HomeMy WebLinkAbout05-ATTACHMENT 5ATTACHMENT 5
2015 ENGINEERING AND TRAFFIC SURVEY
�4W�a���QU�Y�S AG'ua NAN Uffia
For
The City of Tustin
M
Engineering November 25, 2014
NN
WILLDAN
Celebrating 50 years of service
November 25, 2014
Mr. Ken Nishikawa, P.E.
Deputy Director of Public Works /Engineering
Public Works Department
City of Tustin
300 Centennial Way
Tustin, CA 92780
Subject: 2015 Engineering and Traffic Survey
Dear Mr. Nishikawa:
As requested, Willdan has completed an Engineering and Traffic Survey (E &TS) to
justify and update the posted speed limits along 138 street segments in the City of
Tustin. The previous Citywide survey was approved in January 2010 and now requires
an update to comply with the 5 -year limitation set forth in the California Vehicle Code
(CVC).
We are pleased to submit the enclosed report that describes the E &TS procedures and
contains recommendations for posted speed limits on the City's arterial and collector
street system. A summary of these recommendations is included in the analysis.
Supporting documentation for each speed zone recommendation is provided in the
Appendices.
The E &TS was conducted in accordance with the applicable provisions of the California
Vehicle Code (CVC), following procedures outlined in the California Manual on Uniform
Traffic Control Devices (CA MUTCD) dated January 2012; and as required by Section
627 of the California Vehicle Code. The report is intended to satisfy the requirements of
Section 40802 of the CVC to enable the continued use of radar or other electronic
devices for traffic speed enforcement.
We appreciate the opportunity to serve the City of Tustin and the assistance and
cooperation afforded to us during the course of this study.
Very truly yours,
WII��LLDAN ENGINEERING
`CZ� A. Ayyl_
Ruth Smith, TE, PTP
Project Engineer
Enclosure
Engineering I Geotechniml I Environmental I SustainaUlftyI Finandal I H mdand Se dty
714.978,8200 1 800.424.9144 1 fax 714.978.8299 1,2401 Fast Katdla Avenue, Sufte 450, Anaheim, CA 928066073 1 w .Wlldan.oam
TABLE OF CONTENTS
Paqe
PUBLIC WORKS DEPARTMENT CERTIFICATION .... ...............................
TRAFFIC ENGINEER'S CERTIFICATION ................... ...............................
EXECUTIVE SUMMARY ............................................... ............................... 1-4
Figure 1 -Map of Recommended Speed Limits ............ ............................... 4
INTRODUCTION........................................................... ............................... 5 -7
Elements of the Engineering and Traffic Survey ......... ............................... 6 -7
Measurement of Prevailing Speed .......................... ............................... 6
CollisionHistory ....................................................... ............................... 7
Conditions Not Readily Apparent to Motorists ......... ............................... 7
SURVEY CONDITIONS ................................................ ............................... 8 -9
Survey Locations ......................................................... ...............................
8
DataCollection ............................................................ ...............................
8 -9
FieldReview Data ....................................................... ...............................
9
ANALYSIS & RESULTS ............................................... ...............................
10 -25
Analysis....................................................................... ...............................
10
New Street Segments ................................................. ...............................
10
Results and Recommendations .................................. ...............................
11
Segments with Special Conditions .............................. ...............................
11 -14
Table 1- Summary of Recommendations ................. ...............................
15 -22
Table 2- Segments With Recommended Speed Limit Increases............
23
Table 3- Segments With Recommended Speed Limit Decreases..........
24
LEGISLATIVE REFERENCES ..................................... ...............................
25 -30
Applicable Sections of 2014 California Vehicle Code . ...............................
25 -30
APPENDIX A — Street Segment Data Sheets
APPENDIX B — Radar Speed Survey Distribution Forms
APPENDIX C — Collision Rates
APPENDIX D — Survey Equipment Used
Willdan Engineering 2015 Engineering and Traffic Survey
102375/1000/10006 City of Tustin
CITY OF TUSTIN
PUBLIC WORKS DEPARTMENT
ENGINEERING DIVISION CERTIFICATION
I, Douglas S. Stack, have examined and reviewed the following Engineering and Traffic
Survey dated November 25, 2014, for the City of Tustin. I find that this study follows the
procedures established by the California Vehicle Code (CVC) and the State of California
Department of Transportation (Caltrans) California Manual on Uniform Traffic Control
Devices in order to establish speed limits. Further, I find that this study follows standard
traffic engineering guidelines and practices and, therefore, is within the policies of the City
of Tustin. I certify that this study has been conducted under my direction and that I am
experienced in surveys of this type and that I am duly registered in the State of California
as a professional Civil Engineer.
Date
Public Works /City Engineer
r, Exp. 12/31/2015
EV *)�Irj,
Civil Engineering Seal
Willdan Engineering 2015 Engineering and Traffic Survey
102375/1000110006 a City of Tustin
TRAFFIC ENGINEER'S CERTIFICATION
I, Ruth Smith, do hereby certify that this Engineering and Traffic Survey dated November
25, 2014, was prepared in accordance with procedures established by the California
Vehicle Code (CVC) and the State of California Department of Transportation (Caltrans)
California Manual on Uniform Traffic Control Devices in order to establish speed', limits.
This Engineering and Traffic Survey contains recommended speed limits for 138 roadway
segments in the City of Tustin and was prepared under my supervision and is accurate and
complete. I certify that 1 am experienced in performing surveys of this type and that I am
duly registered in the State of California as a professional Traffic Engineer.
`f/dt vL kh, jj'! : L
Ruth Smith, T.E.
Project Manager
RTE 1650, Exp. 9/30/2016
No. TR 1650
E* »-16
Traffic Engineering Seal
(l�y S/2fl14
Date
willdan Engineering 2015 Engineering. and Traffic Survey
102375/1000/10006 111 City Of Tustin
EXECUTIVE SUMMARY
This Engineering and Traffic Survey (E &TS) is intended to be the basis for the
establishment, revision, and enforcement of speed limits for selected streets within the City
of Tustin. This Engineering and Traffic Survey presents recommended speed limits for 138
street segments in the City of Tustin. An Engineering and Traffic Survey is required by the
State of California to establish intermediate speed limits on local streets and to enforce
those limits using radar or other speed measuring devices. This Survey must be updated
every 5 or 7 years to ensure the speeds reflect current conditions as dictated by the
California Vehicle Code (CVC). The CVC also requires that the Survey be conducted
based on the methodology required by The California Manual on Uniform Traffic Control
Devices (CA MUTCD) dated January 2012.
The previous Citywide survey was approved in January 2010. The City requested the new
survey for the proper posting of speed limits and to enable the Police Department to utilize
radar or other electronic speed measuring devices for speed enforcement. The
Engineering and Traffic Survey was conducted in accordance with procedures outlined in
the California Manual on Uniform Traffic Control Devices (CA MUTCD) dated January 2012
and as required by Section 627 of the California Vehicle Code.
ELEMENTS OF THE ENGINEERING AND TRAFFIC SURVEY
The California Manual on Uniform Traffic Control Devices (CA MUTCD) dated January
2012 specifies the methodology to be used for completing an Engineering and Traffic
Survey. This methodology includes an evaluation of current vehicle speeds, accident
history and conditions not readily apparent to motorists. The three basic elements of the
Engineering and Traffic Survey are measurements of prevailing speed, accident history,
and conditions not readily apparent to motorists.
The 85`h percentile speed is the speed at or below which 85 percent of the traffic travels.
This threshold represents what is historically found to be a safe and reasonable speed for
most drivers based on common roadway conditions. •Therefore, a 'basic speed limit" is
established at the nearest 5 -mile per hour (mph) increment to the 85th percentile speed.
For example, if the 85th percentile speed is 48 mph, the basic speed limit is 50 mph. If the
85th percentile speed is 47 mph, the basic speed limit is 45 mph. Reported collisions are
reviewed for each street segment to determine if there is a higher than average rate of
collisions. A segment that has an above - average collision rate typically suggests
conditions that are not readily apparent to motorists. Each street segment is field
inspected to identify roadway conditions that may not be readily apparent to motorists. A
determination is made whether any conditions are significant and warrant the
recommendation of setting the speed limit 5 mph below the basic speed limit.
Willdan Engineering 2015 Engineering and Traffic Survey
102375/1000110006 1 City of Tustin
SURVEY CONDITIONS
Survey locations were selected based on minimum stop sign and traffic signal influence,
minimum visibility restrictions, non - congested traffic flow away from intersections and
driveways, and minimum interference from curves or other roadway conditions that would
affect the normal operation of a vehicle.
Data was collected reflecting existing conditions, including the prevailing speed of vehicles,
traffic collisions, visibility restrictions, and roadway conditions within the community. Speed
data and field reviews were conducted at 138 locations during the month of July 2014.
Collision data for each segment for the latest 3 years of reported accidents was obtained
from the City's electronic database. Daily traffic volumes, collected in 2012, were provided
by the City of Tustin. The collision rate in collisions per million vehicle miles (Col /MVM)
was calculated for each segment, using the number of collisions, the daily traffic volumes
and the segment lengths. The collision rates were compared to the statewide average for
similar roadways to determine if the segments had greater than normal collision rates.
