CC SR 20250304 02 - Miraleste Traffic Calming
CITY COUNCIL MEETING DATE: 03/04/2024
AGENDA REPORT AGENDA HEADING: Regular Business
AGENDA TITLE:
Consideration and possible action to affirm the engineering design of short-term traffic
calming measures on Miraleste Drive and Palos Verdes Drive East.
RECOMMENDED COUNCIL ACTION:
1) Receive and file a report on the possibility of installing traffic signals at Palos
Verdes Drive East (PVDE) and Via Canada/Miraleste Intermediate School (MIS)
Driveway as well as PVDE and Miraleste Drive in lieu of continuing with traffic
flagging services;
2) Affirm the Miraleste Drive and PVDE traffic calming plans based on the short-term
traffic calming measures approved by the City Council on January 16, 2024;
3) Direct Staff to proceed with incorporating the short-term traffic calming plans as
part of the PVDE roadway slurry sealing/re-paving project to be included in the
proposed Fiscal Year (FY) 2025-26 Capital Improvement Program (CIP) for future
City Council consideration; and
4) Monitor the short-term traffic calming measures for a period of no less than one
year after implementation and consider traffic signals at a future City Council
meeting, if deemed appropriate.
FISCAL IMPACT: The FY 2024-25 CIP includes an appropriation of up to $663,026 for
the Citywide Traffic Calming Program, which was used to fund the
Miraleste Drive and PVDE traffic calming study and engineered
plans. This project is funded by Measure R for $255,000 and through
the CIP Fund for $408,026, including prior year’s purchase order
carryovers.
The Citywide Traffic Calming program was envisioned to fund traffic
studies and smaller scale traffic calming improvements; however,
traffic calming improvements of the scale proposed for Miraleste and
PVDE are customarily funded as an independent project. The
estimated cost of installing the recommended short-term traffic
calming improvements as a stand-alone project is approximately
$825,000.
Staff recommend incorporating the short-term traffic calming
improvements into the PVDE roadway slurry sealing/re -paving CIP
project to avoid re-work on PVDE when the slurry sealing/re-paving
project begins, and to realize economies of scale resulting from the
administration of one larger project instead of two projects. The
1
PVDE slurry sealing/re-paving project is in the approved five-year
CIP and currently scheduled for FY 2025-26. The revised total
project cost, including any proposed budget request for the short-
term traffic calming measures, will be presented to the City Council
for consideration at the CIP Budget Workshop on April 29, 2025. VR
Amount Budgeted: $663,026
Additional Appropriation: $0
Account Number(s): 220-400-8846-XXXX ($255,000)
(Measure R Fund – various accounts)
330-400-8846-XXXX ($408,026)
(CIP Fund – various accounts) VR
ORIGINATED BY: Noel Casil, PE, TE, Senior Engineer
REVIEWED BY: Ramzi Awwad, Public Works Director
APPROVED BY: Ara Mihranian, AICP, City Manager
ATTACHED SUPPORTING DOCUMENTS:
A. Miraleste and PVDE Traffic Calming Plans (page A-1)
B. General Technologies and Solutions Report: Traffic Study for Miraleste
Drive and PVDE (page B-1)
C. January 16, 2024 City Council Staff Report – Miraleste Traffic Calming
D. May 22, 2023 Traffic Safety Committee Meeting Agenda
E. May 22, 2023 Traffic Safety Committee Meeting Minutes
BACKGROUND:
Since fall 2021, the Public Works Department has received multiple requests from area
residents to investigate traffic conditions on Miraleste Drive and PVDE, inclusive of
surrounding roadways. Residents reported the following key concerns:
• Speeding
• Tailgating
• Increased collisions
• Increased traffic volumes (due to navigation apps)
• Pedestrian and bicycle safety
• Miraleste Intermediate School issues (congestion and pedestrian/bicycle safety)
To address these concerns, Staff retained General Technologies and Solutions (GTS), a
traffic engineering consultant, to conduct a traffic study of the area evaluating resident
concerns and developing recommendations to address issues identified from the traffic
study.
On January 11, 2023, GTS submitted a preliminary report containing proposed measures
for alleviating the traffic issues that were the impetus for the traffic study. The study was
2
built upon earlier feedback from the community and from the initial stakeholder meetings
and various email follow-ups and correspondences.
On March 27, 2023, GTS and Staff conducted a community meeting to gather resident
input on the proposed measures.
GTS revised the traffic study based on community input and then Staff and GTS
presented the traffic study to the Traffic Safety Committee (TSC) on May 22, 2023
(Attachments B and D). The TSC received public testimony, discussed the recommended
measures, and adopted a recommendation to the City Council to approve the short-term
traffic calming measures summarized below (Attachment E):
• Redesigned street cross-sections with narrower lanes as detailed in the GTS traffic
study;
• High-visibility crosswalks at six locations as described in the GTS traffic study;
• Rapid flashing beacon on PVDE directly south of Marion Drive;
• Advisory traffic signs as determined by the Public Works Director;
• Continued traffic law enforcement; and,
• Assessment of the effectiveness of the short-term traffic calming measures after
implementation and, if warranted, return to consider additional long -term traffic
calming measures.
On January 16, 2024, Staff presented the proposed traffic calming measures and the TSC
recommendation for the City Council’s consideration. The City Council approved the
short-term traffic calming measures and directed staff to assess the effectiveness of the
measures and, if warranted, return to the City Council to consider additional measures
including, but limited to, a traffic signal (Attachment C).
As a separate matter, on June 18, 2024, the City Council considered the renewal of an
expiring traffic flagging contract for the intersection of Miraleste Drive and PVDE. At that
time, then-Mayor John Cruikshank requested a review of a traffic signal to reduce ongoing
flagging costs, which were estimated to average approximately $525,000 over the three
fiscal years 2024-25 through 2026-27.
This evening, Staff is presenting a report on the possibility of installing traffic signals at
PVDE and Via Canada/Miraleste Intermediate School (MIS) Driveway as well as PVDE
and Miraleste Drive in lieu of continuing with traffic flagging services; and to considering
incorporating the Council approved short-term traffic calming improvements into the
PVDE roadway slurry sealing/re-paving as part of the proposed FY 2025-26 CIP.
DISCUSSION:
Traffic Signal
Traffic flagging has been historically conducted at the following two intersections in the
Miraleste neighborhood:
1) PVDE at Via Canada for Miraleste Intermediate School Driveway
3
2) PVDE and Miraleste Drive
Both intersections are currently not signalized, and traffic flagging is used to manage
commuter and school traffic which can back up on PVDE, a major commuter street, during
peak school times. Miraleste Intermediate School (MIS) is the only school that receives
flagging services in addition to regular crossing guard services funded by the City. Traffic
flagging only occurs at MIS because it has historically been more impacted by traffic
congestion during morning drop-off and afternoon pick-up than other schools due to its
proximity to an already congested arterial roadway.
On June 18, 2024, the City Council awarded a Professional Services Agreement to
Sunbeam for flagging services in the amount not to exceed $170,099 for the first year,
increasing by inflation annually, not to exceed 3%, for a total authorization of up to
$525,759 for a three-year term with an optional three-year extension.
In response to then-Mayor John Cruikshank’s request to review the potential for a traffic
signal to reduce ongoing flagging costs at the intersection, Staff revisited the traffic signal
analysis conducted as part of the GTS traffic study for Miraleste and PVDE. The traffic
study noted that the minimum thresholds for a traffic signal were met at both intersections,
and that the intersection of PVDE at Via Canada/MIS Driveway is a higher priority,
because there are more vehicular, pedestrian, and bus movements at that location.
Conditions have not changed significantly, and an update to the analysis is not
recommended at this time.
Staff conducted a comparison between the cost of flagging compared to installation,
operation, and maintenance of a traffic signal. In 2025 dollars, the cost to install a traffic
signal is estimated to be approximately $1,000,000. Because flagging operatio ns are
being conducted at two intersections, the total capital cost to construct two signals to
replace flagging is estimated to be approximately $2,000,000. The expected useful life of
a traffic signal is approximately 20 years; therefore, the annualized capital cost of the two
traffic signals is approximately $100,000. Additionally, the operations and maintenance
cost of two traffic signals is estimated to be approximately $20,000 per year.
The total annual cost for two traffic signals, inclusive of an annualized capital cost as well
operations and maintenance is approximately $120,000 (in 2025 dollars). By comparison,
the annual cost for flagging at the same two intersections is approximately $175,000 (in
2025 dollars).
Although there is a greater initial investment, even when considering the loss of interest
earnings associated with expending the initial capital outlay, it is likely more cost effective
over the long-term to install a traffic signal rather than continue with traffic flagging.
Despite the cost savings, Staff recommends implementing the short-term traffic calming
measures and monitoring their effectiveness for a period of no less than one year prior to
considering traffic signals, despite the cost savings. This is in keeping with the City’s
customary approach of incremental steps that allow for thorough public engagement
throughout the process of making improvements, particularly the installation of new traffic
signals.
4
Traffic Calming Update
Subsequent to the City Council’s approval of the short -term traffic calming measures,
Staff contracted with GTS to develop engineered plans and specifications for solicitation
of a construction contractor to install the measures. Staff shared the draft plans with the
Miraleste HOA (HOA), who reviewed them and provided comments and questions. Staff
met with a representative of the HOA to discuss each comment and arrived at an
acceptable conclusion. The engineered plans are now ready for incorporation into bid
documents to solicit a construction contractor. These plans are the basis for the
construction cost estimate described in the Fiscal Impact section above (Attachment A).
The short-term traffic calming improvements can be implemented as a stand-alone
project or as part of the roadway slurry sealing/re-paving program. As a stand-alone
project, the improvements can be implemented more quickly; however, this approach is
not recommended because some of the improvements would likely be demolished and
need to be reconstructed during the PVDE roadway slurry sealing/re-paving CIP project,
currently scheduled for FY 2025-26 as part of the Council-approved five-year CIP.
Staff recommends implementing the short-term traffic calming improvements as part of
the roadway slurry sealing/re-paving CIP project to avoid re-work on PVDE and also
benefit from the economies of scale resulting from the administration of one larger project
instead of two projects. In this scenario, the short -term traffic calming improvements are
scheduled to be implemented by July 2026, provided the project remains funded at the
conclusion of the FY 2025-26 CIP process.
CONCLUSION:
Staff recommends that the City Council affirm the Miraleste Drive and PVDE traffic
calming plans based on the short-term traffic calming measures approved by the City
Council on January 16, 2024 and subsequent minor revisions made through discussions
with the HOA and combining the short-term traffic calming plans as part of the roadway
slurry sealing/re-paving project to be included in the proposed FY 2025-26 CIP, in order
to avoid re-work and achieve economies of scale associated with a combined project.
ALTERNATIVES:
In addition to the Staff recommendation, the following alternative actions are available for
the City Council’s consideration:
1. Direct Staff not to implement any traffic calming measures on Miraleste Drive or
PVDE, and continue studying the location.
2. Direct Staff to implement only certain traffic calming measures on Miraleste Drive
or PVDE to reduce costs.
3. Direct Staff to create a separate project to implement one or more traffic calming
measures without consideration for PVDE pavement maintenance project.
4. Take other action, as deemed appropriate.
5
1
CITY OF RANCHO PALOS VERDES
MIRALESTE AND PALOS VERDES DRIVE E
RECTANGULAR RAPID FLASHING BEACON DESIGN AND SIGNING
AND STRIPING PLAN
SHEET INDEX
TITLE SHEET AND SHEET INDEX1
2 GENERAL NOTES (CONT'D)
DESCRIPTIONSHT NO.
8
PROJECT
LOCATION
RRFB NEAR PALOS
VERDES DR E AND
MARION DR
GENERAL NOTES (NOTES CONT'D SHEET 2)
1.ALL WORK SHALL CONFORM TO THE COMMITTEE OF PUBLIC WORKS STANDARDS, INC. “GREENBOOK”
STANDARD PLANS AND SPECIFICATIONS FOR PUBLIC WORKS CONSTRUCTION, LATEST EDITION,
INCLUDING SUPPLEMENTS.
2. WORK IN PUBLIC STREETS, ONCE BEGUN, SHALL BE COMPLETED WITHOUT DELAY SO AS TO PROVIDE
MINIMUM INCONVENIENCE TO ADJACENT PROPERTY OWNERS AND TO THE TRAVELING PUBLIC.
3. IT SHALL BE THE RESPONSIBILITY OF CONTRACTOR TO APPLY TO THE CITY, PRIOR TO CONSTRUCTION FOR
AN ENCROACHMENT PERMIT FOR ALL WORK WITHIN THE PUBLIC RIGHT-OF-WAY.
4. NO TRENCHES MAY BE LEFT OPEN OVERNIGHT UNLESS APPROVED BY THE CITY.
5. WORK HOURS, INCLUDING SET-UP AND TAKE-DOWN OF TRAFFIC CONTROL, SHALL BE LIMITED TO THE
FOLLOWING, UNLESS OTHERWISE NOTED IN THE SPECIAL CONDITIONS
a. 9:00AM TO 4:00PM MONDAY THROUGH FRIDAY ON ARTERIAL AND COLLECTOR STREETS
b. 8:00AM TO 5:00PM MONDAY THROUGH FRIDAY ON LOCAL AND RESIDENTIAL STREETS
c. NO WORK SHALL BE ALLOWED ON SATURDAY AND SUNDAY
d. NO WORK SHALL BE ALLOWED ON FEDERAL, STATE, OR CITY HOLIDAYS
6. CONTRACTOR SHALL NOTIFY ALL AFFECTED BUSINESSES AND RESIDENCES IN WRITING AT LEAST THREE (3)
FULL WORKING DAYS BEFORE THE START OF ANY CONSTRUCTION.
7. CONTRACTOR SHALL BE RESPONSIBLE DURING ALL PHASES OF THE WORK TO PROVIDE FOR PUBLIC
SAFETY AND CONVENIENCE. CONTRACTOR SHALL ESTABLISH ADEQUATE ACCESS TO DRIVEWAYS AT THE
END OF EACH WORKING DAY TO THE SATISFACTION OF THE CITY.
8. ALL SIDEWALK AND CURB AND GUTTER DEMOLITION SHALL BEGIN AND END AT THE CONSTRUCTION
JOINT NEAREST TO THE DEPICTED DEMOLITION EXTENTS WITH A NEAT SAWCUT LINE TO FULL DEPTH OF
THE PAVEMENT SECTION.
9. RECORD DRAWINGS OF THE COMPLETED PROJECT SHALL BE SUBMITTED FOR THE APPROVAL BY THE CITY.
10. CONTRACTOR SHALL PROVIDE ADA COMPLIANT ACCESS THROUGH OR AROUND THE SITE AT ALL TIMES
AND SHALL ENSURE THE SAFETY OF ALL THOSE PASSING THROUGH OR ADJACENT TO THE SITE. COST
SHALL BE CONSIDERED INCIDENTAL TO THE WORK AND NO SEPARATE PAYMENT SHALL BE MADE.
3 RECTANGULAR RAPID FLASHING BEACON DESIGN PLAN
4-8 SIGNING AND STRIPING PLAN
A-1
8
SIGNING AND STRIPING GENERAL NOTES
1.ALL WORK SHALL CONFORM TO THE LATEST EDITION OF CALTRANS STANDARD PLANS, STANDARD
SPECIFICATIONS, AND CALIFORNIA MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES (CA MUTCD).
2. TRAFFIC STRIPING, RAISED PAVEMENT MARKERS, REFLECTIVE MATERIALS, THE APPLICATION OF
THERMOPLASTIC STRIPING AND PAVEMENT MARKINGS, AND THE INSTALLATION OF RAISED PAVEMENT
MARKERS SHALL CONFORM TO THE PROVISIONS IN THE CALTRANS STANDARD SPECIFICATIONS, SECTIONS
84, "TRAFFIC STRIPES AND PAVEMENT MARKINGS" AND SECTION 85, "PAVEMENT MARKERS".
3. STRIPING DETAILS, PAVEMENT LEGENDS AND SYMBOLS SHALL CONFORM TO THOSE IN CALTRANS
STANDARD PLANS. PAVEMENT LEGENDS AND SYMBOLS SHALL BE WHITE, UNLESS NOTED OTHERWISE.
ALL STRIPING SHALL BE 2-COAT PAINT EXCEPT AS NOTED.
4. LANE LINE AND/OR CENTERLINE PAVEMENT DELINEATION, WHERE EXISTING OR CALLED FOR ON THE
PLANS, SHALL BE PROVIDED AT ALL TIMES FOR TRAVELED WAYS OPEN TO PUBLIC TRAFFIC. WHENEVER
THE WORK CAUSES OBLITERATION OF PAVEMENT DELINEATION, TEMPORARY PAVEMENT DELINEATION
OR PERMANENT TRAFFIC STRIPES OF THE APPROPRIATE COLOR AND DETAIL SHALL BE IN PLACE, IN THE
LOCATIONS SHOWN ON THE PLANS, PRIOR TO OPENING THE TRAVELED WAY TO PUBLIC TRAFFIC.
5. ALL CONFLICTING EXISTING STRIPING, PAINTED SYMBOLS AND RAISED PAVEMENT MARKERS SHALL BE
REMOVED. THE REMOVAL OF PAINTED MARKINGS AND RAISED PAVEMENT MARKERS SHALL CONFORM
TO THE PROVISIONS OF THE CALTRANS STANDARD SPECIFICATIONS.
6. PAVEMENT DAMAGED DUE TO REMOVING RAISED PAVEMENT MARKERS SHALL BE REPAIRED TO THE
SATISFACTION OF THE CITY PROJECT MANAGER.
7. DETAILS AND DIMENSIONS FOR TRAFFIC SIGNS, INSTALLATIONS AND/OR REMOVAL SHALL CONFORM TO
THE CALTRANS STANDARD SPECIFICATIONS SECTION 56, AND STANDARD PLANS. TRAFFIC WARNING AND
REGULATORY SIGNS SHALL HAVE REFLECTORIZED HIGH INTENSITY DIAMOND GRADE (DG) SHEETING ON
0.080-INCH THICK 5062H38 ALUMINUM. MATERIALS SHALL BE CERTIFIED BY THE MANUFACTURER AS
MEETING ALL APPLICABLE SPECIFICATIONS.
8. SIGN POSTS SHALL BE TELESPAR (OR APPROVED EQUAL) 2-INCH SQUARE 14 GAUGE POSE WITH
PREPUNCHED HOLES AT ONE INCH (1") SPACINGS. SIGN POST SHALL BE INSTALLED IN A TELESPAR (2-1/2
INCH SQUARE BY 18 INCH) 14 GAUGE REUSABLE ANCHOR SLEEVE AND A TELESPAR (2-1/4 INCH SQUARE
BY 30 INCH) 12 GAUGE ANCHOR. SIGN POST SHALL EXTEND INTO ANCHOR SLEEVE 12 INCH MINIMUM.
