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HomeMy WebLinkAboutOrd 1266A - Rscnd and Estblsh Speed ZonesIntroduction Speed zoning is the practice of establishing speed limits that are reasonable and safe for specific sections of roadway. This assumes both that it's possible to determine a "reasonable" speed for specific driving situations and that there's a cause -and -effect relationship between the driving speed and traffic safety. People often think the second part of this statement means that when motorists drive at higher speeds, a greater number of crashes, deaths, and injuries inevitably occur than when they drive at slower speeds. Therefore, it follows that lowering speed limits is an effective way to deal with complicated traffic challenges. But as it turns out, this commonsense "solution" is both simplistic and usually not true. If used properly, speed zoning is an effective traffic engineering tool that can enhance traffic safety —but the key word is properly. Numerous studies have shown that artificially lowering speed limits can diminish their overall effectiveness, decrease safety, and promote a culture of disregard not only for speed limits but for traffic regulations generally. Setting unreasonable speed limits can also establish de facto speed traps, in which sensible and safe drivers are unfairly cited for traffic violations. This booklet is a practical guide to effective speed zoning. It is based on the legal provisions for establishing speed limits in California, which are clearly specified in the California Vehicle Code (CVC) and the California Manual on Uniform Traffic Control Devices (CA MUTCD). The first part of the booklet explains why setting effective speed limits must be based on an engineering and traffic survey. The second part shows how to complete such a survey and select an effective speed limit. The Auto Club hopes that you find this booklet useful and that you keep it handy for reference. To request additional copies, please call (714) 885-2300; you may also download a PDF copy at AAA.com/roadahead. We are happy to be of further service regarding specific speed -zoning problems in your community. If you have additional questions, please call (714) 885-2326. 3 SPEED ZONING - WHY? Fundamentals of Effective Speed Zoning The system of laws in the United States is based on the premise that most of the time, the vast majority of people conduct their lives in a reasonable manner. For traffic regulations, this means that most of the time, the majority of motorists drive safely and sensibly. Further, the evidence suggests that speed limit laws that arbitrarily, unreasonably, or unjustifiably restrict the majority of drivers encourage wholesale violations, lack of public support, and usually fail to bring about the desired changes in driving behavior. By contrast, reasonable and well -recognized speed laws are useful to law enforcement agencies to control the unreasonable violator, whose behavior is unsafe and out of line with that of most motorists. The rationale for speed zoning is also based on the following fundamental concepts, which are deeply rooted in our system of government and law: • The normally careful and competent actions of a responsible person should be considered legal. • Laws are established for the protection of the public and the regulation of unreasonable behavior by the individual. • Laws cannot be effectively enforced unless the majority of people voluntarily consent to and comply with them. in general, most people accept, understand, and follow these concepts. But, as mentioned earlier, when confronted by local traffic challenges —an increase in traffic volumes or the frequency or severity of car crashes in a particular area, for example —people often reject these concepts and rely instead on a number of widely held misconceptions, such as: • Lowering a posted speed limit will reduce traffic speeds. • Raising a posted speed limit will increase traffic speeds. • Lower speed limits will reduce the rate of crashes and increase safety. • Any posted speed limit is safer than an unposted speed limit. In fact, these commonsense notions are not supported by studies, which consistently demonstrate that: • The speed of traffic does not change significantly after new or revised speed limits are posted. • There is no direct relationship between posted speed limits and the frequency of traffic crashes. 4 SPEED ZONING - WHY? Why Are Effective Speed Limits Desirable? Effective speed limits are important for a number of reasons: • They satisfy the requirements of state law for establishing prima facie speed limits (see the definition below) on public streets and highways. • They invite public compliance because they conform to the behavior of the majority of drivers and give a clear reminder to nonconforming violators. • They provide law enforcement agencies with an effective tool to separate the occasional violator from the safe and reasonable driving majority. • They help minimize public antagonism toward enforcement of perceived "unreasonable" regulations. • They are based on logic, reason, and proven safety research rather than on arbitrary, emotional, or politically driven motives. • They lend credence and acceptability to the widely posted admonition "Speed Laws Strictly Enforced." Where Do Effective Speed Limits Apply? The basic purpose of speed zoning is to influence motorists to drive at about the same speed as other cars on the road. This helps keep traffic flowing smoothly and reduces the conflicts that occur when people drive at widely varying speeds, which often results