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HomeMy WebLinkAbout1990-06-26 - AGENDA REPORTS - CITYWIDE ENGR TRAFFIC STUDY (2)NEW BUSINESS DATE: SUBJECT: DEPARTMENT: BACKGROUND AGENDA REPORT City Manager Approval Item to be presented by: 0 John E. Medina June 26, 1990 CITY-WIDE ENGINEERING AND TRAFFIC STUDY RESOLUTION 90-1h Public Works �IjA The Public Works staff has completed a City-wide Engineering and Traffic Study. This Study (copy attached) forms the basis for recommended speed limits on nearly every major, secondary and collector roadway in the City. The Study was conducted in accordance with the provisions of the California Vehicle Code and as recommended by the Caltrans Traffic Manual. When adopted, the Study establishes prima facie speed limits on every highway segment included in the Study. When appropriate signs are posted in accordance with this Study, the Sheriff's Department can enforce each of these speed limits by radar. Enforcement of speed limits by radar . is the safest and most effective form of speed enforcement. Without radar, speed enforcement is made more complicated, is more time-consuming and is less safe because of the need to pace offending vehicles with a police unit. Rather than one speeding vehicle on the highway, we would have two: the offender and the police unit. An effective radar speed enforcement program can: • Lower prevailing vehicle speeds • Lower vehicular accident rates, and • Enhance overall highway safety. The results of this City-wide Study are presented in one report. It includes Individual surveys on 90 highway segments. The purpose of this presentation is to include all engineering and traffic surveys in one volume. As such, every surveyed street will have virtually the same date from which the five-year cycle would begin. These surveys must be conducted every five years to validate the continued use of radar for enforcement. The report is divided into three parts. Part I explains the basic purpose and methodology of speed -zone studies. Part II summarizes the recommended speed limits for each highway studied. Part III contains the applicable California Vehicle Code sections. The appendix contains specific speed measurement data, accident statistics and roadway information. Agenda Item: f a CITY—WIDE ENGINEERING .SVD TRAFFIC STUDY Page 2 The report contains a number of significant adjustments to existing posted speed limits. These adjustments are recommended based on the results of the Study and are essential to the overall.success of the program. They are listed below: • Bouquet Canyon Road — Magic Mountain to Seco Canyon Road Increase of 5 m.p.h. from 40 m.p.h. to 45 m.p.h. • Bouquet Canyon Road — Alamogordo Road to Steve Jon Street Increase of 5 m.p.h. from 45 m.p.h. to 50 m.p.h. • Lyons Avenue, Orchard Village Road to San Fernando Road Increase of 5 m.p.h. from 35 m.p.h. to40m.p.h. • McBean Parkway, from Valencia Boulevard to North City Limit Reduction of 5 m.p.h. from 50 m.p.h. to 45 m.p.h. • Nadal Street, from Camp Plenty Road to Whites Canyon Road Reduction of 5 m.p.h. from 35 m.p.h. to 30 m.p.h. • Orchard Village Road from Lyons Avenue to McBean Parkway Increase of 5 m.p.h. from 40 m.p.h. to 45 m.p.h. • Magic Mountain Parkway from Valencia Boulevard.to Bouquet Canyon Reduction of 5 m.p.h. from 50 m.p.h. to 45 m.p.h. • San Fernando Road from Magic Mountain to 13th Street Adjustments from a mix of 35, 40 and 50 m.p.h. and constant 45 m.p.h. • Seco Canyon Road from Bouquet Canyon Road to Copper Hill Drive Increase of 5 m.p.h. from 40 m.p.h. to 45 m.p.h. • Soledad Canyon Road, from 1,000 feet east of Bouquet Canyon to Golden Oak Road. Increase of 5 m.p.h. from 50 m.p.h. to 55 m.p.h. • Soledad Canyon Road from Renroy Avenue to East City limit Reduction of 5 m.p.h. from 50 m.p.h. to 45 m.p.h. • Whites Canyon Road from Nadal Street to Soledad Canyon Road Increase of 5 m.p.h. from 35 m.p.h. to 40 m.p.h. • Wiley Canyon Road from Lyons Avenue to Orchard Village Drive Increase of 10 m.p.h. from 35 m.p.h. to 45 m.p.h. These. adjustments are recommended primarily because of observed speeds on the highway segments. These observed speeds are the result of driver, comfort with the roadway. This comfort level is selected by the individual driver, often without regard for the posted speed limit. It is not at all likely that these adjustments in the speed limit will result in higher prevailing speeds. In fact, these adjustments, when combined with an effective enforcement program, can result in lower prevailing speeds on the highway. The Sheriff's Department has carefully reviewed each recommendation of this Study and concur with its findings. The State Department of Transportation will needto review and concur with those recommendations on the State routes. CITY-WIDE ENGINEERING OLD TRAFFIC STUDY • Page 3 REMMENDATIONS • Adopt the attached resolution establishing prima facie speed limits on each highway segment included in the attached City-wide Engineering and Traffic Study; and; • Direct the City Clerk to certify the Study as to the effective date of the individual surveys, and; • Direct staff to implement the necessary signing changes brought about by adoption of this Study, and; • Request the Sheriff's Department to begin an aggressive radar enforcement program on the City streets and