SIGN POST MOUNTED WITH RECTANGULAR RAPID FLASHING BEACON SHALL EXTEND INTO ANCHOR
SLEEVE 24 INCH MINIMUM. DRIVE ANCHOR POST AND ANCHOR SLEEVE INTO GROUND LEAVING TWO
ROWS OF HOLES EXPOSED.
9. TRAFFIC SIGN POSTS SHALL NOT BE INSTALLED UNTIL LOCATIONS ARE SPOTTED BY THE CONTRACTOR
AND APPROVED BY THE CITY INSPECTOR.
2
PROTECTION OF WORK AREA NOTES
1. CONTRACTOR SHALL BEAR SOLE AND COMPLETE RESPONSIBILITY FOR JOB SITE CONDITIONS DURING THE
COURSE OF CONSTRUCTION INCLUDING THE SAFETY OF ALL PERSONS AND PROPERTY. THIS
REQUIREMENT SHALL APPLY CONTINUOUSLY AND NOT BE LIMITED TO NORMAL WORKING HOURS.
CONTRACTOR SHALL HOLD THE CITY AND ENGINEER HARMLESS AS A RESULT OF ANY CLAIMS ARISING
FROM ACTIONS ENROUTE TO OR AWAY FROM THE SITE.
2. CONTRACTOR SHALL PROTECT ALL PUBLIC AND PRIVATE PROPERTY IN THE WORK AREA AND SHALL
RESTORE OR REPLACE ANY DAMAGE IN KIND TO ANY PROPERTY INSIDE OR OUTSIDE THE WORK AREA AT
NO ADDITIONAL COST.
TRAFFIC CONTROL NOTES
1. CONTRACTOR SHALL PROVIDE A TRAFFIC CONTROL PLAN FOR THE COMPLETION OF THE PROPOSED
IMPROVEMENTS PER THE CURRENT CALIFORNIA MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES (CA
MUTCD) TO THE SATISFACTION OF THE CITY. ALL WORK ACTIVITIES SHALL CONFORM TO THE CA MUTCD.
2. PRIOR TO THE IMPLEMENTATION OF AN APPROVED TRAFFIC CONTROL PLAN, OR PRIOR TO THE
IMPLEMENTATION OF AN APPROVED CHANGE IN THE APPROVED TRAFFIC CONTROL PLAN, CONTRACTOR
SHALL PROVIDE A 72-HOUR NOTIFICATION TO THE AFFECTED PROPERTIES, LAW ENFORCEMENT, AND FIRE
DEPARTMENT.
3. CONTRACTOR SHALL NOTIFY THE CITY AT LEAST 3 WORKING DAYS PRIOR TO DISTURBING ANY EXISTING,
OR INSTALLING ANY NEW, TRAFFIC SIGNS, SIGNALS, OR OTHER TRAFFIC CONTROL DEVICES.
4. CONTRACTOR SHALL PREMARK THE LAYOUT OF ANY PERMANENT TRAFFIC CONTROL PAVEMENT
MARKINGS, INDICATING THE PROPOSED LOCATION AND TYPE OF MARKING TO BE INSTALLED. THE
PREMARKING MAY CONSIST OF TYPE D TAPE, CHALK, OR LUMBER CRAYONS. CONTRACTOR SHALL ALLOW
3 WORKING DAYS FOR THE INSPECTION AND APPROVAL OF THE PREMARKINGS PRIOR TO THE
INSTALLATION OF PERMANENT PAVEMENT MARKINGS.
5. CONTRACTOR SHALL SUBMIT ANY REQUESTS FOR TEMPORARY “NO PARKING” RESTRICTIONS TO THE
PROJECT OFFICER AT LEAST 3 WORKING DAYS PRIOR TO THE DESIRED ONSET OF RESTRICTIONS. PRIOR TO
A REQUEST FOR THE REMOVAL OF ACCESS TO ANY ADA PARKING SPACE, CONTRACTOR SHALL HAVE
MADE PROVISION FOR ALTERNATIVE ADA PARKING AS INDICATED ON THE APPROVED PLAN OR AS
DIRECTED BY THE PROJECT CITY.
6. CONTRACTOR SHALL PRESERVE ALL BUS STOPS, INCLUDING MAINTAINING ADEQUATE ACCESSIBILITY
THROUGH AND ADJACENT TO THE CONSTRUCTION FOR BUSES AND THEIR PASSENGERS. CONTRACTOR
SHALL NOT CLOSE, RELOCATE, OR OTHERWISE MODIFY A BUS STOP WITHOUT PRIOR APPROVAL OF THE
OWNER/OPERATOR OF THE BUS STOP AND THE CITY.
7. WHEN CONDITIONS WARRANT DUE TO TRAFFIC VOLUMES, PATTERNS, OR SPECIAL EVENTS, THE CITY
MAY SUSPEND OR OTHERWISE DIRECT CONTRACTOR'S ACTIVITIES TO PROTECT THE PUBLIC AND OR THE
CITY'S TRANSPORTATION NETWORK.
UTILITY NOTES
1. IN THE EVENT OF A UTILITY EMERGENCY, CONTRACTOR SHALL IMMEDIATELY NOTIFY THE CITY AND THE
FOLLOWING AS APPLICABLE:
a. SEWER: 800-675-4375
b. WATER 310-420-8167
c. GAS: 800-427-2200
d. ELECTRIC: 800-655-4555
2. CONTRACTOR SHALL CONTACT UNDERGROUND SERVICE ALERT (DIG ALERT) AT 811 TWO (2) FULL
WORKING DAYS PRIOR TO START OF WORK. CONTRACTOR SHALL OBTAIN AND MAINTAIN VALID DIG
ALERT REFERENCE NUMBER THROUGH THE DURATION OF THE PROJECT AS NECESSARY FOR
CONSTRUCTION. CONTRACTOR SHALL IDENTIFY ALL UTILITIES IN THE WORK SELECT AREA.
3. THE EXISTENCE AND LOCATION OF UNDERGROUND UTILITY OR SUBSTRUCTURE SHOWN ON THESE PLANS
WAS OBTAINED BY A SEARCH OF AVAILABLE RECORDS, APPROVAL OF THESE PLANS BY THE CITY OF
RANCHO PALOS VERDES DOES NOT CONSTITUTE A REPRESENTATION AS TO THE ACCURACY OR
COMPLETENESS OF THE LOCATION OR THE EXISTENCE OR NONEXISTENCE OF ANY UNDERGROUND
UTILITY OR SUBSTRUCTURE WITHIN THE LIMITS OF THE PROJECT.
4. THE LOCATION OF ALL EXISTING UTILITIES SHOWN ON THESE PLANS ARE FROM BEST AVAILABLE RECORDS
AND SHALL BE CONSIDERED TO BE APPROXIMATE. WHEN CONSTRUCTION ACTIVITY REACHES IN
PROXIMITY TO EXISTING UTILITIES, THE TRENCH(ES) SHALL BE OPENED A SUFFICIENT DISTANCE AHEAD OF
THE WORK OR TEST PITS SHALL BE MADE TO VERIFY THE EXACT LOCATION AND INVERTS OF THE UTILITY
TO ALLOW FOR POSSIBLE CHANGES IN THE LINE OR GRADE AS DIRECTED BY THE CITY. CONTRACTOR
SHALL BE RESPONSIBLE FOR ANY DAMAGE TO THE EXISTING UTILITIES AND THE RELATED STRUCTURES.
ALL EXISTING UTILITY SYSTEMS SHALL BE PROTECTED TO PREVENT DAMAGE DURING CONTRACTOR'S
OPERATIONS. ANY SYSTEM DAMAGED SHALL BE PROMPTLY REPAIRED AT NO COST TO THE OWNER.
5. UNLESS OTHERWISE DIRECTED, CONTRACTORS ARE EXPRESSLY PROHIBITED FROM OPERATING ANY
WATER VALVES OR APPURTENANCES. CONTRACTORS SHALL SUBMIT ALL REQUESTS FOR VALVE
OPERATIONS TO THE CITY AT LEAST 1 WEEK IN ADVANCE OF THE REQUIRED OPERATION.
6. CONTRACTOR SHALL RELOCATE/ADJUST EXISTING MANHOLES, COVERS, UTILITY BOXES, VALVES, VAULTS,
AND OTHER APPURTENANCES TO GRADE.
NPDES NOTES
1. CONTRACTOR SHALL TAKE ALL NECESSARY AND PROPER PRECAUTIONS TO PROTECT ADJACENT
PROPERTIES FROM ANY AND ALL DAMAGE THAT MAY OCCUR FROM STORM WATER RUNOFF AND/OR
DEPOSITION OF DEBRIS RESULTING FROM ANY AND ALL WORK IN CONNECTION WITH CONSTRUCTION
ACTIVITIES.
2. CONTRACTOR SHALL PREPARE A WET WEATHER EROSION CONTROL PLAN DELINEATING BMPS TO BE
INSTALLED PER NPDES, SWPPP, SUSMP, AND LOCAL, STATE AND FEDERAL REGULATIONS TO BE APPROVED
BY THE CITY PRIOR TO THE START OF CONSTRUCTION.
3. ERODED SEDIMENTS AND OTHER POLLUTANTS SHALL BE RETAINED ON SITE AND SHALL NOT BE ALLOWED
TO LEAVE THE SITE VIA SHEET FLOW, SWALES, AREA DRAINS, NATURAL DRAINAGE COURSES, OR WIND.
4. STOCKPILES OF EARTH AND OTHER CONSTRUCTION RELATED MATERIALS SHALL BE PROTECTED FROM
LEAVING THE SITE BY FORCES OF WIND OR WATER.
5. FUELS, OILS, SOLVENTS, AND OTHER TOXIC MATERIALS SHALL BE STORED IN ACCORDANCE WITH THEIR
LISTING AND SHALL NOT CONTAMINATE THE SOIL AND SURFACE WATERS.
6. SPILLS SHALL BE CLEANED UP IMMEDIATELY AND DISPOSED OF IN A PROPER MANNER. SPILLS SHALL NOT
BE WASHED INTO THE DRAINAGE SYSTEM. EXCESS OR WASTE CONCRETE SHALL NOT BE WASHED INTO
THE PUBLIC WAY OR ANY OTHER DRAINAGE SYSTEM.
7. PROVISIONS SHALL BE MADE TO RETAIN CONCRETE WASTES ON SITE UNTIL THEY CAN BE DISPOSED OF AS
SOLID WASTE. TRASH AND CONSTRUCTION RELATED SOLID WASTES MUST BE DEPOSITED INTO A
COVERED RECEPTACLE TO PREVENT CONTAMINATION OF RAINWATER AND DISPERSAL BY WIND.
SEDIMENTS AND OTHER MATERIALS SHALL NOT BE TRACKED FROM THE SITE BY VEHICLE TRAFFIC.
8. CONSTRUCTION ENTRANCES SHALL BE STABILIZED SO AS TO INHIBIT SEDIMENTS FROM BEING DEPOSITED
INTO THE PUBLIC WAY, ACCIDENTAL DEPOSITIONS SHALL BE SWEPT UP IMMEDIATELY AND SHALL NOT BE
WASHED DOWN BY RAIN OR OTHER MEANS. ANY SLOPES WITH DISTURBED SOILS OR DENUDED OF
VEGETATION MUST BE STABILIZED AS TO INHIBIT EROSION BY WIND AND WATER.
9. THE BMP'S AS OUTLINED IN, BUT NOT LIMITED TO, THE CALIFORNIA STORM WATER BEST MANAGEMENT
PRACTICE HANDBOOK, CALIFORNIA STORM WATER QUALITY TASK FORCE, SACRAMENTO, CALIFORNIA,
THE LATEST REVISED EDITION MAY APPLY DURING CONSTRUCTION. ADDITIONAL MEASURES MAY BE
REQUIRED IF DEEMED APPROPRIATE BY INSPECTOR.
SURVEY NOTES
1. CONTRACTOR SHALL PROTECT ALL SURVEY MONUMENTS AND BENCHMARKS AND SHALL TIE OUT AND
REPLACE ALL DISTURBED MONUMENTS AND BENCHMARKS AT NO COST THE CITY.
2. CONTRACTOR SHALL BE RESPONSIBLE FOR LAYING OUT THE WORK AND SHALL RETAIN A PROFESSIONAL
LAND SURVEYOR LICENSED IN THE STATE OF CALIFORNIA TO PROVIDE ALL NECESSARY CONSTRUCTION
LAYOUTS AND ESTABLISH ALL CONTROL LINES, GRADES, AND ELEVATIONS DURING CONSTRUCTION.
CONTRACTOR SHALL SUBMIT A COPY OF ALL CUT SHEETS FOR REVIEW, PER THE SPECIFICATIONS. THE
COST OF ALL NECESSARY SURVEYING SERVICES SHALL BE CONSIDERED INCIDENTAL TO THE WORK AND,
UNLESS OTHERWISE SPECIFIED, THE COST SHALL BE INCORPORATED INTO THE COSTS FOR RELEVANT
ITEMS.
RRFB GENERAL NOTES
1. SIGN POSTS MOUNTED WITH RECTANGULAR RAPID FLASHING BEACON SHALL BE TELESPAR (OR
APPROVED EQUAL). THE SIGN POST, ANCHOR AND ANCHOR SLEEVE SHALL BE FULLY PREFORATED
GALVANIZED SQUARE 10 GAUGE STEEL TUBING. THE SIGN POST SHALL BE 2.5 INICH SQUARE, THE SIGN
POST ANCHOR SHALL BE 2.75 INCH SQUARE (ALL DIMENSIONS ARE NOMINAL). SIGN INSTALLATION
HARDWARE SHALL BE VANDAL RESISTANT.
A-2
SLO
W
SCHO
O
L
XIN
G
MA
R
I
O
N
D
R
PALOS VERDES DR E
3 8
A-3
SLO
W
SCHO
O
L
XIN
G
CONSTRUCTION NOTES
VER
D
E
S
PALOS
MA
R
I
O
N
D
R
CO
L
T
RD
PAL
O
S
VI
A
CA
N
A
D
A
PI
C
A
R
D
I
E
R
D
CR
O
W
N
V
I
E
W
D
R
PALOS VERDES DR
E
DR E
VE
R
D
E
S
D
R
E
4 8
R
I
D
G
E
R
D
C
O
R
A
L
A-4
PALOS VERDES DR
E
PA
L
O
S
V
E
R
D
E
S
D
R
E
5 8
VIA
F
R
A
S
C
A
T
I
C
O
R
S
I
N
I
P
L
DOWNHILL
WATCH
CAUTION
SPEED
CONSTRUCTION NOTES
A-5
PALO
S
V
E
R
D
E
S
D
R
E
PALOS
V
E
R
D
E
S
D
R
E
VIA SUBIDA
VI
A
C
O
L
I
N
I
T
A
VIA FRASCATI
6 8
KEEP
BIKES
SLOW
RIGHT
DOWNHILL
WATCH
CAUTION
SPEED
CONSTRUCTION NOTES
A-6
ST
O
P
ST
O
P
MIRALESTE DR
MIRALESTE DR
MIRALESTE
MIRALESTE
DR
DR
PA
L
O
S
V
E
R
D
E
S
D
R
E
VI
A
MIR
A
L
E
S
T
E
V
I
A
V
I
C
O
N
A
N
C
Y
R
D
LO
R
R
A
I
N
E
R
D
7 8
Via Bramante
Via Lorenzo
Via Siena
Via Bramante
Via Lorenzo
Via Siena
CONSTRUCTION NOTES
ON
ROADWAY
PL
A
Z
A
BR
A
M
A
N
T
E
A-7
STOP
V
I
A
S
I
E
N
N
A
MIRALESTE DR
MIRALESTE DR
MIRAL
E
S
T
E
DR
C
O
L
I
N
I
T
A
V
I
A
KI
N
G
S
R
I
D
G
E
D
R
W
1
S
T
S
T
C
I
T
Y
O
F
R
A
N
C
H
O
P
A
L
O
S
V
E
R
D
E
S
C
I
T
Y
O
F
L
O
S
A
N
G
E
L
E
S
8 8
ROAD
DIVIDED
END
CONSTRUCTION NOTES
ON
ROADWAY
A-8
TRAFFIC STUDY FOR
MIRALESTE DRIVE AND
PALOS VERDES DRIVE EAST
IN RANCHO PALOS VERDES
Final Report January 11, 2023
GTS 210601.24 B-1
1.Background & Introduction ...............................................................................................................4
1.1.Study Area ..............................................................................................................................4
1.2.Study Process ........................................................................................................................4
2.Existing Conditions and Context.......................................................................................................6
2.1.Road Classification .................................................................................................................6
2.2.Context Within Regional Road Network .................................................................................9
2.3.Existing Road Design ............................................................................................................11
2.4.Parking ..................................................................................................................................29
2.5.Pedestrian and Bicycle Facilities ...........................................................................................29
2.6.Transit Facilities.....................................................................................................................32
2.7.Existing Speed Limits ............................................................................................................34
2.8.Existing Traffic Calming Guidelines .......................................................................................34
2.9.Surrounding Land Uses .........................................................................................................35
2.10.Future Development ............................................................................................................37
3.Traffic Issues ...................................................................................................................................38
3.1.Speeding ...............................................................................................................................38
3.2.Tailgating ...............................................................................................................................38
3.3.Increased Collisions ..............................................................................................................38
3.4.Increased Traffic Volumes .....................................................................................................38
3.5.Pedestrian and Bicycle Safety ...............................................................................................41
3.6.Traffic Issues Related to Miraleste Intermediate School .......................................................42
3.7.Initial Interventions.................................................................................................................48
4.Traffic Analysis ................................................................................................................................50
4.1.Warrant Analysis ...................................................................................................................50
4.2.Traffic Volumes and Turning Movements ..............................................................................50
5.Collision Analysis.............................................................................................................................55
5.1.Overview................................................................................................................................55
5.2.Collision rates ........................................................................................................................58
5.3.Collision Diagrams.................................................................................................................59
6.Solutions Investigated .....................................................................................................................69
6.1.Reclassification from arterial .................................................................................................69
6.2.Working with Navigation App Providers to Reduce Cut-through Traffic ................................69
6.3“NoThru Traffic” Signs ............................................................................................................69
6.4.Western Avenue Signals .......................................................................................................70
6.5.Additional Traffic Signals .......................................................................................................70
6.6.Additional STOP signs...........................................................................................................70
6.7.Roundabouts .........................................................................................................................70
CONTENTS
B-2
6.8.Speed Limit Reduction ..........................................................................................................73
6.9.Speed Humps and Speed Tables..........................................................................................73
6.10.Solutions for Pedestrian and Bicycle Access ......................................................................74
6.11.Narrower Lanes ................................................................................................................... 75
6.12.Enforcement ........................................................................................................................75
7.Recommendations...........................................................................................................................75
7.1.Redesign Street Cross-sections with Narrower Lanes ..........................................................75
7.2.Curb Extensions ....................................................................................................................88
7.3.Reduced Curb Radii and Pedestrian Refuge ........................................................................88
7.4.Consolidate the Miraleste Drive/Via Colinita Intersection ......................................................90
7.5.High-visibility Crosswalks ......................................................................................................91
7.6.Rectangular Rapid Flashing Beacon (RRFB) ........................................................................91
7.7.Warranted Traffic Control Signals at Intersections ................................................................91
7.8.Further Study of Roundabouts ..............................................................................................91
7.9.Advisory Signage on Via Colinita ..........................................................................................91
7.10.Enforcement ........................................................................................................................91
References .........................................................................................................................................92
Appendix A: Warrant Analysis ............................................................................................................95
Intersection 1: Miraleste Drive at Palos Verdes Drive East .........................................................99
Intersection 2: Miraleste Drive at Via Colinita .............................................................................110
Intersection 3: Palos Verdes Drive East at Via Canada .............................................................121
Appendix B: Traffic Volume Data ......................................................................................................132
B-3
4 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
1.Background & Introduction
GTS was retained by the City of Rancho Palos Verdes to conduct a traffic study of Miraleste Drive
from the City limits to Palos Verdes Drive East, and Palos Verdes Drive East from Marion Drive to Via
Subida. Residents of the study area have reported the following concerns:
• Increased traffic volumes
• Increased traffic noise
• Increased incidents of speeding
• More frequent collisions
• Difficulty exiting driveways due to traffic volumes
• Safety concerns for pedestrians and cyclists
The suspected primary cause of the above traffic issues is cut-through traffic from drivers avoiding
congestion on Western Avenue. This is believed to be driven by real-time navigation apps that aim at
providing the quickest route possible.