The field review of each segment also noted pedestrian /bicycle activity, roadway
geometrics, the frequency of intersections, driveways and on- street parking, location of
traffic control devices, visibility obstructions, land use and proximity to schools and parks,
speed limits of adjacent segments in neighboring jurisdictions, and any other conditions not
readily apparent to the driver.
ANALYSIS & RESULTS
The 2015 Engineering and Traffic Survey included 6 new street segments in and around
Tustin Legacy, that were not previously surveyed in 2010. Interim speed limits had been
posted on most of the new street segments, based on engineering judgment.
The survey data for the 138 segments was compiled and analyzed to determine the
recommended speed limit for each segment, in accordance with the criteria contained in
the California Manual on Uniform Traffic Control Devices (CA MUTCD), dated January
2012. The criteria included the 85th percentile speed, the 10 mph pace speed, the
collision rate and conditions not readily apparent to the motorist. Figure 1 (at the end of
this section) illustrates all of the recommended speed limits, including the new segments,
on a City map and indicates the recommended changes.
Of the 138 surveyed segments, 11 segments are recommended for an increase in the
posted speed limit, while 16 segments are recommended for a decrease in the posted
speed limit.
Based on the review of special conditions, 13 of the surveyed segments have
recommended speed limits that are 5 mph below where it would normally be set due to the
85th percentile speed. The speed limits were lowered for these 13 segments due to
conditions not readily apparent to the drivers. The special conditions justifying the modified
speed limits are provided for each segment.
Willdan Engineering 2015 Engineering and Traffic Survey
10237511000/10006 2 City of Tustin
LEGISLATIVE REFERENCES
Applicable sections of the California Vehicle Code are provided in the report. These
include the basic speed law, prima facie speed limits, the increase of local speed limits,
downward speed zoning, speed traps, and the requirements of an Engineering and Traffic
Survey.
wiiidan Engineering 2015 Engineering and Traffic Survey
102375/1000110006 3 City of Tustin
CITY
OF
SANTA
COUNTY
OF
ORANGE
35
CITY
- -45 OF
SANTA AN
OF
IRVINE
TUSTIN
LEGACY
CITY
OF
IRVINE
DAN
Engineering '°2"'"°° /I°
C
COUNTY
OF
ORANGE
I
T
G\1 Y 0A
TUS \�
LEGEND
= STREET WITH POSTED SPEED LIMIT
-- =CITY LIMITS
30 = MAINTAIN SPEED LIMIT (MPH)
(40) = INCREASE SPEED LIMIT (MPH)
{45) = DECREASE SPEED LIMIT (MPH)
= BASED ON COUNTY OF ORANGE
= BASED ON CITY OF SANTA ANA
= BASED ON CITY OF IRVINE
= BASED ON CITY OF ORANGE
NP = SPEED LIMIT NOT POSTED
(IN THE CITY OF IRVINE)
FIGURE 1
City of Tustin
2015 Speed Limit Map
INTRODUCTION
This Engineering and Traffic Survey is intended to be the basis for the establishment,
revision, and enforcement of speed limits for selected streets within the City of Tustin. This
Engineering and Traffic Survey presents recommended speed limits for 138 street
segments in the City of Tustin. An Engineering and Traffic Survey is required by the State
of California to establish intermediate speed limits on local streets and to enforce those
limits using radar or other speed measuring devices. This Survey must be updated every 5
or 7 years to ensure the speeds reflect current conditions as dictated by the California
Vehicle Code (CVC). The CVC also requires that the Survey be conducted based on the
methodology required by The California Manual on Uniform Traffic Control Devices (CA
MUTCD) dated January 2012. ,
The survey was requested by the City for the proper posting of speed limits and to enable
the Police Department to utilize radar or other electronic speed measuring devices for
speed enforcement. CVC Sections 40801 and 40802 require that an Engineering and
Traffic Survey verify the prima facie speed limit before enforcement by such a device is
legal. The law further specifies that these surveys be conducted every 5 years. The
surveys can be extended to 7 years provided the City's police officer(s) have completed a
24 -hour radar operator course [CVC 40802(c)(2)(B)(i)(1)]. Additionally, some surveys may
be extended to 10 years if a traffic engineer certifies that no changes in roadway or traffic
conditions have occurred [CVC 40802 (c)(2)(B)(i)(11)]. These provisions assure that posted
speed limits are kept reasonably current.
The Engineering and Traffic Survey for the City was conducted in accordance with
procedures outlined in the California Manual on Uniform Traffic Control Devices (CA
MUTCD) dated January 2012 and as required by Section 627 of the California Vehicle
Code. The Code further describes three elements of an Engineering and Traffic Survey:
Prevailing speed as determined by traffic engineering measurements
2. Collision records
3. Highway, traffic, and roadside conditions not readily apparent to the driver
Posted speed limits are established primarily to protect the general public from the reckless
and unpredictable behavior of dangerous drivers. They provide law enforcement with a
clearly understood method of identifying and apprehending violators of the basic speed law
(CVC Section 22350). This law states that "No person shall drive a vehicle on a highway at
a speed greater than is reasonable or prudent having due regard for weather, visibility, the
traffic on, and the surface and width of the highway, and in no event at a speed which
endangers the safety of persons or property." The posted speed limit gives motorists a
clear warning of the maximum speed that is reasonable and prudent under typical driving
conditions.
Willdan Engineering 2015 Engineering and Traffic Survey
10237511000110006 5 City of Tustin
The basic fundamentals for establishing speed limits recognize that the majority of drivers
behave in a safe and reasonable manner, and therefore, the normally careful and
competent actions of a reasonable driver should be considered legal. Speed limits
established on these fundamentals conform to the consensus that those who drive the
highway determine what speed is reasonable and safe, not on the judgment of one or a
few individuals. A radar speed study is usually used to record the prevailing speed of
reasonable drivers.
Speed limits are also established to advise drivers of conditions which may not be readily
apparent to a reasonable driver. For this reason, accident history, roadway conditions,
traffic characteristics, and land use must also be analyzed before determining speed limits.
Speed limit changes are usually made in coordination with physical changes in roadway
conditions or roadside developments. Unusually short zones of less than one -half mile in
length should be avoided to reduce driver confusion.
Additionally, it is generally accepted that speed limits cannot be successfully enforced
without voluntary compliance by a majority of drivers. Consequently, only the driver whose
behavior is clearly out of line with the normal flow of traffic is usually targeted for
enforcement.
ELEMENTS OF THE ENGINEERING AND TRAFFIC SURVEY
The California Manual on Uniform Traffic Control Devices (CA MUTCD) dated January
2012 specifies the methodology to be used for completing an Engineering and Traffic
Survey. This methodology includes an evaluation of current vehicle speeds, accident
history and conditions not readily apparent to motorists. The basic elements of the
Engineering and Traffic Survey are discussed in more detail as follows:
Measurement of Prevailing Speed
Existing vehicle speeds are surveyed by a certified radar operator with a calibrated radar
unit in an unmarked vehicle. Speed samples are taken for each segment representing a
statistically significant sample of current traffic. This data is then evaluated to identify the
distribution of speeds. A key element in the evaluation is the identification of the 85th
percentile speed. The 85 t speed is the speed at or below which 85 percent of
the traffic travels. This threshold represents what is historically found to be a safe and
reasonable speed for most drivers based on common roadway conditions. Therefore, a
speed limit is established at the nearest 5 -mile per hour (mph) increment to the 85th
percentile speed, except as shown in the two options below.
Options:
1. The posted speed may be reduced by 5 mph from the nearest 5 mph increment of
the 851h- percentile speed, in compliance with CVC Section 627 and 22358.5.
2. For cases in which the nearest 5 mph increment of the 85`h- percentile speed would
require a rounding up, then the speed limit may be rounded down to the nearest 5
Willdan Engineering 2015 Engineering and Traffic Survey
102375/1000110006 6 City of Tustin
mph increment below the 85'" percentile speed, if no further reduction is used.
Refer to CVC Section 21400(b).
If the speed limit to be posted has had the 5 mph reduction applied, then an E &TS shall
document in writing the conditions and justification for the lower speed limit. The reasons
for the lower speed limit shall be in compliance with CVC Section 627 and 22358.5
The following examples are provided to explain the application of these speed limit criteria:
A. Using Option 1 above, the first step is to round down: If the 85th percentile speed in
a speed survey for a location was 37 mph, then the speed limit would be
established at 35 mph since it is the closest 5 mph increment to the 37 mph speed.
As indicated by the option, this 35 mph established speed limit could be reduced
by 5 mph to 30 mph if conditions and justification for using this lower speed limit are
documented in the E &TS.
B. Using Option 1 above, the first step is to round up: If the 85`h percentile speed in a
speed survey for a location was 33 mph, then the speed limit would be established
at 35 mph since it is the closest 5 mph increment to the 33 mph speed. As
indicated by the option, this 35 mph speed limit could be reduced by 5 mph to 30
mph if the conditions and justification for using this lower speed limit are
documented in the E &TS.
C. Using Option 2 above and first step is to round up: If the 85`h percentile speed in a
speed survey for a location was 33 mph, instead of rounding up to 35 mph, the
speed limit can be established at 30 mph, but no further reduction can be applied.
Collision History
Reported collisions are reviewed for each street segment to determine if there is a higher
than average rate of collisions. A segment that has an above - average collision rate
typically suggests conditions that are not readily apparent to motorists.
