PVDE Prelim Study Report_Jan2010_Final_no Exh 14 & no Appendix
Willdan Engineering Palos Verdes Drive East Preliminary Study Report
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TABLE OF CONTENTS
Page
I. EXECUTIVE SUMMARY .............................................................................. 1
Designated Public Trails............................................................................ 1
Existing Conditions .................................................................................... 3
PVDE Multimodal Analysis ........................................................................ 4
Key Areas of Interest ................................................................................. 4
Integrated Corridor Improvements............................................................. 6
II. INTRODUCTION ......................................................................................... 9
III. GENERAL PLAN DESIGNATION AND DESIGNATED PUBLIC TRAILS .... 11
General Plan Designation of PVDE ........................................................... 11
The Conceptual Trails Plan........................................................................ 11
The Preserve Trails Plan ........................................................................... 16
Recommended Pedestrian and Equestrian Trail Design Standards.......... 16
IV. EXISTING CONDITIONS ............................................................................. 20
PVDE Roadway, Sidewalks and Equestrian Trails .................................... 20
Existing Multimodal Traffic......................................................................... 20
Traffic Collision Data and Analysis ............................................................ 28
Public Comments at Traffic Safety Commission Workshops..................... 36
V. PVDE MULTIMODAL CORRIDOR ANALYSIS ............................................ 37
PVDE Multimodal Corridor Analysis........................................................... 37
VI. PVDE KEY AREAS OF INTEREST .............................................................. 53
A. Deadman’s Curve.................................................................................. 53
B. Bronco Drive/Headland Drive Area........................................................ 53
C. Miraleste Intermediate School and Vicinity............................................ 58
D. Miraleste Drive/Miraleste Plaza Area .................................................... 58
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TABLE OF CONTENTS (cont.)
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E. Via Subida/La Vista Verde Drive Area................................................... 62
F. Marymount College/Ganado Drive Area................................................ 62
G. Switchbacks.......................................................................................... 69
VII. PVDE CORRIDOR IMPROVEMENTS ......................................................... 74
PVDE Multimodal Corridor Improvements................................................. 74
Feasible Improvements – Key Areas of Interest ........................................ 83
Planned PVDE Corridor Improvements ..................................................... 86
Integrated PVDE Corridor Improvements .................................................. 86
LIST OF TABLES
Table Description
1 Summary of Collision History.................................................................. 34
2 Recommended Minimum Pavement and Right-of-Way Widths............... 37
3 Proposed Priority of Integrated PVDE Corridor Improvements ............... 91
LIST OF EXHIBITS
Exhibit Description
1 Vicinity Map............................................................................................. 2
2 Designated Public Trails (PVDE) ............................................................ 12
3 Conceptual Trails Plan, Section 4........................................................... 13
4 Conceptual Trails Plan, Section 5........................................................... 14
5 Preserve Trails Plan - San Ramon Reserve............................................ 17
6 Lower Palos Verdes Drive East Trail....................................................... 18
7 PVDE Existing Sidewalks/Equestrian Trails............................................ 21
8 Daily Vehicle Traffic Counts, Thursday, 09/25/2008 ............................... 23
9 Daily Vehicle Traffic Counts, Saturday, 09/27/2008 ................................ 24
10 Peak Hour Volumes – All Modes, Thursday, 09/25/2008........................ 25
11 Peak Hour Volumes – All Modes, Saturday, 09/27/2008 ........................ 26
12 High Collision Areas ................................................................................ 29
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TABLE OF CONTENTS (cont.)
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LIST OF EXHIBITS (cont.)
Exhibit Description
13 Multimodal Corridor Segment Map.......................................................... 39
14 Aerial Map, Multimodal Corridor Segments ............................................ 40
15 Multimodal Segments Photo and Measurement Locations ..................... 52
16 Key Areas of Interest Map....................................................................... 54
17 Deadman’s Curve ................................................................................... 55
18 Bronco Drive/Headland Drive Area......................................................... 56
19 Miraleste Intermediate School Vicinity .................................................... 59
20 Miraleste Drive/Miraleste Plaza Area ...................................................... 61
21 Via Subida/La Vista Verde Drive Area .................................................... 64
22 Marymount College/Ganado Drive Area ................................................. 67
23 Switchbacks............................................................................................ 71
24 Tarapaca Landslide ................................................................................. 72
25 Multimodal Segment Improvement Categorization.................................. 75
26 Typical Terrain – Colt Road to Via Cañada ............................................. 76
27 Typical Terrain – Calle Aventura to Ganado Drive.................................. 77
28 Typical Terrain – NCL to Bend W/O Horseshoe Lane ............................. 79
29 Typical Terrain – Via Frascati to Calle Aventura..................................... 80
30 Typical Terrain – Bend W/O Horseshoe Ln. to Mustang Rd.................... 81
31 Typical Terrain – Miraleste Dr. to Via Frascati ........................................ 82
32 Planned Corridor Improvements ............................................................. 87
33 Proposed Priority of Integrated Improvements........................................ 92
APPENDICES
APPENDIX A – City’s Conceptual Trails Plan, Revised September 7, 1993; and Palos
Verdes Nature Preserve – Public Use Master Plan (PUMP) Preserve
Trails Plan (PTP)
APPENDIX B – Multimodal Traffic Count Data
APPENDIX C – Traffic Collision Data
APPENDIX D – Palos Verdes Drive East Field Photographs
APPENDIX E – Public Comments on Existing PVDE Conditions
APPENDIX F – Shared Lane Markings for Bicycles (Sharrows)
Willdan Engineering Palos Verdes Drive East Preliminary Study Report
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CITY OF RANCHO PALOS VERDES
PALOS VERDES DRIVE EAST
PRELIMINARY STUDY REPORT
I. EXECUTIVE SUMMARY
The purpose of the Palos Verdes Drive East (PVDE) Preliminary Study is to identify key
areas for safety improvements, to serve as the basis for obtaining future outside
funding, and to provide a programming tool for the Capital Improvement Program (CIP)
and City budget. Accordingly, the Preliminary Study reviewed the existing facilities and
conditions of Palos Verde Drive East in the City of Rancho Palos Verdes; evaluated the
feasibility of installing multi-modal facilities on PVDE; identified key areas with safety
concerns and propose possible improvements; integrated the multimodal improvements
with the safety improvements; and developed a priority for implementation based on
safety, coordination with other planned/proposed improvements, and linkages to other
segments. The study area is shown on Exhibit 1.
Designated Public Trails
In 1993, the City Council approved the revised Conceptual Trails Plan, which identifies
opportunities for pedestrian, equestrian and off-road bicycle trails within the community
to facilitate future acquisition and development of the trails. PVDE is divided into two
segments in the Conceptual Trails Plan, with the dividing line on the north side of
Miraleste Drive. The Conceptual Trails Plan notes that the primary designated use for
PDVE is pedestrian, but that any reconstruction of the southerly segment of PVDE
should include Class II bike paths on both sides of the street. It also notes that the
northerly segment should accommodate equestrian use only where needed. There are
no provisions for equestrian use of PVDE on the southerly segment or for bicycle use
on the northerly segment.
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In April 2008, the City Council adopted the Preserve Trails Plan (PTP) for the Palos
Verdes Nature Preserve, including the San Ramon Reserve, which encompasses the
PVDE Switchbacks. Consistent with the Conceptual Trails Plan, the PTP’s Lower Palos
Verdes Drive East Trail runs parallel and adjacent to PVDE’s northbound lane, and
provides for both pedestrians and bicycles. To date, the PTP’s Lower PVDE Trail
alignment traverses an area that is experiencing land movement. The City has
undertaken steps to evaluate this landslide activity and will consider the recommended
improvements upon the conclusion of the study. This area is known as the Lower San
Ramon/Tarapaca Landslide Project.