in traffic crashes caused by unsafe lane changes, tailgating, and other hazardous driving maneuvers. In general, speed zoning is most effective when it's applied to: • Streets, roads, and highways that carry high volumes of traffic. • Transitions from rural to urban conditions on major highways, and from commercial to residential areas within urban environments. Such areas usually require "reminder" posting, making motorists aware that they've moved into a different driving environment. • Areas with a high number of speed -related collisions or unusual enforcement problems. VEHICLE SPEED SURVEY SHEET STREET: DATE: LOCATION: WEATHER: RECORDFIR BEGIN TIME: PND TIME• POSTED SPEED ZONE: ROAD TYPE:_. _. DIRECTION MPH _ 10 15 2 25 30 PERCENTAGE CINEMA -ME OF TOTAL PERCENTAGE 65 60 TOTAL NUMBER VEHICLES 100 AVERAGE SPEED: R5TH PERCENTILE (CRITICAL) SPEED: OTHER CONSIDERATIONS ACCIDENT HISTORY: UNUSUAL CONDITIONS' SIGNFD PACE SPEED: % IN PACE: DATE TIME: 5 SPEED ZONING - WHY? What Does the Law Require? The CVC reflects the sensible viewpoint that speed zoning should be based upon an analysis of traffic conditions and natural driving behavior, not simply upon hasty or arbitrary responses to traffic events or high volumes of traffic in specific locations. Basic Speed Law All 50 states base their speed regulations upon the basic speed law: "No person shall drive a vehicle upon a highway at a speed greater than is reasonable or prudent, having due regard for weather, visibility, the traffic on, and the surface and width of the highway, and in no event at a speed that endangers the safety of persons or property" CVC 22350 The basic speed law is founded on the belief that most motorists will, on their own, adjust and modify their driving behavior properly, as long as they are aware of the conditions around them. It recognizes that driving conditions vary widely from time to time and place to place, and that no single set of driving rules adequately serves all conditions. Maximum Speed Limits In California, the maximum speed for any passenger vehicle is 65 mph, except for special freeway segments, where a higher speed limit might be posted. The maximum speed for most trucks and for vehicles towing trailers is 55 mph, unless posted otherwise. These are absolute limits, which may not be legally exceeded under any circumstances. Prima Facie Speed Limits All other speed limits are "prima facie" limits that, although not posted, are "on the face of it" reasonable and prudent under normal conditions. A driver may exceed a prima facie limit if prevailing conditions make it safe to do so. However, if a police officer issues a citation for exceeding a prima facie speed limit, the driver must prove that his or her actions did not compromise safety. Giving drivers the opportunity to exceed prima facie speed limits recognizes the fact that no posted speed limit can adequately reflect the many different conditions of traffic, weather, visibility, etc., that may be found on the same highway at different times. That is why police may also issue tickets to motorists driving under the speed limit if the weather or roadway conditions warrant a slower speed. 6 SPEED ZONING - WHY? The law also establishes certain blanket (or automatic) prima facie speed limits. They include a 15 mph limit in alleys, blind intersections, and at blind railroad crossings and a 25 mph limit in business and residential districts. A 25 mph (or, under certain conditions, 15 mph) prima facie limit also applies to roadways adjacent to schools, playgrounds in public parks, and senior centers when appropriate signs are in place. The CVC defines business and residential districts as areas meeting a specified minimum density of roadside development. A count of houses or active businesses facing a highway must be made to determine whether or not a valid business or residential district exists. The law does not require posting these prima facie limits, which are considered readily apparent. Intermediate Speed Zones State law permits local authorities to lower the maximum speed limit (65 mph) or raise business and residential district speed limits (25 mph) on the basis of engineering and traffic surveys. These "intermediate limits" between 25 and 65 mph must be posted to clearly define the limits of the zone. For law enforcement officers to enforce these intermediate speed limits using a device that measures and registers the speed of vehicles, such as a radar speed -measuring unit, the posted speed limit must be established in full compliance with state laws as defined in the CVC and the CA MUTCD. These intermediate speed zones are described in the next section. ;SPED LIMIT i 3 5 RADAR ENFORCED SPEED ZONING - HOW TO IMPLEMENT IT Engineering and Traffic Survey To be effective, speed zoning must be based on engineer- ing and traffic surveys, which the CVC defines as surveys of "highway and traffic conditions in accordance with methods determined by the Department of Transportation for use by state and local authorities." Such surveys include, but are not be limited to: • Prevailing speeds as determined by traffic -engineering measurements • Traffic crash records • Highway, traffic and roadside conditions not readily apparent to the driver However, before researchers begin to collect field data, they need to address the following matters: Location On a small scale map of the street or roadway to be surveyed, choose enough speed check sites to make sure you get a representative sample of differing traffic conditions. In urban and suburban areas, measurements are typically made at half -mile intervals or at locations where traffic and roadway characteristics change. Be sure to pick site locations that are far enough away from stop signs, traffic signals, or anything else that would interrupt the flow of traffic; such elements significantly affect traffic speed. In general, checking traffic speeds midblock (in a residential area) or midway between intersections (on a roadway) will produce accurate speed samples. Equipment Field survey equipment typically consists of speed survey sheets and a speed measuring device (usually radar) in an unmarked vehicle. Other tools include a stopwatch, a "ball -bank" indicator for establishing advisory speeds on horizontal curves, a measuring wheel for determining sight distances, a camera, and a manual counter for recording pedestrian movements and the density of roadside development. 