The purpose of this study is to analyze traffic conditions and propose recommendations to alleviate
the issues listed above. The recommendations primarily relate to engineering, with a focus on traffic
calming measures.
The study begins with a review of existing conditions, including the infrastructure of the study area and
the broader context within the transportation system and surrounding land uses. This is followed by
discussion of traffic issues and analysis of traffic volume data and collision data. Subsequently, there
is a review and discussion of the possible solutions that were proposed and investigated. Finally, this
study presents a set of recommendations that are expected to reduce speed, calm traffic, improve
safety, and mitigate the issues that have been identified.
1.1.Study Area
The residents’ concerns relate primarily to Miraleste Drive (from the City limits to Palos Verdes Drive
East). However, due to the assumption that cut-through traffic is causing the issues raised, the study
area is expanded beyond Miraleste Drive to also include Palos Verdes Drive East from Marion Drive
to Via Subida. The purpose of the expanded study area is to gain a clearer picture of the overall traffic
patterns. The study area and presumed cut-through route are shown in Figure 1.
1.2.Study Process
Initially, an analysis of collisions and collision rates was performed. A stakeholder meeting was held
on July 28th, 2022 and was attended by stakeholders who own property on Miraleste Drive, City public
works staff, and GTS. 24-hour Average Daily Traffic (ADT) and turning movement counts for the 8
highest-volume hours of traffic were conducted in September 2022. A comprehensive analysis of traffic
data and collision data was performed, helping to inform the recommendations in this study. Throughout
the process, communication was maintained with stakeholders to gain a comprehensive understanding
of the traffic issues in the study area and to keep informed of the latest developments.
B-4
5 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 1. Map showing the study area and presumed cut-through route
B-5
6 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
2.Existing Conditions and Context
2.1.Road Classification
Roads are classified, based on their function, into the standard categories of Interstate, Other Freeway/
Expressway, Other Principal Arterial, Minor Arterial, Major Collector, Minor Collector, and Local. There
are two references for the functional classification of the roads that are the subject of this study:
1. According to the current Caltrans functional classification, the study area roads are classified as
Minor Arterials, except for a short section of Miraleste Drive (250 feet, from 1st Street to the City
limits) that is classified as a Principal Arterial.
Caltrans uses the Federal Highway Administration (FHWA) definition for the functional classifications
of roadways. The functional classifications in the study area are defined as follows:
“Minor Arterials provide service for trips of moderate length, serve geographic areas that are smaller
than their higher Arterial counterparts and offer connectivity to the higher Arterial system. In an
urban context, they interconnect and augment the higher Arterial system, provide intra-community
continuity and may carry local bus routes.”
The following are the characteristics of urban minor arterials, according to the FHWA:
• Interconnect and augment the higher-level Arterials
• Serve trips of moderate length at a somewhat lower level of travel mobility than Principal Arterials
• Distribute traffic to smaller geographic areas than those served by higher-level Arterials
• Provide more land access than Principal Arterials without penetrating identifiable neighborhoods
• Provide urban connections for Rural Collectors
2. The Circulation Element of the Rancho Palos Verdes General Plan (updated 2018) establishes
the character of the existing street system based on the function and connectivity of the roads. In
this Circulation Element, Miraleste Drive and Palos Verdes Drive East are both listed as arterials.
They are also marked as “Major Roads” in the Street System map. Arterials are defined as follows:
“The arterial street is the major street within the Peninsula hierarchy. It is the main channel for the
movement of vehicles and is not intended to be a residential street; however, some older arterials
do provide direct access to residential units. … An arterial carries traffic through the community and
collects traffic from collector roads, provides connections with other arterials, and may eventually
link up with major highways.”
The General Plan classification is shown in Figure 2. The Caltrans functional classification is shown in
Figure 3.
B-6
7 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 2. Rancho Palos Verdes street system, according to the City’s General Plan
B-7
8 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 3. Functional classification of Miraleste Drive and surrounding roads, according to Caltrans
B-8
9 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
2.2.Context Within Regional Road Network
Miraleste Drive is the main connector between Western Avenue and Palos Verdes Drive East. As
such, it provides an important link between the San Pedro area and various neighborhoods on the east
side of Rancho Palos Verdes. In particular, Miraleste Drive and Palos Verdes Drive East provide an
alternative to Western Avenue for people traveling between points to the south (for example, San Pedro
and coastal areas of Rancho Palos Verdes) and points further north (Lomita and beyond). Miraleste
Drive is also a direct continuation of West 9th Street, which leads through central San Pedro.
Palos Verdes Drive East is the main north-south arterial on the east side of the City of Rancho Palos
Verdes, connecting coastal areas to the south with inland areas to the north. Both Miraleste Drive and
Palos Verdes Drive East also provide direct connectivity to many smaller neighborhoods and individual
residential streets.
From Western Avenue, between Palos Verdes Drive North and West 25th Street (a 4.3-mile road
segment), Miraleste Drive is the only road connecting to Palos Verdes Drive East and the adjacent
neighborhoods. The lack of connectivity is caused partly by the design of the existing road network
and partly by natural barriers such as canyons. This connectivity gap is illustrated in Figure 4, where
the brown line represents a gap with no public crossings available to vehicular traffic. Due to this gap,
Miraleste Drive serves as one of relatively few principal connectors between the east side of Rancho
Palos Verdes and the other areas of the City, as well as other nearby communities.
B-9
10 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 4. Connectivity gaps
B-10
11 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
2.3.Existing Road Design
The following figures show typical existing cross-sections of the roads in the study area. The locations
of the cross-sections are shown in Figure 5. The cross-sections themselves, with accompanying
photographs, are shown in figures 6 through 39.
B-11
12 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 5. Road segments for which typical cross-sections are shown
B-12
13 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 1. Miraleste Drive from City Limits to West 1st Street
Miraleste Drive from the City limits to West 1st Street has 13-foot through lanes in each direction. The
center turn lane is 12 feet wide at the south end of this section (at the City limits), then increases to 22
feet wide at the north end of this section (near West 1st Street). There is an 8-foot shoulder and a 5-foot
sidewalk on the southbound (west) side, and a 12-foot parking lane on the northbound (east) side. The
curb-to-curb width ranges from 58 feet to 68 feet as the center turn lane width increases. The cross-
section below shows the center lane’s narrowest point (at the City limits).
Figure 6. Section 1, looking north
Figure 7. Section 1, looking north
Center turn lane
width varies from
12 to 22 feet
B-13
14 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 2. Miraleste Drive from West 1st Street to Kingsridge Drive
Miraleste Drive from West 1st Street to Kingsridge Drive is a divided road segment with a 14-foot
southbound through lane, a 12-foot northbound through lane, and 10-foot left turn lanes on each side of
a 5-foot raised concrete median. There is an 11-foot parking lane on the southbound (west) side, and a
shoulder of variable width (between 8 and 13 feet) on the northbound (east) side. The width from side
to side is variable due to the varying width of the shoulder on the west side of the road; the average
width is about 73 feet.
Figure 8. Section 2, looking north
Figure 9. Section 2, looking north
B-14
15 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 3. Miraleste Drive from Kingsridge Drive to 250’ south of Via Colinita
Miraleste Drive from Kingsridge Drive to 250 feet south of Via Colinita has 12-foot through lanes in each
direction. The two-way left turn lane is 24 feet wide near the south end of the segment and narrows to
11 feet at the north end of the segment. The shoulder on the east side is approximately 8 feet wide. The
width of the shoulder on the west side is variable, ranging from 7 to 14 feet. On-street parking is allowed
on the shoulders on both sides. The minimum curb-to-curb width is 50 feet.
Figure 10. Section 3, looking north
Figure 11. Section 3, looking north
Parking lane
width varies from
7 to 14 feet
Center turn lane
width varies from
11 to 24 feet
B-15
16 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 4. Miraleste Drive south of Via Colinita (at intersection)
Directly south of the intersection with Via Colinita, Miraleste Drive has a triangular landscaped median
that widens from zero to 50 feet as one approaches the intersection. The through lanes are 12 feet
wide. On the southbound (west) side, there is a 12-foot shoulder adjacent to the median, and an 8-foot
shoulder on the other side, adjacent to a section of Harter Park. On the northbound (east) side, there is
a 14-foot right turn lane for vehicles turning onto Via Colinita, and a shoulder varying in width between
2 and 16 feet. Parking on the shoulders is prohibited on both sides.
Figure 12. Section 4, looking north
Figure 13. Section 4, looking north
Median width
varies from 0
to 50 feet
Shoulder width
varies from 2 to
16 feet
B-16
17 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 5. Miraleste Drive north of Via Colinita (at intersection)
Directly north of the intersection with Via Colinita, Miraleste Drive is a divided boulevard with a landscaped
median approximately 70 feet wide. On the northbound (east) side, there is a 14-foot through lane and a
12-foot “slip lane” for vehicles turning right onto Miraleste Drive from Via Colinita. There is a sidewalk on
this side of the intersection that varies between 4 and 8 feet wide, but the sidewalk only extends along
the frontage of Miraleste Park and does not continue north of there. On the southbound (west) side,
there is a 13-foot through lane, a 10-foot left turn lane, and a 5-foot shoulder. There are also narrow
striped shoulders adjacent to the median (3 feet on the southbound side and 5 feet on the northbound
side). The width from curb to curb is approximately 132 feet.
Figure 14. Section 5, looking north
Figure 15. Section 5, looking north
B-17
18 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 6. Miraleste Drive from 200’ north of Via Colinita to Via Bramante
Between Via Colinita and Via Bramante, Miraleste Drive is a divided boulevard with a forested median
approximately 70 feet wide. On the south/eastbound side of the road, there is a 13-foot through lane,
an 11-foot parking lane, and a shoulder adjacent to the median varying in width from 3 to 6 feet. As one
approaches Via Colinita, the parking lane narrows and the shoulder widens to accommodate the left
turn lane at the intersection.
On the north/westbound side of the road, there is an 11-foot through lane, a parking lane that varies
between 10 and 12 feet, and a shoulder adjacent to the median varying from 2 to 5 feet.
Figure 16. Section 6, looking west (shows the minimum width of each component)
Figure 17. Section 6, south/eastbound side, looking east
Figure 18. Section 6, north/westbound side, looking west
B-18
19 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 7. Miraleste Drive from Via Bramante to 100’ east of Palos Verdes Drive East
From Via Bramante to approximately 100 feet east of Palos Verdes Drive East, the forested median
is approximately 65 feet wide. The median gets narrower approaching the Palos Verdes Drive East
intersection. The north (westbound) side of Miraleste Drive has an 11-foot through lane, a 10-foot parking
lane, and a shoulder adjacent to the median between 2 and 4 feet wide. On the south (eastbound) side
of this segment, there is a 14-foot through lane and a 24-foot merging lane that narrows as one travels
east. There is also a sidewalk of variable width alongside the businesses of Miraleste Plaza.
Figure 19. Section 7, looking west
Figure 20. Section 7, eastbound side, looking east
Figure 21. Section 7, westbound side, looking west
B-19
20 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 8. Miraleste Drive at Palos Verdes Drive East
At the intersection with Palos Verdes Drive East, Miraleste Drive has two lanes on each side of the
median. The median narrows from 65 feet to approximately 8 feet at the crosswalk. On the north
(westbound) side, there is a 14-foot right turn lane and a 12-foot left turn lane, separated from each
other by a triangular buffer zone that widens to 35 feet at the crosswalk. On the south (eastbound)
side, the through lane for vehicles turning left off Palos Verdes Drive East is 14 feet wide at a minimum,
and the merging lane (for vehicles turning right off Palos Verdes Drive East) is between 20 and 26
feet wide. The two lanes are separated by a triangular buffer that is 20 feet wide at the crosswalk. The
curb radii are wide (between 50 and 100 feet) except for the right turn from Palos Verdes Drive East
onto Miraleste Drive, where the curb radius is approximately 25 feet. The cross-section shows the
measurements roughly 100 feet east of the crosswalk.
Figure 22. Section 8, looking west, 100 feet east of Palos Verdes Drive East
Figure 23. Section 8, north side of intersection, looking west
B-20
21 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 24. Section 8, south side of intersection, looking east
Figure 25. Aerial view of the intersection
B-21
22 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 9. Palos Verdes Drive East from Via Subida to Miraleste Plaza (rear entrance)
From Via Subida to the rear entrance to Miraleste Plaza, Palos Verdes Drive East has 11-foot through
lanes and a 5-foot sidewalk on the east side of the road, separated by a 2-foot buffer. There is a
shoulder on the west side of the road of varying width, up to 5 feet.
Figure 26. Section 9, looking north
Figure 27. Section 9, looking north
Shoulder width
varies from 0
to 5 feet
B-22
23 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 10. Palos Verdes Drive East from Miraleste Plaza rear entrance to main entrance
On this section of Palos Verdes Drive East, there are 12-foot through lanes, a striped 5-foot median, a
5-foot shoulder on the southbound (west) side, a 12-foot right turn lane on the northbound (east) side,
and a sidewalk 8 feet wide on the northbound (east) side.
Figure 28. Section 10, looking north
Figure 29. Section 10, looking north
B-23
24 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 11. Palos Verdes Drive East at Miraleste Drive (at intersection)
In the immediate vicinity of the intersection with Miraleste Drive, Palos Verdes Drive East has 12-foot
through lanes and a 10-foot left turn lane for southbound traffic turning onto Miraleste Drive. Directly
south of the intersection, the left turn lane is replaced by a striped median. The shoulder on the west
side of the road is 5 feet wide. There is a yellow ladder crosswalk crossing Miraleste Drive at the
intersection.
Figure 30. Section 11, looking north
Figure 31. Section 11, looking south
B-24
25 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 12. Palos Verdes Drive East from Miraleste Drive to Crownview Drive
This section of Palos Verdes Drive East has 12-foot through lanes, 5-foot shoulders, and a 5-foot
sidewalk on the northbound (east) side of the roadway.
Figure 32. Section 12, looking north
Figure 33. Section 12, looking south
B-25
26 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 13. Palos Verdes Drive East from Crownview Drive to Via Canada
This section of Palos Verdes Drive East has 12-foot through lanes, a 13-foot right turn lane in the
southbound direction for vehicles turning onto Crownview Drive, and a 10-foot left turn lane in the
northbound direction for vehicles entering Miraleste Intermediate School. On the northbound (east)
side, there is a 4-foot shoulder and a 5-foot sidewalk. On the southbound (west) side, there is a 6-foot
sidewalk.
Figure 34. Section 13, looking north
Figure 35. Section 13, looking south
B-26
27 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 14. Palos Verdes Drive East from Via Canada to Colt Road
On this section of Palos Verdes Drive East, there are 12-foot through lanes, an 11-foot striped median
that occasionally becomes a left turn lane, 4.5-foot shoulders, and a 5-foot sidewalk on the east side.
The sidewalk on the west side is between 5 and 8 feet wide. Directly north of Via Canada, there is a
combined right turn lane and bus pullout on the southbound (west) side.
Figure 36. Section 14, looking north
Figure 37. Section 14, looking south
B-27
28 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 15. Palos Verdes Drive East from Colt Road to Marion Drive
This section of Palos Verdes Drive East has 12-foot through lanes and an 11-foot striped median. On
the northbound (east) side, there is a 4-foot shoulder and a 4-foot sidewalk behind a guardrail. On the
southbound (west) side, there is a shoulder of varying width, widening from zero to 14 feet to provide a
bus pullout, and a 12-foot sidewalk.
Figure 38. Section 15, looking north
Figure 39. Section 15, looking south
Shoulder width
varies from 0 to
14 feet
B-28
29 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
2.4.Parking
The residences throughout the study area have driveways and garages for off-street parking, and the
non-residential land uses also have off-street parking.
During site visits, it was observed that the shoulder on Miraleste Drive is used for on-street parking,
deliveries, maintenance, and garbage collection.
Palos Verdes Drive East has no formal on-street parking. However, during site visits vehicles were
observed parked in a few spaces by the side of the road where the shoulder is slightly wider.
On Via Colinita, west of Miraleste Drive, vehicles were also observed parked on the street. Due to the
street width (one 12-foot lane for each direction of traffic) and curves in the road, there is generally not
room for two-way traffic to pass when vehicles are parked on the street. East of Miraleste Drive, Via
Colinita has sufficient space for on-street parking on both sides.
2.5.Pedestrian and Bicycle Facilities
Miraleste Drive has no sidewalk on the east/southbound side, except for short portions at each end
(around the intersection with Palos Verdes Drive East and near the City limits). A narrow intermittent
sidewalk is present along the north/westbound side. A hiking path goes along the median, and hikers
can connect from there to other trails in nearby Canada Park, Harter Park, and Frascati Canyon Park.
Pedestrians must cross the travel lanes of Miraleste Drive to access this trail.
Miraleste Drive has no bicycle lanes, although the shoulder provides a wide space for cycling in places
where there are no parked or stopped vehicles. South of the City limits, there are bicycle lanes on the
portion of Miraleste Drive that is within the City of Los Angeles. These lanes connect to the bicycle
network of the San Pedro area.
Palos Verdes Drive East has a narrow sidewalk on the east side, which is continuous throughout
the study area except for a gap in the vicinity of Via Frascati. Signs force the sidewalk to meander at
some points (see Figure 41). From Crownview Drive to Marion Drive, there is a wider sidewalk on
the west side of the street.
Palos Verdes Drive East also has narrow striped shoulders on both sides, with some interruptions. The
width varies between zero and five feet. The shoulders are not sufficient to provide space for bicyclists.