Existing Conditions
To document the current multi-modal usage of PVDE, traffic count data was collected
for vehicles, bicyclists, pedestrians and equestrians along three segments of PVDE, on
a Thursday and on a Saturday. AM and PM peak hour volumes were collected for all
modes: vehicles, pedestrians, bicyclists and equestrians, whereas daily volumes were
collected for motor vehicles only. The weekday daily motor vehicle volumes on PVDE
ranged from 11,560 near the North City Limit to 3,411 just north of Palos Verdes Drive
South, with the Saturday volumes somewhat lower.
The number of pedestrians walking along PVDE ranged from a maximum of five per
hour on Thursday to a maximum of 12 per hour on Saturday. As would be expected,
there was more pedestrian activity in the vicinity of the school, with up to 130
pedestrians crossing the north leg of PVDE during the Thursday PM peak hour. The
number of cyclists observed riding on PVDE was much greater on Saturday, with a
maximum of 10 per hour on Thursday and a maximum of 96 per hour on Saturday. No
equestrians were observed at any of the count locations on either day. City staff
indicated, however, that the equestrians primarily use PVDE to access the off-road trails
and do not ride along PVDE for any significant distances.
A review of the traffic collision data over the past three years shows that there was a
total of 75 reported collisions, with one reported collision involving a pedestrian and
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three reported collisions involving bicyclists. The collision rates for two segments,
Marion Drive to Colt Road and the bend west of Horseshoe Lane to Mustang
Road/Coach Road, exceeded the Caltrans average, which indicates there may be a
safety problem.
The City’s Traffic Safety Committee scheduled three workshops in July and August
2009 to hear public comments regarding residents’ issues and concerns about traffic
safety on Palos Verdes Drive East. The primary comments concerned the four-lane
section of PVDE, the need for sidewalks, bike lanes and turnouts, the need for a traffic
signal at PVDE and Miraleste Drive, and improved safety for equestrians.
PVDE Multimodal Analysis
The width of PVDE ranges from approximately 28 feet to 74 feet, and the right-of-way
(ROW) width varies from approximately 50 feet to 115 feet. The minimum
recommended width of a travel lane for this roadway is 12 feet, the minimum bike lane
width is 5 feet, the minimum sidewalk width/clearance is 5 feet, and the minimum tread
width/horizontal clearance for an equestrian trail clearance is 4 feet/6 feet, resulting in a
minimum pavement width of 34 feet and minimum ROW width of 45 feet with provisions
for all modes of transportation. It is recommended that separate sidewalks and
equestrian trails be provided wherever possible to provide concrete sidewalks for
pedestrians. The minimum sidewalk width and the sidewalk/equestrian trail clearances
are based on the recommended design standards in the Conceptual Trails Plan (CTP),
as is the minimum ROW width, which includes a sidewalk/equestrian trail on only one
side of PVDE.
Key Areas of Interest
In addition to the overall improvement of Palos Verdes Drive East to a multimodal
corridor, specific traffic safety concerns have been identified on Palos Verdes Drive
East and are referred to in this report as “key areas of interest”. The key areas of
interest are at the following locations:
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A. Deadman’s Curve
B. Bronco Drive/Headland Drive Area
C. Miraleste Intermediate School Vicinity
D. Miraleste Drive/Miraleste Plaza Area
E. Via Subida/La Vista Verde Drive Area
F. Marymount College/Ganado Drive Area
G. Switchbacks
At Deadman’s Curve, the primary issue is that the heavily used equestrian trail is in
poor condition and brush impedes the safe passage of the equestrians. In the Bronco
Drive/Headland Drive area, the primary concern is equestrian safety in crossing PVDE
at Bronco Drive, which is located on a hairpin turn, with limited sight distance. Two
schools and a library are clustered together in the Miraleste Intermediate School vicinity,
with many school pedestrians crossing PVDE. There are controls for traffic on PVDE
and the terrain makes the crosswalks difficult to see. At Miraleste Drive/Miraleste
Plaza, many school children use the crosswalk on the east side of PVDE to cross
Miraleste Drive, blocking traffic going to and from Miraleste. This results in a back-up of
southbound left-turning traffic on PVDE, which then blocks the southbound through
traffic. It is also difficult for motorists to make left turns from Miraleste Drive onto PVDE.
The heavy peak hour traffic on PVDE has a similar affect. Both Via Subida and La Vista
Verde Drive, which are located near each other, intersect PVDE at sharp angles,
making it difficult to see traffic approaching from the left on PVDE. A reported traffic
collision has occurred at each intersection during the last three years, which supports
the safety concerns. The four-lane section of PVDE in the Marymount College/Ganado
Drive area causes motorists to speed up as they go from two lanes to four lanes and
then have difficulty merging when it narrows again to two lanes. There is limited line of
sight at the intersection of Ganado Drive and PVDE, due to the terrain in the area and
the curve in the road. As the gateway to the Switchbacks, many vehicles pick up speed
in the area. The Switchbacks are located in a steep section of PVDE, and there are
narrow shoulders and no sidewalks or bike lanes. The roadway is not wide enough to
adequately accommodate both bicyclists and motorists.
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Integrated Corridor Improvements
This analysis reviewed the issues regarding traffic safety and providing a multimodal
corridor, and suggestions for possible improvements have been made. Multimodal and
safety improvements are addressed separately, then comprehensively with
improvements that area already planned, resulting in a proposed priority of integrated
corridor improvements.
Multimodal Improvements
For the multimodal analysis, street improvement plans, field reviews and GIS aerial
maps were used to roughly identify each section of PVDE as having one of the four
conditions listed below.
Condition 1: The pavement appears to be wide enough to be restriped to
provide bike lanes
Condition 2: There appears to be enough available width to construct two bike
lanes and a sidewalk, with minimal cut/fill
Condition 3: The surrounding terrain is relatively steep, however, it may be
feasible to widen the roadway to accommodate two bike lanes and
a sidewalk
Condition 4: Physical restrictions, such as steep terrain, appear to be too severe
to make widening the roadway reasonable
Two sections of PVDE, totaling approximately one mile, have Condition 1, where the
street appears to be wide enough to stripe in a bike lane on each side of the street.
Five sections of PVDE, totaling approximately one and one-half miles, have Condition 2,
where there appears to be enough available width to construct two bike lanes and a
sidewalk, with minimal cut/fill. Four sections of PVDE, totaling approximately three
miles, have Condition 3, where the surrounding terrain is relatively steep, however, it
may be feasible to widen the roadway to accommodate two bike lanes and a sidewalk.
Only one section of PVDE, approximately one tenth of a mile long, is categorized as
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Condition 4, where physical restrictions, such as steep terrain, appear to be too severe
to make widening the roadway reasonable.
Feasible Key Area of Interest Improvements
Feasible improvements for the key areas of interest were developed. For Deadman’s
Curve, improvements that would improve equestrian safety include rehabilitation of the
existing trail and brush clearance. In the Bronco Drive/Headland Drive area, widening
the travel lanes, providing an equestrian/pedestrian trail behind a guardrail, and
providing a high-visibility equestrian crossing at Bronco Drive would enhance safety. In
the Miraleste Intermediate School area, school pedestrian safety would be improved by
upgrading the crosswalks to high-visibility, providing wider sidewalks on both sides of
PVDE and providing bike lanes. In the Miraleste Drive/Miraleste Plaza area, several
different actions would improve safety, including installing a traffic signal at the
intersection of PVDE and Miraleste Drive, widening PVDE to extend the existing
southbound left turn lane, install a roundabout (instead of a traffic signal), and install
sidewalks and bike lanes on both sides of PVDE. Due to the physical constraints, no
feasible improvements are readily apparent for Via Subida/La Vista Verde Drive. A
comprehensive analysis would identify appropriate and feasible improvements. In the
Marymount College/Ganado Drive area, overall traffic safety would be improved by
reducing PVDE from four lanes to two lanes and providing a two-way left turn lane and
acceleration lanes, and installing bike lanes. In the Switchback area, bicyclist safety
would be improved by upgrading the guardrails, improving the drain inlets and providing
bike lanes. An interim improvement would be to install shared lane markings for
bicycles, commonly called “sharrows”. For narrow lanes without separate bike lanes,
sharrows indicate to both motorists and bicyclists the portion of the lane bicyclists
should use and are likely to occupy. Sharrows also encourage the safe passing of
bicyclists by motorists and reduce the incidence of wrong-way bicycling. More
information about sharrows is available in Appendix F.