8 SPEED ZONING - HOW TO IMPLEMENT IT Personnel Normally, one person can complete a field survey. However, under busy urban conditions it's useful to assign an observer and a recorder to make sure that you accurately measure prevailing speeds and take note of roadway and roadside conditions. Time of Day The reason for posting speed limits is to advise motorists of safe driving speeds during normal driving conditions, so it's best to measure prevailing traffic speeds during off-peak hours, when traffic is most likely to be free -flowing. For purposes of comparison, you might also decide to measure speeds during peak hours. Positioning the Speed Measuring Device Locate the speed measuring device as inconspicuously as possible to avoid adversely affecting the normal flow of traffic. Position radar antennas at an angle of not greater than 15 degrees to the centerline of the roadway, about three feet above the surface. In this position, the device will measure speeds in either direction or in adjacent lanes. Record the speed and direction of traffic on vehicle speed survey sheets. Sample Size Performing 100 (but no fewer than 50) properly selected observations of prevailing traffic speeds is usually sufficient to ensure accuracy within the normal capability of the measuring device. On multi- lane streets (divided or undivided), record separate samples for each direction of travel. 9 SPEED ZONING - HOW TO IMPLEMENT IT Observing and Measuring Prevailing Speeds Collecting accurate data is very important and requires considerable care. To adequately deal with the many variables involved in data collection and to avoid potential sources of bias, be sure to assign trained observers who can select vehicles on a truly random basis. Errors that commonly lead to biased results, and ways to eliminate them, include: • Selecting the vehicle in a platoon of traffic If you encounter platooned traffic, select vehicles from varying positions in the platoons. However, densely packed traffic may make it impossible to gather the information needed for an accurate survey. • Selecting too large a proportion of trucks Record the speed of about the same percentage of trucks in the sample as exists in the traffic stream. • Selecting too large a proportion of higher -speed vehicles Untrained observers often avoid recording vehicles traveling at normal speeds and instead focus on "catching" the occasional high-speed vehicle. Avoid this practice because it biases results toward the upper speed ranges. Inventory of Crash Records Accurate engineering and traffic surveys incorporate the crash records from the most recent two-year traffic collision history for the roadway being surveyed. If you observe a concentration of reported crashes or a crash rate that's significantly higher than normal for the type of roadway being studied, create a detailed crash analysis, which would typically include a collision diagram for the route or for specific locations on the route. This enables you to adequately consider other corrective measures, including a greater emphasis on traffic enforcement, as well as whether creating a speed zone is ultimately a feasible idea. Inventory of Road Conditions This final phase of the survey consists of reviewing the physical characteristics of the roadway and adjacent development. It's especially important to identify conditions that aren't readily apparent to motorists, such as those identified in the CA MUTCD. For city and county roads, summarize the results on the vehicle speed survey sheet. For state highways and roadways with abnormally high crash rates, use the speed zone survey sheet to document all pertinent data and to facilitate the analysis process. 10 SPEED ZONING - HOW TO IMPLEMENT IT Analyzing Speed Survey Field Data In selecting a reasonable speed limit, it's important to consider two char- acteristics developed from prevailing speed data: the critical (85th percentile) speed and the pace. Critical (85th percentile) Speed The critical speed is the speed at or below which 85 percent of traffic is moving. The critical speed can be determined directly from the vehicle speed survey sheet. From the top speed, count the number of vehicles equaling 15 percent of the total number of vehicles observed. In the example shown on page 12, 15 percent of the 100 vehicles observed (that is, 15 vehicles) were traveling at 40 mph or more; the 85th percentile speed was therefore 40 mph. The 85th percentile speed is usually within 2 mph of the upper limit of the pace. This can be compared on the cumulative speed curve, which presents a measure of the validity of the field data or the presence of an abnormal bias. Pace The pace is defined as the 10 mph range of vehicle speeds containing the largest number of observed vehicles