The Los Angeles County Bicycle Plan does not propose any new bicycle facilities for the study area.
The Rancho Palos Verdes Conceptual Bikeways Plan (1996) proposed a bikeway on Miraleste Drive
from West 1st Street to Palos Verdes Drive East. As of 2022, the City’s consolidated Trails Network Plan
is in the process of being updated.
As shown in Figure 40, there are existing bicycle lanes on Palos Verdes Drive East, connecting from
the northern city limits of Rancho Palos Verdes to Palos Verdes Drive North (which also has bicycle
lanes). South of the Rancho Palos Verdes city limits, Miraleste Drive has bicycle lanes continuing onto
9th Street in San Pedro. Therefore, bicycle lanes through the area highlighted on the map would close
an existing bicycle network gap.
B-29
30 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 40. Excerpt from the Los Angeles County Bicycle Master Plan, showing the existing connectivity gap through the study area
B-30
31 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 41. Sidewalk on the east side of Palos Verdes Drive East, north of Miraleste Drive
B-31
32 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
2.6.Transit Facilities
The study area is served by five fixed-route bus lines provided by the Palos Verdes Peninsula Transit
Authority (PVPTA), operating on weekdays only. All the bus lines provide service during the morning
and afternoon school arrival and departure periods; three lines also provide some service extending
into the evening commute period, until roughly 6:00 PM. The bus lines (shown on the map in Figure 42)
are as follows:
• The Green Route runs approximately every hour, mornings and afternoons.
• The Green Eastview Route runs in a loop beginning and ending at Miraleste Intermediate School,
3 times during the morning commuting period and 3 times the afternoon after school.
• Route 225 provides service throughout the workday, approximately every hour.
• The Gold Route runs twice in the morning and 3 times in the afternoon, with the north end of the
line terminating at Miraleste Intermediate School.
• The Orange Route runs twice in the morning and 3 times in the afternoon, with the route including
Miraleste Drive.
There are marked bus stops at the following locations:
• Miraleste Drive at West 1st Avenue
• Miraleste Drive at Via Colinita
• Miraleste Plaza
• Miraleste Drive at Palos Verdes Drive East (with a bus shelter on the north side of the road)
• Palos Verdes Drive East at Via Canada (with a bus shelter on the east side of the road)
• Miraleste Intermediate School (on campus, at the school’s front entrance)
• Palos Verdes Drive East at Marion Drive / Miraleste Library (with a bus shelter on the east side of
the road)
B-32
33 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 42 . Transit routes in and near the study area (source: PVPTA)
B-33
34 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
2.7. Existing Speed Limits
The existing speed limit on Miraleste Drive is 35 miles per hour. On Palos Verdes Drive East, within the
study area, the speed limit is 35 mph south of Miraleste Drive and 30 mph north of Miraleste Drive. The
Engineering and Traffic Survey completed in March 2021 did not recommend changing these speed
limits. This topic is discussed further in Section 6.8.
2.8.Existing Traffic Calming Guidelines
The City’s traffic calming guidelines have not been updated recently. The City intends to update the
manual in the near future. At the time of writing, the current guidelines are in the document “Neighborhood
Traffic Calming Program: A community leadership guide” (2008). Per these guidelines, traffic calming
measures are divided into the following categories:
• Preliminary (can be implemented without a petition process)
»Traffic Education Package
»Lawn Signs
»Targeted Sheriff Enforcement
»Radar Trailer Placement
• Level 1 (may be implemented after an engineering study)
»Truck Restrictions
»Speed Limit Signs
»Speed Limit Pavement Markings
»No Outlet Signs
• Level 2 (requires a petition signed by 60% of property owners)
»Entrance Treatments
»Curb Extensions/Chokers
»Bulb-Outs
»Medians/Center Islands
»Traffic Circles
»Radar Feedback Signs
»Visual Roadway Narrowing
»Speed Humps/Tables
B-34
35 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
2.9. Surrounding Land Uses
The land uses adjacent to Miraleste Drive are single-family residential, except for a small commercial
area (Miraleste Plaza) at the intersection with Palos Verdes Drive East. Near Via Colinita, Miraleste
Drive also abuts a portion of land that is categorized as “Recreational Passive” in the General Plan, with
nearby access to the Colinita Trail and other trails leading through Harter Park and Frascati Canyon
Park.
The land uses alongside Palos Verdes Drive East, within the study area, are primarily single-family
residential and institutional, with approximately 2,000 feet of road frontage abutting the campus of
Miraleste Intermediate School. Some portions of the road are adjacent to land categorized as “Open
Space Hillside” and “Recreational Passive,” with access to hiking trails in Canada Park, Harter Park,
and Frascati Canyon Park. These hiking trails form a connected system throughout the study area.
Frog Pond Park, a small neighborhood park, is near the intersection with Via Colinita. There is also
an area of utility infrastructure directly south of Miraleste Intermediate School, with water tanks and an
electrical substation.
A portion of the study area alongside Palos Verdes Drive East is within the Equestrian Overlay district.
This district allows for the keeping of horses and other large domestic animals.
Beyond the Rancho Palos Verdes city limits, the presumed cut-through route along Miraleste Drive
and Palos Verdes Drive East forms part of a network that connects to major commercial areas in
communities including San Pedro to the south and Lomita and Torrance to the north.
The land uses on the east side of Rancho Palos Verdes, including the study area, per the City’s General
Plan, are shown in Figure 43.
B-35
36 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 43. Land use in eastern Rancho Palos Verdes, per the City’s General Plan
B-36
37 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
2.10.Future Development
Population growth for the City of Rancho Palos Verdes is predicted to be modest in the next two
decades. The Rancho Palos Verdes General Plan (2018 update) predicts that the City’s population
will reach 43,570 in 2030, an increase of 2.8% from the 2020 population (42,207). Forecasts by the
Southern California Association of Governments (SCAG) estimate that the City’s population in 2045 will
be 43,000 (a 2.1% increase).
However, forecasts by SCAG predict that the Los Angeles metro area’s population will grow substantially
in the coming decades. The City of Los Angeles—which includes the neighboring community of San
Pedro—is projected to grow in population by 21% between 2016 and 2045. Modest growth (under 5%)
is expected in the nearby cities of Rolling Hills, Rolling Hills Estates. However, the larger nearby cities
of Carson and Torrance are expected to gain a combined total of over 17,000 people by 2045.
This indicates that although the population of the study area will most likely remain stable, growth can
be expected in surrounding areas, accompanied by increasing transportation demand. For the study
area, this means that any decrease in overall travel demand is unlikely.
The former Marymount California University campus, located less than 1 mile south of the study
area on Palos Verdes Drive East, is expected to reopen as a UCLA branch campus beginning in
2023. This is predicted to bring approximately 1,000 students, bringing additional traffic to the area.
B-37
38 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
3.Traffic Issues
This section describes the main traffic issues that have been identified by residents, and discusses the
associated data and information for each issue.
3.1.Speeding
Residents of the study area have reported high-speed traffic as a concern. Per the Engineering and
Traffic Survey completed in March 2021, the 85th percentile speeds in the study area are as follows:
• 40 mph on the undivided portion of Miraleste Drive (from the City limits to Via Colinita); speed limit
is 35
• 37 mph on the north/westbound side of the divided portion of Miraleste Drive (Via Colinita to Palos
Verdes Drive East); speed limit is 35
• 39 mph on the south/eastbound side of the divided portion of Miraleste Drive (Palos Verdes Drive
East to Via Colinita); speed limit is 35
• 36 mph on Palos Verdes Drive East south of Miraleste Drive; speed limit is 35
• 35 mph on Palos Verdes Drive East north of Miraleste Drive; speed limit is 30
Of the 29 collisions that occurred in the study area during the timeframe examined, “unsafe speed” was
listed as the primary contributing factor for 2 collisions.
3.2.Tailgating
Residents have reported vehicles following too closely as a concern.
Of the 29 collisions that occurred in the study area during the timeframe examined, 6 were rear-end
collisions (21%), which are often associated with following too closely. “Following too closely” was listed
as the primary contributing factor for 2 collisions.
3.3.Increased Collisions
Residents have reported concerns regarding a recent increase in collisions in the study area.
During the 3-year period analyzed (1/1/2019 to 12/31/2021), there were 10 collisions in 2019, 11
collisions in 2020, and 8 collisions in 2021. It should be noted that overall collision rates in the study
area are higher than the statewide rates for similar roadways. This is discussed in Section 5.2.
3.4.Increased Traffic Volumes
Residents have reported that traffic volumes have increased. Traffic count data from 2010 and 2019 are
available, in addition to the data collected for the present study in 2022. The data show, among other
things, a 74% increase in traffic on Miraleste Drive south of Via Colinita from 2010 to 2019. However,
the data also show an 18% decrease in traffic on Miraleste Drive east of Palos Verdes Drive East from
2010 to 2019. The ADT from the available data from 2010, 2019, and 2022 are shown in Figure 44.
Some of the decrease in traffic volumes may result from the recent closure of Marymount California
University’s Rancho Palos Verdes campus.
B-38
39 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
In relation to any perceived or real increase in traffic volumes, it should be considered that real-time
navigation apps were first launched around 2009 and their use has been widespread since the early
2010s. These apps provide users with real-time updates informed by community-driven feedback from
connected devices and other users. Because Miraleste Drive and Palos Verdes Drive East offer a route
with no traffic lights and relatively few stop signs, it is possible that the algorithms for various apps are
sending a significant number of users along the presumed cut-through route. It would be reasonable to
assume an association between the perceived increased traffic in the study area and the growth in the
popularity of real-time navigation apps in recent years.
Stakeholders have also reported that congestion on Western Avenue (which is under Caltrans
jurisdiction) has increased due to adjustments in signal timing associated with the COVID-19 pandemic.
The increased congestion on Western Avenue is believed to result in more drivers (and navigation
apps) selecting the study area as an alternate route.
In addition to the principal cut-through route, stakeholders have also reported increased traffic on Via
Colinita west of Miraleste Drive, potentially also due to cut-through traffic.
Figure 45 illustrates a hypothetical trip routed on Google Maps. This shows how online mapping services
can suggest the study area as a route that is competitive with Western Avenue in terms of time. The
departure time for the trip was set at 3:30 PM on a Monday and shows Miraleste Drive and Palos
Verdes Drive East as a possibly faster alternative route, using Google’s data for typical traffic.
Figure 44. Average Daily Traffic on road segments in the study area, 2010 and 2019
B-39
40 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 45. Hypothetical trip at 3:30 PM on a Monday (Google Maps)
B-40
41 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
3.5.Pedestrian and Bicycle Safety
Stakeholders have expressed concerns about safety for pedestrians and bicyclists, especially children
and seniors, throughout the study area, especially along Palos Verdes Drive East in the vicinity of
Miraleste Intermediate School.
Safety concerns have particularly been noted at the crosswalk on Palos Verdes Drive East, directly
south of Marion Drive. This crosswalk leads to an access road that provides pedestrian access to
Miraleste Intermediate School and Miraleste Library. Visibility is limited at this crosswalk due to the
sharp curve on Palos Verdes Drive East. In addition, there is a considerable amount of “sign clutter”
in this area (see Figure 46). Speeding, illegal passing, and failure to yield to pedestrians have been
reported in this area. One collision involving a bicyclist occurred on Palos Verdes Drive East in 2021.
Figure 46. “Sign clutter,” potentially giving drivers too much input to process at once, on Palos Verdes Drive East near the school
B-41
42 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Large numbers of students are reported to utilize Palos Verdes Drive East to walk from Miraleste
Intermediate School to Miraleste Plaza on a daily basis. During site visits, bicyclists were also observed
on Palos Verdes Drive East (see Figure 47).
3.6.Traffic Issues Related to Miraleste Intermediate School
Miraleste Intermediate School is a public school serving grades 6 through 8 as part of the Palos Verdes
Peninsula Unified School District. As of the 2020-2021 school year, the school served 786 students.
The school is accessed via the main entrance/exit, at Via Canada, from Palos Verdes Drive East. An
aerial view of the school and surrounding area is shown in Figure 48. There is also a rear service
entrance directly south of Marion Drive, which provides vehicular and pedestrian access to the
back of the school, as well as pedestrian-only access to Miraleste Library.
Figure 47. Bicycle traffic on Palos Verdes Drive East
B-42
43 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 48. Aerial view of Miraleste Intermediate School
Miraleste
Library
Miraleste
Intermediate
School
Miraleste
Plaza
B-43
44 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Some students use the Palos Verdes Peninsula Transit buses to get to and from school (there are
safety issues at the crosswalk near the bus shelter, as described in Section 3.5).
A significant number of students are dropped off or picked up some distance from the school (including
on Miraleste Drive), and therefore walk along the streets in the study area. During a site visit, the
crossing guard noted that a significant number of students (sometime up to over 100) walk from the
school to Miraleste Plaza after school. In addition, other pedestrians use the sidewalks on Palos Verdes
Drive East in this area for transportation, exercise, and leisure walking. Site visits have shown that there
are higher volumes of vehicular traffic overall in the morning compared to the afternoon, and higher
volumes of pedestrian traffic in the afternoons. These observations are confirmed by traffic count data.
Some students are dropped off at the school as early as 7:10 AM (the school day begins at 8:15 AM).
Currently there is one flagger posted at the school entrance during drop-off and pick-up times, supported
by two crossing guards (see Figure 50), and another flagger at the intersection of Miraleste Drive and
Palos Verdes Drive East, supported by one crossing guard (see Figure 51).
The following traffic issues directly associated with the school were observed during the site visit:
• The lights on the 25 MPH speed limit beacon signs were observed not flashing.
• Tree branches cover some signs and need to be trimmed.
• Some students are still being dropped off at Miraleste Library, despite the presence of signs there
prohibiting student pick-up and drop-off.
• Congestion has been observed associated with school pick-up and drop-off on Palos Verdes Drive
East (see Figure 52) and also on Miraleste Drive (see Figure 53), with the bottleneck sometimes
reaching all the way from Palos Verdes Drive East to Via Colinita.
• “Sign clutter” on Palos Verdes Drive East and on the south/eastbound side of Miraleste Drive may
exacerbate safety issues because drivers are confronted with too many signs to process
while driving.
The Palos Verdes Peninsula-wide Safe Routes to School Plan noted some of the same issues, including
high vehicle speeds on Palos Verdes Drive East and traffic congestion. The Safe Routes to School plan
also noted that pedestrian visibility can be impaired by existing trees and utility poles and noted similar
safety concerns with the crosswalk on Palos Verdes Drive East to those that were communicated by
stakeholders (see Section 3.5). Figure 49 shows typical traffic congestion on a school day at 3:00 PM,
according to Google Traffic Data.
B-44
45 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 49. Typical traffic in the study area at 3:00 PM on Tuesdays, according to data provided by Google Maps
B-45
46 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 50. School traffic control with flagger and two crossing guards at the school entrance on Palos Verdes Drive East
Figure 51. School traffic control with flagger and crossing guard at the intersection of Miraleste Drive and Palos Verdes Drive East; transit
vehicle also visible
B-46
47 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 52. School-related traffic congestion on Palos Verdes Drive East
Figure 53. School-related traffic congestion on Miraleste Drive
B-47
48 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
3.7.Initial Interventions
In summer 2022, several initial interventions were deployed by the City of Rancho Palos Verdes to
improve safety on Miraleste Drive. The items implemented were the following:
1. An upgraded “Speed Limit 35 Radar Enforced” sign on the eastbound side near Miraleste Plaza
2. A 25 MPH curve advisory sign on the eastbound side at Via Vico
3. Reflectors alongside the median on the eastbound side near Via Vico
4. A mobile speed feedback sign on the eastbound side at Via Siena
5. An additional “Speed Limit 35” sign on the eastbound side at Via Siena
6. A larger “Speed Limit 35” sign on the westbound side, north of Via Colinita
7. Vegetation trimming on the westbound side, north of Via Colinita
8. A “One Way” sign and a “No Left Turn” sign (on the same signpost) on the westbound side at
Lorraine Road
9. A “One Way” sign and a “No Left Turn” sign (on the same signpost) on the westbound side at
Nancy Road
10.An additional “Speed Limit 35” sign on the westbound side, west of Nancy Road
The locations on these interventions are shown in Figure 54. The recommendations in Section 7 of this
study are intended to build upon those interventions to further improve safety in the study area.
B-48
49 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 54. Traffic calming interventions on Miraleste Drive implemented in summer 2022
B-49
50 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
4.Traffic Analysis
4.1.Warrant Analysis
A warrant analysis was performed to assess whether traffic signals are warranted at the following three
intersections in the study area:
1. Miraleste Drive at Palos Verdes Drive East
2. Miraleste Drive at Via Colinita
3. Palos Verdes Drive at Via Canada (Miraleste Intermediate School entrance)
The analysis found that one traffic control signal warrant was met for each of the intersections analyzed
(Warrant 1, Condition A, 80% for Intersection 1; Warrant 1, Condition B, 80% for Intersection 2; and
Warrant 3, Part B for Intersection 3). The results of the warrant analysis are shown in Appendix A
4.2.Traffic Volumes and Turning Movements
24-hour traffic volumes and turning movement counts for the 8 hours of highest traffic volume were
collected in September and October 2022 at the following three intersections:
1. Miraleste Drive at Palos Verdes Drive East
2. Miraleste Drive at Via Colinita
3 Palos Verdes Drive at Via Canada
Diagrams showing the turning movements for the morning and afternoon peak hours are shown in
Figure 55 (vehicular), Figure 56 (pedestrian), and Figure 57 (bicycle). For each intersection, the morning
and afternoon peak hours were identified:
• For Miraleste Drive at Palos Verdes Drive East, the morning peak hour begins at 7:45 AM and the
afternoon peak hour begins at 2:45 PM.
• For Miraleste Drive at Via Colinita, the morning peak hour begins at 8:00 AM and the afternoon
peak hour begins at 2:45 PM.
• For Palos Verdes Drive East at Via Canada, the morning peak hour begins at 7:30 AM and the
afternoon peak hour begins at 3:00 PM.
Analysis of turning movement volumes at intersections 1 and 2 suggests that a large proportion of
traffic is following the presumed cut-through route on Miraleste Drive and Palos Verdes Drive East. The
analysis can be summarized by the following points:
In the northbound direction:
• On Miraleste Drive approaching Via Colinita from the south, 84% of morning peak hour vehicles
entering the intersection are going straight through, with only 16% turning. The figure is similar
(83%) for the afternoon peak hour.
• In the morning peak hour, 73% of vehicles entering this intersection from Via Colinita in the
westbound direction turn north, while 27% proceed straight or turn south. This suggests that a
substantial number of vehicles on Via Colinita coming from the east (potentially from Western
Avenue) may also be accessing the northbound cut-through route.
• On Miraleste Drive approaching Palos Verdes Drive East, 84% of morning peak hour vehicles
entering the intersection turn right (northbound), while only 16% turn left. In the afternoon peak
hour, 76% of vehicles turn right.