Planned Corridor Improvements
Several improvements are planned for the PVDE corridor by both the City and other
agencies. Implementing multimodal and safety improvements in conjunction with the
planned improvements would reduce the cost to the City. The planned improvements
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include asphalt repair in the Deadman’s Curve area, storm drain upgrades at Headland
Drive, catch basin improvements from Palos Verdes Drive South to the North City Limit,
water mainline improvements, including asphalt overlay, from Miraleste Drive to Bronco
Drive, and upgrading the guardrails from Conestoga Drive to Palos Verdes Drive South.
Integrated PVDE Corridor Improvements
The proposed multimodal and safety improvements have been prioritized based on the
following considerations:
#1 Safety
#2 Coordination with other planned/proposed improvements
#3 Linkages to other segments
Accordingly, the key areas of interest were considered and prioritized based on safety,
which put Miraleste Intermediate School vicinity first, Bronco Drive/Headland Drive
second, and Marymount College/Ganado Drive third. These were then paired with
proposed improvements. The timing of the planned improvements was considered
next, and finally, the multimodal improvements were considered. The result is the
prioritization of eight sets of proposed integrated improvements.
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II. INTRODUCTION
The purpose of the Palos Verdes Drive East (PVDE) Preliminary Study is to identify key
areas for safety improvements, to serve as the basis for obtaining future outside
funding, and to provide a programming tool for the Capital Improvement Program (CIP)
and City budget. Accordingly, the Preliminary Study reviewed the existing facilities and
conditions of Palos Verde Drive East in the City of Rancho Palos Verdes; evaluated the
feasibility of installing multi-modal facilities on PVDE; identified key areas with safety
concerns and propose possible improvements; integrated the multimodal improvements
with the safety improvements; and developed a priority for implementation based on
safety, coordination with other planned/proposed improvements, and linkages to other
segments.
The Palos Verdes Drive East Early Action Report (Early Action Report), dated February
2008, was prepared to address the immediate issues regarding PVDE and provided the
starting point for this Preliminary Study.
Palos Verdes Drive East (PVDE) is generally a narrow, north-south two-lane roadway
that serves as a primary traffic artery for the Palos Verdes Peninsula. Within the City of
Rancho Palos Verdes, PVDE extends six miles from the North City Limit, north of
Conestoga Drive, to Palos Verde Drive South, as shown on Exhibit 1. PVDE serves not
only motor vehicles, but also serves pedestrians, bicyclists and equestrians. For most
of its length, however, there are no separate provisions for pedestrians, bicyclists or
equestrians, and this situation sometimes creates conflicts between the motor vehicles
and the other modes of transportation. The City would like to improve the situation by
upgrading PVDE to a true multi-modal corridor, with facilities for all four transportation
modes, by providing sidewalks, bike lanes and equestrian trail connections within the
PVDE right-of-way.
In addition to the overall improvement of Palos Verdes Drive East to a multimodal
corridor, specific traffic safety concerns have been identified on Palos Verdes Drive
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East and are referred to in this report as “key areas of interest”. The key areas of
interest are at the following locations:
A. Deadman’s Curve
B. Bronco Drive/Headland Drive Area
C. Miraleste Intermediate School Vicinity
D. Miraleste Drive/Miraleste Plaza Area
E. Via Subida/La Vista Verde Drive Area
F. Marymount College/Ganado Drive Area
G. Switchbacks
Safety concerns were identified for each key area and feasible improvements to
address the concerns were developed.
A list of planned improvements on PVDE was supplied by the City to use in considering
how the multimodal and safety improvements might be integrated into the proposed
improvements, thereby reducing costs.
The proposed integrated improvements were then prioritized based on safety,
coordination with other planned/proposed projects, and linkages to other segments, in
that order.
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III. GENERAL PLAN DESIGNATION AND THE DESIGNATED PUBLIC TRAILS
General Plan Designation of PVDE
In the Rancho Palos Verdes General Plan, adopted on June 26, 1975, Palos Verdes
Drive East is listed as an arterial street, serving the eastern part of the City. The
General Plan also notes, “One of the most significant problems is that of the conflicts
which arise due to various transportation modes (including pedestrians) using the same
limited space.” To help alleviate the situation, the General Plan includes Path and Trail
Networks, comprised of walkways, bikeways and equestrian trails. The bikeways and
walkways were of particular concern. The Conceptual Bikeways Network includes
Palos Verdes Drive East as a “radial”, which is designed to connect the primary loops
and provide access to various activity areas on and off the Peninsula. The General
Plan also notes, however, that “most radials are of such a nature that only the most
dedicated physical fitness buffs and recreationalists will use them for ‘pleasure’,” and
points out that “cyclists using these radials should be made aware of the potential
problems that may occur on intermittent portions of the bikeway.” PVDE is also
included on the Conceptual Walkways Network as an Urban Trail.
Conceptual Trails Plan
In 1993, the City Council approved the revised Conceptual Trails Plan for the City of
Rancho Palos Verdes. Relevant excerpts are included in Appendix A. The City’s
General Plan is currently being updated and the Transportation Systems section will
incorporate and refine the Conceptual Trails Plan. PVDE is included in Sections 4 and
5 of the Conceptual Trails Plan (Exhibit 2). The section of PVDE from Miraleste Drive
south is included in Section 4 as Trail Number C17, Lower Palos Verdes Drive East
Segment, and indicated on Exhibit 3. The section of PVDE north of Miraleste Drive is
included in Section 5 as Trail Number C18, Upper Palos Verdes Drive East Segment,
and shown on Exhibit 4.
The Conceptual Trails Plan notes the following about Trail Number C17, Lower Palos
Verdes Drive East Segment, which is from Miraleste Drive south:
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Route: This specific course trail segment is located on the northbound
side of P.V. Drive East throughout this section. Provision should be made
for crossing P.V. Drives South and East at the intersections.
Status: Category III. This trial is in the street right-of-way, and should be
included in any plans for the reconstruction of P.V. Drive East.
Reconstruction should also include Class II bike paths on both sides of the
street.
Standards (level of difficulty): Intermediate.
Use: Pedestrian
Access: This trail segment is part of the Palos Verdes Drive Trail,
connecting to the Seacliff, Rotunda, and Upper Palos Verdes Drive East
Segments. It connects with numerous other trails and streets in the
eastern portion of the City.
The Conceptual Trails Plan notes the following about Trail Number C18, Upper Palos
Drive East Segment, which is north of Miraleste Drive:
Route: This specific course trail segment should extend along the full
length of P.V. Drive East Section Five, as much as possible on the
west/north side of the road, from the boundary with Section Four to the
City’s border with Rolling Hills Estates.
Status: Category III. This trial segment is in the street right-of-way, and
should be included in any plans for the reconstruction of P.V. Drive East.
Standards (level of difficulty): Intermediate.
Use: Pedestrian/equestrian. It is recommended that equestrian use
should be accommodated only where it is needed to provide safe passage
from equestrian properties to the off-road trail network.
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Access: This trail segment is part of the Palos Verdes Drive Trail,
connecting to the lower Palos Verdes Drive Segment (C17:Section 4). It
also connects with numerous other trails and streets in the eastern portion
of the City.
Specific information about each of the above-listed trail factors can be found in excerpts
from the 1993 revised Conceptual Trails Plan in Appendix A.