travelling within that range. This figure can usually be determined by visually inspecting the vehicle speed survey sheet. After you determine the pace, compute the percentage of vehicles in the pace, over the pace, and under the pace. A normal speed distribution will contain approximately 70 percent of the sample within the pace, with 15 percent above the pace and 15 percent below. Selecting the Proper Speed Limit The 85th percentile speed is the single characteristic that most nearly conforms to a safe and reasonable speed limit. Speed limits set higher than the critical speed will make only a few additional drivers "legal" for each 5 mph that the posted speed limit is increased. However, speed limits set lowerthan the critical speed will make a large number of reasonable drivers "illegal" for each 5 mph increment that the posted speed is reduced. For example, results from speed surveys show that an increase of 5 mph from the 40 mph 85th percentile speed would "legalize" only an additional 10 percent of the sampled traffic, whereas a decrease of 5 mph would make "violators" of an additional 28 percent of the sampled traffic. 11 PERCENT OF TOTAL OBSERVATIONS 100 90 80 70 60 w 0 50 0 40 30 20 10 lir 0 CUMULATIVE SPEED CURVE CRITICAL SPEED (85%) 40.0 MPH MEDIAN SPEED34.4 MPH 10 MPH PACE 20 40 SPEED (MPH) 60 LOCATION TIME TO DIRECTION PRESENT SIGNED ZONE DATE NUMBER OF VEHICLES MPH 100 12 SPEED ZONING - HOW TO IMPLEMENT IT Current California law regarding setting speed limits, as defined by the CVC and the CA MUTCD, requires the following: • To establish a posted speed limit, the 85th percentile speed shall be rounded to the nearest 5 mph increment. • If there are conditions "not readily apparent" to drivers, the posted speed limit might be lowered by 5 mph, with complete and concise documentation explaining the "not readily apparent" conditions. • In cases where the 85th percentile speed is rounded to the farthest 5 mph increment (a lower 5 mph) instead of the nearest 5 mph (the higher 5 mph), no further reduction in the posted speed limit is allowed, regardless of any other existing conditions. • The State Legislature has specifically prohibited using roadway features that are readily apparent to drivers as justifications for artificially lowering posted speed limits, because drivers can see these conditions and adjust their speeds accordingly. The CVC specifically clarifies that: "It is the intent of the Legislature that physical conditions such as width, curvature, grade and surface conditions, or any other condition readily apparent to a driver in the absence of other factors, would not require special downward speed zoning." 13 SPEED ZONING - HOW TO IMPLEMENT IT Final Considerations As a final aid to establishing effective speed zones, keep the following considerations in mind: • Intermediate speed limits are appropriate for through routes, which have the positive intersection controls, signing, striping, and markings necessary to accommodate sizable volumes of traffic from outside the immediate neighborhood. • Unusually short zones —less than a half -mile in length —should not be considered for speed zoning. • Speed zone changes should be coordinated with visible changes in roadway conditions or roadside development. • Change in speed zones should normally be kept at 5 mph increments. In some areas, 10 mph changes might be necessary and acceptable. If this is the case, adequate advance warning signs informing motorists of such changes should be installed. 14 Myths and Facts about Speed, Speed Limits and Traffic Safety MYTH: Establishing speed limits on California roads and streets is regulated by the state with little local control and input. FACT: Although there are time -tested statewide and national standards to regulate the posting of speed limits on certain roads and streets, substantial flexibility in those standards exists for local agencies to post speed limits that are appropriate for and adjusted to the local conditions, while preserving the reasonable expectations of all drivers using those roads. Some of these include: • Specific allowances for a 5 mph reduction to the recommended posted speed limit for conditions not readily apparent to drivers, such as crash history, roadside conditions, and the higher -than -normal presence of bicycle and pedestrian traffic, equestrian traffic, etc. (California Vehicle Code section 22358.5). • Streets in a residential or business district are exempt from the uniform state standards if they are posted at the statutory prima facie limit (that is, 25 mph). [CVC section 22352 (2)(A)]. • Any street that is not on the maps submitted by a local agency to the Federal Highway Administration and meets the following criteria is exempt from compliance with the uniform state standards: 1. Roadway width of not more than 40 feet 2. No more than a half -mile of uninterrupted length (examples of interruptions are signals and stop signs). 3. No more than one traffic lane in each direction. [California Vehicle Code section 40802 (b)(1)] MYTH: Simply reducing the speed limit on a particular street will slow the speed of traffic. FACT: Before -and -after studies have consistently demonstrated that there are no significant changes in traffic speeds following posting of new or revised speed limits. The studies have concluded that: 1. A lower posted speed limit has a very minor statistical impact on the driving behavior of most motorists, but from a practical standpoint there is no noticeable reduction in speeds, and no real change in the rate of speed -related traffic crashes. 