B-50
51 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
• In the morning peak hour, the number of vehicles departing the Miraleste/Via Colinita intersection
in the northbound direction (526) is close to the number of vehicles turning right (northbound) from
Miraleste onto Palos Verdes Drive East (544). These numbers suggest that much of the overall
traffic flow may be passing through on the presumed cut-through route in the northbound direction.
In the southbound direction:
• On Palos Verdes Drive East approaching Miraleste Drive from the north, 58% of vehicles in the
morning peak hour turn left onto Miraleste Drive. 70% of vehicles make this same turn during the
afternoon peak hour.
• On Miraleste Drive approaching Via Colinita from the north, 70% of vehicles during the morning
peak hour proceed straight (towards Western Avenue). The remaining 30% turn left onto Via Colinita
(towards Western Avenue). The afternoon peak hour figures are 67% and 33%, respectively.
• In the morning peak hour, the number of vehicles that turn left from Palos Verdes Drive East
onto Miraleste Drive (310) is close to the number of vehicles that proceed straight through the
intersection of Miraleste Drive with Via Colinita southbound (331). The corresponding figures in the
afternoon peak hours are also close (444 and 455 vehicles, respectively). These numbers suggest
that much of the overall traffic flow may be passing through on the presumed cut-through route in
the southbound direction.
In addition to the presumed cut-through route illustrated in Figure 1, the relatively high volumes of traffic
on Via Colinita approaching the intersection with Miraleste Drive in the westbound direction suggest
that this route may also be used by cut-through traffic avoiding Western Avenue. This section of Via
Colinita (east of Miraleste Drive) is primarily connected to Western Avenue by Summerland Street
(shared between the jurisdictions of the Cities of Rancho Palos Verdes and Los Angeles) and West
Santa Cruz Street (within the City of Los Angeles).
B-51
52 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 55. Vehicular turning movement volumes
Figure 55. Existing Vehicular Turning Movement Volumes
Miraleste Traffic Study
X Study Intersection
AM Peak Hour Volume
Miraleste Dr
270138
107
544
310 227
1 Palos Verdes Dr E
5
4
8
29 48
435
130
1433312
Miraleste DrVia Colinita2
Miraleste Dr
113
100
325
444188
3
8
13
5 58
468
167
2234452
Miraleste DrVia Colinita12Palos Verdes Dr E
PM Peak Hour Volume
391
301202
170
225
329 24
277
7
6262118
Palos Verdes Dr EVia Canada3
71
3
65 21
301
17
1245734
3
557
359
Palos Verdes Dr EVia Canada
B-52
53 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 56. Pedestrian volumes
Figure 56. Existing Pedestrian Volumes
Miraleste Traffic Study
X Study Intersection
AM Peak Hour Volume
Miraleste Dr1Palos Verdes Dr E
11
Miraleste DrVia Colinita2
3
8
1
Miraleste Dr
Miraleste DrVia Colinita12Palos Verdes Dr E
PM Peak Hour Volume
87 4
6
4
7
Palos Verdes Dr EVia Canada3
1
12
8
3
5
103
117
Palos Verdes Dr EVia Canada
B-53
54 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 57. Bicycle volumes
AM Peak Hour Volume
Figure 57. Existing Bicycle Volumes
Miraleste Traffic Study
6
Miraleste Dr1Palos Verdes Dr E
5
Miraleste DrVia Colinita2
1 1
Miraleste Dr
Miraleste DrVia Colinita12Palos Verdes Dr E
PM Peak Hour Volume
4
1
1
7 2
2
3
5
X Study Intersection
Palos Verdes Dr EVia Canada3
1 3
3
7 10
Palos Verdes Dr EVia Canada
B-54
55 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
5.Collision Analysis
5.1.Overview
This analysis includes all collisions reported in the study area during a 3-year time period (January 1,
2019 to December 31, 2021). During this time period, there were 29 collisions in the study area. 17
were on Miraleste Drive, 8 were on Palos Verdes Drive East, and 4 were at the intersection between
those two roads. The following observations can be made about the conditions, timing, and types of
collisions:
• 6 collisions occurred in the dark, while the remaining 23 occurred in the daylight.
• 2 collisions occurred in rainy weather, while 26 were in clear weather and 1 was in cloudy weather.
• There were 12 broadside collisions, 6 collisions with objects, 6 rear-end collisions, 4 sideswipe
collisions, and 1 of an unspecified type. 4 out of the 5 collisions at the intersection of Miraleste Drive
and Via Colinita were broadside collisions.
• The most common primary contributing factors (PCFs) were “Auto R/W Violation” (which typically
refers to failing to yield at a traffic control location such as a stop sign) and “Improper Turning”
(9 collisions each). Other PCFs were “Unsafe Speed” (2 collisions), “Following Too Closely” (2
collisions), and the following with 1 collision each: “Failed to maintain direct course”, “Traffic Signals
and Signs”, “Unsafe Passing”, “Unsafe Lane Change”, and “Unsafe Starting or Backing”. Two
collisions had no PCF listed.
• 16 collisions resulted in property damage only; 13 resulted in injury. There were no severe injuries
or fatalities.
• 8 collisions occurred on weekends while 21 occurred during the week.
• 20 collisions were between moving motor vehicles, while 5 involved fixed objects, 3 involved parked
vehicles, and 1 involved a bicyclist. There were no collisions involving pedestrians.
• Regarding year-to-year patterns, 10 collisions occurred in 2019, 11 in 2020, and 8 in 2021.
The following observations can be made regarding the geographic distribution of collisions:
• Collisions are clustered at the major intersections in the study area (Miraleste Drive at Palos Verdes
Drive East, Miraleste Drive at Via Colinita, Miraleste Drive at West 1st Street, and Palos Verdes
Drive East at Colt Road).
• There is a small cluster of broadside collisions (4 out of 5 collisions total) at the intersection of
Miraleste Drive and Via Colinita.
• There is a cluster of 4 collisions with parked cars or fixed objects around the area where Miraleste
Drive curves most sharply. These is also a small cluster of 3 moving-vehicle collisions slightly
downhill (south) from this point on the south/eastbound side of Miraleste Drive.
• One bicyclist was struck on Palos Verdes Drive East at Via Frascati. This section of the roadway
does not have sufficient space available to include bicycle lanes within the existing pavement width.
The locations of collisions are mapped on the following pages. Figure 58 shows the collisions symbolized
by the type of involvement and severity. Figure 59 shows the collision types.
The recommendations presented in Section 7 are intended to address the collision patterns that have
been observed through a combination of intersection improvements, streetscape design, and related
measures. It is expected that these improvements will work together to reduce speeds and collisions.
B-55
56 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 58. Collisions in the study area, 1/1/2019 – 12/31/2021, with severity and collision involvement indicated
B-56
57 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 59. Collisions in the study area, 1/1/2019 – 12/31/2021, with severity and collision type indicated
B-57
58 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
5.2.Collision rates
Collision rates for the road segments and principal intersections in the study area were calculated
according to methodology provided by the Federal Highway Administration, as follows:
Intersection collision rates are calculated with the following equation:
Where:
R = Collision rate for the intersection expressed as accidents per million entering vehicles (MEV).
C = Total number of intersection collisions in the study period.
N = Number of years of data (in this case, 3 years).
V = Traffic volumes entering the intersection daily.
Road segment collision rates are calculated with the following equation:
Where:
R = Collision rate for the road segment expressed as collisions per million vehicle-miles of travel
(VMT).
C = Total number of collisions in the study period.
N = Number of years of data (in this case, 3 years).
V = Number of vehicles per day (both directions).
L = Length of the roadway segment in miles.
The collision rates for the intersections in the study area are summarized in Table 1 (intersections)
and Table 2 (road segments). Miraleste Drive has higher collision and injury rates when compared to
similar intersections statewide and when compared to similar road segments in Caltrans District 7
(which includes Los Angeles and Ventura Counties).
B-58
59 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Table 1. Collision rates for intersections in the study area
Table 2. Collision rates for road segments in the study area
Intersection
Estimated
Daily
Entering
Vehicles
Collisions
(1/1/2019 to
12/31/2021)
Injury
Collisions
(1/1/2019 to
12/31/2021)
Collision
Rate Per
Million
Entering
Vehicles
Injury
Collision
Rate Per
Million
Entering
Vehicles
Statewide
Collision
Rate for
Similar
Intersections
Statewide
Injury
Collision
Rate for
Similar
Intersections
Miraleste Dr @
Palos Verdes
Dr E
15,292 4 1 0.24 0.06 0.14 0.06
Miraleste Dr @
Via Colinita 12,033 5 2 0.38 0.15 0.14 0.06
Miraleste Dr @
W 1st St 10,572 4 1 0.35 0.09 0.14 0.06
Palos Verdes Dr
E @ Colt Rd 10,674 3 2 0.26 0.17 0.14 0.06
Road Segment
Average
Daily
Traffic
(2019)
Length
(Miles)
Collisions
(1/1/2019 to
12/31/2021)
Injury
Collisions
(1/1/2019 to
12/31/2021)
Collision
rate per
million
vehicle
miles
traveled
Injury
Collision
rate per
million
vehicle
miles
traveled
Collision
rate for
similar
roads in
Caltrans
District 7
Injury +
Fatality
rate for
similar
roads in
Caltrans
District 7
Miraleste Drive
from Palos
Verdes Drive
East to Via
Colinita
13,226 0.62 17 7 1.89 0.78 1.74 0.71
Miraleste Drive
from Via Colinita
to the City limits
10,572 0.22 9 3 3.53 1.18 1.74 0.71
Palos Verdes
Drive East from
Via Subida to
Miraleste Drive
6,952 0.74 7 3 1.24 0.53 1.74 0.71
Palos Verdes
Drive East from
Miraleste Drive
to Marion Drive
10,674 0.57 9 4 1.35 0.60 1.74 0.71
5.3.Collision Diagrams
Collison diagrams for the individual intersections are shown on the following pages.
B-59
60 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
3 - YEAR COLLISION DATA
Milareste Drive Crash Diagrams
1/1/19-12/31/2021 Figure
60
SEE
LINEBREAK
SHEET 2
Figure 60. Collision Diagram 1
B-60
61 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
3 - YEAR COLLISION DATA
Milareste Drive Crash Diagrams
1/1/19-12/31/2021 Figure
61
SE
E
SH
E
E
T
1
BR
E
A
K
SEE SHEET 3
LI
N
E
BREAK LINE
Figure 61. Collision Diagram 2
B-61
62 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
3 - YEAR COLLISION DATA
Milareste Drive Crash Diagrams
1/1/19-12/31/2021 Figure
62
SEE SHEET 2 LOWER LEFT
SEE UPPER RIGHT
SEE LOWER LEFT
SEE SHEET 4BREAKLINEBREAKLINE
BREAK LINE BREAK LINE
Figure 62. Collision Diagram 3
B-62
63 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
3 - YEAR COLLISION DATA
Milareste Drive Crash Diagrams
1/1/19-12/31/2021 Figure
63
SEE SHEET 3 LOWER RIGHT
SEE SHEET 5
BREAK LINE
BREAK LINE
BR
E
A
K
Figure 63. Collision Diagram 4
B-63
64 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
3 - YEAR COLLISION DATA
Milareste Drive Crash Diagrams
1/1/19-12/31/2021 Figure
64
SEE SHEET 4 LOWER RIGHT
SE
E
SE
E
LO
W
E
R
L
E
F
T
BR
E
A
K
LI
N
E
BR
E
A
K
LI
N
E
SE
E
SH
E
E
T
6
SEE SHEET 9BREAKLINE
BREAK LINE
UP
P
E
R
R
I
G
H
T
BR
E
A
K
LI
N
E
Figure 64. Collision Diagram 5
B-64
65 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
3 - YEAR COLLISION DATA
Milareste Drive Crash Diagrams
1/1/19-12/31/2021 Figure
65
SE
E
SH
E
E
T
5
BR
E
A
K
LI
N
E
BR
E
A
K
LI
N
E
SE
E
SH
E
E
T
7
Figure 65. Collision Diagram 6
B-65
66 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
3 - YEAR COLLISION DATA
Milareste Drive Crash Diagrams
1/1/19-12/31/2021 Figure
66
SE
E
SH
E
E
T
6
BR
E
A
K
LI
N
E
SEE UPPER RIGHT
SEE LOWER LEFT
BREAK LINE
SEE SHEET 8
BREAK LINE
BREAK LINE
Figure 66. Collision Diagram 7
B-66
67 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
3 - YEAR COLLISION DATA
Milareste Drive Crash Diagrams
1/1/19-12/31/2021 Figure
67
SEE SHEET 7
BREAK LINE
SEE
BREAK
LOWER LEFT
LINE
SEE UPPER RIGHTBREAKLINE
Figure 67. Collision Diagram 8
B-67
68 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
3 - YEAR COLLISION DATA
Milareste Drive Crash Diagrams
1/1/19-12/31/2021 Figure
68
SE
E
SH
E
E
T
5
BR
E
A
K
LI
N
E
SE
E
UP
P
E
R
R
I
G
H
T
BR
E
A
K
L
I
N
E
SE
E
LO
W
E
R
L
E
F
T
BR
E
A
K
LI
N
E
Figure 68. Collision Diagram 9
B-68
69 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
6.Solutions Investigated
This section discusses a range of solutions for the concerns in the study area that were suggested
by residents or other stakeholders and were investigated to determine their feasibility and potential
benefits.
6.1.Reclassification from arterial
• In the City’s current Traffic Calming Guidelines, the use of traffic calming tools is restricted on
collector roadways to the same extent as on arterial roadways. Also, regardless of functional
classification, Miraleste Drive meets the criteria for a “residence district” per California Vehicle
Code Section 515. Per the City’s Traffic Calming Guidelines, streets located in residence districts
are eligible for Level 2 traffic calming measures. For these two reasons, reclassification of Miraleste
Drive would not affect the range of traffic calming options that are available.
• Regardless of functional classification, cut-through traffic can be expected to continue for as long
as the Miraleste Drive–Palos Verdes Drive East route offers a shorter travel time than Western
Avenue.
Therefore, functional reclassification is expected to have little to no impact on the traffic situation on
Miraleste Drive and is therefore not recommended.
6.2.Working with Navigation App Providers to Reduce Cut-through Traffic
Stakeholders raised the possibility of working directly with real-time navigation app providers to reduce
cut-through traffic in the study area. However, real-time navigation apps rely on algorithms that identify
optimal routes, with data updated in real time, and they generally do not have a process for removing
specific roads.
In order to reduce volumes of app-driven cut-through traffic, some communities (for example, Pasadena;
see Marshall 2016) have found that the most effective options are the following:
• Increase the overall travel time of a given cut-through route (through a combination of measures
that reduce speed, such as traffic calming and traffic signals)
• Restrict turning movements
• Close the route
Due to the important role of Miraleste Drive and Palos Verdes Drive East in providing connectivity and
access to the community (including Los Angeles County Fire Department Station 83, located at the
intersection of the two study roads), road closure and turning movement restriction are not considered
viable solutions. Instead, the recommendations of this study focus on reducing speed, thereby reducing
the competitive time advantage of the presumed cut-through route, in combination with a range of traffic
calming measures that are also expected to improve safety.
6.3.“No Thru Traffic” Signs
The possibility of posting signs stating “No Thru Traffic” or “Local Traffic Only” has been suggested for
Miraleste Drive. There are two principal difficulties associated with this measure. Firstly, such regulations
are challenging for local authorities to enforce, because vehicles passing through must be followed to
determine their route identify them as through traffic. Secondly, Miraleste Drive is identified as a major
road (arterial) within the Rancho Palos Verdes street network according to the City’s General Plan, and
B-69
70 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
the restriction of through traffic would cause a significant reduction in overall connectivity, affecting not
only cut-through drivers but also the residents of the City and nearby neighborhoods (see Section 2.2).
Natural features such as canyons combine with the existing street layout to form barriers to connectivity
between Western Avenue and Palos Verdes Drive East. Currently, on Western Avenue between Palos
Verdes Drive North and West 25th Street (a 4.3-mile road segment), there is no way to get through
to Palos Verdes Drive East or any of the neighborhoods directly adjacent to Palos Verdes Drive East
without using Miraleste Drive. Therefore, closing Miraleste Drive to through traffic would cause a
significant detriment to connectivity and could be expected to cause traffic congestion on other roads.
6.4.Western Avenue Signals
Stakeholders noted that the current levels of traffic congestion on Western Avenue – which drivers are
presumably avoiding using the study area’s cut-through route – may be caused, in part, by changes in
signal timing resulting from the COVID-19 pandemic. At the start of the pandemic, the City of Los Angeles
reprogrammed many pedestrian signals to activate automatically, without the need for pedestrians to
push a button, in order to reduce the potential surface-borne spread of the virus. In addition, to combat
reckless driving, in April 2020 LADOT shifted traffic signal patterns to “Night Mode”, which reduces
speeding by interrupting successive green lights along major corridors.
However, in June 2021, LADOT announced that all traffic signals would revert to pre-pandemic timing
patterns, with “Night Mode” only in effect from 7:00 PM to 6:00 AM. Automatic pedestrian recall has
remained in place for areas with high pedestrian activity. The City is currently working with Caltrans on
a project to streamline traffic movements on Western Avenue.
6.5.Additional Traffic Signals
The possibility of installing additional traffic signals in the study area was raised by stakeholders. This
study has found that such signals are warranted (see Section 4.2 and Appendix A).
6.6.Additional STOP signs
The possibility of installing additional stop signs to reduce speeds in the study area was mentioned by
stakeholders. However, per the California Manual on Uniform Traffic Control Devices (Section 2B.04),
stop signs should not be used for speed control. Therefore, this study does not recommend stop signs
for that purpose.
6.7.Roundabouts
The possibility of converting the intersection of Miraleste Drive and Via Colinita to a roundabout was
investigated. FHWA guidance indicates that an urban compact roundabout accommodating vehicles
up to the size of single-unit trucks and buses should have an inscribed circle diameter (the distance
across the circle inscribed by the outer curb) of 80 to 100 feet. For an urban single-lane roundabout, the
recommended inscribed circle diameter is 100 to 130 feet. There is sufficient space for a roundabout
130 feet in diameter within the existing intersection, as illustrated in Figure 69. There is not sufficient
space for a double-lane roundabout (150-180 feet in diameter).
Per FHWA guidance, the circulating flow in a single-lane roundabout should not exceed 1,800 vehicles
per hour. From the turning movement counts data that were collected for this study, it can be estimated
that the maximum circulating flow for the Miraleste Drive / Via Colinita intersection would be 741
vehicles per hour. Therefore, a roundabout at this intersection is a possibility that could be investigated
further. However, the southbound approach toward this intersection is on a downhill slope, which raises
B-70
71 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
additional safety concerns.