Preserve Trails Plan
In April 2008, the City Council adopted the Preserve Trails Plan (PTP) for the Palos
Verdes Nature Preserve (Exhibit 5). The Preserve Trails Plan, which was the initial and
largest component of the Public Use Master Plan (PUMP), identifies the trail routes and
trail uses in the Nature Preserve. The PVDE Switchbacks are included in the PTP’s
San Ramon Reserve, as shown on Exhibit 6. The trail routes in the San Ramon
Reserve are partly based on the Conceptual Trails Plan and partly based on the existing
use of the property, with all trails designated for pedestrian and bicycle use only.
Consistent with the Conceptual Trails Plan, the Lower Palos Verdes Drive East Trail
runs parallel and adjacent to PVDE’s northbound lane (see previous Exhibit 2).
Recommended Pedestrian and Equestrian Trail Design Standards
Although the Lower Palos Verdes Drive Trail specifically mentions bike lanes, the Upper
Palos Verdes Drive Trail does not. Bicycle use on both segments, as noted on
subsequent Exhibits 10 and 11, is similar. Therefore, it is recommended that bike lanes
be provided along the full length of PVDE.
All proposed trails on PVDE are unpaved pathways, intended to be composed of natural
materials. It is recommended, however, that since the proposed sidewalks are part of
the streetscape, they be constructed of concrete (PCC) with curbs and gutters, where
feasible. For the sections of PVDE that will need an equestrian path for safe passage to
an off-street trail, it is recommended that a separate unpaved pathway adjacent to the
sidewalk be provided where sufficient ROW is available.
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The Conceptual Trails Plan includes a list of recommended trail design standards
prepared by the Rancho Palos Verdes Trails Committee (see Appendix A). Since their
standards are primarily for trails in open space, they were considered as general
guidance.
Based on the American’s With Disabilities Act (ADA) standards, a minimum
width/clearance of 5 feet is recommended for sidewalks. A minimum horizontal
clearance of 6 feet is recommended for the equestrian-only trails on PVDE. If the
pedestrian and equestrian trails must be combined, an 8-foot minimum width for
equestrian/pedestrian use is recommended. In accordance with the Conceptual Trails
Plan, it is recommended that the sidewalk and/or equestrian trail typically be provided
on only one side of PVDE.
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IV. EXISTING CONDITIONS
Palos Verdes Drive East Roadway, Sidewalks and Equestrian Trails
Palos Verdes Drive East (PVDE) is generally a narrow, north-south two-lane roadway
that serves as a primary traffic artery for the Palos Verdes Peninsula. Within the City of
Rancho Palos Verdes, PVDE extends six miles from the North City Limit, north of
Conestoga Drive, to Palos Verde Drive South, as shown on previous Exhibit 1. PVDE
serves not only motor vehicles, but also serves pedestrians, bicyclists and equestrians.
For most of its length, however, there are no separate provisions for pedestrians,
bicyclists or equestrians. The width of PVDE ranges from approximately 28 feet to 74
feet, and the right-of-way (ROW) width varies from approximately 50 feet to 115 feet.
Using field observations, available street improvement plans and the City’s GIS maps,
the existing sidewalks on PVDE were roughly identified, as shown on Exhibit 7. The
majority of sidewalks are asphalt, with sections of concrete sidewalks in certain
locations. For the most part, there are very few sections of sidewalk on the west side of
PVDE, whereas, the majority of the east side has some type of sidewalk, which reflects
the Conceptual Trails Plan standards. The sidewalks range in width from a mere foot
path to several feet, and they are occasionally obstructed with guard rails, power poles
or other objects. Exhibit 7 also shows the existing equestrian trail on PVDE.
Existing Multimodal Traffic
To document the current multi-modal usage of PVDE, traffic count data was collected
for vehicles, bicyclists, pedestrians and equestrians along the following three segments
of PVDE, as identified by City staff:
• Between Conestoga Drive and Saddle Road
• Between Picardie Road and Via Canada/Miraleste Intermediate School
Driveway
• Between Vista Del Mar and Palos Verdes Drive South
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The segment counts were collected on Thursday, September 25, 2008, and on
Saturday, September 27, 2008, and consisted of the following at each location:
• Daily (24-hour) traffic counts
• Peak hour segment counts from 7-9 AM and 2-5 PM on Thursday
• Peak hour segment counts from 8 AM – 12 PM on Saturday
Please note that the peak hour counts were directional and the pedestrians, bicyclists
and equestrians were traveling alongside the roadway, not crossing the roadway. At
the intersection of PVDE/Via Cañada/Miraleste Intermediate School
Driveway/Crownview Drive, the pedestrians crossing each leg of the intersection were
also counted.
Peak hour counts were also collected at the intersection of PVDE and Miraleste Drive,
simultaneously with the peak hour counts for the segments. However, the pedestrian,
bicycle and equestrian counts were of those crossing the streets at the intersection, not
traveling alongside the roadways. The traffic count data is provided in Appendix B.
The daily vehicle counts collected on Thursday are shown on Exhibit 8 and the daily
vehicle counts collected on Saturday are illustrated on Exhibit 9. The highest daily
volumes on PVDE occur near the North City Limit and are 11,560 and 8,737 on
Thursday and Saturday, respectively. The daily volumes decrease somewhat, to
10,482 and 7,966, adjacent to the Miraleste Intermediate School and decrease
substantially, to 3,411 and 2,853, just north of Palos Verdes Drive South.
The peak hour counts collected on Thursday are illustrated on Exhibit 10 and the peak
hour counts collected on Saturday are shown on Exhibit 11.
On PVDE north of Via Cañada and adjacent to Miraleste Intermediate School, eight
cyclists were observed during the weekday AM peak hour and six cyclists were
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observed during the weekday PM peak hour, as shown on Exhibit 10. On Saturday,
115 cyclists were observed on during the peak hour, as illustrated on Exhibit 11. No
equestrians were observed at this location on either day.
Since the count location north of Via Cañada is near the school, pedestrian counts were
not taken along PVDE, but instead were taken at the crosswalks on the five legs of the
intersection formed by PVDE, Via Cañada, the school driveway and Crownview Drive.
As shown on Exhibit 10, during the weekday AM peak hour, 16 pedestrians crossed the
north leg of PVDE, 17 pedestrians crossed Via Cañada, 4 pedestrians crossed the
south leg of PVDE, no pedestrians crossed Crownview Drive and no pedestrians
crossed the school driveway. During the weekday PM peak hour, 130 pedestrians
crossed the north leg of PVDE, 64 pedestrians crossed Via Cañada, four pedestrians
crossed the south leg of PVDE, four pedestrians crossed Crownview Drive, and 45
pedestrians crossed the school driveway. As shown on Exhibit 11, five pedestrians
were observed to cross the north leg of PVDE, 15 pedestrians crossed Via Cañada, five
pedestrians crossed the south leg of PVDE and no pedestrians crossed Crownview
Drive or the school driveway, during the Saturday peak hour.
At the southern-most count location, just north of Palos Verdes Drive South, one
pedestrian, eight cyclists and no equestrians were observed during the weekday AM
peak hour, as shown on Exhibit 10. During the weekday PM peak hour, no pedestrians,
5 cyclists, and no equestrians were observed. As illustrated on Exhibit 11, six
pedestrians, 149 cyclists and no equestrians were observed during the peak hour on
Saturday.
Peak hour traffic counts at the intersection of PVDE and Miraleste Drive are shown on
Exhibits 10 and 11, for weekday and Saturday, respectively. In addition to the vehicular
traffic, counts were made of pedestrians, cyclists and equestrians crossing the legs of
the intersection. On the weekday, four pedestrians, 14 cyclists, and no equestrians
were observed to cross Miraleste Drive during the AM peak hour, with seven
pedestrians, four cyclists and no equestrians during the PM peak hour. On Saturday,
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one pedestrian, 116 cyclists and no equestrians were observed to cross Miraleste Drive
during the peak hour. Whereas no pedestrians were observed to cross PVDE at
Miraleste Drive during the weekday peak hours, 23 were observed to make that
crossing during the Saturday peak hour.