2. The data show that to achieve a minor reduction of 3-4 mph in prevailing speeds on a roadway, the posted speed limit would need to be lowered to the point that it would make the overwhelming majority of drivers in violation of the law as they would simply continue driving at prudent speeds for the roadway conditions. This would make a practical level of enforcement rather impossible and the posted speed limit would effectively become useless. 3. Posted speed limits must be based on the rational behavior of the majority of drivers using a roadway. The rational method of speed zoning promotes respect for the law and mirrors what the majority of public considers acceptable behavior on our highways. MYTH: Posting lower speed limits will decrease the crash rate and increase safety. FACT: Artificially lowered speed limits have minimal, if any, impact on driver behavior and no effect on improving traffic safety. In fact, the difference in the rate of speed between the few drivers who strictly observe artificially low posted speed limits and most who drive at a more natural speed for the road conditions creates a dangerous speed disparity dynamic that causes crashes and endangers all drivers using the roadway. 15 Additional copies available upon request from PUBLIC AFFAIRS, TRANSPORTATION POLICY AND PROGRAMS AUTOMOBILE CLUB OF SOUTHERN CALIFORNIA 3333 Fairview Road, A 131 Costa Mesa, CA 92626 Copyright © 2012 Automobile Club of Southern California Effective Speed Zoning Why and How CITY OF PALM DESERT CITY MANAGER'S OFFICE INTEROFFICE MEMORANDUM To: Honorable Mayor and Members of the Palm Desert City Council From: John M. Wohlmuth, City Manager Date: May 21, 2014 Subject: Ordinance No. 1266A on the May 22, 2014 Council Agenda, related to setting speed zones At the May 14, 2014 Public Safety Commission meeting, a discussion was held regarding establishing speed zones in accordance with State law and the Palm Desert Municipal Code. Two members of the Public Safety Commission voted no to the recommendation to the City Council (Harkins and Taylor). Anytime an ordinance recommends an increase to a speed zone, the recommendation by staff is done to conform to law and provide our Public Safety individuals the tools to enforce the laws. Failure to set speed zones in accordance with the law results in moving violations potentially be excused in courts. Please find attached, an educational piece provided by AAA entitled "Effective Speed Zoning". Know that it is not staffs intent to fill the Council Chamber with citizens opposing the new speed zones, rather it is staff's intention to comply with the law and make the zones enforceable. Expect resident opposition to a couple of the speed zone recommendations. I apologize for not being at this Council meeting, but I have a flight to lthica, New York, to avoid this discussion. If you have any questions or concerns, please contact me. o M. Wohlmuth pit Manager MW/de Attachment cc: Rudy Acosta, Assistant City Manager Mark Greenwood, P.E., Director of Public Works DATE: 05/07/2014 M SD BY WPM WO UM 1 . rn �•, DICK 191 wu FRAM( S IARtA COUNTRY CLUB HBVY IANE E 42 C DR AV -ZFh (or IIMr `Al a N(I( GINTER PPRK ORWA DR 1111 O ICALfaNIA AVE {SJ �� -FRFII WRING LEGEND ® SPEED LIMIT DECREASED ® NEW POSTED SPEED LIMIT ROADWAYS WITH NEW AND REDUCED SPEED ZONES DEPARTMENT OF PUBLIC WORKS CITY OF PALM DESERT NORTH NOT TO SCALE SCALE: NTS EXHIBIT NO. 1 PARK NEW DR� FRED DATE: 05/07/2014 MSD BY LEGEND ® SPEED LIMIT INCREASE ROADWAYS WITH SPEED ZONE INCREASES DEPARTMENT OF PUBLIC WORKS CITY OF PALM DESERT NORTH NOT TO SCALE SCALE: NTS EXHIBIT NO. 2 wN..ION -! . CVAIMAIdMOyuryMy/•10339 yM14..w2o—H.e.0-wee.,.-9.0b.rnasuI- ;��-� � . , �� .��,. a.r� �r��i�'� v�,��� � ��// . a i.� — ....,...._,...�.-•......r,.w. CITY OF PALM DESE �'°°'��`�%� "�� � ���ffi���� ������������!� y ao� ..�.�..�.�.. �.� PUBLIC WORKS DEP, RTMENT ry �, ��� ������ STAFF REPORT REQUEST: Adopt Ordinance No. 1266A, Rescinding Prior Ordinances as Listed and Establishing Speed Zones on Streets Throughout the City SUBMITTED BY: Mark Greenwood, P.E. Director of Public Works NOTIFICATIONS: Bruce Harry, Director of Public Works City of Rancho Mirage 69825 Highway 111 Rancho Mirage, CA 92270 Lawrence Tai, County Traffic Engineer County of Riverside 4080 Lemon Street, 8TH Floor Riverside, CA 92501 Tim Jonasson, Director of Public Works/City Engineer City of La Quinta P.O. Box 1504 La Quinta, CA 92253 Ken A. Seumalo, Public Works Director City of Indian Wells 44-950 Eldorado Drive Indian Wells, CA 92210 DATE: May 22, 2014 CONTENTS: Table 1 — Roadway Segments to Posted Speed Limit Changes Exhibit 1 — New and Reduced Speed Zones Exhibit 2 — Roadway with Speed Zone Increases Table 2 — Existing and Recommended Speed Zones Citywide Ordinance Recommendation: Concur with the recommendation of staff and the Public Safety Commission and adopt Ordinance No. 1266A, rescinding prior ordinances and establishing speed zones on streets throughout the City. Staff Report Establish Speed Zones Page 2 of 4 May 22, 2014 Commission Recommendation The Public Safety Commission reviewed the recommendation at its regular meeting of May 14, 2014. Staff will provide a verbal report upon request. Backqround: Section 22358 of the California Vehicle Code allows cities to establish, by ordinance, speed zones on local streets. The speeds established by ordinance must be supported by an Engineering and Traffic Study, and new speed studies must be performed every five to seven years for a speed zone to remain valid. The necessity for the Engineering and Traffic Study is one of enforcement. Without the