Similarly, a roundabout with a 130-foot inscribed circle diameter could fit within the existing right-of-
way at the intersection of Miraleste Drive and Palos Verdes Drive East, as shown in Figure 70. A
complete feasibility study would be needed to determine the viability of roundabouts at either of these
intersections.
B-71
72 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 69. Footprint of 100- and 130-foot diameter roundabouts at Miraleste Drive and Via Colinita
Figure 70. Footprint of 100- and 130-foot diameter roundabouts at Miraleste Drive and Palos Verdes Drive East
B-72
73 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
6.8.Speed Limit Reduction
Stakeholders suggested the possibility of reducing the speed limit to 30 miles per hour on Miraleste
Drive and on the 35-mile-per-hour section of Palos Verdes Drive East.
The road segments in the study area were discussed in the Engineering and Traffic Survey that was
completed in March 2021. The following findings and recommendations were included in that report:
•On Miraleste Drive from Palos Verdes Drive East to Via Colinita (both directions of the divided
roadway), the measured 85th-percentile speed was sufficiently close to the posted speed limit that
no change in the speed limit of 35 miles per hour was recommended.
•On Miraleste Drive from Via Colinita to the City limit, the 85th-percentile speed was measured at
40 miles per hour. The report noted that this critical speed “would normally justify a 40-mph posted
speed limit. However, due to horizontal and vertical curves, moderate bicycle traffic that may not
be apparent to unfamiliar drivers, and to maintain uniformity between adjacent street segments, a
lower speed limit is prudent” (Engineering and Traffic Survey, p. 16). Therefore, no change in the
speed limit was recommended.
•On Palos Verdes Drive East from Diamonte Lane to Miraleste Drive (which includes the southern
portion of Palos Verdes Drive East that is in this study area), the measured 85th-percentile speed
was sufficiently close to the posted speed limit that no change in the speed limit was recommended.
•On Palos Verdes Drive East from Miraleste Drive to Bronco Drive (which includes the northern
portion of Palos Verdes Drive East that is in this study area), the measured 85th-percentile speed
was 35 miles per hour. Similarly to the section of Miraleste Drive mentioned above, the report
stated that the critical speed “would normally justify a 35 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.” No change in the
speed limit was recommended for this section.
The above recommendations of the Engineering and Traffic Survey were approved by Resolution 2022-
16 of the Rancho Palos Verdes City Council on March 15, 2022. In order to remain consistent with the
recommendations of the Engineering and Traffic Survey, this study does not recommend any reduction
in speed limits. However, the City could conduct a new speed study after other traffic calming measures
are implemented, in order to reevaluate the need for speed limit changes.
6.9.Speed Humps and Speed Tables
The possibility of installing speed humps on Miraleste Drive was suggested by stakeholders.
The following is a summary of the most relevant guidance on speed humps within the context of the
roads in the study area.
•The Institute of Transportation Engineers (ITE) considers speed humps to be appropriate for
“residential local streets and residential/neighborhood collectors.” They are “not typically used on
major roads, bus routes, or primary emergency response routes.”
•The Federal Highway Administration (FHWA) lists speed humps as a traffic calming measure
appropriate for local roads. FHWA guidance states that they are well suited for streets with speed
limits below 35 mph.
•The National Association of City Transportation Officials (NACTO) describes speed humps as
“devices intended to slow traffic on low volume, low speed roads.”
B-73
74 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Both Miraleste Drive and Palos Verdes Drive East are classified as arterials by Caltrans and as major
roads in the Rancho Palos Verdes General Plan. They are also bus routes. As such, they do not
match the ITE description of roads appropriate for speed hump installation. Similarly, considering
existing average daily traffic levels, they do not match the description of “low-volume” roads considered
appropriate for speed humps by NACTO.
Speed tables (longer than speed humps and flat-topped, typically with a height of 3–3.5 inches and a
length of 22 feet) are considered compatible with somewhat higher speeds and traffic volumes than
speed humps. The guidance with regard to speed tables is summarized as follows:
• TE considers speed tables appropriate for local and collector streets with speed limits of 30 mph or
less and with 85th-percentile speeds below 45 mph.
• NACTO considers speed tables appropriate on local and collector streets (but not arterials).
The Rancho Palos Verdes Neighborhood Traffic Calming Program guide indicates that speed humps
and speed tables should not be located on streets with ADT over 3,000 per day or on transit routes.
Speed humps or speed tables could also be particularly problematic in the study area due to the
presence of Los Angeles County Fire Department Station 83, located at the corner of Miraleste Drive
and Palos Verdes Drive East.
For consistency with prevailing guidance and City policies, and considering all the characteristics of the
study area, this study does not recommend speed humps or speed tables on Miraleste Drive or Palos
Verdes Drive East.
6.10.Solutions for Pedestrian and Bicycle Access
Stakeholders noted that there is a lack of pedestrian and bicycle access in the study area. Concerns for
pedestrian safety were also mentioned, especially for pedestrians walking on the sidewalk along Palos
Verdes Drive East and crossing Palos Verdes Drive East at Marion Drive.
Traffic counts have showed that significant numbers of pedestrians utilize the study area roads and
crossings. Notably, on a typical weekday, 84 pedestrians crossed Miraleste Drive at Palos Verdes Drive
East during the peak hour beginning at 2:45 PM. Of these, 66 pedestrians (79%) crossed during the 15
minutes from 3:15 to 3:30. This suggests that the pedestrian traffic is related to Miraleste Intermediate
School, where dismissal occurs at 3:00 Tuesday through Friday. Bicyclists have also been observed in
the study area during site visits.
This study presents suggested street cross-sections for the study area that include bicycle lanes and
sidewalk barriers. A range of other pedestrian and bicycle safety improvements are also suggested,
including redesigning intersections, improving crosswalk visibility, and narrowing vehicular lanes.
Crosswalk improvements have been requested by some stakeholders. This study also includes
recommendations for a Rectangular Rapid Flashing Beacon (RRFB) and high-visibility crosswalks at
several locations.
There has been a recent proposal to remove the existing crosswalk on Miraleste Drive at
Chandeleur Drive, which is in shared jurisdiction between Rancho Palos Verdes and the
City of Los Angeles. It should be noted that removing this crosswalk would not prohibit
pedestrians from crossing at this location, although the removal may potentially reduce the
City's liability.
B-74
75 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
6.11.Narrower Lanes
Because speeding has been a primary concern on Miraleste Drive, the solution of narrowing the
vehicular lanes has been investigated. Many studies have shown that narrower lanes result in lower
speeds (for example: Fitzpatrick et al. 2001, Ma et al. 2010, Semeida 2013), and lower collision rates
(for example, Karim 2015, Manuel et al. 2013). This study includes recommendations for typical street
cross-sections that include narrower lanes, utilizing the additional space for bicycle lanes and
sidewalk safety improvements (see Section 7).
6.12.Enforcement
Stakeholders suggested the possibility of placing decoy police vehicles along the presumed cut-through
route in order to deter speeding. Studies (for example, Carrick 2001; Sallybanks 2001) have
indicated that decoy vehicles can be effective for improving compliance with traffic laws.
Depending on the resources available, this is something that the City can consider.
7.Recommendations
This section presents recommendations for alleviating the traffic issues in the study area that were
the impetus for this traffic study. The recommendations have been informed by the stakeholder input
and analysis described in the previous sections. They are intended to complement and build upon the
safety measures that have already been implemented (as described in Section 3.6) to further improve
safety throughout the study area.
7.1.Redesign Street Cross-sections with Narrower Lanes (short-term)
As was discussed Section 6, narrower lanes have been shown to reduce speeds and collision rates in
many different scenarios. This section presents planning-level conceptual cross-section designs for
the study area with lane widths of 10 feet. 10-foot lanes are the preferred width recommended by
NACTO (National Association of City Transportation Officials) design guidelines (NACTO guidelines
are currently used by many jurisdictions in California). Current design standards and research
recommend lane widths between 10 and 11 feet as optimal for speed reduction and improved
safety on urban and suburban arterials and collectors (NACTO 2013, Petritsch 2009).
The narrower vehicular lane widths in the proposed cross-sections allow for the addition of bicycle lanes
on Miraleste Drive and on Palos Verdes Drive East north of the Miraleste Plaza entrance. The provision
of bicycle lanes would close an existing gap in the bicycle network, as discussed in Section 2.5.
Some components of the existing street cross-sections have some variation in width (for example,
shoulders, parking lanes, and center turn lanes). The cross-sections below generally show the
narrowest points of all components. At wider points, the excess space could be used to create bicycle
lane buffers, wider parking lanes (especially where the “door zone” is a concern for the bicycle lane),
or wider shoulders. In any case, it is recommended that the 10-foot lane width should be preserved in
order to achieve the desired traffic calming effect and reduction in speed.
Restriping could be combined with a planned slurry overlay project for part of the study area. It should
also be noted that during streetscape redesign, signs could also be revised and consolidated to
reduce “sign clutter” in some areas (especially Palos Verdes Drive East near the school). The
locations of the cross-section segments are shown in Section 2.3, Figure 5.
B-75
76 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 1. Miraleste Drive from City Limits to West 1st Street
Figure 71. Section 1, existing, looking north
Center turn lane
width varies from
12 to 22 feet
Figure 72. Section 1, suggested restriping (section shows center turn lane at minimum width), looking north
Section 2. Miraleste Drive from West 1st Street to Kingsridge Drive
Figure 73. Section 2, existing, looking north
Figure 74. Section 2, suggested restriping, looking north
Shoulder width
varies from 8
to 11 feet
B-76
77 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 3. Miraleste Drive from Kingsridge Drive to 250’ south of Via Colinita
Figure 75. Section 3, existing, looking north
Parking lane
width varies from
7 to 14 feet
Center turn lane
width varies from
11 to 24 feet
Figure 76. Section 3, suggested restriping, looking north
B-77
78 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 4. Miraleste Drive south of Via Colinita (at intersection)
Section 5. Miraleste Drive north of Via Colinita (at intersection)
Figure 77. Section 4, existing, looking north
Figure 78. Section 4, suggested restriping, looking north
Median width
varies from 0
to 50 feet
Shoulder width
varies from 2 to
16 feet
Figure 79. Section 5, existing, looking north
Figure 80. Section 5, suggested restriping, looking north
B-78
79 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 6. Miraleste Drive from 200’ north of Via Colinita to Via Bramante
Figure 81. Section 6, existing, looking west (Note: Sidewalk is intermittent)
Figure 82. Section 6, suggested restriping, looking west: Areas with sidewalk
Figure 83. Section 7, existing, looking west
Figure 84. Section 7, suggested restriping, looking west
Section 7. Miraleste Drive from Via Bramante to 100’ east of Palos Verdes Drive East
Figure 82a. Section 6, suggested restriping, looking west: Areas with no sidewalk
B-79
80 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 8. Miraleste Drive at Palos Verdes Drive East
Figure 85. Section 8, existing, looking west
Figure 86. Section 8, suggested restriping, looking west (shows suggested median extension)
B-80
81 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 9. Palos Verdes Drive East from Via Subida to Miraleste Plaza (rear entrance)
Figure 87. Section 9, existing, looking north
Figure 88. Section 9, suggested restriping, looking north
Shoulder width
varies from 0
to 5 feet
B-81
82 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 10. Palos Verdes Drive East from Miraleste Plaza rear entrance to main entrance
Figure 89. Section 10, existing, looking north
Figure 90. Section 10, suggested restriping, looking north
B-82
83 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 11. Palos Verdes Drive East at Miraleste Drive (at intersection)
Figure 91. Section 11, existing, looking north. Note: the left turn lane is present at the intersection and directly north of it, with a length
of about 120 feet. Further north, there is a striped median for approximately 130 feet, which gradually narrows in width.
Figure 92. Section 11, suggested restriping, looking north
B-83
84 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 12. Palos Verdes Drive East from Miraleste Drive to Crownview Drive
Figure 93. Section 12, existing, looking north
Figure 94. Section 12, suggested restriping, looking north
B-84
85 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 13. Palos Verdes Drive East from Crownview Drive to Via Canada
Figure 95. Section 13, existing, looking north
Figure 96. Section 13, suggested restriping, looking north
B-85
86 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 14. Palos Verdes Drive East from Via Canada to Colt Road
Figure 97. Section 14, existing, looking north
Figure 98. Section 14, suggested restriping, looking north. Note: The pedestrian safety barrier is suggested not for the entire section, but
only if and as needed.
B-86
87 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Section 15. Palos Verdes Drive East from Colt Road to Marion Drive
Figure 99. Section 15, existing, looking north. The section with no shoulder is shown. Note. the existing guardrail on the right side is
not present for the entire section; it runs from north of Colt Road to south of the bus pullout across from the Miraleste Intermediate
School north/rear entrance.
Figure 100. Section 15, suggested restriping, looking north
Shoulder width
varies from 0 to
14 feet
B-87
88 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
7.2.Curb Extensions (long-term)
Several studies (for example, Johnson 2005, Bella and Silverstri 2016) have shown that curb extensions
result in lower vehicle speeds and improvements in pedestrian safety. This study recommends
landscaped curb extensions at the intersections on Miraleste Drive where a parking lane or
shoulder is present (Sections 1, 2, 4, 5, 6, 7, and 8). The curb extension would occupy the width of
the shoulder or parking lane, with approximately equal length. An example cross-section with a curb
extension is shown in Figure 101. It is expected that curb extensions will increase driver awareness on
the curving section of Miraleste Drive where a notable number of fixed-object and parked-car
collisions have occurred.
•Miraleste Drive at Palos Verdes Drive East
•Miraleste Drive at Via Colinita
The reduction in curb radii can be accomplished through a combination of striping and curb extensions.
At the intersection of Miraleste Drive and Palos Verdes Drive East, this would also help to reduce the
crossing distance at the striped crosswalk, which is currently approximately 150 feet. In combination
with curb extensions, the landscaped median could be extended at this location to create a pedestrian
refuge, something that was also recommended in the Palos Verdes Peninsula-wide Safe Routes to
School Plan.
A conceptual illustration of curb extensions and reduced curb radii for the intersection of Miraleste
Drive and Palos Verdes Drive East is shown in Figure 102. The curb and median extensions could be
in a future Capital Improvement Program, while the pavement markings could be implemented during
the shorter term.
Figure 101. Cross-section concept for the divided portion of Miraleste Drive at or near intersections, with curb extensions reaching to the
edge of the parking lane
7.3.Reduced Curb Radii and Pedestrian Refuge (long-term)
During site visits and subsequent analysis, it was observed that some intersections in the study area
have large curb radii at one or more corners (up to 100 feet). Several studies have shown that larger
turning radii are associated with higher vehicular speeds, while a reduction in the curb radius lowers
speed and improves safety (for example: Wolfermann et al. 2011, Zangenehpour et al. 2017). The
reduction of turning movement speed has potential to improve safety, especially considering the high
volumes of turning traffic at the two major intersections in this study. It is recommended that the following
intersections be considered for redesigning to reduce their curb radii to the minimum that would still
safely accommodate buses and emergency vehicles.
B-88
89 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Figure 102. Conceptual illustration of reduced curb radii at the intersection of Miraleste Drive and Palos Verdes Drive East
B-89
90 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
7.4.Consolidate the Miraleste Drive/Via Colinita Intersection (long-term)
The intersection of Miraleste Drive and Via Colinita could be consolidated to reduce the total number of
stop signs and avoid the need for vehicles to occupy space within the median area. To accomplish this,
the splitting of lanes would occur north of the intersection rather than south.
Figure 103 shows a conceptual sketch of how the intersection could be consolidated, bringing the
divided lanes of Miraleste Drive together north of the intersection, reducing curb radii, and
increasing the amount of adjacent green space. This could be done in a phased approach, with
pavement markings implemented more immediately and curb extensions included in a future
Capital Improvement Program.
Figure 103. Conceptual sketch showing potential consolidation of the intersection of Miraleste Drive and Via Colinita
B-90
91 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
7.5.High-visibility Crosswalks (short-term)
To improve overall pedestrian safety in the study area, high-visibility crosswalks are recommended at
the following locations:
•Miraleste Drive at Via Vico
•Miraleste Drive at Nancy Road
•Miraleste Drive at Lorraine Road
•Miraleste Drive at Via Siena
•Miraleste Drive at Via Colinita
•Miraleste Drive at West 1st Street
The crosswalks will complement the initial traffic safety measures that were implemented in the summer
of 2022 at or near most of the intersections listed above. In addition to improving pedestrian safety,
these crosswalks would enhance connectivity to the trail that runs along the median on the divided
portion of Miraleste Drive.
7.6.Rectangular Rapid Flashing Beacon (RRFB) (short-term)
As we noted earlier, pedestrian safety concerns have been noted at the crosswalk on Palos Verdes
Drive East directly south of Marion Drive. An RRFB could increase the visibility of this crosswalk and
improve driver yielding behavior. The Palos Verdes Peninsula-wide Safe Routes to School Plan also
recommended an RRFB for this crosswalk.
7.7.Warranted Traffic Control Signals at Intersections (short-term)
Due to the intersections subject to warrant analysis in this study each meeting at least one warrant for
traffic control signals, the City can install signals at these intersections.
7.8.Further Study of Roundabouts (long-term)
As discussed in Section 6.7, roundabouts are a possibility that could be investigated further as an
alternative to traffic control signals at the intersections of Miraleste Drive with Via Colinita and with
Palos Verdes Drive East. A complete feasibility study would be necessary to determine whether a
roundabout could be implemented at each intersection.
7.9.Advisory Signage on Via Colinita (short-term)
Increased traffic has been reported on Via Colinita between Miraleste Drive and Palos Verdes
Drive East. This is a hilly street section with sharp curves. To encourage increased driver caution,
Winding Road (W1-5) signs could be installed.
7.10.Enforcement (short-term and long-term)
The City could work with the Los Angeles County Sheriff’s Department to enhance enforcement of
traffic laws in the study area.
B-91
92 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
References
Bella, F., & Silvestri, M. (2016). Driver’s braking behavior approaching pedestrian crossings: a parametric
duration model of the speed reduction times. Journal of Advanced Transportation, 50(4), 630-646.
California Office of Traffic Safety. OTS Crash Rankings Results. https://www.ots.ca.gov/media-and-
research/crash-rankings-results/
California, State of. California Manual on Uniform Traffic Control Devices. 2014 edition, Revision 6
(March 30, 2021).
California, State of. Vehicle Code. https://leginfo.legislature.ca.gov/faces/codes_displayText.
xhtml?lawCode=VEH&division=1.&title=&part=&chapter=&article=
Caltrans. “2019 Crash Data on California State Highways.” https://dot.ca.gov/-/media/dot-media/
programs/research-innovation-system-information/documents/annual-collision-data/2019_crash_
data_on_cshwy-web-a11y.pdf
Caltrans. “California Road System - Functional Classification.” https://caltrans.maps.arcgis.com/apps/
webappviewer/index.html?id=026e830c914c495797c969a3e5668538
Caltrans. “Flowchart to Change Functional Classification.” https://dot.ca.gov/-/media/dot-media/
programs/research-innovation-system-information/documents/hpms/flowchart-to-change-functional-
classification-2021-0312-a11y.pdf
Carrick, Grady. “Decoy Patrols: Dummies Reducing Traffic Fatalities.” Law and Order 49.4 (2001):110-
111.https://www.ojp.gov/ncjrs/virtual-library/abstracts/decoy-patrols-dummies-reducing-traffic fatalities
Deller, J. “The influence of road design speed, posted speed limits and lane widths on speed selection:
a literature synthesis.” Australasian Transport Research Forum (ATRF), 36th, 2013, Brisbane,
Queensland, Australia.