A summary of the collision rates for the 138 surveyed street segments is provided in
Appendix B.
Conditions Not Readily Apparent To Motorists
Each street segment is field inspected to identify roadway conditions that may not be
readily apparent to motorists. A determination is made whether any conditions are
significant and warrant the recommendation of setting the speed limit 5 mph below the
basic speed limit. It is important to note that The California Manual on Uniform Traffic
Control Devices (CA MUTCD) dated January 2012 recommends exercising great care
when establishing speed limits 5 mph below the basic speed limit.
wiudan Engineering 2015 Engineering and Tragic Survey
102375/1 000 /10006 7 City of Tustin
SURVEY CONDITIONS
SURVEY LOCATIONS
The procedures described below describe the criteria and methods used to survey selected
streets within the City of Tustin. The specific location of the radar speed survey for each
street segment was selected after considering the following:
Minimum stop sign and traffic signal influence
2. Minimum visibility restrictions
3. Non - congested traffic flow away from intersections and driveways
4. Minimum influence from curves or other roadway conditions that would affect
the normal operation of a vehicle
DATA COLLECTION
Data regarding the existing conditions was collected, including the prevailing speed of
vehicles, traffic collisions, visibility restrictions, and roadway conditions within the
community. Speed data and field reviews were conducted at 138 locations during the
month of July 2014.
Speed Data
Radar speed measurements were conducted at 138 locations during July 2014. All
surveys were conducted in good weather conditions, during off -peak hours on weekdays.
The radar unit was operated from an unmarked vehicle to minimize any influence on driver
behavior. Typically, a minimum sample size of 100 vehicles or the total samples during a
maximum period of 2 hours were obtained for each segment. Traffic speeds in both
directions were recorded for individual segments and separate surveys were made for
divided roadways.
Collision Data
Collision data was obtained from the Statewide Integrated Traffic Record System
(SW ITRS) which is an electronic collision database. For this study, collision data was used
from the latest three years of reported accidents, from January 1, 2010 to December 31,
2012. The collision rates for the 138 segments are expressed in accidents per million
vehicle miles (A/MVM). Daily traffic volumes, collected in 2012, were provided by the City
of Tustin. This information was then entered into the following formula to determine the
collision rate:
R=
Axl,000,000
tx365 days clxv
year
Wilidan Engineering 2015 Engineering and Traffic Survey
10237511000/10006 8 City of Tustin
Where:
R = Collision Rate (accidents /million vehicle miles)
A = Number of midblock collisions over time period
t = Time Period Covered (in years)
1= Length of Segment (miles)
v = Traffic Volume (average daily traffic)
The segment collision rate was then compared to the average statewide collision rate for
similar roadways. The latest available average statewide collision rates were obtained
from 2009 Collision Data on California State Highways, published by the State of
California.
Field Review Data
A field review was conducted for each of the selected street segments in the City with
consideration for the following factors:
1. Street width and alignment (design speed)
2. Pedestrian activity and traffic flow characteristics
3. Number of lanes and other channelization and striping patterns
4. Frequency of intersections, driveways, and on- street parking
5. Location of stop signs and other regulatory traffic control devices
6. Visibility obstructions
7. Land use and proximity to schools
8. Pedestrian and bicycle usage
9. Uniformity with existing speed zones and those in adjacent jurisdictions
10. Any other unusual condition not readily apparent to the driver
Willdan Engineering 2015 Engineering and Traffic Survey
102375/1000/10006 9 City of Tustin
ANALYSIS & RESULTS
ANALYSIS
Survey data was compiled and analyzed to determine the recommended speed limit in
accordance with several criteria contained in the California Manual on Uniform Traffic
Control Devices (CA MUTCD) dated January 2012. Some of the criteria used were:
A. The critical speed or 85th percentile speed is that speed at or below which 85
percent of the traffic is moving. This speed is the baseline value in determining
what the majority of drivers believe is safe and reasonable. Speed limits set much
higher than the critical speed are not considered reasonable and safe. Speed limits
set much lower than the critical speed make a large number of reasonable drivers
"unlawful," and do not facilitate the orderly flow of traffic. The "basic speed limit" is
the 5 mph increment closest to the 85th percentile speed.
B. The 10 mile per hour (mph) pace speed is the 10 mph increment that contains the
highest percentage of vehicles. It is a measure of the dispersion of speeds across
the range of the samples surveyed. An accepted practice is to keep the speed limit
within the 10 mph pace while considering the critical speed and other factors that
might indicate a speed lower than the critical speed.
C. The collision rate for each street segment is compared to average collision rates
that can be reasonably expected to occur on similar streets and highways in other
jurisdictions, in proportion to the volume of traffic per lane mile. These average
collision rates have been developed by the State of California and are considered
reasonable for use in the City of Tustin.
NEW STREET SEGMENTS
Subsequent to the 2010 Engineering and Traffic Survey, several new street segments in
the City of Tustin have been constructed in and around Tustin Legacy, which was formerly
occupied by the Tustin Marine Corps Air Station. This has resulted in the addition of the 6
new street segments listed below since the last Engineering and Traffic Survey was
performed. Since another Engineering and Traffic Survey was due, interim speed limit
signs were posted on most of the new road segments, with the speed limits based on
engineering judgment.
Park Avenue from Warner Avenue to Victory Road
Tustin Ranch Road from Walnut Avenue to Valencia Avenue
Tustin Ranch Road from Valencia Avenue to Victory Road
4. Tustin Ranch Road from Victory Road to Warner Avenue
5. Valencia Avenue from Kensington Park Drive to Tustin Ranch Road
6. Victory Road from Tustin Ranch Road to Park Avenue
Willdan Engineering 2015 Engineering and Traffic Survey
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The Legislature, in adopting Section 22358.5 of the California Vehicle Code (CVC), has
made it clear that physical conditions, such as width, curvature, grade and surface
conditions, or any other condition readily apparent to a driver, in the absence of other
factors, would not be the basis for special downward speed zoning. In these cases, the
basic speed law (CVC Section 22350) is sufficient to regulate such conditions.
The recommendations contained in this Report are intended to establish prima facie speed
limits. They are not intended to be absolute for all prevailing conditions. All prima facie
speed violations are actually violations of the basic speed law (Section 22350 of California
Vehicle Code). This statute states that a person shall not drive a vehicle at a speed
greater than is safe having regard for traffic, roadway, and weather conditions. A prima
facie limit is intended to establish a maximum safe speed under normal conditions.
The Engineering and Traffic Survey Forms (Appendix A) illustrate the results of a thorough
evaluation of the available data, and recommend a speed limit for each street segment
surveyed. Table 1 (at the end of this section) summarizes the results and
recommendations for all 138 surveyed segments.
The recommended speed limit for each segment is consistent with the prevailing behavior
as demonstrated by the radar speed measurements. Typically, a speed limit in the upper
range of the 10 -mile pace was selected unless a collision rate significantly higher than
expected was discovered or roadway conditions not readily apparent to the driver were
identified. Any segments with recommended speed limits 5 mph below or above the basic
speed limit are fully explained later in this section.
Of the 138 surveyed segments, 11 segments are recommended for an increase in the
posted speed limit, as listed in Table 2 (at the end of this section). Table 3 also indicates
that 16 segments are recommended for a decrease in the posted speed limit.
SEGMENTS WITH SPECIAL CONDITIONS
The 138 street segments were reviewed through a field inspection to identify whether
conditions not readily apparent to motorists exist. Conditions not readily apparent to
motorists include high accident rates; the design speed of the road; continuity between
speed zones; on- street parking on relatively narrow streets that could block the view of
pedestrians crossing the street or block the sight distance of motorists entering the
roadway from cross streets or driveways, and high- activity land uses adjacent to the road.
The presence of pedestrians and /or bicycles is also recognized by California law as a
reason for setting the speed limit 5 mph below the basic speed limit. A determination was
made whether these conditions are present and significant enough to warrant
recommending the speed limit to be placed at 5 mph below the basic speed limit. It is
important to note that the State of California recommends exercising great care when
establishing speed limits more than 5 mph below the 85th percentile speed.
wiiidan Engineering 2015 Engineering and Traffic Survey
10237511000/10006 11 City of Tustin
Based on the review of special conditions, 13 surveyed street segments have
recommended speed limits that are 5 miles per hour (mph) below the basic speed limit,
due to conditions not readily apparent to the drivers. The special conditions justifying the
modified speed limits are discussed below for each of these segments.
Segment #31: First Street — Newport Avenue to Charloma Drive
This segment is currently posted at 30 mph and has 2 through lanes in each direction with
an average daily traffic (ADT) volume of 4,100 vehicles per day. The adjacent land uses
consist of a mixture of multi - family residential and commercial. The critical speed is 36
mph and would normally justify a 35 mph posted speed limit. However, due to a horizontal
curve, heavy on- street parking, and various hidden driveways that may not be apparent to
unfamiliar drivers, a lower speed limit is prudent. It is recommended that the speed limit
remain at 30 mph for the above reasons.
Segment #52: Keller Drive — Robinson Drive to Jamboree Road
This segment is currently posted at 30 mph and has 1 through lane in each direction with
an ADT of 428 vehicles per day. The adjacent land uses are residential and a school. The
critical speed is 36 mph, which would normally justify a 35 mph posted speed limit.