support of a proper Engineering and Traffic Study, the enforcement agency is placed in the position of being unable to use radar to enforce a posted speed, thus leading to blatant disregard of posted speeds by the motoring public. The report entitled "City of Palm Desert - Speed Zone — Engineering and Traffic Survey" and a Supplement Report prepared by staff have been completed to satisfy the Engineering and Traffic Study requirements. The reports provide detailed analysis of all roadway segments with posted speeds throughout the City and include some segments which were previously un-posted. The objective of the analysis is to review the adequacy of existing speed limits and to provide recommendations for new posted speeds by examining the various roadway characteristics that contribute to the establishment of appropriate speed limits. Per the guidelines provided in the California Manual on Uniform Traffic Control Devices (CAMUTCD), the posted speed limit is to be established at the nearest 5 mph increment of the 85th percentile speed. Two options exist to allow the posted speed limit to be reduced below the nearest 5 mph increment of the 85th percentile speed: 1. The speed limit may be reduced by 5 mph from the nearest 5 mph increment of the 85th percentile speed if unusual conditions not readily apparent to the drivers exist, as long as it is in compliance with CVC Sections 627 and 22358.5 and documented in writing. 2. For cases in which the nearest 5 mph increment of the 85th percentile speed would require a rounding up, then the speed may be rounded down to the nearest 5 mph increment below the 85th percentile speed if no further reduction is used. The goal of the recommended speed limits is to establish the speed limit based on the 85th percentile while taking into consideration the accident rate and other factors not readily apparent to the driver. Staff Report Establish Speed Zones Page 3 of 4 May 22, 2014 Report findings indicate that a majority of the posted speed limits in Palm Desert are appropriate and should remain as is, with the following exceptions. The reports have identified new posted speed limits on five roadway segments previously un-posted, one roadway segment recommending a decrease in posted speed, and thirteen roadway segments where speed limit increases are recommended. These roadway segments are listed below: Previously Un-Posted Roadway Segments with Recommended Posted Speed Limit Roadway Segment Existing Recommended College Dr Portola Ave to Frank Sinatra Dr Not Posted 40 Painters Path (W) Highway 111 to South Terminus Not Posted 25 Shepherd Ln Julie Ln to Frank Sinatra Dr Not Posted 40 University Park Dr College Dr to Cook Street Not Posted 35 Warner Trail California Dr to Fred Waring Dr Not Posted 30 Roadway Segments with Recommended Decrease of Posted Speed �imit Roadway Segment Existing Recommended Change Alessandro Dr San Carlos Ave to Portola Ave 35 30 -5 Roadway Segments with Recommended Increase of Posted Speed Limit Roadway Segment Existing Recommended Change California Dr Warner Trail to Ave of the States 30 35 5 De Anza Way San Carlos Ave to Portola Ave 25 30 5 Edgehill Dr Painters Path to Tierra Del Oro 30 35 5 Fairway Dr Panorama Dr to Panorama Dr 25 30 5 Gateway Dr Dick Kelly Dr to Gerald Ford Dr 45 50 5 Grapevine St Highway 74 to Portofa Ave 30 35 5 Highway 74 Highway 111 to EI Paseo 35 45 10 Mesa View Dr Highway 74 to Portola Ave 40 45 5 Monterey Ave Fred Waring Dr to Highway 111 40 45 5 Portola Ave Dinah Shore Dr to Gerald Ford Dr 45 50 5 San Gorgonio Monterey Ave to San Carlos Ave 25 30 5 San Pablo Ave Fred Waring Dr to San Gorgonio 35 40 5 Warner Trail California Dr to Fred Waring Dr 30 35 5 Table 1 presents a comparison of the existing posted speed limit, the 85th and 50tn percentile speed results collected in the field, the recommended posted speed limits and speed limit change for each of the roadway segments where a change of posted speed is recommended. These locations are also shown graphically on Exhibits 1 and 2. Exhibit 1 highlights the roadway segments where recommended posted speed limits are new or reduced. Exhibit 2 identifies roadway segments where recommended posted Staff Report Establish Speed Zones Page 4 of 4 May 22, 2014 speed limits are increased. A summary of the existing posted speed limits and the recommended speed zones for all roadway segments throughout the city are shown in Table 2. It should be noted that there are no recommended changes in posted speeds on any of the roadways shared with adjacent agencies. The existing speed zone ordinances/resolutions of the adjacent agencies are in compliance with findings of the City of Palm Desert - Speed Zone — Engineering and Traffic Survey report and Supplement Report. The speed zone recommendations were presenter to the Public Safety Commission at their May 14, 2014 meeting. Staff recommends that City Council adopt Ordinance No. 1266A, rescinding prior ordinances as listed and establishing speed zones as recommended in the City of Palm Desert - Speed Zone — Engineering and Traffic Survey report and Supplement Report. Fiscal Analysis: Approximately 70 new signs will be need to be purchased to post the new or revised speed limits on affected roadway segments. The total cost to purchase the new speed limit signs will be less than $5,000.00. Funds for the purchase of new signs are available in Recycling — Supplies —Traffic Safety, Account Number 236-4250-433-2145. Prepared By: Dep m n ead: , y .� /" .'�� � ,% -,��� ��T!��,,C-�G�__.�.._.._.._.