511/07 to 4/30/10 I TOTAL MID-BLOCK ACC:19
COMMENTS
I i'i i'i IS
fl
•ACCIDENT RATE:1.28 ACCIDENTS PER MILLION VEHICLE MILES CALTRANS AVERAGE:1.25 ACCIDENTS PER MILLION VEHICLE MILES ~I--------------------------f-------------------------lil-
•EXISTING SPEED ZONE -30 MPH PROPOSED SPEED ZONE -35 MPH 1r.~
•J
g
.'"
NO.OF LANES AND MEDIAN One lane in each direction divided by a double yellow line.i·~•w•IMPROVEMENTS (SW,C&G)Edge of pavment with some sections of A.C.berm on both sides.~·~FRONTING DEVELOPMENT Residential ~·~
•AVERAGE DAILY TRAFFIC 10,452 (November 17,2011)~·~
•wSPEEDCHECK(DATE/LOC)November 15,2011.Surveyed at 28217 Palos Verdes Drive East ~
•>
•AVERAGE SPEED:35 MPH I CRTICIAL SPEED:38 MPH 0..
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Radar Speed Distribution Forms
Engineering and Traffic Survey
City of Rancho Palos Verdes
Attachments 4-68
CITY OF RANCHO PALOS VERDES
SPOT SPEED SURVEY
Street PALOS VERDES DRIVE EAST Date 11/15/2011 50th %39 MPH
Limits PALOS VERDES DR S TO GANADO DR Begin 13:20 End 14:08 85th %43 MPH
Surveyed at 0.45 MILES NIO PALOS VERDES DR S Weather CLEAR Average 40 MPH
Direction NORTHBOUND-SOUTHBOUND Recorded by J.L.10MPH 36 45
%in Pace 81%
MPH NUMBER OF VEHICLES Number of Percent of Cumulative
5 10 15 20 25 30 Vehicles Total Percentage
65 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
60 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
55 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
X 1 1%100.0%
50 X 1 1%99.1%
0 0%98.1%
0 1 1%98.1%
X 0 X 3 3%97.2%
X X 0 3 3%94.4%
45 X X X 0 4 4%91.7%
X X X 3 3%88.0%
0 X X 0 0 X X 7 6%85.2%
X 0 X 0 X 0 X 0 8 7%78.7%
X X X X X X X X X X 10 9%71.3%
40 X X X 0 0 0 X X X X X 0 X 13 12%62.0%
X X X X 0 X X X X X X 0 0 13 12%50.0%
X X X X 0 0 X 0 0 X X 11 10%38.0%
0 0 0 0 X 0 X 0 X 9 8%27.8%
0 0 X 0 X X X X 0 9 8%19.4%
35 0 X X 0 4 4%11.1%
0 X X 3 3%7.4%
X 0 2 2%4.6%
X 0 X 3 3%2.8%
0 0%0.0%
30 0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
25 0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
20 0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
15 0 0%0.0%
X -EasUNorth bound o-WesUSouth Bound Total Observed 108 100
Attachments 4-69
CITY OF RANCHO PALOS VERDES
SPOT SPEED SURVEY
Surveyed at 30629 PALOS VERDES DR EAST
Recorded by
Street
Limits
Direction
PALOS VERDES DRIVE EAST
GANADO DR TO DIAMONTE LN
NORTHBOUND-SOUTHBOUND
Date
Begin
Weather
11/15/2011
11:07 End 11:45
CLEAR
J.L.