However, due to the high number of pedestrians, elementary school drop -offs, heavy on-
street parking and sports activities in the adjacent sports park, a lower speed limit would be
prudent. It is recommended that the speed limit remain at 30 mph for the reasons given
above.
Segment #55: Main Street — Williams Street to Myrtle Avenue
This segment is currently posted at 30 mph and has 1 through lane in each direction with
an ADT of 9,300 vehicles per day. The adjacent land uses are residential (non- fronting),
commercial, and a church. The critical speed is 41 mph, which would normallyjustify a 40
mph posted speed limit. However, due to heavy on- street parking and reduced sight
distance related to the Main Street undercrossing /overcrossing of the 1 -5 and SR -55
Freeways, a lower speed limit would be prudent. It is recommended that the speed limit be
posted at 35 mph for the reasons given above.
Segment #56: Main Street — Myrtle Avenue to Prospect Avenue
This segment is currently posted at 30 mph and has 1 through lane in each direction with
an ADT of 9,300 vehicles per day. The adjacent land uses are residential and commercial.
The critical speed is 37 mph, which would normally justify a 35 mph posted speed limit.
However, due to a high density of driveways, large parkway trees, and heavy on- street
parking that result in very limited sight distance for those entering from driveways, a lower
speed limit would be prudent. It is recommended that the speed limit remain at 30 mph for
the reasons given above.
Willdan Engineering 2015 Engineering and Traffic Survey
10237511000110006 12 City of Tustin
Segment #63: Mitchell Avenue — Newport Avenue to Red Hill Avenue
This segment is currently posted at 30 mph and has 1 through lane in each direction with
an ADT of 6,800 vehicles per day. The adjacent land uses are residential (non- fronting), a
park, and a school. The critical speed is 37 mph, which would normally justify a 35 mph
posted speed limit. However, due to an uncontrolled crosswalk, a high number of
pedestrians and heavy density of on- street parking, a lower speed limit would be prudent.
It is recommended that the speed limit remain at 30 mph for the reasons given above.
Segment #64: Mitchell Avenue — Red Hill Avenue to Browning Avenue
This segment is currently posted at 30 mph and has 1 through lane in each direction with
an ADT of 5,400 vehicles per day. The adjacent land use is residential. The critical speed
is 36 mph, which would normally justify a 35 mph posted speed limit. However, due to the
high number of pedestrians and heavy density of on- street parking and driveways, a lower
speed limit would be prudent. It is recommended that the speed limit remain at 30 mph for
the reasons given above.
Segment #76: Nisson Road — Newport Avenue to Red Hill Avenue
This segment is currently posted at 35 mph and has 1 through lane in each direction, with
no left turn pockets, and an ADT of 5,900 vehicles per day. The adjacent land use is multi-
family residential (non- fronting) on one side and Interstate 5 on the other side. The critical
speed is 42 mph, which would normallyjustify a 40 mph posted speed limit. However, due
to the high density of driveways and heavy on- street parking that result in very limited sight
distance for those entering from side streets and driveways, a lower speed limit would be
prudent. It is recommended that the speed limit remain at 35 mph for the reasons given
above.
Segment #77: Nisson Road — Red Hill Avenue to Browning Avenue
This segment is currently posted at 35 mph and has 1 through lane in each direction with
no left turn pockets, and an ADT of 3,600 vehicles per day. The adjacent land use is multi-
family residential (non- fronting) with commercial on one side and Interstate 5 on the other
side. The critical speed is 40 mph, which would normally justify a 40 mph posted speed
limit. However, due to a high density of driveways and heavy on- street parking that result
in very limited sight distance for those entering from driveways, a lower speed limit would
be prudent. It is recommended that the speed limit remain at 35 mph for the reasons given
above.
Segment #81: Park Avenue — District Drive to Tustin Ranch Road
This segment is currently posted at 30 mph and has 2 through lanes in each direction with
an ADT of 6,100 vehicles per day. The adjacent land use is commercial. The critical
speed is 35 mph, which would normallyjustify a 35 mph posted speed limit. However, due
a horizontal curve and various hidden driveways that may not be apparent to unfamiliar
Willdan Engineering 2015 Engineering and Traffic Survey
10237511000110006 13 City of Tustin
drivers, a lower speed limit would be prudent. It is recommended that the speed limit
remain at 30 mph for the reasons given above.
Segment #86: Pioneer Road — Jamboree Road to Patriot Way
This segment is currently posted at 40 mph and has 1 through lane in each direction with
an ADT of 1,500 vehicles per day. The adjacent land uses are residential and a park. The
critical speed is 45 mph, which would normally justify a 45 mph posted speed limit.
However, due to horizontal and vertical curves that may not be apparent to unfamiliar
drivers and to maintain uniformity among adjacent street segments, a lower speed limit
would be prudent. It is recommended that the speed limit remain at 40 mph for the
reasons given above.
Segment #106: San Juan Street — Newport Avenue to Red Hill Avenue
This segment is currently posted at 30 mph and has 1 through lane in each direction with
an ADT of 2,500 vehicles per day. The adjacent land uses are residential, an elementary
school, and a high school. The critical speed is 37 mph, which would normally justify a 35
mph posted speed limit. However, due to the high number of pedestrians, on- street
parking, heavy concentration of driveways and the two schools, a lower speed limit would
prudent. It is recommended that the speed limit remain at 30 mph for the reasons given
above.
Segment #112: Tustin Ranch Road — Rawlings Way to La Colina Drive
This segment is currently posted at 50 mph and has 3 through lanes in each direction with
an ADT of 10,900 vehicles per day. The adjacent land use is residential (non- fronting).
The critical speed is 56 mph, which would normally justify a 55 mph posted speed limit.
However, due to horizontal curves that may not be apparent to unfamiliar drivers and to
maintain uniformity among adjacent street segments, a lower speed limit would be prudent.
It is recommended that the speed limit remain at 50 mph for the reasons given above.
Segment #118: Tustin Ranch Road — Valencia Avenue to Victory Road
This segment is currently posted at 50 mph and has 3 through lanes in each direction with
an ADT of 19,104 vehicles per day. The adjacent land use is vacant land. The critical
speed is 57 mph, which would normallyjustify a 55 mph posted speed limit. However, due
to horizontal curves that may not be apparent to unfamiliar drivers and to maintain
uniformity among adjacent street segments, a lower speed limit would be prudent. It is
recommended that the speed limit remain at 50 mph for the reasons given above.
wiiidan Engineering 2015 Engineering and Traffic Survey
102375/1000/10006 14 City of Tustin
Table 1
Results and Recommendations
#
Street Name
Segment
Posted
Speed
Limit
Recommended
Speed Limit
Critical Speed
(85th Percentile
Speed)
2015 / 2010
Average
Speed
10mph
Pace
Percent
in Pace
Reason for
Change
1
Auto Center Drive (East)
El Camino Real To South Intersection ACD
30
30
29/31
27
22 -31
87%
No Change
2
Auto Center Drive (North)
North Intersection To West Intersection ACD
30
30
29/31
26
21 -30
78%
No Change
3
Auto Center Drive (South)
West Intersection To End of Street
30
30
29/30
27
22 -31
83%
No Change
4
, Brownm Avenue
Browning Avenue
Np . _ f R Aye._ ad acefll. en N OC
Bryan Avenue To El Camino Real
-
40
40
42/41
37
32 -41
68%
_
No Change
5
Browning Avenue
Nissen Road To Walnut Avenue
35
30
32/37
27
26-35
64%
85th Percentile
6
Bryan Avenue
Newport Avenue To Main Street
35
35
39137
35
31-40
81%
No Change (2)
7
Bryan Avenue
Main Street To Red Hill Avenue
40
40
39142
32
31 AO
49%
No Change
8
Bryan Avenue
Red Hill Avenue To Farmington Road
45
45
42/43
39
3645
83%
No Change (* )
9
Bryan Avenue
Farmington Road To Browning Avenue
45
45
44143
40
3746
71%
No Change
10
Bryan Avenue
Browning Avenue To Myford Road
45
45
44/46
38
3645
67%
No Change
11
Bryan Avenue
Myford Road To Jamboree Road
45
45
39/46
35
32-41
64%
No Change (* )
Adi
Bryan Avenue
East of Jamboree (adjacent segment in Irvine)
50
12
Centennial Way
First Street To Main Street
25
30
34/29
30
26 -35
84%
85th Percentile (2)
13
Chambers Road
Michelle Drive To Franklin Avenue
35
30
32/37
27
24 -33
76%
85th Percentile
14
Del Amo Avenue
Edinger Avenue To SR-55 Rames
45
35
37144
32
30 -39
69%
85th Percentile
15
Dow Avenue
Franklin Avenue To Myford Road
40
40
39/42
35
32-41
74%
No change
Ad
Edinger Avenue
West of WCL (adjacent segment in Santa Ana)
45
16
Edinger Avenue
W10 Newport Avenue -WCL To Red Hill Avenue
50
50
49148
42
41 -50
1 55%
No change
17
Edinger Avenue
Red Hill Avenue To 1500ft E/0 Red Hill
50
50
47/52
33
20 -29
54%
No Change (* )
18
Edinger Avenue
1500ft E/O Red Hill To Kensington Park Drive
60
50
49/58
45
40-49
72%
85th Percentile
19
Edinger Avenue
Kensington Park Drive To Jamboree Road
60
55
59/61
53
51 -60
71%
(2 )
20
1 Edinger Avenue
Jamboree Road To Harvard Avenue
50
50
49/52
45
43 -52
80%
No Change
Willdan Engineering 2015 Citywide Engineering and Traffic Survey
102375It000/1 0006 15 City of Tustin
Table 1
Results and Recommendations
#
Street Name
Segment
Posted
Speed
Limit
Recommended
Speed Limit
Critical Speed
(85th Percentile
Speed)
2015 / 2010
Average
Speed
10mph
Pace
-
Percent
in Pace
Reason for
Change
'
Edinger Avenue
East of Harvard (adjacent e rpent m Irvine
50..