__._.. Ma.r,KS. Diercks, P.E. Mark re nwood, P.E. Transportation Engineer Directo Public Works CITY COUNCILACTION APPROVED nENiED ul S. Gibson, Director of Finance � �D O��ER���' A rovaL MEET , D pp AYES: NOES: ABSENT: ABSTAIN: J n M. 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Q. � � � � � `-' r � O O O N � .-F �` � 3 � N � 3 � 0 CD � � (D � O � � � "6 W W � W N A W W W W � W � � � �' CD U� O �''� � O O CJl � � 'p (Ji CJl � O Cn O O CJl �''� � r+ N Cn O O Ui Cn O O � � � Q Q N N N N N N N N N N N � �"� (� � N Q � � Q � Q � � N � c� � � � �,' � cn � � � cn cn � cn cn cn o �, cn cn cn cs � cn �n � m � o � Table 2 City of Palm Desert Existing and Recommended Speed Zones Citywide-2014 Existing Recommended Roadway Segment From To Posted Posted Speed Change Speed Alamo Drive Mesa View Drive Ha stack Road 35 35 Alessandro Drive Portola Avenue Dee Can on Road 35 30 -5 Alessandro Drive San Carlos Avenue Portola Avenue 35 35 California Drive Warner Trail Avenue of the States 30 35 5 California Avenue/Drive Fred Warin Drive Warner Trail 30 30 Colle e Drive Portola Avenue Frank Sinatra Drive NP 40 - Cook Street Fred Warin Drive Count Club Drive 50 50 Cook Street Count Club Drive Gerald Ford Drive 55 55 Count Club Drive Montere Avenue Washin ton Street 50 50 De Anza Wa San Carlos Avenue Portola Avenue 25 30 5 De Anza Wa Portola Avenue Alessandro Drive 30 30 Dee Can on Road Fairwa Drive Hi hwa 111 35 35 Dee Can on Road Hi hwa 111 Fred Warin Drive 45 45 Dee Can on Road Fred Warin Drive Ma nesia Falls Drive 40 40 Dick Kell Drive Montere Avenue Dinah Shore Drive 45 45 Dinah Shore Drive Westerl Cit Limits Montere Avenue 50 50 Dinah Shore Drive Montere Avenue Portola Avenue 45 45 Ed ehill Drive Greene Wa Painters Path 30 35 5 EI Paseo Hi hwa 111 West Hi hwa 74 35 35 EI Paseo Hi hwa 74 Hi hwa 111 East 25 25 Eldorado Drive Hovle Lane East Frank Sinatra Drive 50 50 Fairwa Drive Portola Avenue Cook Street 25 30 5 Frank Sinatra Drive Montere Avenue Eldorado Drive 55 55 Fred Warin Drive Hi hwa 111 Cook Street 45 45 Fred Warin Drive Cook Street Washin ton Street 50 50 Gatewa Drive Gerald Ford Drive Dick Kell Drive 45 50 5 Gatewa Drive Dick Kell Drive Dinah Shore Drive 45 45 Gerald Ford Drive Montere Avenue Portola Avenue 55 55 Gerald Ford Drive Portola Avenue Frank Sinatra Drive 50 50 Gra evine Street Hi hwa 74 Portola Avenue 30 35 5 Ha stack Road Hi hwa 74 Portola Avenue 45 45 Hi hwa 111 West Cit Limit East Cit Limit 45 45 Hi hwa 74 South Cit Limits Pitaha a Street 55 55 Hi hwa 74 Pitaha a Street EI Paseo 45 45 Hi hwa 74 EI Paseo Hi hwa 111 35 45 10 Hovle Lane East Portola Avenue Water Wa 45 45 Hovle Lane East Water Wa Washin ton Street 50 50 Hovle Lane West Montere Avenue Portola Avenue 50 50 Ironwood Street Verba Santa Drive San Luis Re Avenue 30 30 Joshua Tree Street Gra evine Street San Luis Re Avenue 30 30 Ma nesia Falls Drive Montere Avenue Portola Avenue 50 50 Ma nesia Falls Drive Portola Avenue Dee Can on Road 35 35 Mesa View Drive Hi hwa 74 Portola Avenue 40 45 5 Michi an Drive Kansas Street Avenue of the States 30 30 Montere Avenue Hi hwa 111 Fred Warin Drive 40 45 5 Montere Avenue Fred Warin Drive Count Club Drive 50 50 Page 1 of 2 Table 2 City of Palm Desert Existing and Recommended Speed Zones Citywide-2014 Existing Recommended Roadway Segment From To Posted Change Speed Posted Speed Montere Avenue Count Club Drive Dinah Shore Drive 55 55 Montere Avenue Dinah Shore Drive I-10 Freewa 50 50 New York Avenue Vir inia Avenue Connecticut Street 30 30 Oasis Club Drive Hovle Lane East Count Club Drive 55 55 Ocotillo Drive Grapevine Street EI Paseo 35 35 Painters Path East Ed ehill Drive EI Paseo 30 30 Painters Path West Hi hwa 111 North Terminus NP 25 - Panorama Drive Fairwa Drive Hi hwa 111 30 30 Park View Drive Hi hwa 111 Montere Avenue 45 45 Portola Avenue Mesa View Drive Gra evine 40 40 Portola Avenue Gra evine Hi hwa 111 35 35 Portola Avenue Hi hwa 111 Ma nesia Falls Drive 40 40 Portola Avenue Ma nesia Falls Drive Count Club Drive 50 50 Portola Avenue Count Club Drive Frank Sinatra 55 55 Portola Avenue Frank Sinatra Drive Gerald Ford Drive 60 60 Portola Avenue Gerald Ford Drive Dinah Shore Drive 45 50 5 Sa ewood Drive Montere Avenue Count Club Drive 25 25 San Gor onio Wa Montere Avenue San Car/os Avenue 25 30 5 San Luis Re Avenue Ironwood Street EI Paseo 30 30 San Pablo Avenue Fred Warin Drive Ma nesia Falls Drive 40 40 San Pahlo Avenue San Gor onio Wa Fred Warin Drive 35 40 5 San Pablo Avenue Hi hwa 111 San Gor onio Wa 35 35 Shadow Mountain Drive Hi hwa 74 Portola Avenue 30 30 She herd Lane Frank Sinatra Drive Julie Lane NP 40 - Tamarisk Row Drive Frank Sinatra Drive Count Club Drive 55 55 Tennessee Avenue California Drive W Fred Warin Drive 25 25 Town Center Wa Hi hwa 111 Fred Warin Drive 35 35 Universit Park Drive Portola Avenue Cook Street NP 35 - Verba Santa Drive Hi hwa 74 Tumbleweed Lane 25 25 Vir inia Avenue California Drive Terminus NP 30 - Warner Trail Fred Warin Drive California Drive 30 35 5 Warner Trail California Avenue Hovle Lane East 30 30 Washin ton Street Fred Warin Drive I-10 Freewa 50 50 NP= Not Posted Page 2 of 2 ORDINANCE NO. 1266A AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF PALM DESERT, CALIFORNIA, RESCINDING ORDINANCE NUMBERS 1130 AND 1167, AND AMENDING SECTION 10.36.010 OF TITLE 10 OF THE CODE OF THE CITY OF PALM DESERT, CALIFORNIA, RELATIVE TO SPEED ZONES WHEREAS, the California Vehicle Code allows local jurisdictions to establish speed zones on local streets by use of an Engineering and Traffic Survey; and WHEREAS, an Engineering and Traffic Survey, as required, has been conducted and the need to establish a speed zone has been determined; and WHEREAS, the City