50th %
85th %
Average
10MPH
%in Pace
33
38 MPH
42 MPH
38 MPH
42
80%
MPH NUMBER OF VEHICLES Number of Percent of Cumulative
5 10 15 20 25 30 Vehicles Total Percentage
65 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
60 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
55 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
50 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
45 0 X 0 X 0 5 5%100.0%
X X 0 X X 0 6 5%95.5%
X X 0 X X 5 5%90.1%
0 X 0 X 0 0 6 5%85.6%
0 0 0 X X X 0 X X 9 8%80.2%
40 X X X 0 0 0 X 0 0 9 8%72.1%
X 0 0 X 0 0 0 0 X 0 0 11 10%64.0%
0 X 0 0 0 0 0 0 X 9 8%54.1%
X 0 X X 0 X 0 X X 9 8%45.9%
0 X X 0 X 0 X X X X 10 9%37.8%
35 0 X X X 0 0 X 0 0 0 10 9%28.8%
X X 0 X X X 0 X 0 X 10 9%19.8%
X 0 X X X X 6 5%10.8%
0 X 2 2%5.4%
0 X 2 2%3.6%
30 X X 2 2%1.8%
0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
25 0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
20 0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
15 0 0%0.0%
X -East/North bound 0-West/South Bound Total Observed 111 100
Attachments 4-70
CITY OF RANCHO PALOS VERDES
SPOT SPEED SURVEY
Street PALOSVERDES DRIVE EAST Date 11/15/2011 50th %36 MPH
Limits DIAMONTE LN TO MIRALESTE DR Begin 10:23 End 10:58 85th %39 MPH
Surveyed at 4524 PALOS VERDES DR EAST Weather CLEAR Average 36 MPH
Direction NORTHBOUND-SOUTHBOUND Recorded by J.L.10MPH 32 41
%in Pace 92%
MPH NUMBER OF VEHICLES Number of Percent of Cumulative
5 10 15 20 25 30 Vehicles Total Percentaae
65 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
60 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
55 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
50 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
45 0 0%100.0%
0 X 2 2%100.0%
0 1 1%98.2%
X 0 2 2%97.2%
0 0 2 2%95.4%
40 X X X X 0 0 0 X 8 7%93.6%
X 0 X 0 X 0 0 0 0 0 10 9%86.2%
X X 0 X X X 0 0 0 X 10 9%77.1%
0 X X 0 0 0 0 X X 0 0 0 X X 14 13%67.9%
0 X X 0 0 X X 0 X 0 0 X 0 0 X 15 14%55.0%
35 0 0 X X X 0 0 0 0 X X 0 X X X 15 14%41.3%
X X X X X 0 0 0 X X 10 9%27.5%
X X 0 X X 0 0 X X 0 X 11 10%18.3%
0 0 X 0 0 5 5%8.3%
X 0 2 2%3.7%
30 0 X 2 2%1.8%
0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
25 0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
20 0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
15 0 0%0.0%
X -East/North bound 0-West/South Bound Total Observed 109 100
Attachments 4-71
CITY OF RANCHO PALOS VERDES
SPOT SPEED SURVEY
Surveyed at 29270 PALOS VERDES DR EAST
9:44
Street
Limits
Direction
PALOS VERDES DRIVE EAST
MIRALESTE DR TO BRONCO DR
NORTHBOUND-SOUTHBOUND
Date
Begin
Weather
Recorded by
11/15/2011
End 10:17
CLEAR
J.L.
50th %
85th %
Average
10MPH
%in Pace
32
36 MPH
39 MPH
36 MPH
41
94%
MPH NUMBER OF VEHICLES Number of Percent of Cumulative
5 10 15 20 25 30 Vehicles Total Percentage
65 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
60 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
55 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
50 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
45 0 0%100.0%
0 0%100.0%
0 0%100.0%
X 0 2 2%100.0%
0 X 0 X 0 0 6 6%98.1%
40 0 0 X X X 5 5%92.3%
X 0 X X X 0 X X 0 0 10 10%87.5%
X X X X 0 X 0 X X 9 9%77.9%
0 X 0 X X X 0 X 0 0 X X 0 13 13%69.2%
X 0 X X 0 X X 0 X 0 0 X 0 13 13%56.7%
35 X 0 X 0 X 0 0 0 X 0 X 0 12 12% 44.2%
X 0 0 X 0 X X 0 0 X 0 0 X 13 13%32.7%
X X 0 0 0 X 0 X 0 0 10 10%20.2%
X 0 0 X 0 X 0 7 7%10.6%
0 0 2 2%3.8%
30 0 1 1%1.9%
X 1 1%1.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
25 0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
20 0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