25
25
85th Percentile
21
El Camino Real
First Street To Main Street
21/27
19
16-25
81%
22
El Camino Real
Main Street To Newport Avenue
30
30
29/29
26
21-30
84%
No Change
23
El Camino Real
Newport Avenue To Red Hill Avenue
40
40
43/40
37
33-42
68%
No Change (2)
24
El Camino Real
Red Hill Avenue To Browning Avenue
40
40
42/39
38
3241
71%
No Change
25
El Camino Real
Browning Avenue To Tustin Ranch Road
40
40
37/38
32
25 -34
62%
No Change (' )
26
El Camino Real
Tustin Ranch Road To Myford Road
40
40
43/39
36
3443
47%
No Change (2)
27
El Camino Real
Myford Road To Jamboree Road
35
35
35/37
30
24 -33
62%
No Change
Adj
El Camino Real
East of Jamboree (adjacent segment in Irvine)
40
37135
33
2837
64%
No Change
Adj
First Street
W/O WCL (adjacent segment in Santa Ana)
W/O Tustin Avenue To El Camino Real
40,
35
35
28
First Street
29
First Street
El Camino Real To Centennial Way
35
35
36137
31
2635
66%
No Change
30
First Street
Centennial Way To Newport Avenue
35
35
37139
32
28 -37
59%
No Change
31
First Street
Newport Avenue To Chadoma Drive
30
30
36/33
31
27 -36
65%
No Change (C)
32
Franklin Avenue
Michelle Drive To Walnut Avenue
35.
35
34/37
30
26 -35
77%
No Change
33
Franklin Avenue
Walnut Avenue To Dow Avenue
40
35
36/41
32
29 -38
74%
85th Percentile
34
Heritage Way
Tustin Ranch Road To Myford Road
35
35
35/37
30
24-33
74%
No Change
35
Heritage Way
Myford Road To Bryan Avenue
35
35
33/34
31
27 -36
78%
No Change
Ad'
Holt Avenue
/0 NCL (adjacent segment in RQ,
40
36
Holt Avenue
WO Warren Ave. NCL To Irvine Boulevard
40
40
44/43
39
3443
71%
No Change (2)
37
Holt Avenue
Irvine Boulevard To Newport Avenue
30
30
31/28
26
22 -31
7396
No Change
Adj
Irvine Boulevard/4th SL
W10 WCL (adjacent segment in Santa Ana)
40
38
Irvine Boulevard
SR 55 (WCL) To Prospect Avenue
40
40
41 /43
36
33-42
64%
No Change
Willdan Engineering 2015 Citywide Engineering and Traffic Survey
102375/1000/10006 16 City of Tustin
Table 1
Results and Recommendations
#
Street Name
Segment
Posted
Speed
Limit
Recommended
Speed Limit
Critical Speed
(85th Percentile
Speed)
2015 / 2010
Average
Speed
10mph
Pace
Percent
in Pace
Reason for
Change
39
Irvine Boulevard
Prospect Avenue To Newport Avenue
40
40
42/42
36
3443
55%
No Change
40
Irvine Boulevard
Newport Avenue To Chadoma Drive
40
40
35/41
30
24 -33
61%
No Change (' j
41
Irvine Boulevard
Chadoma Drive To Red Hill Avenue
40
40
42 142
37
3544
60%
No Change
Adj
Irvine _:.
..: , -y.. (.... _ _OC)
45
42
Irvine Boulevard
Browning Avenue To Tustin Ranch Road
45
45
44/47
38
3241
58'6
No Change
43
Irvine Boulevard
Tustin Ranch Road To Jamboree Road
50
45
38/48
33
Adj
Irvine Boulevard
East of Jamboree (adjacent segment in Irvine)
50
Adj
Jamboree R d_
jV I CL ad acenl
North City Limits To Pioneer Road
` - --
55
- - - - --
58155
:
43
51-60
67%
No Change (2)
44
Jamboree Road
55
45
Jamboree Road
Pioneer Road To Patriot Way
55
55
59/55
53
51-60
69%
No Change (2)
46
Jamboree Road
Patriot Way To Tustin Ranch Road
55
55
59/57
54
51 -60
72%
No Change (2)
47
Jamboree Road
Tustin Ranch Road To Champion Way
50
50
51/51
45
41 -50
59%
No Change
48
Jamboree Road
Champion Way To Irvine Boulevard
50
50
52/53
46
42 -51
1 52%
No Change
49
Jamboree Road
Irvine Boulevard To Bryan Avenue
50
45
41/51
35
31-40
52%
(' )
50
Jamboree Road
Bryan Avenue To 1 -5 (City Limit)
45
40
35144
29
25 -34
58%
(' )
Adj
Jamboree Road
11 (Cl TgpC (CL) (intaven_ ip 4r e)
Speed Limit Not Posted
51
Jamboree Road
OCTA/SCRRA (CL) To Barranca Parkway
60
60-
59/61
56
52 -61
85%
No Change
Jamboree Road
(adjacent segment in Irvine
30
22 -31
63%
52
Keller Drive
Robinson Drive To Jamboree Road
30
30
36/33
No Change (C)
53
Kensington Park Dr.
Valencia Avenue To Edinger Avenue
45
40
40144
33
25-34
58%
85th Percentile
Adj
_ Main Street
W/O WCL (adjacent segmqJj1j&ta Ana
35
54
Main Street
West City Limits To Williams Street
35
35
37 / 34
33
28 -37
73%
No Change
55
Main Street
Williams Street To Myrtle Avenue
30
35
41 / 35
37
33-42
71%
85th Percentile (c)
Wilkie' Engineering 2015 Citywide Engineering and Traffic Survey
102375/1000/10006 17 City of Tustin
Table 1
Results and Recommendations
#
Street Name
Segment
Posted
Speed
Limit
Recommended
Speed Limit
Critical Speed
(85th Percentile
Speed)
2015 / 2010
Average
Speed
10mph
Pace
Percent
in Pace
Reason for
Change
56
Main Street
Myrtle Avenue To Prospect Avenue
30
30
37/34
33
28 -37
82%
No Change (C)
57
Main Street
Prospect Avenue To Newport Avenue
35
35
35137
30
24-33
62%
No Change
58
Main Street
Newport Avenue To Bryan Avenue
35
35
37/36
32
28 -37
65%
No Change
Adj
McFadden Avenue
- t segment
35
34/37
30
26 -35
70%
No Change
59
McFadden Avenue
WCL To SR -55
35
60
McFadden Avenue
SR -55 To Newport Avenue
35
35
30/37
27
23 -32
79%
No Change (' )
61
Michelle Drive
Chambers Road To Franklin Avenue
40
40
42/41
36
35.44
47%
No Change
62
Michelle Drive
Franklin Avenue To Myford Road -ECL
45
45
44/45
39
36-45
66%
No Change
63
"'
Mitchell Avenue
,cent segment in Irvine)
Newport Avenue To Red Hill Avenue
$ ee ; ' ilk Not Posted
30 30
37/32
32
28-37
66%
No Change (C)
64
Mitchell Avenue
Red Hill Avenue To Browning Avenue
30
30
36133
30
25 -34
63%
No Change (C)
65
Myford Road
Irvine Boulevard To Bryan Avenue
40
40
38141
32
31-10
62%
No Change
66
Myford Road
Bryan Avenue To El Camino Real
35
35
32137
38
23-32
73%
No Change (' )
67
Myford Road
Michelle Drive To Dow Avenue
40
40
41 /42
34
30 -39
50%
No Change
Adj
Newport Amkmiaga
segment in OC) -
-
68
Newport Avenue
WO Warren Ave. NCL To Old Irvine Blvd
45
40
37/47
33
29 -38
73%
(' )
69
Newport Avenue
Old Irvine Blvd To Bryan Avenue
40
35
36142
28
20-29
47%
85th Percentile
70
Newport Avenue
Bryan Avenue To El Camino Real
35
35
37/38
32
26-35
63%
No Change
71
Newport Avenue
El Camino Real To Sycamore Avenue
35
35
32/38
27
23-32
68%
No Change (' )
72
Newport Avenue
Sycamore Avenue To 11000 S/0 Sycamore
AP
35
35
35/34
29
24-33
63%
No Change
73
Newport Avenue
Edinger Avenue To_55 Rames
45
35
32/44
27
21 -30
66%
(' )
74
Newport Avenue
oel Amo AVeI To Valencia Avenue
SR -55 Ram s
45
35
35/44
30
26-35
65%
85th Percentile
75
Nisson Road
Pasadena Avenue To B Street
35
35
38/ 38
34
29 -38
68%
No Change (2)
Willdan Engineering 2015 Citywide Engineering and Traffic Survey
102375/1000/10006 18 City of Tustin
Table 1
Results and Recommendations
#
Street Name
Segment
Posted
Speed
Limit
Recommended
Speed Limit
Critical Speed
(85th Percentile
speed)
2015 1 2010
Average
Speed
10mph
Pace
Percent
in Pace
Reason for
Change
76
Nisson Road
Newport Avenue To Red Hill Avenue
35
35
42/41
39
3443
81%
No Change (C)
77
Nisson Road
Red Hill Avenue To Browning Avenue
35
35
40/40
36
31-40
71%
No Change (C)
78
Old Irvine Boulevard
Newport Avenue To Irvine Boulevard
35
35
34/37
37
20 -29
66%
No Change
79
Park Avenue
Warner Avenue To Victory oad
ry
N
40
381 NIA
34
30 -39
83%
New Segment 85th
Percentile
80