Council of the City of Palm Desert finds that all the recitations are true and correct and does constitute the findings and considerations of the Council in this case, NOW, THEREFORE, the City Council of the City of Palm Desert, California, does hereby ordain as follows: Section 1. That Section 10.36.010 of the Code of the City of Palm Desert, California, is hereby amended to read as follows: "10.36.010 S�eed Zones: Miles per Hour Roadway Seqment 25 EI Paseo from Highway 74 to Highway 111 (East) 25 Painters Path (West) from Highway 111 to Terminus 25 Sagewood Drive from Monterey Avenue to Country Club Drive 25 Tennessee Avenue from California Ave. (W) to Fred Waring Drive 25 Verba Santa Drive from Highway 74 to Tumbleweed Lane 30 Alessandro Drive from Portola Avenue to Deep Canyon Road 30 California Avenue/Drive from Fred Waring Drive to Warner Trail 30 De Anza Way from San Carlos Avenue to Alessandro Drive 30 Fairway Drive from Portola Avenue to Cook Street 30 Ironwood Street from Verba Santa Drive to San Luis Rey Avenue 30 Joshua Tree Street from Grapevine Street to San Luis Rey Avenue 30 Michigan Drive from Kansas Street to Avenue of the States 30 New York Avenue from Virginia Avenue to California Drive 30 Painters Path (East) from Edgehill Drive to EI Paseo 30 Panorama Drive from Highway 111 to Fairway Drive 30 San Gorgonio Way from Monterey Avenue to San Carlos Avenue 30 San Luis Rey Avenue from EI Paseo to Ironwood Street ORDINANCE NO. 1266A Miles per Hour Roadway Seqment 30 Shadow Mountain Drive from Highway 74 to Portola Avenue 30 Virginia Avenue from Terminus to California Avenue 30 Warner Trail from Hovley Lane East to California Drive 35 Alamo Drive from Haystack Road to Mesa View Drive 35 Alessandro Drive from San Carlos Avenue to Portola Avenue 35 California Drive from Warner Trail to Avenue of the States 35 Deep Canyon Road from Highway 111 to Fairway Drive 35 Edgehill Drive from Painters Path to Tierra Del Oro 35 EI Paseo from Highway 111(West) to Highway 74 35 Grapevine Street from Highway 74 to Portola Avenue 35 Magnesia Falls Drive from Portola Avenue to Deep Canyon Road 35 Ocotillo Drive from EI Paseo to Grapevine Street 35 Portola Avenue from Highway 111 to Grapevine 35 San Pablo Avenue from San Gorgonio Way to Highway 111 35 Town Center Way from Fred Waring Drive to Highway 111 35 University Park Drive from Portola Avenue to Cook Street 35 Warner Trail from California Drive to Fred Waring Drive 40 College Drive from Portola Avenue to Frank Sinatra Drive 40 Deep Canyon Road from Magnesia Falls Dr. to Fred Waring Dr. 40 Portola Avenue from Magnesia Falls Drive to Highway 111 40 Portola Avenue from Grapevine to Mesa View Drive 40 San Pablo Avenue from Magnesia Falls Dr. to San Gorgonio Way 40 Shepherd Lane from Julie Lane to Frank Sinatra Drive 45 Deep Canyon Road from Fred Waring Drive to Highway 111 45 Dick Kelly Drive from Monterey Avenue to Dinah Shore Drive 45 Dinah Shore Drive from Monterey Avenue to Portola Avenue 45 Fred Waring Drive from Highway 111 to Cook Street 45 Gateway Drive from Dinah Shore Drive to Dick Kelly Drive 45 Haystack Road from Highway 74 to Portola Avenue 45 Highway 111 from West City Limit to East City Limit 45 Highway 74 from Highway 111 to Pitahaya Street 45 Hovley Lane East from Portola Avenue to Water Way 45 Mesa View Drive from Highway 74 to Portola Avenue 45 Monterey Avenue from Fred Waring Drive to Highway 111 45 Park View Drive from Highway 111 to Monterey Avenue 50 Cook Street from Country Club Drive to Fred Waring Drive 50 Country Club Drive from Monterey Avenue to Washington Street 50 Dinah Shore Drive from Westerly City Limits to Monterey Avenue 50 Eldorado Drive from Frank Sinatra Drive to Hovley Lane (East) 50 Fred Waring Drive from Cook Street to Washington Street 50 Gateway Drive from Dick Kelly Drive to Gerald Ford Drive 50 Gerald Ford Drive from Portola Avenue to Frank Sinatra Drive ORDINANCE NO. 1266A Miles per Hour Roadwav Seqment 50 Hovley Lane East from Water Way to Washington Street 50 Hovley Lane West from Monterey Avenue to Portola Avenue 50 Magnesia Falls Drive from Monterey Avenue to Portola Avenue 50 Monterey Avenue from I-10 Freeway to Dinah Shore Drive 50 Monterey Avenue from Country Club Drive to Fred Waring Drive 50 Portola Avenue from Dinah Shore Drive to Gerald Ford Drive 50 Portola Avenue from Country Club Drive to Magnesia Falls Drive 50 Washington Street from I-10 Freeway to Fred Waring Drive 55 Cook Street from Gerald Ford Drive to Country Club Drive 55 Frank Sinatra Drive from Monterey Avenue to Eldorado Drive 55 Gerald Ford Drive from Monterey Avenue to Portola Avenue 55 Highway 74 from Pitahaya Street to South City Limit 55 Monterey Avenue from Dinah Shore Drive to Country Club Drive 55 Oasis Club Drive from Country Club Drive to Hovley Lane (East) 55 Portola Avenue from Frank Sinatra to Country Club Drive 55 Tamarisk Row Drive from Frank Sinatra Dr. to Country Club Dr. 60 Portola Avenue from Gerald Ford Drive to Frank Sinatra Drive Section 2. That Ordinance Numbers 1130 and 1167 are rescinded. Section 3. That the City Clerk is hereby directed to publish this ordinance in the Desert Sun, a newspaper of general circulation, circulated in the City of Palm Desert, California, and shall be in full force and effective thirty (30) days after its adoption. PASSED, APPROVED and adopted by the City Council of the City of Palm Desert, California, at its regular meeting held on the 22�d day of May, 2014, by the following vote, to wit: AYES: NOES: ABSENT: ABSTAIN: VAN G. TANNER, MAYOR ATTEST: RACHELLE D. KLASSEN, CITY CLERK CITY OF PALM DESERT, CALIFORNIA