15 0 0%0.0%
X -East/North bound 0-West/South Bound Total Observed 104 100
Attachments 4-72
CITY OF RANCHO PALOS VERDES
SPOT SPEED SURVEY
Street PALOS VERDES DRIVE EAST Date 11/15/2011 50th %35 MPH
Limits BRONCO DR TO NORTH CITY LIMIT Begin 9:00 End 9:32 85th %38 MPH
Surveyed at 28217 PALOS VERDES DR EAST Weather CLEAR Average 35 MPH
Direction NORTHBOUND-SOUTHBOUND Recorded by J.L.10MPH 30 39
%in Pace 92%
MPH NUMBER OF VEHICLES Number of Percent of Cumulative
5 10 15 20 25 30 Vehicles Total Percentaae
65 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
60 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
55 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
50 0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
0 0%100.0%
45 0 0%100.0%
0 0%100.0%
0 1 1%100.0%
X 1 1%99.1%
0 1 1%98.2%
40 X X 0 3 3%97.2%
X X X 0 4 4%94.5%
X 0 X X X X 0 X 0 0 10 9%90.8%
X 0 X 0 0 X 0 0 0 0 X 11 10%81.7%
X 0 0 X X 0 X 0 X 0 X X 0 X 0 15 14%71.6%
35 X 0 X X 0 X X X X 0 0 X X 0 14 13%57.8%
0 0 0 X X 0 0 X 0 X X X 12 11%45.0%
0 X 0 X X 0 0 X 0 9 8%33.9%
X 0 0 X 0 X X X 0 0 X 11 10%25.7%
X 0 X X 0 0 X 0 8 7%15.6%
30 X 0 0 X 0 X 6 6%8.3%
X 0 2 2%2.8%
0 1 1%0.9%
0 0%0.0%
0 0%0.0%
25 0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
20 0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
0 0%0.0%
15 0 0%0.0%
X -EasUNorth bound o-WesUSouth Bound Total Observed 109 100
Attachments 4-73
APPENDIX B
Collision Rates
Engineering and Traffic Survey
City of Rancho Palos Verdes
Attachments 4-74
1 PALOS VERDES PALOS VERDES GANADO DRIVE 3 3,261 1.50 0.56 1.25DRIVEEASTDRIVESOUTH
2 PALOS VERDES GANADO DRIVE DIAMONTE LANE 7 7,475 0.80 1.07 1.25DRIVEEAST
3 PALOS VERDES DIAMONTE LANE MIRALESTE DRIVE 9 8,103 1.10 0.92 1.25DRIVEEAST
4 PALOS VERDES MIRALESTE DRIVE BRONCO DRIVE 17 11,468 1.30 1.04 1.25DRIVEEAST
5 PALOS VERDES BRONOCO DRIVE NORTH CITY LIMIT 19 10,452 1.30 1.28 1.25DRIVEEAST
Engineering and Traffic Survey
City of Rancho Palos Verdes
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APPENDIX C
Survey Equipment
Engineering and Traffic Survey
City of Rancho Palos Verdes
Attachments 4-76
SURVEY EQUIPMENT USED
The radar equipment used to collect speed measurements for this survey was two Genesis
VersaPak Hand-Held traffic Radar manufactured by Decatur Electronics,of Decatur,
Illinois.The calibration of each unit was checked before each series of measurements
were taken.Tests of each unit were conducted in accordance with the manufacturer's
specifications.Both Genesis VersaPak Hand Held Traffic Radars were last calibrated on
December 2,2011 by R.H.F,Inc.
Engineering and Traffic Survey
City of Rancho Palos Verdes
Attachments 4-77
ATTACHMENT E
.Table of Recommended Speed Changes
Palos Verdes Drive East
Attachments 4-78
CITY OF RANCHO PALOS VERDES
PALOS VERDES DRIVE EAST
ENGINEERING &TRAFFIC SURVEY
TABLE OF RECOMMENDED SPEED CHANGES
STREET FROM TO EXISTING NEW CHANGES
PALOS VERDES PALOS VERDES GANADO DRIVE 35/40 40 INCREASEDRIVEEASTDRIVESOUTH
PALOS VERDES GANADO DRIVE DIAMONTE LANE 35 35 NO
DRIVE EAST CHANGE
PALOS VERDES DIAMONTE LANE MIRALESTE DRIVE 35 35 NO
DRIVE EAST CHANGE
PALOS VERDES MIRALESTE DRIVE BRONCO DRIVE 30 35 INCREASEDRIVEEAST
PALOS VERDES BRONCO DRIVE NORTH CITY LIMIT 30 35 INCREASEDRIVEEAST
Attachments 4-79
Attachment #3
Resolution No.2012-xx
Attachments 4-80
RESOLUTION NO. 2012-___
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF RANCHO PALOS
VERDES APPROVING CERTAIN SPEED SURVEYS AND ESTABLISHING
SPEED LIMITS IN ACCORDANCE WITH THOSE SURVEYS ON VARIOUS
STREETS WITHIN THE CITY.