Park Avenue
Warner Avenue To District Drive
30
30
29/29
26
20 -29
79%
No Change
81
Park Avenue
District Drive To Tustin Ranch Road
30
30
35/31
31
26 -35
76%
No Change (C)
82
Parkcenter Lane
Tustin Ranch Road To Bryan Avenue
35
35
34/36
29
26 -35
67%
No Change
83
Parkcenter Lane
Bryan Avenue To El Camino Real
30
30
30/32
25
23 -32
67%
No Change
84
Pasadena Avenue
McFadden Avenue To Sycamore Avenue
30
35
38/34
34
29 -38
77%
ti51h Percentile (2)
85
Patriot Way
Pioneer Road To Jamboree Road
35
35
35/33
33
28-37
81%
No Change
86
Pioneer Road
Jamboree Road To Patriot Way
40
40
45143
39
37-46
56%
No Change (C)
87
Pioneer Road
Patriot Way To Peters Canyon Road
40
40
44141
41
35-44
82%
No Change (2)
88
Pioneer Road
Peters Canyon Road To Pioneer Way
35
35
34/37
30
26 -35
73%
No Change
89
Pioneer Way
Tustin Ranch Road To Pioneer Road
30
25
25/ 31
21
18 -27
75%
85th Percentile
90
Portola Parkway
Tustin Ranch Road To Jamboree Road
40
40
40/42
36
32-41
59%
No Change
Adj
Portola Parkway
E/O Jamboree (adjacent segment In Irvine)
50
40
44/37
38
34-43
71%
No Change (2)
Ad'
ve0
N1O NCt.=genli=2L ' OC
40
91
Prospect Avenue
Anglin Lane -NCL To 17th Street
92
Prospect Avenue
17th Street To Amaganset Way
40
40
44/44
40
3645
70%
No Change (2)
93
Prospect Avenue
Amaganset Way To Irvine Boulevard
40
40
40/41
36
31-40
75%
No Change
94
Prospect Avenue
Irvine Boulevard To First Street
35
35
34/33
32
28 -37
68%
No Change
95
Prospect Avenue
First Street To Main Street
30
30
32/30
28
24 -33
74%
No Change
Adj
Red Hill Avenue
WO NCL (adjacent segment in OC)
40
Willdan Engineering 2015 Citywide Engineering and Traffic Survey
102375/1000/10006 19 City of Tustin
Table 1
Results and Recommendations
Willdan Engineering 2015 Citywide Engineering and Traffic Surrey
10237511000/10006 20 City of Tustin
$frost Name
Segment
Posted
Speed
Limit ee
Recommended
Speed Limit
Critical Speed
(85th Percentile
Speed)
2015 / 2010
Average
Speed
tOmph
Pace
Percent
In Pace
Reason for
Change
96
Red Hill Avenue
WO Irvine Blvd -NCL To Bryan Avenue
40
40
40/42
37
33.42
82%
No Change
97
Red Hill Avenue
Bryan Avenue To El Camino Real
40
40
44/42
39
3645
74%
No Change (2)
98
Red Hill Avenue
El Camino Real To Mitchell Avenue
40
40
37/39
30
31-40
53%
No Change (' )
99
Red Hill Avenue
Mitchell Avenue To Walnut Avenue
40
40
39/38
37
32-41
87%u
No Change
100
Red Hill Avenue
Walnut Avenue To Sycamore Avenue
40
40
39143
37
34-43
79%
No Change
101
Red Hill Avenue
Sycamore Avenue To Edinger Avenue
40
40
43/44
40
36-45
84%
No Change (2)
102
Red Hill Avenue
Edinger Avenue To Valencia Avenue
50
45
47/49
43
40-49
75%
85th Percentile
103
Red Hill Avenue
Valencia Avenue To Warner Avenue
50
50
52161
48
44 -53
69%
No Change
1041
Red Hill Avenue
Warner Avenue To Barranca Parkway
50
50
50/61
45
44 -53
66%
No Change
Adj
Red Hill Avenue
S/O Baranca Pkwy (adjacent segment in Irvine)
50
105
Robinson Drive
Irvine Boulevard To Jamboree Road
35
35
39/39
34
3140
67%
No Change (2)
106
San Juan Street
Newport Avenue To Red Hill Avenue
30
30
37/33
33
27 -36
66%
No Change (C)
107
San Juan Street
Red Hill Avenue To Browning Avenue
30
30
29/36
25
22 -31
67%
No Change
Adj
17th Street
W10 SR -55 (adjacent segment in Santa Ana)
40
108
17th Street SR 55 -WCL To Yorba Street N.
40
40
33/35
28
21 -30
66%
No Change (' )
109
17th Street
Yorba Street N. To Prospect Ave. N.
40
40
41140
37
3241
66%
No Change
Adj
17th Street
at of Prospect (adjacent segment in OC)
45
30
33/32
29
24-33
78%
No Change (2)
110
Sycamore Avenue
Newport Avenue To Red Hill Avenue
30
111
Tustin Ranch Road
Jamboree Road To Rawlings Way
50
50
54/51
50
46-55
73%
No Change (2)
112
Tustin Ranch Road
Rawlings Way To La Colina Drive
50
50
56/51
52
49.58
70%
No Change (C)
113
Tustin Ranch Road
La Celina Drive To Irvine Boulevard
45
50
51147
49
44-53
82%
85th Percentile
114
Tustin Ranch Road
Irvine Boulevard To Bryan Avenue
45
50
53/46
49
45 -54
77%
85th Percentile (2)
115
Tustin Ranch Road
Bryan Avenue To 1 -5
40
40
39/42
34
3140
69%
No Change
Willdan Engineering 2015 Citywide Engineering and Traffic Surrey
10237511000/10006 20 City of Tustin
Table 1
Results and Recommendations
0
Street Name
Segment
Posted
Speed
Limit
Recommended
Speed Limit
Critical Speed
(85th Percentile
Speed)
2015 / 2010
Average
Speed
10mph
Pace
Percent
in Pace
Reason for
Change
116
Tustin Ranch Road
1 -5 To Walnut Avenue
50
55
57152
53
48-57
77%
85th Percentile
117
Tustin Ranch Road
Walnut Avenue To Valencia Avenue
(50)
55
59 if WA
55
51-60
78%
New Segment 85th
Percenfile 2
118
Tustin Ranch Road
Valencia Avenue To Victory Road
(50)
50
57 / WA
51
46-55
53%
New Segment (c)
119
Tustin Ranch Road
Victory Road To Warner Avenue
(50)
50
55 if WA
51
46-55
78%
New Segment (- )
120
Tustin Ranch Road
Warner Avenue To Park Avenue
5o
50
52/52
46
41 -50
61%
No Change
121
Tustin Ranch Road
Park Avenue To Barranca Parkway
50
50
54152
47
45 -54
53%
No Change (2)
Von Karmen Avenue
South of Barranca (adj ika )
50
122
Valencia Avenue
Newport Avenue To Red Hill Avenue
45
45
40/43
37
32-41
76%
No Change (' )
123
Valencia Avenue
Red Hill Avenue To ' S Ve �9 Rd'/
45
45
45/48
42
37-46
83%
No Change
124
Valencia Avenue
Seveen s Rd. / To Kensington Park Drive
45
45
48/49
43
41 -50
68%
No Change (2)
125
Valencia Avenue
Kensington Park Drive To Tustin Ranch Road
N
45
49 / WA
45
39-48
73%
New Segment 85th
Percentile 2
126
Vandenberg Lane
Yorba Street To Prospect Avenue
35
35
39/33
34
33.42
68%
No Change (2)
127
Victory Road
Tustin Ranch Road To Park Avenue
N
40
411 WA
28
22 -31
62%
New Segment 85th
PercenNe
128
Walnut Avenue
Newport Avenue To Red Hill Avenue
40
40
42/38
37
3342
66%
No Change
129
Walnut Avenue
Red Hill Avenue To Browning Avenue
40
40
44/38
39
3443
60%
No Change (2)
130
Walnut Avenue
Browning Avenue To Tustin Ranch Road
40
40
43/40
37
3342
61%
No Change (2)
131
Walnut Avenue
Tustin Ranch Road To Myford Road
yfefd aQ'acent segment in Irving
40
40
42/41
37
3443
65%
No Change
Adj
Walnut Avenue
_
132
Warner Avenue
Tustin Ranch Road To Park Avenue
30
35
30
36/32
30
29
28 -37
69%
85th Percentile
Adj
133
Warner Avenue
Williams Street
E/O_PprkAva. 'aces► V Irvine)
li
Main Street To McFadden Avenue
45
30
32/33
25-34
78%
No Change
Adj
Yorba Street
NiO NCL (adjacent segment in OC)
35
40
43/42
39
.134F
Yorba Street
SiO Santa Clara Ave - To 17th Street
40
3645
73%
1 No Change (2)
Willdan Engineering 2015 Citywide Engineering and Traffic Survey
102375/1000/10006 21 City of Tustin
Table 1
Results and Recommendations
Legend
ACD = Auto Center Drive
WCL = West City Limit
NCL = North City Limit
ECL = East City Limit
SR -55 = State Route 55
N = New street segment (Tustin Legacy area)
(40) = Speed limit currently posted on new segment, based on engineering judgement without confirmation of Engineering and Traffic Survey
( C ) = See discussion under'Conditions Not Readily Apparent to Motorists'.