It should be noted that although no equestrians were observed to ride along PVDE
during the periods the counts were collected, an effort was made to count them. Prior
to determining the count locations, discussions were held with the City staff familiar with
the equestrian community. City staff had indicated that the equestrians usually use the
trails and rarely travel on PVDE. The count location just south of Conestoga Drive was
chosen since equestrians would be most likely to cross or travel along PVDE in this
area to access local off-street equestrian trails.
Overall, the traffic counts indicate that there are few pedestrians or bicycle riders using
PVDE during the weekday peak hours, except for the high number of students during
the afternoon school peak hour at Miraleste Intermediate School. Many students
appear to be dropped off at school in the morning and walk home after school. The
traffic counts do confirm, however, that PVDE is a popular road for bicycle riders on the
weekend.
Traffic Collision Data and Analysis
Collision data for the three-year period from July 2006 – June 2009 was provided by the
City and is summarized on Exhibit 12-A. The collision data is reproduced in the tables
in Appendix C. A review of the traffic collision data over the past three years shows that
there was a total of 75 reported collisions, with one reported collision involving a
pedestrian and three reported collisions involving cyclists.
The traffic collision rates for segments of PVDE were analyzed and compared to
Caltrans average rates for similar roadways. The collision rates of PVDE by segment
are shown in Table 1. For convenience, the segments used in the multimodal analysis
were used to determine collision rates.
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TABLE 1
SUMMARY OF COLLISION HISTORY
SEG-
MENT
NO. SECTION OF PVDE
MIDBLOCK
COLLISIONS
LENGTH
(miles) ADT
MIDBLOCK
COLLISION
RATE
I North City Limit to the bend
west of Horseshoe Lane 6 3,500’ 11,560 0.71
II The bend west of Horseshoe
Ln. to Mustang Road/Coach
Rd
22 5,100’ 11,560 1.80
III Mustang Road/Coach Road to
south of Clevis Road 1 1,400’ 11,560 0.30
IV South of Clevis Road to Marion
Drive 1 600’ 11,560 0.70
V Marion Drive to Colt Road 2 400’ 10,482 2.30
VI Colt Road to Via Cañada 5 1,700’ 10,482 1.35
VII Via Cañada to Miraleste Drive 1 900’ 10,482 0.51
VIII Miraleste Drive to south of
Miraleste Drive 0 1,200’ 10,482 0
IX South of Miraleste Drive to Via
Frascati 0 N/A 10,482 0
X Via Frascati to Calle Aventura 8 4,500’ 10,482 0.82
XI Calle Aventura to Ganado Dr. 9 3,600’ 7,500 1.61
XII Ganado Dr. to Palos Verdes
Drive South 4 8,600’ 3429 0.65
The collision rates for two segments exceeded the Caltrans average of 1.65 collisions
per million vehicle miles (Col/MVM), which indicates there may be a safety problem.
These segments of PVDE are listed below and illustrated on Exhibit 12-B.
• Marion Drive to Colt Road (2.3 Col/MVM)
• The bend west of Horseshoe Lane to Mustang Road/Coach Road (1.80
Col/MVM)
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The collision rate for PVDE from Calle Aventura to Ganado Drive was somewhat lower
than the Caltrans Average, at 1.61 Col/MVM. The segment from Colt Road to Via
Cañada was 1.35 Col/MVM. The other segments were all well below 1.0 Cols/MVM
and not considered to be areas with significant collision rates. It should be noted that
the section of PVDE in the vicinity of Miraleste Intermediate School is comprised of two
of the segments with the highest collision rates.
Public Comments from Traffic Safety Commission Workshops
The City’s Traffic Safety Committee scheduled three workshops in July and August
2009 to hear public comments regarding residents’ issues and concerns about traffic
safety on Palos Verdes Drive East. Each workshop was primarily for a particular
segment of Palos Verdes Drive East, although comments on all segments were
accepted. The Traffic Safety Committee also accepted comments via e-mail. Each
comment was reviewed by the Traffic Safety Commission at the October 26, 2009
meeting and the comments were categorized by City response. The public
comments/suggestions that would be appropriate for consideration in this report or the
PVDE Comprehensive Study are included in a table in Appendix E. The table lists the
commenter’s name(s), the location of the concern, a summary of the comment, and the
exact comment(s). The primary comments were:
• Reduce PVDE from four lanes to two lanes from Calle Aventura to Ganado
Drive
• Add sidewalks, bike lanes and turnouts
• Install a traffic signal at PVDE and Miraleste Drive
• Improve safety for equestrians
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V. PVDE MULTIMODAL CORRIDOR ANALYSIS
PVDE Multimodal Corridor Analysis
As previously noted, the width of PVDE ranges from approximately 28 feet to 74 feet,
and the right-of-way (ROW) width varies from approximately 50 feet to 115 feet. The
minimum recommended width of a travel lane for this roadway is 12 feet. As noted in
Section III, a minimum width/clearance of 5 feet is recommended for sidewalks, and a
minimum tread width of 4 feet and minimum clearance of 6 feet are recommended for
an equestrian-only trail. The sidewalk or equestrian trail would only be on one side of
PVDE. Although bicycle lanes can be as narrow as 3 feet wide, a minimum width of 5
feet is recommended to provide a buffer for negotiating the steep terrain and tight
curves in the roadway. In accordance with the Conceptual Trails Plan and other
standard guidelines, there should be a bike lane on each side of PVDE. Based on
these recommendations, the minimum pavement and ROW widths with the various
travel modes are shown in Table 2, below.
TABLE 2
RECOMMENDED MINIMUM PAVEMENT & ROW WIDTHS
MIN. PAVEMENT WIDTH MIN. ROW WIDTH
TRAVEL MODE Added Total Added Total
Vehicle Travel Lanes (2) -- 24’ -- 24’
Bike Lanes (2) 10’ 34’ 10’ 34’
Sidewalk (one side) -- -- 5’ 39’
Equestrian Trail
(separate, on one side) -- -- 6’ 45’
Therefore, for Condition 1 improvements (bike lanes), the minimum required pavement
and ROW width would be 34 feet. The typical improvements for Conditions 2 and 3
(adding only a sidewalk to one side), would add 5 feet to the ROW, for a minimum ROW
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width of 39 feet. Adding a separate equestrian trail on one side would add another 6
feet to the ROW, for a minimum ROW width of 45 feet. The minimum required ROW of
45 feet to provide a sidewalk/equestrian trail on one side of PVDE and a bike lane on
each side of the street fits within the smallest existing ROW width of 49 feet. It should
be noted that even with the sidewalk limited to one side of PVDE, additional pavement
width of 4 feet might still be needed on the other side to provide either a curb and gutter
or a swale for water run-off purposes, resulting in a possible 49-foot minimum ROW.
This wider ROW is still within the minimum available ROW width of 50 feet.
Aerial maps from the City’s GIS system were used to assist in identifying the sections of
roadway that might accommodate the minimum ROW widths. Lines were plotted on the
maps to indicate the various minimum widths needed for the sidewalks, bicycle lanes
and equestrian trails. The aerial map of PVDE was divided into 12 segments, shown on
Exhibit 13 and illustrated on Exhibit 14. Field measurements and photographs were
taken at 24 sample locations along the route, as shown on Exhibit 15. These locations
are also shown on Exhibit M’s aerial maps. The photographs that were taken at each
location are included in Appendix D, and the field notes regarding measurements such
as the width of sidewalks or of the distance from the roadway edgeline to the edge of
pavement to the toe of the slope or top of the cliff, are noted for each location.