WHEREAS, in accordance with the requirements of Sections 22358.4, 22407
and 40802 of the California Vehicle Code, engineering and traffic surveys have been
conducted on various streets within the City by the City’s Consulting Traffic Engineer in
accordance with the requirements of the California Vehicle Code, including Section 627
of said Code; and
WHEREAS, the report and recommendations of the City’s Consulting Traffic
Engineer and the speed surveys that were conducted were presented for review and
concurrence by the City’s Traffic Safety Commission, which has recommended approval
thereof to the City Council; and
WHEREAS, the report and recommendations of the City’s Consulting Traffic
Engineer and the speed surveys that were conducted by the Traffic Engineer for the
street segments that are set forth in bold on Exhibit A, which is attached hereto as and
incorporated herein by this reference, were presented for review and approval by the
City Council of the City of Rancho Palos Verdes at a duly noticed meeting thereof on
April 3, 2012; and
WHEREAS, it has been determined that the establishment of speed limits that
are reasonable and safe will facilitate the orderly movement of vehicular traffic within the
City;
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF RANCHO PALOS
VERDES RESOLVES AND ORDERS AS FOLLOWS:
Section 1. Speed limit is established on the following streets in accordance
with Section 15.32.010 and 15.32.020 of the City of Rancho Palos Verdes Traffic
Ordinance adopted pursuant to Section 10.04.010 of the Rancho Palos Verdes
Municipal Code:
ROAD SURVEYED LIMITS
Bayend Drive 09/21/04 15 mph, when children are
present, on Bayend Drive from
General Street to Crestwood
Street.
Attachments 4-81
Crenshaw Boulevard 08/16/07 40 miles per hour on Crenshaw
Boulevard from Sea Crest Drive to
Crest Road.
Crenshaw Boulevard 08/16/07 45 miles per hour on Crenshaw
Boulevard from Crest Road to the
Rolling Hills Estates City
Boundary.
Crest Road 09/14/07 45 miles per hour on Crest Road
from Hawthorne Boulevard to
Crenshaw Boulevard.
Crest Road 08/16/07 45 miles per hour on Crest Road
from Palos Verdes Drive East to
Ganado Drive.
Crest Road 08/16/07 40 miles per hour on Crest Road
from Ganado Drive to the Rolling
Hills City Boundary north of Paseo
de Pino.
Crestridge Road 08/16/07 40 miles per hour on Crestridge
Road from Crenshaw Boulevard to
Highridge Road.
Crestwood Street 09/21/04 15 mph, when children are
present, on Crestwood Street from
Upland Street to Bayend Drive
Forrestal Drive 08/16/07 35 miles per hour on Forrestal
Drive from Palos Verdes Drive
South to the terminus of Forrestal
Drive north of Pirate Drive.
General Street 09/21/04 15 mph, when children are
present, on General Street from
Crestwood Street to Bayend Drive
Attachments 4-82
Granvia Altamira 08/16/07 35 miles per hour on Granvia
Altamira from Hawthorne Blvd to
the Palos Verdes Estates City
Boundary north of Monero Drive.
Hawthorne Boulevard 09/14/07 45 miles per hour on Hawthorne
Boulevard from Palos Verdes Drive
West to Vallon Drive.
Hawthorne Boulevard 09/14/07 45 miles per hour on Hawthorne
Boulevard from Vallon Drive to
Crest Road.
Hawthorne Boulevard 09/14/07 45 miles per hour on Hawthorne
Boulevard from Crest Road to
Eddinghill Drive/Seamount Drive.
Hawthorne Boulevard 09/14/07 45 miles per hour on Hawthorne
Boulevard from Eddinghill
Drive/Seamount Drive to Highridge
Road/Grayslake Road.
Hawthorne Boulevard 09/14/07 40 miles per hour on Hawthorne
Boulevard from Grayslake
Road/Highridge Road to Indian
Peak Road.
Hawthorne Boulevard 09/14/07 45 miles per hour on Hawthorne
Boulevard from Silver Spur Road
to the Rolling Hills Estates City
Boundary.
Hawthorne Boulevard 04/23/03 25 miles per hour – Truck traffic in
northbound direction only on
Hawthorne Boulevard from Silver
Spur Road to the Rolling Hills
Estates City Boundary.