Federal Highway Administration. “Engineering Speed Management Countermeasures.” https://safety.
fhwa.dot.gov/speedmgt/ref_mats/eng_count/2014/reducing_speed.cfm
Federal Highway Administration. “Highway Functional Classification Concepts, Criteria and Procedures.”
https://www.fhwa.dot.gov/planning/processes/statewide/related/highway_functional_classifications/
section03.cfm#Toc336872983
Federal Highway Administration. “Roadway Safety Information Analysis: A Manual for Local Rural Road
Owners.” https://safety.fhwa.dot.gov/local_rural/training/fhwasa1210/s3.cfm
Federal Highway Administration. “Speed Management Countermeasures.” https://safety.fhwa.dot.gov/
speedmgt/ref_mats/fhwasa16077/fhwasa16077.pdf
Federal Highway Administration. Roundabouts: An Informational Guide. Chapter 6: Geometric Design.
https://www.fhwa.dot.gov/publications/research/safety/00067/000676.pdf
Fitzpatrick, K., Carlson, P., Brewer, M., & Wooldridge, M. (2001). Design factors that affect driver speed
on suburban streets. Transportation Research Record, 1751(1), 18-25.https://www.researchgate.
net/profile/Marcus-Brewer/publication/245559635_Design_Factors_That_Affect_Driver_Speed_on_
Suburban_Streets/links/53f5f07a0cf2fceacc6f7fe8/Design-Factors-That-Affect-Driver-Speed-on-
Suburban-Streets.pdf
B-92
93 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Godley, Stuart T., Thomas J. Triggs, and Brian N. Fildes. “Perceptual lane width, wide perceptual road
centre markings and driving speeds.” Ergonomics 47.3 (2004): 237-256.
Institute of Transportation Engineers. Speed Table/Raised Crosswalks. https://www.ite.org/
pub/?id=2c8edbfb%2D0c48%2Db1f3%2Dc506%2D9e8e72dd3992
Institute of Transportation Engineers. Traffic Calming Measures. https://www.ite.org/technical-
resources/traffic-calming/traffic-calming-measures/
Johnson, R. S. (2005). Pedestrian safety impacts of curb extensions: A case study (No. FHWA-0R-
DF-06-01). Oregon. Dept. of Transportation. Research Unit.
Karim, Dewan Masud. “Narrower Lanes, Safer Streets.” Conference: Canadian Institute
of Transportation Engineers, Regina, June 2015. https://pdfs.semanticscholar.org/d5a9/
a1a97e5f09dd52e2172235b8c5b4b33a95fb.pdf
Lank, Barry. “You can thank coronavirus for no longer having to push a pedestrian button at some L.A.
intersections.” The Eastsider, April 23, 2020. https://www.theeastsiderla.com/news/transportation_
and_traffic/you-can-thank-coronavirus-for-no-longer-having-to-push-a-pedestrian-button-at-some/
article_1f96c948-845e-11ea-a6c7-63f5935d9ac4.html
Los Angeles County. “Bicycle Master Plan.” https://pw.lacounty.gov/tpp/bike/masterplan.cfm
Los Angeles Department of Transportation. “LADOT Resumes Normal Traffic Signal Patterns.” Press
release, June 14, 2021. https://ladot.lacity.org/sites/default/files/press-releases/press-release-ladot-
resumes-normal-traffic-signal-patterns.pdf
Los Angeles, City of. “Western Avenue Corridor Street Enhancement Strategy” (2015). https://
planning.lacity.org/odocument/c130c063-dc2f-4a4f-a4aa-5f49a357f9f7/Western_Avenue_Corridor_
Streetscape_Plan.pdf
Ma, Yingying, Ying Zeng, and Xiaoguang Yang. “Impact of lane width on vehicle speed of urban
arterials.” ICCTP 2010: Integrated Transportation Systems: Green, Intelligent, Reliable. 2010. 1844-
1852.
Manuel, Aaron, Karim El-Basyouny, and Md Tazul Islam. “Investigating the safety effects of road width
on urban collector roadways.” Safety science 62 (2014): 305-311.
Marshall, Aarian. “There Are Better Ways to Kill Traffic Than Lying to Waze.” Wired (July 5, 2016).
https://www.wired.com/2016/07/better-ways-kill-traffic-lying-waze/
Mecheri, Sami, Florence Rosey, and Régis Lobjois. “The effects of lane width, shoulder width, and road
cross-sectional reallocation on drivers’ behavioral adaptations.” Accident Analysis & Prevention 104
(2017): 65-73.
National Association of City Transportation Officials. Urban Street Design Guide (2013). https://nacto.
org/publication/urban-street-design-guide/
National Association of City Transportation Officials. Vertical Speed Control Elements”. https://nacto.
org/publication/urban-street-design-guide/street-design-elements/vertical-speed-control-elements/
Palos Verdes Peninsula Transit Authority (PVPTA). http://www.palosverdes.com/pvtransit/
Petritsch, T., & PTOE, P. (2009). The influence of lane widths on safety and capacity: A summary of
the latest findings. Sprinkle Consulting, Lutz, FL. https://nacto.org/docs/usdg/lane_widths_on_safety_
and_capacity_petritsch.pdf
B-93
94 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Rancho Palos Verdes, City of. “Conceptual Bikeways Plan” (1996). https://www.rpvca.gov/
DocumentCenter/View/2630/Conceptual-Bikeways-Plan-PDF?bidId=
Rancho Palos Verdes, City of. “Engineering and Traffic Survey” (Dec.2021).
Rancho Palos Verdes, City of. “General Plan Circulation Element Update: Traffic Impact Analysis” (2010).
https://www.rpvca.gov/DocumentCenter/View/1644/June-14-2012-Draft-Traffic-Safety-Commission-
PDF?bidId=
Rancho Palos Verdes, City of. “General Plan.” https://www.rpvca.gov/356/General-Plan-Update
Rancho Palos Verdes, City of. “Neighborhood Traffic Calming Program.” https://www.rpvca.gov/
DocumentCenter/View/94/Traffic-Calming-Guidelines-PDF
Rancho Palos Verdes, City of. “Palos Verdes Peninsula-wide Safe Routes to School Plan” (November
2020). https://www.rpvca.gov/DocumentCenter/View/16736/Peninsula-Wide-Safe-Routes-to-School-
Plan-2020-21-
Rancho Palos Verdes, City of. “Trails Network Plan.” https://www.rpvca.gov/483/Trails-Network-Plan
Rosey, Florence, et al. “Impact of narrower lane width: Comparison between fixed-base simulator and
real data.” Transportation research record 2138.1 (2009): 112-119.
Sallybanks, Joanna. “Assessing the Police Use of Decoy Vehicles.” Great Britain Home Office, Policing
and Reducing Crime Unit, Police Research Series, Paper 137 (2001). https://www.ojp.gov/ncjrs/virtual-
library/abstracts/assessing-police-use-decoy-vehicles
Semeida, A. M. (2013). Impact of highway geometry and posted speed on operating speed at multi-
lane highways in Egypt. Journal of Advanced Research, 4(6), 515-523. https://www.sciencedirect.com/
science/article/pii/S2090123212000732
Southern California Association of Governments. Current Context Demographics and Growth Forecast.
Adopted September 3, 2020. https://scag.ca.gov/sites/main/files/file-attachments/0903fconnectsocal_
demographics-and-growth-forecast.pdf?1606001579
Tian, Z., & Zhou, C. (2015). Right-Turn Traffic Volume Adjustments in Traffic Signal Warrant
Analysis. Nevada DOT Research Report 123-13-803. https://www.dot.nv.gov/home/
showpublisheddocument/9097/636440093198970000
Wolfermann, A., Alhajyaseen, W. K., & Nakamura, H. (2011, September). Modeling speed profiles
of turning vehicles at signalized intersections. In 3rd International Conference on Road Safety and
Simulation RSS2011, Transportation Research Board TRB, Indianapolis (pp. 1-17).
Zangenehpour, S., Chung, C., Saneinejad, S., & Eng, P. (2017). Impact of Curb Radius Reduction on
Pedestrian Safety a Before-After Surrogate Safety Study in Toronto. In ITS World Congress, Detroit
MI, USA.
B-94
95 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Appendix A: Warrant Analysis
The traffic signal warrants analysis was carried out as per the guidelines set in the State of California
Manual on Uniform Traffic Control Devices (CA-MUTCD) 2014 Edition Revision 6. The CA-MUTCD
contains minimum guidelines regarding traffic volumes, collisions, speeds, pedestrian crossings,
and other criteria in order to satisfy the requirements for the recommendation of a traffic signal. The
traffic signal guidelines in Chapter 4C. Traffic Control Signal Needs Studies of the CA-MUTCD can be
accessed at http://www.dot.ca.gov/trafficops/camutcd/camutcd2014rev3.html.
As stated in these CA-MUTCD guidelines, and noted below, signalization should be considered when
the following standard is met:
“An engineering study of traffic conditions, pedestrian characteristics, and physical characteristics of
the location shall be performed to determine whether installation of a traffic control signal is justified at
a particular location.
The investigation of the need for a traffic control signal shall include an analysis of factors related to the
existing operation and safety at the study location and the potential to improve these conditions, and
the applicable factors contained in the following traffic signal warrants:
Warrant 1, Eight-Hour Vehicular Volume
Warrant 2, Four-Hour Vehicular Volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
Warrant 7, Crash Experience
Warrant 8, Roadway Network
Warrant 9, Intersection Near a Grade Crossing
The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic
control signal.”
The CA-MUTCD also states that “Engineering judgment should also be used in applying various traffic
signal warrants to cases where approaches consist of one lane plus one left-turn or right-turn lane. The
site-specific traffic characteristics should dictate whether an approach is considered as one lane or two
lanes. For example, for an approach with one lane for through and right-turning traffic plus a left-turn
lane, if engineering judgment indicates that it should be considered a one-lane approach because the
traffic using the left-turn lane is minor, the total traffic volume approaching the intersection should be
applied against the signal warrants as a one-lane approach. The approach should be considered two
lanes if approximately half of the traffic on the approach turns left and the left-turn lane is of sufficient
length to accommodate all left-turn vehicles” (Section 4C.01.09).
Furthermore: “Similar engineering judgment and rationale should be applied to a street approach with
one through/left-turn lane plus a right-turn lane. In this case, the degree of conflict of minor-street right-
turn traffic with traffic on the major street should be considered. Thus, right-turn traffic should not be
included in the minor-street volume if the movement enters the major street with minimal conflict. The
approach should be evaluated as a one-lane approach with only the traffic volume in the through/left-
turn lane considered” (Section 4C.01.10).
B-95
96 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
At the intersection of Miraleste Drive and Palos Verdes Drive East, during the 8 hours of highest
traffic volumes, 43% of total traffic westbound on Miraleste Drive turns right onto Palos Verdes Drive
East. 40% of total traffic southbound on Palos Verdes Drive East turns left onto Miraleste Drive. Since
turning traffic represents close to half of the total traffic volume on both these approaches, these
approaches are both considered two-lane approaches.
A methodology for calculating right-turn traffic volume adjustments in traffic signal warrant analysis was
established by Tian and Zhou (2015) in a research report sponsored by the Nevada Department of
Transportation. This methodology calculates the adjusted right-turn volume as the following:
Radj = R x [1 – (Fminor – Fmain)]
where:
Radj = adjusted right turn volume;
R = original right turn volume;
Fminor = minor street adjustment factor;
Fmain = mainline congestion factor.
The adjustment factors and congestion factors (Fminor and Fmain) from Tian and Zhou (2015) are shown
in the two following tables.
B-96
97 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Table 3. Right-turn adjustment factors (Tian and Zhou, 2015)
Table 4. Congestion factors (Tian and Zhou, 2015)
B-97
98 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Intersection 1: At the westbound approach to the intersection of Miraleste Drive and Palos Verdes
Drive East, the lane configuration most closely resembles Case 2. During the 8 hours of highest traffic
volume, the volume of right-turning traffic is 3.04 times the volume of left-turning traffic. Therefore, the
condition “R > 3T” applies, and the adjustment factor (Fminor) is 0.60.
With a mainline peak hour volume of 408 vehicles per hour per lane, the mainline congestion factor
(Fmain) is 0.05. (The mainline volume per hour includes mainline right-turn volumes because no right-
turn lane is present on Palos Verdes Drive East approaching Miraleste Drive.)
Therefore, the adjusted right-turn volume for this approach is the existing right-turn volume multiplied
by 0.4, calculated as follows:
Radj = R x [1 – (0.6 – 0.05)] = R x 0.405
Intersection 2: At the westbound approach to the intersection of Via Colinita and Miraleste Drive,
the lane configuration most closely resembles Case 1. During the 8 hours of highest traffic volume,
the volume of right-turning traffic is 1,178 vehicles, while the total volume multiplied by 0.7 is 1,066
vehicles. Therefore, the condition “R > 0.7V” applies, and the adjustment factor (Fminor) is 0.60.
With a peak hour mainline volume of 391 vehicles per hour per lane, the mainline congestion factor
(Fmain) is zero. (The mainline volume per hour excludes mainline right-turn volumes because there is a
right-turn lane on Miraleste Drive approaching this intersection northbound.)
Therefore, the adjusted right-turn volume for this approach is the existing right-turn volume multiplied
by 0.4, calculated as follows:
Radj = R x [1 – (0.6 – 0)] = R x 0.4
Intersection 3: At the eastbound approach to the intersection of Via Canada (the Miraleste Intermediate
School entrance/exit) and Palos Verdes Drive East, the lane configuration most closely resembles
Case 3. The right-turn lane is approximately 600 feet in length. Therefore, the adjustment factor (Fminor)
is 0.75.
With a peak hour mainline volume of 268 vehicles per hour, the mainline congestion factor (Fmain) is
zero. (The mainline volume per hour excludes mainline right-turn volumes because there is a right-turn
lane on Palos Verdes Drive East approaching this intersection southbound.)
Therefore, the adjusted right-turn volume for this approach is the existing right-turn volume multiplied
by 0.25, calculated as follows:
Radj = R x [1 – (0.75 – 0)] = R x 0.25
In order to justify and recommend the installation of traffic control signals, as shown above there are
nine (9) CA-MUTCD Traffic Signal Warrants that should be analyzed. If any, or a combination, of these
warrants is met then a traffic signal should be considered. Yet, as also stated in the CA-MUTCD: “The
satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic
control signal.”
The following pages present the analysis of each of the warrants. If the warrant criteria in these
guidelines are not met, the installation of an un-warranted traffic signal is typically not recommended as
it may place the City in a position of potential liability.
B-98
99 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Intersection 1: Miraleste Drive at Palos Verdes Drive East
Warrant 1, Eight-Hour Vehicular Volume
Per the CA-MUTCD the Standard for the eight-hour vehicular volume:
“The Minimum Vehicular Volume, Condition A, is intended for application at locations where a large
volume of intersecting traffic is the principal reason to consider installing a traffic control signal.
The Interruption of Continuous Traffic, Condition B, is intended for application at locations where
Condition A is not satisfied and where the traffic volume on a major street is so heavy that traffic on a
minor intersecting street suffers excessive delay or conflict in entering or crossing the major street.”
In order to evaluate traffic volume warrants, 24-hour Average Daily Traffic (ADT) machine counts were
collected at the intersection on Thursday, September 15, 2022. Turning movements, pedestrians, and
bicycles were also counted that same day during the 8 hours of highest volume, from 7:00 AM to 9:00
AM and 12:00 PM to 6:00 PM. Table 5 below shows a summary of the results of the intersection’s ADT
and highest hourly traffic count data.
All traffic and pedestrian volume data collected for the study intersections are included in Appendix B.
Table 5. 24-Hour Intersection Vehicle Counts
All traffic count and speed data gathered were applied to the Traffic Signal Warrants Worksheets
presented on the following page.
As shown on the worksheet, Warrant 1 (Condition A, 80%) was met for Intersection 1.
Street Direction ADT Volume
Directional
Split Highest Hourly Volume
Miraleste East of Palos Verdes
Dr East
Eastbound 5,755 50 %
1,122 veh. (7:30 – 8:30 AM)
Westbound 5,744 50 %
B-99
100 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-100
101 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Warrant 2, Four-Hour Vehicular Volume
Per the CA-MUTCD, “The Four-Hour Vehicular Volume signal warrant conditions are intended to be
applied where the volume of intersecting traffic is the principal reason to consider installing a traffic
control signal.”
“The need for a traffic control signal shall be considered if an engineering study finds that, for each
of any 4 hours of an average day, the plotted points representing the vehicles per hour on the major
street (total of both approaches) and the corresponding vehicles per hour on the higher-volume minor-
street approach (one direction only) all fall above the applicable curve in Figure 4C-1 for the existing
combination of approach lanes. On the minor street, the higher volume shall not be required to be on
the same approach during each of these 4 hours.”
The analysis shown on the following pages illustrates that Warrant 2 was not met.
Warrant 3, Peak Hour
Per the CA-MUTCD, “The Peak Hour signal warrant is intended for use at a location where traffic
conditions are such that for a minimum of 1 hour of an average day, the minor-street traffic suffers
undue delay when entering or crossing the major street.”
This signal warrant shall be applied only in unusual cases of facilities that attract or discharge large
numbers of vehicles over a short time. “The need for a traffic control signal shall be considered if an
engineering study finds that the criteria in either of the following two categories are met:
A. If all three of the following conditions exist for the same 1 hour (any four consecutive 15-minute
periods) of an average day:
1.The total stopped time delay experienced by the traffic on one minor-street approach (one
direction only) controlled by a STOP sign equals or exceeds: 4 vehicle-hours for a one-lane
approach or 5 vehicle-hours for a two-lane approach; and
2.The volume on the same minor-street approach (one direction only) equals or exceeds 100
vehicles per hour for one moving lane of traffic or 150 vehicles per hour for two moving lanes; and
3.The total entering volume serviced during the hour equals or exceeds 650 vehicles per hour for
intersections with three approaches or 800 vehicles per hour for intersections with four or more
approaches.
B. The plotted point representing the vehicles per hour on the major street (total of both approaches)
and the corresponding vehicles per hour on the higher-volume minor-street approach (one direction
only) for 1 hour (any four consecutive 15-minute periods) of an average day falls above the applicable
curve in Figure 4C-3 for the existing combination of approach lanes.”
The analysis shown on the following pages illustrates that Warrant 3 was not met.