highways covered in the Study as soon as the signing changes are made. ATTACHMENT Copy of Study Resolution No. 90-112 hds This pamphlet is intended to explain the basic concepts of realistic speed limits, summarize the applicable speed laws, and provide a brief outline of how proper speed limits are determined. Generally speaking, traffic laws that reflect the behavior of the majority of motorists are found to be successful. Laws that arbitrarily restrict the majority of drivers encourage %%'holesa le, intentional violations, lack public support and usually fail to bring about desirable changes in driving behavior. This is espe- cially true of speed limits. All too often speed zoning is considerer) a cure-all for a community's traffic ills. Citizens frequently call for speed limits in an effort to develop a quick solution to complicated traffic problems. Speed zoning is based upon several fundamental concepts deeply rooted in our American system of government and law: -Driving behavior is in extension of social attitude, and the majority of drivers respond in a safe and reasonable manner,as demon- strated by their consistently favorable driving records. -Laws are established for the protection of the public and the regulation of unreasonable be- havior of the individual. -Laws cannot he effectively enforced without the consent and voluntary compliance of the public majority. Public acceptance of these precepts is normally instinctive. However, the same public, in the face of a local speeding or traffic accident controversy, will re- ject such fundamentals and instead rely upon %widely held beliefs which are not borne out by experience. These misconceptions are: •Speed limit signs will slow down traffic. -Speed limit signs will decrease accidents and increase safety. -Raising a poster) speed limit will increase the speed of traffic. *Any posted speed limit must be safer than an unposled one, regardless of prevailing roadway and traffic conditions. Before -and -after studies consistently demonstrate that there are no significant changes in traffic speeds following the posting of new or revised speed limits. Furthermore, no publisher) research findings have established any direct relationship between posted speed limits and accident frequency. Speed reduc- tions can be achieved by saturation law enforcement efforts but are invariably of short duration. Realistic speer] zones are important for a variety of reasons. -They satisfy the requirements of the state law. *They invite public compliance by conforming to the behavior of the majority and by giving a clear reminder to nonconforming violators. -They offer in effective enforcement tool to the police by clearly separating. the occasional vio- lator from the reasonable majority - *They tend 10 minimize current public antagn- nisnr toward polis a enforcement of obviously unre•asnnable regulations. • they inject an clement of logic and reason into an otherwise arbitrary and often emotional issue. -They provide a balance between realism and public expectation as to what is achievable by merely posting signs to modify driver behavior. WHERE ARE Skit) ZONES APPLICABLE# The California Vehicle Code states: "It is the intent of the Legislature 111,11 physical con- ditions such as width, e urvature, grade and surface condifions. or any other condition readily apparent to a driver, in the absem v of other factors, would riot require stx•cial dUwnward speed zoning." Speed zoning; generally should be reserved for thoroughfares %with appreciable volumes of traffic where sue h zoning can be shown u, facilitate the orderly flrnw of traffic. Examples include transition sections between real and suburban conditions; business ,in(] residence districts that barely satisfy the legal definition for automatic 25 mph speed limits, thereby resulting in confusion as to the applicable legal limit; and areas of high accident frequency attributable to excessive speed or unusual enforce- ment problems. Through streets that are riot wide thoroughfares frequently require zoning to aid the motorist and the police in determining what is a reasonable speed limit. On the other hand, it is seldom necessary to post limits relating to business or residence districts in obviously well-established urban areas. All states base their speed regulations on the Basic Speed Law: "No person shall drive a vehicle ution a highway at a speed greater than is reasonable or prudent having clue regard for weather, visibility, th® traffic on, and the surface and width of, the highway, and in no event at a speed which endangers the safely of persons or property.". The basic speed law is founded un the belief that most motorists are able to modify their driving behav- ior properly, with a minimum of assistance from the police, as long as they are aware of the conditions around them. This law retiognizes that driving condi- lions vary widely from lime -to -time and from place - to -place and That nn set of fixed driving rules will adequately serve all conditions. In California the maximum speed limit for passen- ger cars, trucks and all vehicles towing trailers is 55 mph. However, selected freeways in rural areas may be posted to permit a maximurn of 65 mph for pas- senger cars only. These are absolute limits, which , may not be legally exceeded under