Hawthorne Boulevard 10/04/07 25 miles per hour – Truck traffic
in southbound direction only on
Hawthorne Boulevard from Rhone
Drive to Palos Verdes Drive West.
Highridge Road 09/14/07 35 miles per hour on Highridge
Attachments 4-83
Road from Hawthorne Boulevard
to the Rolling Hills Estates City
Boundary south of Peacock Ridge
Road.
Indian Peak Road 06/09/11 40 miles per hour on Indian
Peak Road from Crenshaw
Boulevard to Rolling Hills Estates
City Limits.
Miraleste Drive 08/16/07 35 miles per hour on Miraleste
Drive from Palos Verdes Drive
East to Via Colinita.
Miraleste Drive 08/16/07 35 miles per hour on Miraleste
Drive from Via Colinita to the Los
Angeles City Boundary south of
Suana Drive.
Montemalaga Drive 08/16/07 35 miles per hour on
Montemalaga Drive from Silver
Spur Road to the Palos Verdes
Estates City Boundary west of
Grayslake Road.
Palos Verdes Drive East 09/10/07 40 miles per hour on Palos
Verdes Drive East from Palos
Verdes Drive South to a point
2,900 feet north of Palos Verdes
Drive South.
Palos Verdes Drive East 09/10/07 40 miles per hour on Palos
Verdes Drive East from Palos
Verdes Drive South to Ganado
Drive.
Palos Verdes Drive East 09/10/07 35 miles per hour on Palos
Verdes Drive East from Ganado
Drive to Diamonte Lane
Palos Verdes Drive East 09/10/07 35 miles per hour on Palos
Verdes Drive East from
Diamonte Lane to Miraleste
Drive.
Attachments 4-84
Palos Verdes Drive East 09/10/07 35 miles per hour on Palos
Verdes Drive East from Miraleste
Drive to Bronco Drive
Palos Verdes Drive East 09/10/07 35 miles per hour on Palos
Verdes Drive East from Bronco
Drive to the Rolling Hills Estates
City Boundary north of
Sunnyside Ridge Road
Palos Verdes Drive South 05/31/06 40 miles per hour on Palos
Verdes Drive South from 1300 feet
west of Schooner Drive to the Los
Angeles City Limit.
Palos Verdes Drive South 05/31/06 35 miles per hour on Palos
Verdes Drive South from 1,500
feet east of Seacove Drive to 1,300
feet west of Schooner Drive.
Palos Verdes Drive South 06/09/11 45 miles per hour on Palos
Verdes Drive South/Palos Verdes
Drive West from Hawthorne Blvd to
1,500 feet east of Seacove Drive.
Palos Verdes Drive West 06/09/11 45 miles per hour on Palos
Verdes Drive West from
Hawthorne Blvd to North City Limit
Ridgegate Drive 09/14/07 25 miles per hour on Ridgegate
Drive from Hawthorne Blvd. to
Highridge Road.
Silver Spur Road 06/09/11 35 miles per hour on Silver Spur
Road from the Rolling Hills Estates
City Boundary north of Elkmont
Drive to the Rolling Hills Estates
City boundary south of Silver
Arrow Drive.
Via Vicente/Calle Entradero 09/14/07 35 miles per hour on Via
Vicente/Calle Entradero from Palos
Verdes Drive West to Palos
Verdes Drive West.
Attachments 4-85
Section 2. All previous resolutions and orders establishing speed limits on
these roadways within the City of Rancho Palos Verdes are hereby amended to reflect
these speed limits.
Section 3. The City Clerk is hereby ordered to file certified copies of this
resolution with the Los Angeles County Sheriff’s Office.
Section 4. The speed limit established in Section 1 of this resolution shall
become effective upon posting of the speed limit signs.
PASSED, APPROVED and ADOPTED this _____ day of ____________ 2012.
___________
Mayor
Attest:
__________________
City Clerk
State of California )
County of Los Angeles ) ss
City of Rancho Palos Verdes )
I, Carla Morreale, City Clerk of the City of Rancho Palos Verdes, hereby certify that the
above Resolution No. 2012-___, was duly and regularly passed and adopted by the
said City Council at a regular meeting thereof held on _________, 2012.
City Clerk
Attachments 4-86