B-101
102 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-102
103 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-103
104 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Warrant 4, Pedestrian Volume
Per the CA-MUTCD, “The Pedestrian Volume signal warrant is intended for application where the traffic
volume on a major street is so heavy that pedestrians experience excessive delay in crossing the major
street.”
As such, “The need for a traffic control signal at an intersection or midblock crossing shall be considered
if an engineering study finds that one of the following criteria is met:
A. For each of any 4 hours of an average day, the plotted points representing the vehicles per hour on
the major street (total of both approaches) and the corresponding pedestrians per hour crossing the
major street (total of all crossings) all fall above the curve in Figure 4C-5; or
B. For 1 hour (any four consecutive 15-minute periods) of an average day, the plotted point representing
the vehicles per hour on the major street (total of both approaches) and the corresponding pedestrians
per hour crossing the major street (total of all crossings) falls above the curve in Figure 4C-7.”
The analysis shown on the following pages illustrates that Warrant 4 was not met.
Warrant 5, School Crossing
Per the CA-MUTCD, “The School Crossing signal warrant is intended for application where the fact
that schoolchildren cross the major street is the principal reason to consider installing a traffic control
signal.”
“The need for a traffic control signal shall be considered when an engineering study of the frequency
and adequacy of gaps in the vehicular traffic stream as related to the number and size of groups of
schoolchildren at an established school crossing across the major street shows that the number of
adequate gaps in the traffic stream during the period when the schoolchildren are using the crossing is
less than the number of minutes in the same period (see Section 7A.03) and there are a minimum of 20
schoolchildren during the highest crossing hour.
Before a decision is made to install a traffic control signal, consideration shall be given to the
implementation of other remedial measures, such as warning signs and flashers, school speed zones,
school crossing guards, or a grade-separated crossing.
The School Crossing signal warrant shall not be applied at locations where the distance to the nearest
traffic control signal along the major street is less than 300 feet, unless the proposed traffic control
signal will not restrict the progressive movement of traffic.”
Although Intersection 1 has some pedestrian traffic that is believed to be school-related, there is not an
established school crossing at the intersection.
Therefore, Warrant 5 was not met.
B-104
105 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-105
106 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-106
107 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Warrant 6, Coordinated Signal System
Per the CA-MUTCD, “Progressive movement in a coordinated signal system sometimes necessitates
installing traffic control signals at intersections where they would not otherwise be needed in order to
maintain proper platooning of vehicles.”
This Warrant is not applicable for the location at hand.
Warrant 7, Crash Experience
Per the CA-MUTCD, “The Crash Experience signal warrant conditions are intended for application
where the severity and frequency of crashes are the principal reasons to consider installing a traffic
control signal.”
One of the necessary conditions for this warrant is that “Five or more reported crashes, of types
susceptible to correction by a traffic control signal, have occurred within a 12-month period, each crash
involving personal injury or property damage apparently exceeding the applicable requirements for a
reportable crash;”
The crash data provided by the City do not show numbers or types of crashes meeting these criteria.
As such, Warrant 7 is not met.
Table 6. Crash Records from June 2017 to May 2022 for Palos Verdes Dr East and Miraleste Dr Intersection
Warrant 8, Roadway Network
Per the CA-MUTCD “Installing a traffic control signal at some intersections might be justified to
encourage concentration and organization of traffic flow on a roadway network.”
The above criterion is not applicable to the study intersections. Warrant 8 is not met.
Collision Date Collision Time Collision Type Collision Severity
6/19/19 5:45 Broadside Property Damage Only
10/26/19 12:30 Sideswipe Property Damage Only
5/13/2020 8:00 Sideswipe Property Damage Only
11/30/2021 11:30 Broadside Other Visible Injury
B-107
108 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-108
109 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Warrant 9, Intersection Near a Grade Crossing
Per the CA-MUTCD “the center of the track nearest to the intersection is within 140 feet of the stop line
or yield line”.
There is no grade crossing near the study intersections. Therefore, Warrant 9 is not met
B-109
110 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Intersection 2: Miraleste Drive at Via Colinita
Warrant 1, Eight-Hour Vehicular Volume
Per the CA-MUTCD the Standard for the eight-hour vehicular volume:
“The Minimum Vehicular Volume, Condition A, is intended for application at locations where a large
volume of intersecting traffic is the principal reason to consider installing a traffic control signal.
The Interruption of Continuous Traffic, Condition B, is intended for application at locations where
Condition A is not satisfied and where the traffic volume on a major street is so heavy that traffic on a
minor intersecting street suffers excessive delay or conflict in entering or crossing the major street.”
In order to evaluate traffic volume warrants, 24-hour Average Daily Traffic (ADT) machine counts were
collected at the intersection on Thursday, September 15, 2022. Turning movements, pedestrians, and
bicycles were also counted that same day during the 8 hours of highest volume, from 8:00 AM to 9:00
AM and 1:00 PM to 8:00 PM. Table 7 below shows a brief summary of the results of the intersection’s
approaches ADT and highest hourly traffic count data.
All traffic and pedestrian volume data collected for these intersections are included in Appendix B.
Table 7. 24-Hour Intersection 2 (Miraleste Dr-Via Colinita) Approach Vehicle Counts
All traffic count and speed data gathered were applied to the Traffic Signal Warrants Worksheets
presented on the following page.
As shown on the worksheet, Warrant 1 (Condition B, 80%) was met for Intersection 2.
Street Direction ADT Volume Directional Split Highest Hourly Volume
Miraleste Dr
North of Via
Colinita
Southbound 6,421 52.6 %1,201 veh. (7:15 – 8:15 AM)
B-110
111 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-111
112 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Warrant 2, Four-Hour Vehicular Volume
Per the CA-MUTCD, “The Four-Hour Vehicular Volume signal warrant conditions are intended to be
applied where the volume of intersecting traffic is the principal reason to consider installing a traffic
control signal.”
“The need for a traffic control signal shall be considered if an engineering study finds that, for each
of any 4 hours of an average day, the plotted points representing the vehicles per hour on the major
street (total of both approaches) and the corresponding vehicles per hour on the higher-volume minor-
street approach (one direction only) all fall above the applicable curve in Figure 4C-1 for the existing
combination of approach lanes. On the minor street, the higher volume shall not be required to be on
the same approach during each of these 4 hours.”
The analysis shown on the following pages illustrates that Warrant 2 was not met.
Warrant 3, Peak Hour
Per the CA-MUTCD “The Peak Hour signal warrant is intended for use at a location where traffic
conditions are such that for a minimum of 1 hour of an average day, the minor-street traffic suffers
undue delay when entering or crossing the major street.”
This signal warrant shall be applied only in unusual cases of facilities that attract or discharge large
numbers of vehicles over a short time. “The need for a traffic control signal shall be considered if an
engineering study finds that the criteria in either of the following two categories are met:
A. If all three of the following conditions exist for the same 1 hour (any four consecutive 15-minute
periods) of an average day:
1.The total stopped time delay experienced by the traffic on one minor-street approach (one
direction only) controlled by a STOP sign equals or exceeds: 4 vehicle-hours for a one-lane
approach or 5 vehicle-hours for a two-lane approach; and
2.The volume on the same minor-street approach (one direction only) equals or exceeds 100
vehicles per hour for one moving lane of traffic or 150 vehicles per hour for two moving lanes; and
3.The total entering volume serviced during the hour equals or exceeds 650 vehicles per hour for
intersections with three approaches or 800 vehicles per hour for intersections with four or more
approaches.
B. The plotted point representing the vehicles per hour on the major street (total of both approaches)
and the corresponding vehicles per hour on the higher-volume minor-street approach (one direction
only) for 1 hour (any four consecutive 15-minute periods) of an average day falls above the applicable
curve in Figure 4C-3 for the existing combination of approach lanes.”
The analysis shown on the following pages illustrates that Warrant 3 was not met.
B-112
113 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-113
114 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-114
115 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Warrant 4, Pedestrian Volume
Per the CA-MUTCD, “The Pedestrian Volume signal warrant is intended for application where the traffic
volume on a major street is so heavy that pedestrians experience excessive delay in crossing the major
street.”
As such, “The need for a traffic control signal at an intersection or midblock crossing shall be considered
if an engineering study finds that one of the following criteria is met:
A. For each of any 4 hours of an average day, the plotted points representing the vehicles per hour on
the major street (total of both approaches) and the corresponding pedestrians per hour crossing the
major street (total of all crossings) all fall above the curve in Figure 4C-5; or
B. For 1 hour (any four consecutive 15-minute periods) of an average day, the plotted point representing
the vehicles per hour on the major street (total of both approaches) and the corresponding pedestrians
per hour crossing the major street (total of all crossings) falls above the curve in Figure 4C-7.”
The analysis shown on the following pages illustrates that Warrant 4 was not met.
Warrant 5, School Crossing
Per the CA-MUTCD, “The School Crossing signal warrant is intended for application where the fact
that schoolchildren cross the major street is the principal reason to consider installing a traffic control
signal.”
“The need for a traffic control signal shall be considered when an engineering study of the frequency
and adequacy of gaps in the vehicular traffic stream as related to the number and size of groups of
schoolchildren at an established school crossing across the major street shows that the number of
adequate gaps in the traffic stream during the period when the schoolchildren are using the crossing is
less than the number of minutes in the same period (see Section 7A.03) and there are a minimum of 20
schoolchildren during the highest crossing hour.
Before a decision is made to install a traffic control signal, consideration shall be given to the
implementation of other remedial measures, such as warning signs and flashers, school speed zones,
school crossing guards, or a grade-separated crossing.
The School Crossing signal warrant shall not be applied at locations where the distance to the nearest
traffic control signal along the major street is less than 300 feet, unless the proposed traffic control
signal will not restrict the progressive movement of traffic.”
There are no schools in the neighborhood surrounding Intersection 2.
Therefore, Warrant 5 was not met.
B-115
116 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-116
117 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-117
118 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Warrant 6, Coordinated Signal System
Per the CA-MUTCD “Progressive movement in a coordinated signal system sometimes necessitates
installing traffic control signals at intersections where they would not otherwise be needed in order to
maintain proper platooning of vehicles.”
This Warrant is not applicable for the location at hand.
Warrant 7, Crash Experience
Per the CA-MUTCD “The Crash Experience signal warrant conditions are intended for application
where the severity and frequency of crashes are the principal reasons to consider installing a traffic
control signal.”
One of the necessary conditions for this warrant is to have “Five or more reported crashes, of types
susceptible to correction by a traffic control signal, have occurred within a 12-month period, each crash
involving personal injury or property damage apparently exceeding the applicable requirements for a
reportable crash;”
The crash data provided by the City do not show numbers or types of crashes meeting these criteria.
As such, Warrant 7 is not met.
Table 8. Crash Records from June 2017 to May 2022 for Miraleste Dr and Via Colinita Intersection
Warrant 8, Roadway Network
Per the CA-MUTCD “Installing a traffic control signal at some intersections might be justified to
encourage concentration and organization of traffic flow on a roadway network.”
The above criterion is not applicable to the study intersection. Warrant 8 is not met.
Collision Date Collision Time Collision Type Collision Severity
1/12/19 1:30 Rear End Property Damage Only
12/19/20 12:18 Broadside Property Damage Only
6/13/2021 18:15 Broadside Complaint of Pain
6/19/2021 13:27 Broadside Property Damage Only
11/9/2021 8:25 Broadside Complaint of Pain
B-118
119 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-119
120 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Warrant 9, Intersection Near a Grade Crossing
Per the CA-MUTCD “the center of the track nearest to the intersection is within 140 feet of the stop line
or yield line”.
There is no grade crossing near the study intersections. Therefore, Warrant 9 is not met.
B-120
121 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Intersection 3: Palos Verdes Drive East at Via Canada
Warrant 1, Eight-Hour Vehicular Volume
Per the CA-MUTCD the Standard for the eight-hour vehicular volume:
“The Minimum Vehicular Volume, Condition A, is intended for application at locations where a large
volume of intersecting traffic is the principal reason to consider installing a traffic control signal.
The Interruption of Continuous Traffic, Condition B, is intended for application at locations where
Condition A is not satisfied and where the traffic volume on a major street is so heavy that traffic on a
minor intersecting street suffers excessive delay or conflict in entering or crossing the major street.”
In order to evaluate traffic volume warrants, turning movements, pedestrians, and bicycles were counted
during the 8 hours of highest volume, from 7:00 AM to 9:00 AM and 12:00 PM to 6:00 PM.
All traffic and pedestrian volume data collected for these intersections are included in Appendix B.
All traffic count and speed data gathered were applied to the Traffic Signal Warrants Worksheets
presented on the following page.
Due to the upcoming reopening of the former Marymount California University campus as a branch
of UCLA, some additional traffic on Palos Verdes Drive East is expected. This additional traffic was
projected using the Institute of Transportation Engineers Trip Generation Manual, 11th edition, based
on an expected 1,000 additional students. This results in 75 projected additional vehicles during the AM
peak hour on Palos Verdes Drive East (58 vehicles southbound, 17 northbound) and an additional 75
vehicles during the PM peak hour (51 northbound, 24 southbound).
As shown on the worksheet, Warrant 3 (Part B) is met for this intersection.
B-121
122 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-122
123 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Warrant 2, Four-Hour Vehicular Volume
Per the CA-MUTCD, “The Four-Hour Vehicular Volume signal warrant conditions are intended to be
applied where the volume of intersecting traffic is the principal reason to consider installing a traffic
control signal.”
“The need for a traffic control signal shall be considered if an engineering study finds that, for each
of any 4 hours of an average day, the plotted points representing the vehicles per hour on the major
street (total of both approaches) and the corresponding vehicles per hour on the higher-volume minor-
street approach (one direction only) all fall above the applicable curve in Figure 4C-1 for the existing
combination of approach lanes. On the minor street, the higher volume shall not be required to be on
the same approach during each of these 4 hours.”
The analysis shown on the following pages illustrates that Warrant 2 was not met.
Warrant 3, Peak Hour
Per the CA-MUTCD “The Peak Hour signal warrant is intended for use at a location where traffic
conditions are such that for a minimum of 1 hour of an average day, the minor-street traffic suffers
undue delay when entering or crossing the major street.”
This signal warrant shall be applied only in unusual cases of facilities that attract or discharge large
numbers of vehicles over a short time. “The need for a traffic control signal shall be considered if an
engineering study finds that the criteria in either of the following two categories are met:
A. If all three of the following conditions exist for the same 1 hour (any four consecutive 15-minute
periods) of an average day:
1.The total stopped time delay experienced by the traffic on one minor-street approach (one
direction only) controlled by a STOP sign equals or exceeds: 4 vehicle-hours for a one-lane
approach or 5 vehicle-hours for a two-lane approach; and
2.The volume on the same minor-street approach (one direction only) equals or exceeds 100
vehicles per hour for one moving lane of traffic or 150 vehicles per hour for two moving lanes; and
3.The total entering volume serviced during the hour equals or exceeds 650 vehicles per hour for
intersections with three approaches or 800 vehicles per hour for intersections with four or more
approaches.
B. The plotted point representing the vehicles per hour on the major street (total of both approaches)
and the corresponding vehicles per hour on the higher-volume minor-street approach (one direction
only) for 1 hour (any four consecutive 15-minute periods) of an average day falls above the applicable
curve in Figure 4C-3 for the existing combination of approach lanes.”
The analysis shown on the following pages illustrates that Warrant 3 was met.
B-123
124 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-124
125 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-125
126 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Warrant 4, Pedestrian Volume
Per the CA-MUTCD, “The Pedestrian Volume signal warrant is intended for application where the traffic
volume on a major street is so heavy that pedestrians experience excessive delay in crossing the major
street.”
As such, “The need for a traffic control signal at an intersection or midblock crossing shall be considered
if an engineering study finds that one of the following criteria is met:
A. For each of any 4 hours of an average day, the plotted points representing the vehicles per hour on
the major street (total of both approaches) and the corresponding pedestrians per hour crossing the
major street (total of all crossings) all fall above the curve in Figure 4C-5; or
B. For 1 hour (any four consecutive 15-minute periods) of an average day, the plotted point representing
the vehicles per hour on the major street (total of both approaches) and the corresponding pedestrians
per hour crossing the major street (total of all crossings) falls above the curve in Figure 4C-7.”
The analysis shown on the following pages illustrates that Warrant 4 was not met.
Warrant 5, School Crossing
Per the CA-MUTCD, “The School Crossing signal warrant is intended for application where the fact
that schoolchildren cross the major street is the principal reason to consider installing a traffic control
signal.”
“The need for a traffic control signal shall be considered when an engineering study of the frequency
and adequacy of gaps in the vehicular traffic stream as related to the number and size of groups of
schoolchildren at an established school crossing across the major street shows that the number of
adequate gaps in the traffic stream during the period when the schoolchildren are using the crossing is
less than the number of minutes in the same period (see Section 7A.03) and there are a minimum of 20
schoolchildren during the highest crossing hour.
Before a decision is made to install a traffic control signal, consideration shall be given to the
implementation of other remedial measures, such as warning signs and flashers, school speed zones,
school crossing guards, or a grade-separated crossing.
The School Crossing signal warrant shall not be applied at locations where the distance to the nearest
traffic control signal along the major street is less than 300 feet, unless the proposed traffic control
signal will not restrict the progressive movement of traffic.”
There are no schools in the neighborhood surrounding Intersection 2.
Therefore, Warrant 5 was not met.
B-126
127 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-127
128 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-128
129 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Warrant 6, Coordinated Signal System
Per the CA-MUTCD “Progressive movement in a coordinated signal system sometimes necessitates
installing traffic control signals at intersections where they would not otherwise be needed in order to
maintain proper platooning of vehicles.”
This Warrant is not applicable for the location at hand.
Warrant 7, Crash Experience
Per the CA-MUTCD “The Crash Experience signal warrant conditions are intended for application
where the severity and frequency of crashes are the principal reasons to consider installing a traffic
control signal.”
One of the necessary conditions for this warrant is to have “Five or more reported crashes, of types
susceptible to correction by a traffic control signal, have occurred within a 12-month period, each crash
involving personal injury or property damage apparently exceeding the applicable requirements for a
reportable crash;”
The crash data provided by the City do not show numbers or types of crashes meeting these criteria.
As such, Warrant 7 is not met.
Warrant 8, Roadway Network
Per the CA-MUTCD “Installing a traffic control signal at some intersections might be justified to
encourage concentration and organization of traffic flow on a roadway network.”
The above criterion is not applicable to the study intersection. Warrant 8 is not met.
B-129
130 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos VerdesB-130
131 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Warrant 9, Intersection Near a Grade Crossing
Per the CA-MUTCD “the center of the track nearest to the intersection is within 140 feet of the stop line
or yield line”.
There is no grade crossing near the study intersections. Therefore, Warrant 9 is not met.
B-131
132 Traffic Study for Miraleste Drive and Palos Verdes Drive East in Rancho Palos Verdes
Appendix B: Traffic Volume Data
B-132