The options for widening the roadway are limited by certain physical factors. In some
cases, driveways of homes are located within the right-of-way, reducing the available
width. These can be seen on Exhibit 14. A small difference between the roadway width
and right-of-way width would also limit landscaping and set-backs. In addition, it is
anticipated that due to the terrain usually dropping off into a cliff on one side of the
roadway and rising into a steep slope or hill on the other side, that widening would most
likely take place on the hill side of the roadway.
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VI. PVDE KEY AREAS OF INTEREST
In addition to the overall improvement of Palos Verdes Drive East to a multimodal
corridor, specific traffic safety concerns have been identified on Palos Verdes Drive
East and are referred to in this report as “key areas of interest”. The key areas of
interest, which are discussed below, are at the following locations (see Exhibit 16):
A. Deadman’s Curve
B. Bronco Drive/Headland Drive Area
C. Miraleste Intermediate School Vicinity
D. Miraleste Drive/Miraleste Plaza Area
E. Via Subida/La Vista Verde Drive Area
F. Marymount College/Ganado Drive Area
G. Switchbacks
A. Deadman’s Curve
Deadman’s Curve is a hairpin turn located south of Conestoga Drive. Although the
horse trail along Palos Verdes Drive East in this area is heavily used, the trail is in poor
condition and brush impedes the safe passage of the equestrians. Exhibit 17 illustrates
the condition of the trail and intruding brush.
B. Bronco Drive/Headland Drive Area
The intersection of Bronco Drive and PVDE is also the intersection of two popular
equestrian trails. Since PVDE trail is located on the east side of PVDE, equestrians
frequently cross PVDE at Bronco Drive to get from one trail to the other. Bronco Drive
intersects PVDE in the middle of a curve, however, which limits motorists’ view of the
equestrians as they cross PVDE and makes it difficult for the equestrians to see traffic
approaching on PVDE. Exhibit 18-A shows the blind curve on the approach to Bronco
Drive and the equestrian crossing. Exhibit.18-B is a view of the equestrian crossing
area. The segment of PVDE in the vicinity of Bronco Drive and Headland Drive also
has the second highest collision rate along PVDE.
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C. Miraleste Intermediate School and Vicinity
Miraleste Intermediate School, Miraleste Elementary School and the public library are
clustered together at/near the intersection of PVDE and Miraleste Intermediate School
Driveway/Via Cañada. With Crownview Drive, which intersects the west side of PVDE
just south of the other streets, the intersection tends to function as a five-legged
intersection (see Exhibit 19-A). There is a painted crosswalk on each of the five legs of
the intersection. The crosswalks on PVDE are located on the north side of the school
driveway/Via Cañada and south of Crownview Drive. The terrain makes it difficult to
see the crosswalks and makes the intersection confusing to the motorist (see Exhibit
19-B). There are no stop controls on PVDE at this intersection, however, a crossing
guard assists students in crossing PVDE. There is a wide concrete sidewalk on the
west side of PVDE from the library driveway to where the right-of-way widens out just
north of the intermediate school driveway. Otherwise, only narrow asphalt or concrete
sidewalks are provided on PVDE in the vicinity of the schools and the library. The lack
of proper sidewalks and the skewed intersection geometry also tend to discourage
walking to and from school.
D. Miraleste Drive/Miraleste Plaza Area
The intersection of PVDE and Miraleste Drive is a primary gathering place, whose
location and amenities draw both residents and students, using all modes of
transportation. In particular, the intermediate school students gather at Miraleste Plaza
after school.
The intersection of PVDE and Miraleste Drive is a three-legged intersection, with
Miraleste Drive teeing into PVDE. Miraleste Drive is a divided roadway with a broad
grassy median separating the wide eastbound and westbound lanes. Miraleste Drive is
stop-controlled while traffic on PVDE does not stop except to turn left onto Miraleste
Drive. A southbound left turn lane is provided on PVDE, however, it is short and can
only accommodate approximately two vehicles at a time. There is a painted crosswalk
across Miraleste Drive on the east side of the intersection (Exhibit 20-A).
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After school, many intermediate school students cross PVDE at Via Cañada, then
proceed south on PVDE to Miraleste Drive. They use the crosswalk to cross Miraleste
and reach their destination at the Plaza. While the students cross Miraleste Drive, they
block traffic making southbound left turns from PVDE to Miraleste Drive and traffic
turning onto PVDE from Miraleste Drive. Since the southbound left turn lane on PVDE
is short, traffic making left turns frequently backs up and blocks the southbound through
lane on PVDE (Exhibit 20-B). There are numerous rear-end and sideswipe collisions at
this location. Westbound traffic also backs up on Miraleste Drive as it waits to turn onto
PVDE, frustrating motorists. The broadside collisions attest to the risky motorist
behavior in trying to make left turns in and out of Miraleste Drive.
A similar situation occurs during the peak hours when there is a constant stream of
vehicles northbound on PVDE that makes left turns into or out of Miraleste Drive
difficult.
E. Via Subida/La Vista Verde Drive Area
Via Subida and La Vista Verde Drive are located about a block apart and are on
opposite sides of PVDE (Exhibit 21-A). Both streets intersect PVDE at sharp angles,
making it difficult to see traffic approaching on PVDE from the left and to pull out into
traffic safely. A close-up of Via Subida is shown on Exhibit 21-B and a close-up of La
Vista Verde Drive is shown on Exhibit 21-C. There has been a reported traffic collision
at each intersection during the last three years, which support concerns about safety.
F. Marymount College and Ganado Drive Area
The only part of PVDE in Rancho Palos Verdes that is not two lanes is the section
between Diamonte Lane and Ganado Drive, where it is four lanes wide (Exhibit 22-A).
This section of PVDE is another one with a high number traffic collisions. Motorists tend
to pick up speed as they enter the four-lane section and then have difficulty slowing
down and merging where it narrows again to two lanes (Exhibit 22-B). The lane
geometries can also be confusing to the driver. In the northbound direction, PVDE
narrows to one lane again, at mid-section, to provide a left turn lane into Casalina Drive
and then immediately widens to two lanes.
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Access to Marymount College is located toward the northerly end of the segment, at
Crest Drive, where there is a traffic signal. PVDE is wide enough at this point to provide
left turn lanes for Crest Drive and Marymount College driveway, and a southbound right
turn lane for Crest Drive.
Ganado Drive “Ts” into PVDE from the west, just south of where the southbound lanes
merge from two lanes to one lane. It is also at the end of a wide horizontal curve to the
left and in the steep area of PVDE that is the entrance to the switchbacks (Exhibit 22-
C). The line of sight for motorists exiting Ganado Drive is very limited to the north.
Certain measures have been implemented to improve the sight distance, however,
further improvements may be in order.
These situations in the Marymount College/Ganado Drive Area of PVDE are
exacerbated on weekends, with the increased number of bicyclists and motorcyclists
traveling through this gateway to the switchbacks.
G. Switchbacks
The Switchbacks section of PVDE is located just north of Palos Verdes Drive South, in
a very steep section of PVDE. PVDE is two lanes with narrow dirt shoulders, no left
turn lanes or median, and no sidewalks (Exhibit 23). The terrain rises/falls sharply on
both sides of the roadway. As previously mentioned, this section of PVDE has become
very popular on weekends with bicyclists, however, the roadway is not wide enough to
provide bike lanes and the bicyclists must share 12-foot lanes with the motor vehicles.
The result is many conflicts between the two.
Another concern for the Switchbacks is the Tarapaca landslide area, located east of the
Switchbacks on the other side of San Ramon Canyon (see Exhibit 24-A). The landslide
has caused the stream bed to alter course and erode the bank on the side adjacent to
the Switchbacks, as shown in Exhibit 24-B, jeopardizing the structural integrity of PVDE.