(' ) = The recommended speed limit is greater than the basic speed (based on the 85th percentile speed) in order to preserve confinuity with adjacent street segments
( 2 ) = The recommended speed limit is rounded down to the nearest five mph increment, see 2014 CVC Section 21400 (b)
Willdan Engineering 2015 Citywide Engineering and Traffic Survey
102375/1000/10006 22 City of Tustin
Critical Speed
Posted
Recommended
(85th Percentile
Average
10mph
Percent
Reason for
tt
Street Name
Segment
Speed
Speed Limit
Speed)
Speed
Pace
in Pace
Change
Limit
2015 / 2010
135
Yorba Street
17th Street To Jacaranda Avenue
40
40
39/37
37
32A1
93%
No Change
136
Yorba Street
Jacaranda Avenue To Amaganset Way
40
40
39139
36
32-41
73%
No Change
137
Yorba Street
Amaganset Way To Irvine Boulevard
40
40
39/38
35
31-40
70%
No Change
138
Yorba Street
Irvine Boulevard To First Street
35
35
36/33
31
27 -36
68%
No Change
Legend
ACD = Auto Center Drive
WCL = West City Limit
NCL = North City Limit
ECL = East City Limit
SR -55 = State Route 55
N = New street segment (Tustin Legacy area)
(40) = Speed limit currently posted on new segment, based on engineering judgement without confirmation of Engineering and Traffic Survey
( C ) = See discussion under'Conditions Not Readily Apparent to Motorists'.
(' ) = The recommended speed limit is greater than the basic speed (based on the 85th percentile speed) in order to preserve confinuity with adjacent street segments
( 2 ) = The recommended speed limit is rounded down to the nearest five mph increment, see 2014 CVC Section 21400 (b)
Willdan Engineering 2015 Citywide Engineering and Traffic Survey
102375/1000/10006 22 City of Tustin
Table 2
Segments with Recommended Speed Limit Increases
#
Street Name
Segment
Posted
Speed Limit
Recommended
Speed Limit
12
Centennial Way
First Street To Main Street
25
30
55
Main Street
Williams Street To Myrtle Avenue
30
35
79
Park Avenue
Warner Avenue To Victory Road
N
40
84
Pasadena Avenue
McFadden Avenue To Sycamore Avenue
30
35
113
Tustin Ranch Road
La Colina Drive To Irvine Boulevard
45
50
114
Tustin Ranch Road
Irvine Boulevard To Bryan Avenue
45
50
116
Tustin Ranch Road
1 -5 To Walnut Avenue
50
55
117
Tustin Ranch Road
Walnut Avenue To Valencia Avenue
(50)
55
125
Valencia Avenue
Kensington Park Drive To Tustin Ranch Road
N
45
127
Victory Road
Tustin Ranch Road To Park Avenue
N
40
1321
Warner Avenue
Tustin Ranch Road To Park Avenue
30
35
(50) = Speed limit currently posted on new segment, based on engineering judgement without confirmation of
Engineering and Traffic Survey
N = New street not currently posted
Willdan Engineering 2015 Citywide Engineering and Traffic Survey
102375/1 000/1 0006 23 City of Tustin
Table 3
Segments with Recommended Speed Limit Decreases
#
Street Name
Segment
Posted
Speed Limit
Recommended
Speed Limit
5
Browning Avenue
Nisson Road To Walnut Avenue
35
30
13
Chambers Road
Michelle Drive To Franklin Avenue
35
30
14
Del Amo Avenue
Edinger Avenue To Newport Ave./
SR -55 Ramps
45
35
18
Edinger Avenue
1500ft E/O Red Hill To Kensington Park Drive
60
50
19
Edinger Avenue
Kensington Park Drive To Jamboree Road
60
55
33
Franklin Avenue
Walnut Avenue To Dow Avenue
40
35
43
Irvine Boulevard
Tustin Ranch Road To Jamboree Road
50
45
49
Jamboree Road
Irvine Boulevard To Bryan Avenue
50
45
50
Jamboree Road
Bryan Avenue To 1 -5 (City Limit)
45
40
53
Kensington Park Dr.
Valencia Avenue To Edinger Avenue
45
40
68
Newport Avenue
N/0 Warren Ave. NCL To Old Irvine Blvd
45
40
69
Newport Avenue
Old Irvine Blvd To Bryan Avenue
40
35
73
Newport Avenue
Edinger Avenue To Del Arno Ave./
SR -55 Ramps
45
35
74
Newport Avenue
SR -55 Ramps To Valencia Avenue
45
35
89
j Pioneer Way
Tustin Ranch Road To Pioneer Road
30
25
102
Red Hill Avenue
Edinger Avenue To Valencia Avenue
50
45
Willdan Engineering 2015 Citywide Engineering and Traffic Survey
102375/1000110006 24 City of Tustin
LEGISLATIVE REFERENCES
APPLICABLE SECTIONS OF 2014 CALIFORNIA VEHICLE CODE
SECTION 1. Section 627 of the Vehicle Code:
Section 627.
(a) "Engineering and traffic survey, "as used in this code, means a survey of highway and traffic
conditions in accordance with methods determined by the Department of Transportation for
use by state and local authorities.
(b) An engineering and traffic survey shall include, among other requirements deemed
necessary by the department, consideration of all of the following:
(1) Prevailing speeds as determined by traffic engineering measurements.
(2) Accident records.
(3) Highway, traffic, and roadside conditions not readily apparent to the driver.
(c) When conducting an engineering and traffic survey, local authorities, in addition to the
factors set forth in paragraphs (1) to (3), inclusive, of subdivision (b) may consider all of the
following:
(1) Residential density, if any of the following conditions exist on the particular portion of
highway and the property contiguous thereto, other than a business district:
a. Upon one side of the highway, within a distance of a quarter of a mile, the
contiguous property fronting thereon is occupied by 13 or more separate
dwelling houses or business structures.
b. Upon both sides of the highway, collectively, within a distance of a quarter of
a mile, the contiguous property fronting thereon is occupied by 16 or more
separate dwelling houses or business structures.
C. The portion of highway is longer than one - quarter of a mile but has the ratio
of separate dwelling houses or business structures to the length of the
highway described in either subparagraph (A) or (B).
(2) Pedestrian and bicyclist safety.
Uniform Standards
Section 21400
(a) (1) The Department of Transportation shall, after consultation with local agencies and
public hearings, adopt rules and regulations prescribing uniform standards and
specifications for all official traffic control devices placed pursuant to this code,
including, but not limited to, stop signs, yield right -of -way signs, speed restriction
signs, railroad warning approach signs, street name signs, lines and markings on the
roadway, and stock crossing signs placed pursuant to Section 21364.
(2) The Department of Transportation shall, after notice and public hearing, determine
and publicize the specifications for uniform types of warning signs, lights, and
devices to be placed highway by a person engaged in performing work that interferes
with or endangers the safe movement of traffic upon that highway.
W illdan Engineering 2015 Engineering and Traffic Survey
102375/1000/10006 25 City of Tustin
(3) Only those signs, lights, and devices as are provided for in this section shall be
placed upon a highway to warn traffic of work that is being performed on the highway.
(4) Control devices or markings installed upon traffic barriers on or after January 1,
1984, shall conform to the uniform standards and specifications required by this
section.
(b) The Department of Transportation shall revise the California Manual on Uniform Traffic
Control Devices, as it read on January 1, 2012, to require the Department of Transportation
or a local authority to round speed limits to the nearest five miles per hour of the 85th
percentile of the free - flowing traffic. However, in cases in which the speed limit needs to be
rounded up to the nearest five miles per hour increment of the 85thpercentile speed, the
Department of Transportation or a local authority may decide to instead round down the
speed limit to the lower five miles per hour increment, but then the Department of
Transportation or a local authority shall not reduce the speed limit any further for any reason.
Basic Speed Law
22350. No person shall drive a vehicle upon a highway at a speed greater than is reasonable or
prudent having due regard for weather, visibility, the traffic on, and the surface and width of, the
highway, and in no event at a speed which endangers the safety of persons or property.
Speed Law Violations
Section 22351.
(a) The speed of any vehicle upon a highway not in excess of the limits specified in Section
22352 or established as authorized in this code is lawful unless clearly proved to be in
violation of the basic speed law.