any circum- stances. pWMA tAtlp O tt1 Llmits All other speed limits are prima facie limits ("on the face of it") which are deaned reasonable and prudent under normal conditions. A few prima facie limits are established by the velli( le code, including 15 mph in alleys, al blind intersections arid at blind railroad crossings, and 25 mph in business and resi- c]ence districts. Sign posting is riot required for these prima facie zones. There is also a part-time 25 niph prima facie limit in posted school zones when chil- dren are going to and from school. Most prima facie limits are established by State and local authorities who are permitted to set speed limits between 25 and 55 on the basis of an engineer- ing and traffic survey. For these prima facie limits sign posting is required. A driver may exceed any prima facie limit if it is safe to do so under prevailing conditions, but if cited, must prove he/she was driving in a reasonable and prudent manner for the existing condition at the time and place of the citation. r As defined in the California Vehicle Code, an engineering and traffic survey is a "survey of highway and traffic conditions in accordance with methods determined by the Department of Transportation for use by state and local authorities." The survey shall include (but not be limited to) a consideration of the following: -PREVAILING SPEEDS — Speeds are observed and recorded in an unbiased manner in order to determine the normal pace of free flowing traffic under normal conditions. -ACCIDENT RECORDS—An a nalysis of past accident history pinpoints trouble spots a nd the probable contributing factors in speedingam- dents. This pfu(ess is crucial in the svIv( tion of effective counternlo.aums most likely In corre( t deficiencies and ingnove traffic rrl;ulatiuns and ('ontrol. -'INVISIBLE" IIIGt RVAY, 1RAFI IC AND ROAD- SIDE CONDII IONS -- A visual inventory of existing roadside conditions, adjacent land use 1 and pedestrian facilities identifies necessary maintenance or improvements and is especially helpful in warning of hidden hazards. Experience has shown that a realistic speed limit set at the 5 mile increment of speed in the upper half of the normal pace of traffic will achieve the objec- tives of: •VOluntary public compliance. -Clear identification of the unreasonable violator. -Elimination of unjustifiable "tolerances." •Meaningful, unambiguous enforcement. And finally: -On-the-road patrolling is essential in curbing the intentional violator. *Speed limits should be reviewed periodically and revised to fit changed conditions. -Speed zones should be coordinated along routes through adjacent cities and counties to assure compalabilily. M ilii aid nryriea ar.rilahle ufxrn ngrx•.1 fain I ffi d 81411IW INTI RING 1 N n1RI M1 N1 At I)I IA If cull l ( 111114 )1 .til IIIII H RN ('AI It ORNIA eu. IW%.'A xl, Lvmin.il:Inne( Iur Mg, de.• (.,Ih.nits VIhIiI leh)dxxx•: f.' 1 tl j II Will r )RANI(' SAlrl ),l)II'ARIA11NI CAllf ORMA SIAII At 110MOMIE A.SS(KIAHON 150 Val, Nms Arent• Sart Lam iuv1, Calilrunia 74 101 Teleeharx•: h7/51 S6S-2P)H `y(n.n(n Srd 40 !q Speed limits can and should provide motorists, police acrd the traffic courts with clearly understand- able guidelines for reasonable and safe speeds that will I'm ililate the orderly flow of traffic tauter normal conditions. The public should be em ouraged to bring to the attention of public officials what They perceive to be speeding problems. Bill speed limits should riot be set based on casual uhseivalions or uninformed opinion. Public: agencies have. the responsibility to conduct thorough engineering and Iraffic- surveys and to set speed limits whi( h are justified by the results. RESOLUTION NO. 90-112 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SANTA CLARITA, CALIFORNIA ESTABLISHING PRIMA FACIE SPEED LIMITS ON 90 HIGHWAY SEGMENTS WHEREAS, the California Vehicle Code (Sections 22357 and 22358) permits local authorities, upon the basis of an Engineering and Traffic Survey, to establish prima facie speed limits on highways within their jurisdiction, and WHEREAS, Section 40802(b) of the California Vehicle Code requires that speed limits be justified by an engineering and traffic survey every five years in order to use radar for enforcement, and WHEREAS, the effective and efficient use of radar for traffic speed enforcement can enhance highway safety within the City; NOW, THEREFORE, the City Council of the City of Santa Clarita does resolve as follows: Section 1. That prima facie speed limits shall be established on 90 highway segments in the City -wide -Engineering and Traffic Study. Section 2. That the City Clerk certify the Study and make. copies available to the local Sheriff's Department and courts. Section 3. That the Public Works staff effect the necessary signing changes to implement the provisions of the Study. Section 4. That the City's Police Department (Sheriff) conduct appropriate enforcement of the prima facie speed limits established by this resolution. 1990. PASSED, APPROVED AND ADOPTED this day of , MAYOR ( 0 0 ATTEST: CITY CLERK I HEREBY CERTIFY that the foregoing Resolution was duly adopted by the City Council of the City of Santa Clarita at a regular meeting thereof, held on the day of , 1990 by the following vote of Council: AYES: NOES: ABSENT: -2- CITY CLERK