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VII. PVDE CORRIDOR IMPROVEMENTS
This PVDE corridor analysis has reviewed the issues regarding traffic safety and
providing a multimodal corridor. This section provides possible improvements that can
be made to PVDE to provide facilities for all transportation modes, for pedestrians,
equestrians, bicyclists and motorists, as well as improvements to enhance pedestrian,
equestrian, bicycle, and motorist safety. Multimodal improvements and safety
improvements are addressed separately, then comprehensively with improvements that
are already planned for the corridor.
PVDE Multimodal Corridor Improvements
Street improvement plans, field reviews and GIS aerial maps were used to roughly
identify each section of PVDE as having one of the four conditions listed below. The
sections of PVDE corresponding to each of these conditions are illustrated on Exhibit
25.
Condition 1: The pavement appears to be wide enough to be restriped to
provide two bike lanes, one in each direction
Condition 2: There appears to be enough available width to construct two bike
lanes and a sidewalk, with minimal cut/fill
Condition 3: The surrounding terrain is relatively steep, however, it may be
feasible to widen the roadway to accommodate two bike lanes and
a sidewalk
Condition 4: Physical restrictions, such as steep terrain, appear to be too severe
to make widening the roadway reasonable
The two sections listed below, totaling approximately one mile, have been identified as
having Condition 1, where PVDE appears to be wide enough to be restriped to provide
two bike lanes. Photographs illustrating these sections are shown on Exhibits 26 and
27.
• From Colt Road to Via Cañada
• From Diamonte Lane to Ganado Drive
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Five sections of PVDE, totaling approximately one and one-half miles, have been
identified as having Condition 2, where it appears the terrain would allow the widening
of PVDE to accommodate two bike lanes and a sidewalk (as needed), with minimal cut
and fill. These sections are listed below, and photographs illustrating their typical terrain
are shown on Exhibits 28 and 29.
• From the North City Limit to the bend west of Horseshoe Lane
• From Mustang Road/Coach Road to south of Clevis Road
• From Marion Drive to Colt Road
• From Via Cañada to Miraleste Drive
• From Via Frascati to Diamonte Lane
Four sections of PVDE, totaling approximately three miles, have been identified as
having Condition 3, where the surrounding terrain is relatively steep, however it may be
feasible to widen the roadway to accommodate two bike lanes and a sidewalk (if
needed). More than minor cut and fill may be required due to steep slopes. These
sections are listed below and Exhibit 30 is a photograph illustrating the typical terrain for
these sections.
• From the bend west of Horseshoe Lane to Mustang Road/Coach Road
• From south of Clevis Road to Marion Drive
• From Miraleste Drive to south of Miraleste Drive
• From Crest Road to Palos Verdes Drive South
Only one section of PVDE, noted below, which is approximately one-tenth of a mile
long, has been categorized as Condition 4, where physical restrictions such as steep
terrain appear to be too severe to make widening PVDE to provide bike lanes,
sidewalks or an equestrian trail feasible. A photograph illustrating the terrain is shown
on Exhibit 31.
• From south of Miraleste Drive to Via Frascati
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Feasible Improvements – Key Areas of Interest
A. Deadman’s Curve
The following actions would improve equestrian safety in the Deadman’s Curve area:
• Rehabilitation of the equestrian trail to proper standards (including the
accommodation of pedestrians)
• Brush clearance, as needed
Until bike lanes are installed, the installation of shared lane markings for bicycles at
appropriate locations might improve the interaction between motorists and cyclists. The
shared lane markings, popularly called “sharrows”, have been recently approved by the
federal government. A detailed description and illustration of a sharrow are provided in
Appendix F.
B. Bronco Drive/Headland Drive Area
The following actions would improve safety in the Bronco Drive/Headland Drive area:
• Widen PVDE to one 14-foot travel lane in each direction
• Provide a 10-foot wide equestrian/pedestrian trail behind a guardrail
• Provide a high-visibility marked crosswalk on PVDE at Bronco Drive, with
flashing beacon-augmented crossing warning signage, and advance warning
signage with flashing beacons
• Install sharrows at appropriate locations in the interim
C. Miraleste Intermediate School and Vicinity
The following actions would improve school pedestrian safety in the vicinity of Miraleste
Intermediate School, Miraleste Elementary School and the public library:
• Upgrade the signage and advance pavement markings for the crosswalks on
PVDE at Via Canada and at Crownview Drive to meet current California
Manual of Uniform Traffic Control Device (CA MUTCD) standards
• Provide ladder-striping for the two crosswalks on PVDE, noted above, and
possible IRWL (In roadway warning lights) and possible flashing beacon
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• Provide sidewalks on both sides of PVDE from Colt Drive to the south side of
Miraleste Drive
• Provide bike lanes on both sides of PVDE from Colt Drive to Miraleste Drive
D. Miraleste Drive/Miraleste Plaza Area
The following actions would improve overall traffic safety in the Miraleste Drive/Miraleste
Plaza area of PVDE:
• Install a traffic signal at the intersection of PVDE/Miraleste Drive (this location
meets the CA MUTCD traffic signal warrants)
• Widen PVDE from north of Miraleste Drive to south of Miraleste Drive to
extend the existing southbound left turn lane for adequate storage and to
provide an acceleration/storage lane for vehicles turning left from Miraleste
Drive onto PVDE (the acceleration lane would not be needed with a traffic
signal).
• Install a roundabout at the intersection of PVDE/Miraleste Drive (instead of a
traffic signal). This action would require further study for feasibility.
• Install sidewalks and bike lanes on both sides of PVDE from the intermediate
school driveway/ Via Cañada to the south side Miraleste Drive
• In combination with sidewalks, install a high visibility crosswalk located on the
south leg of PVDE at Miraleste Drive (alternative to a traffic signal).
Encourage intermediate school children to cross there instead of at the
intermediate school driveway/Via Cañada.
• Install sharrows at appropriate locations in the interim
A more detailed and comprehensive study would identify the most appropriate and
feasible improvements.
E. Via Subida/La Vista Verde Drive Area
Due to the physical constraints in the area, feasible improvements are not readily
apparent. A detailed and comprehensive study would be able to identify appropriate
and feasible improvements to these intersections.
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F. Marymount College/Ganado Drive Area
The following actions would improve overall traffic safety in the Marymount
College/Ganado Drive area:
• Reduce PVDE from four lanes to two lanes
• In conjunction with the lane reduction, provide a two-way left turn lane
• In conjunction with the lane reduction, provide right turn/deceleration lanes on
the southbound side, where feasible
• Install bike lanes on both sides of PVDE
• Construct sidewalks (pedestrian linkage) from Crest Road to Vista Del Mar on
the east side of PVDE.
The following actions would improve the overall traffic safety at Ganado Drive, in
particular:
• Improve the visibility at Ganado Drive by reducing vegetation in the raised
median to the north
• Provide advance warning signage on PVDE north of Ganado Drive regarding
the intersection
• Provide high-level warning devices both at Ganado Drive and in advance of
Ganado Drive for southbound traffic
A more detailed and comprehensive study is needed to determine the feasibility and
desirability of the noted actions.
G. Switchbacks
The following actions would improve bicyclist safety in the Switchbacks:
• Upgrade guardrails (funded)
• Reduce lanes to 12-feet wide to provide additional paved shoulder
• Improve all drain inlets to be bicycle friendly
• Widen roadway to provide bike lanes on both sides
• Install sharrows at appropriate locations in the interim
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Planned PVDE Corridor Improvements
Several improvements are planned for the PVDE corridor by both the City and by other
agencies. Implementing improvements suggested in this report in conjunction with the
planned improvements would reduce the cost to the City and make them more feasible.
The following improvements, as indicated on Exhibit 32, are planned to be implemented
on PVDE in the near future:
• City Project: Local repair/removal of various cracked asphalt in the Sunnyside
Ridge/Deadman’s Curve area – next 3 months
• City Project: Storm drain upgrades between the east and west legs of
Headland Drive – next 6 months
• City project: Catch basin improvements from Palos Verdes Drive South to the
North City Limit – this fiscal year
• California Water project: Water mainline improvements, including asphalt
overlay, from Miraleste Drive to Bronco Drive
• Upgrade and improve the guardrails from Conestoga Drive to Palos Verdes
Drive South, as noted in the Palos Verdes Drive East Early Action Report –
within the next 2 years
Integrated PVDE Corridor Improvements
The proposed multimodal improvements and safety improvements noted previously
have been prioritized based on the following three considerations:
#1 Safety
#2 Coordination with other planned/proposed improvements
#3 Linkages to other segments
Based on safety considerations alone, the sections of PVDE in the Miraleste
Intermediate School vicinity and in the Bronco Drive/Headland Drive area are the most
critical. These would coincide with the plans for storm drain upgrades at Headland
Drive in the next six months and plans for water mainline improvements/pavement
overlay from Miraleste Intermediate School to Bronco Drive in the next year or so. The
segments of PVDE in the Miraleste Intermediate School vicinity are classified as
Conditions 1 and 2 for the purposes of multimodal improvements, which means the
multimodal improvements would be relatively easy and inexpensive to implement.
PVDE in the Bronco Drive/Headland Drive area is classified as Condition 3, where the
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terrain is relatively steep and any widening to accommodate multimodal uses would be
more expensive to implement. It should be noted that the City has applied for grant
funding to widen the travel lanes and provide an equestrian/pedestrian trail in the
Bronco Drive/Headland Drive area, and provide a high-visibility equestrian crossing at
Bronco Drive. Until bike lanes are installed, the installation of shared lane markings for
bicycles (sharrows) at appropriate locations would be an interim action.
The segment of PVDE with the third highest collision rates is in the Marymount
College/Ganado Drive area. There are no specific improvements planned in this area,
however, it would, of course, be included in the two projects planned for the entire
corridor: the catch basin and guardrail improvements. This section of PVDE is
classified as Condition 1 for multimodal improvements.
Although no particular safety concerns have been noted for the Deadman’s Curve area,
the first planned improvements to PVDE, asphalt repairs, are in this area, and are
expected to occur within the next three months. Consideration should be given to
implementing the equestrian trail improvements at the same time. Deadman’s Curve
key area of interest is also within a section of PVDE classified as Condition 2 for
multimodal improvements. It may be feasible to coordinate the multimodal and
equestrian trail improvements with the asphalt repairs. Shared lane markings for
bicycles (sharrows) could be installed at appropriate locations if the multimodal
improvements cannot be installed in conjunction with the asphalt repairs.
There have been two reported traffic collisions in the last three years at the intersection
of Miraleste Drive and PVDE. Although the intersection collision rates on PVDE were
not analyzed, the collisions are representative of the known safety issues at this
location. There are no specific plans for improvements at this intersection, however, it
does meet the necessary requirements for the installation of a traffic signal. Due to the
intersection’s close proximity to the Miraleste Intermediate School key area of interest
and large number of school pedestrians traversing through the intersection,
improvements at Miraleste Drive and to the segment of PVDE between Miraleste Drive
and Miraleste Intermediate School, which is classified as Condition 2 for multimodal
improvements, should be considered in conjunction with improvements in the Miraleste
Intermediate School key area of interest.
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The Via Subida/La Vista Verde Drive area is in the segment of PVDE with the fifth
highest collision rate and a collision has occurred at each intersection during the last
three years. No improvements are suggested for this area since the physical
constraints do not make any feasible improvements readily apparent. A detailed and
comprehensive study would identify appropriate and feasible improvements. This area
is in a segment classified as Condition 2, in which there appears to be enough width to
construct bike lanes and sidewalks with minimum cut and fill. Since the segment is
adjacent to the Marymount College/Ganada Drive area segment, widening to provide
sidewalks and bike lanes should be considered in conjunction with improvements to the
Marymount College/Ganado Drive area. Shared lane markings for bicycles (sharrows)
could be installed as an interim action.
Based on the three priority considerations, the Switchbacks area ranks lowest of the key
areas of interest. Since it is adjacent to the Marymount College/Ganado Drive area,
improvements to the Switchbacks area should be considered in conjunction with
improvements to the Marymount College/Ganado Drive area. The installation of shared
lane markings for bicycles (sharrows) should be considered for appropriate locations in
the interim.
In addition to the segments already noted, three additional sections of PVDE that are
not within a key area of interest are classified as being feasible (Condition 2 or 3) for
multimodal purposes. The segment of Mustang Road/Coach Road to south of Clevis
Road, which is classified as Condition 2, is adjacent to the segment containing the
Bronco Drive/Headland Drive key area of interest. The segment of the bend west of
Horseshoe Lane to Headland Drive is classified as Condition 3, and is also adjacent to
the segment with the Bronco Drive/Headland Drive key area of interest, at the north
end. The segment of Miraleste Drive to south of Miraleste Drive is also classified as
Condition 3. For continuity, multimodal improvements for these three segments should
be considered in conjunction with improvements to the adjacent segments and key
areas of interest. The installation of shared lane markings for bicycles (sharrows)
should be considered for appropriate locations in the interim.
A fourth section of PVDE that is not within a key area of interest is classified as being
infeasible (Condition 4) for multimodal purposes. The approximately tenth-mile section
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from south of Miraleste Drive to Via Frascati has a steep terrain that is too severe to
make widening PVDE for bike lanes or sidewalks feasible. Installation of shared lane
markings (sharrows) at appropriate locations should be considered.
Proposed Integrated Corridor Improvement Plan
Based on the three previously mentioned factors, a proposed order for implementing the
integrated PVDE safety and multimodal improvements has been developed. The
proposed priority is shown in Table 3 and illustrated on Exhibit 33.
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TABLE 3
PROPOSED PRIORITY OF INTEGRATED PVDE IMPROVEMENTS
PRIORITY SECTION OF PVDE PROPOSED ACTION
1 Headland Drive to Bronco Drive
• Widen PVDE in conjunction with the storm
drain upgrades to upgrade/provide
equestrian/pedestrian path and bike lanes
2 Bronco Drive to Miraleste Drive
• Study the intersection of PVDE and Miraleste
to determine appropriate improvements
• Widen PVDE in conjunction with the water
mainline improvements, to provide sidewalks,
equestrians paths, and bike lanes, as
appropriate, and high-visibility crosswalks at
Via Cañada
3 Deadman’s Curve
• Widen PVDE in conjunction with the asphalt
repairs to provide/upgrade
equestrian/pedestrian paths and bike lanes to
the bend west of Horseshoe Lane
• May require delaying the asphalt repairs
4 Intersection at Bronco Drive • Install a high visibility equestrian crossing
when funding is received
5 Marymount College/Ganado Dr.
• Conduct a study to determine the most
appropriate improvements along the 4-lane
segment and at Ganado Drive.
• Implement the improvements when funding is
available
6 Via Subida/La Vista Verde Dr. &
Via Frascati to Diamonte Ln.
• Widen to provide sidewalks and bike lanes, in
conjunction with Marymount College/ Ganado
Drive improvements or sooner, if feasible
• Study the intersections at Via Subida & La
Vista Verde Dr. to determine actions that
would improve visibility and access
7 Switchbacks
• Narrow the travel lanes/widen the roadway to
provide bike lanes, in conjunction with the
catch basin and guardrail improvements, if
possible
8 The bend west of Horseshoe Ln
to Headland Dr. & Miraleste Dr.
to south of Miraleste Dr.
• To provide continuity, widen to provide
sidewalks and bike lanes, in conjunction with
improvements to the adjacent segments.
9 South of Miraleste Dr. to Via
Frascati
• Consider installing bicycle shared lane
markings (sharrows).
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