(b) The speed of any vehicle upon a highway in excess of the prima facie speed limits in Section
22352 or established as authorized in this code is prima facie unlawful unless the defendant
establishes by competent evidence that the speed in excess of said limits did not constitute a
violation of the basic speed law at the time, place and under the conditions then existing.
Prima Facie Speed Limits
Section 22352.
The prima facie limits are as follows and shall be applicable unless changed as authorized in this
code and, if so changed, only when signs have been erected giving notice thereof:
(a) Fifteen miles per hour:
(1) When traversing a railway grade crossing, if during the last 100 feet of the
approach to the crossing the driver does not have a clear and unobstructed view of
the crossing and of any traffic on the railway for a distance of 400 feet in both
directions along such railway. This subdivision does not apply in the case of any
railway grade crossing where a human flagman is on duty or a clearly visible
electrical or mechanical railway crossing signal device is installed but does not then
indicate the immediate approach of a railway train or car.
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(2) When traversing any intersection of highways, if during the last 100 feet of the
driver's approach to the intersection, the driver does not have a clear and
unobstructed view of the intersection and of any traffic upon all of the highways
entering the intersection fora distance of 100 feet along all those highways, except at
an intersection protected by stop signs or yield right -of -way signs or controlled by
official traffic control signals.
(3) On any alley.
(b) Twenty -five miles per hour:
(1) On any highway other than a state highway, in any business or residence district
unless a different speed is determined by local authority under procedures set forth in
this code.
(2) When approaching or passing a school building or the grounds thereof,
contiguous to a highway and posted with a standard "SCHOOL" warning sign, while
children are going to or leaving the school either during school hours or during the
noon recess period. The prima facie limit shall also apply when approaching or
passing any school grounds which are not separated from the highway by a fence,
gate or other physical barrier while the grounds are in use by children and the
highway is posted with a standard "SCHOOL" warning sign. For purposes of this
subparagraph, standard "SCHOOL" warning signs may be placed at anydistance up
to 500 feet away from school grounds.
(3) When passing a senior center or other facility primarily used by senior citizens,
contiguous to a street other than a state highway and posted with a standard
"SENIOR" warning sign. A local authority may erect a sign pursuantto this paragraph
when the local agency makes a determination that the proposed signing should be
implemented. A local authority may request grant funding from the Pedestrian Safety
Account pursuant to Section 894.7 of the Streets and Highways Code, or any other
grant funding available to it, and use that grant funding to pay for the erection of
those signs, or may utilize any other funds available to it to pay for the erection of
those signs, including, but not limited to, donations from private sources.
Increase of Local Speed Limits
Section 22357.
(a) Whenever a local authority determines upon the basis of an engineering and traffic survey
that a speed greater than 25 miles per hour would facilitate the orderly movement of
vehicular traffic and would be reasonable and safe upon any street other than a state
highway otherwise subject to a prima facie limit of 25 miles per hour, the local authority may
by ordinance determine and declare a prima facie speed limit of 30, 35, 40, 45, 50, 55 or 60
miles per hour or a maximum speed limit of 65 miles per hour, whichever is found most
appropriate to facilitate the orderly movement of traffic and is reasonable and safe. The
declared prima facie or maximum speed limit shall be effective when appropriate signs
giving notice thereof are erected upon the street and shall not thereafter be revised except
upon the basis of an engineering and traffic survey. This section does not apply to any 25
mile per hour prima facie limit, which is applicable when passing a school building or the
grounds thereof or when passing a senior center or other facility primarily used by senior
citizens.
(b) This section shall become operative on the date specified in subdivision (c) of Section
22366.
Willdan Engineering 2015 Engineering and Traffic Survey
102375/1000/10006 27 City of Tustin
Downward Speed Zoning
Section 22358.5.
It is the intent of the Legislature that physical conditions such as width, curvature, grade and surface
conditions, or any other condition readily apparent to a driver, in the absence of other factors, would
not require special downward speed zoning, as the basic rule of Section 22350 is sufficient
regulation as to such conditions.
Boundary Line Streets
Section 22359
With respect to boundary line streets and highways where portions thereof are within different
jurisdictions, no ordinance adopted under Sections 22357 and 22358 shall be effective as to any
such portion until all authorities having jurisdiction of the portions of the street concerned have
approved the same. This section shall not apply in the case of boundary line streets consisting of
separate roadways within different jurisdictions.
Speed Trap Prohibition
Section 40801.
No peace officer or other person shall use a speedtrap in arresting, or participating or assisting in
the arrest of, any person for any alleged violation of this code nor shall any speed trap be used in
securing evidence as to the speed of any vehicle for the purpose of an arrest or prosecution under
this code.
Speed Trap
Section 40802.
(a) A "speed trap" is either of the following:
(1) A particular section of a highway measured as to distance and with boundaries
marked, designated, or otherwise determined in order that the speed of a vehicle
may be calculated by securing the time it takes the vehicle to travel the known
distance.
(2) A particular section of a highway with a prima facie speed limit that is provided by this
code or by local ordinance under subparagraph (A) of paragraph (2) of subdivision
(a) of Section 22352, or established under Section 22354, 22357, 22358, or 22358.3,
if that prima facie speed limit is not justified by an engineering and traffic survey
conducted within five years prior to the date of the alleged violation, and enforcement
of the speed limit involves the use of radar or any other electronic device that
measures the speed of moving object. This paragraph does not apply to a local
street, road, or school zone.
(b)(1) For purposes of this section, a local street or road is one that is functionally classified as
"local" on the "California Road System Maps," that are approved by the Federal Highway
Administration and maintained by the Department of Transportation. When a street or road
does not appear on the "California Road System Maps," it may be defined as a "local street
Willdan Engineering 2015 Engineering and Traffic Survey
102375/1000/10006 28 City of Tustin
or road" if it primarily provides access to abutting residential property and meets the following
three conditions:
(A) Roadway width of not more than 40 feet.
(B) Not more than one -half of a mile of uninterrupted length. Interruptions shall include
official traffic control signals as defined in Section 445.
(C) Not more than one traffic lane in each direction.
(2) For purposes of this section "school zone' means that area approaching or passing a school
building or the grounds thereof that is contiguous to a highway and on which is posted a
standard "SCHOOL" warning sign, while children are going to or leaving the school either
during school hours or during the noon recess period. "School zone' also includes the area
approaching or passing any school grounds that are not separated from the highway by a
fence, gate, or other physical barrier while the grounds are in use by children if that highway
is posted with a standard "SCHOOL" warning sign.
(c)(1) When all the following criteria are met, paragraph (2) of this subdivision shall be applicable
and subdivision (a) shall not be applicable:
(A) When radar is used, the arresting officer has successfully completed a radar operator
course of not less than 24 hours on the use of police traffic radar, and the course
was approved and certified by the Commission on Peace Officer Standards and
Training.
(B) When laser or any other electronic device is used to measure the speed of moving
objects, the arresting officer has successfully completed the training required in
subparagraph (A) and an additional training course of not less than two hours
approved and certified by the Commission on Peace Officer Standards and Training.
(C)(i) The prosecution proved that the arresting officer complied with subparagraphs (A)
and (B) and that an engineering and traffic survey has been conducted in
accordance with subparagraph (B) of paragraph (2). The prosecution proved that,
prior to the officer issuing the notice to appear, the arresting officer established that
the radar, laser, or other electronic device conformed to the requirements of
subparagraph (D).
(ii) The prosecution proved the speed of the accused was unsafe for the conditions
present at the time of alleged violation unless the citation was for a violation of
Section 22349, 22356, or 22406.
(D) The radar, laser, or other electronic device used to measure the speed of the
accused meets or exceeds the minimal operational standards of the National Traffic
Highway Safety Administration, and has been calibrated within the three years prior
to the date of the alleged violation by an independent certified laser or radar repair
and testing or calibration facility.
(2) A "speed trap" is either of the following:
(A) A particular section of a highway measured as to distance and witti boundaries
marked, designated, or otherwise determined in order that the speed of a vehicle
may be calculated by securing the time it takes the vehicle to travel the known
distance.
102375/1000/10006 29 City Of
(e)(i) A particular section of a highway or state highway with a prima facie speed limit that
is provided by this code or by local ordinance under subparagraph (A) of paragraph
(2) of subdivision (a) of Section 22352, or established under Section 22354, 22357,
22358, or 22358.3, if that prima facie speed limit is not justified by an engineering
and traffic survey conducted within one of the following time periods, priorto the date
of the alleged violation, and enforcement of speed limit involves the use of radar or
any other electronic device that measures the speed of moving objects:
(1) Except as specified in subclause (11), seven years.
(II) If an engineering and traffic survey was conducted more than seven years
prior to the date of the alleged violation, and a registered engineer evaluates
the section of the highway and determines that no significant changes in
roadway or traffic conditions have occurred including, but not limited to,
changes in adjoining property or land use, roadway width, or traffic volume,
10 years.
(ii) This subparagraph does not apply to a local street, road, or school zone.
Speed Trap Evidence
Section 40803
(a) No evidence as to the speed of a vehicle upon a highway shall be admitted in any court upon
the trial of any person in any prosecution under this code upon a charge involving the speed
of a vehicle when the evidence is based upon or obtained from or by the maintenance or use
of a speedtrap.
(b) In any prosecution under this code of a charge involving the speed of a vehicle, where
enforcement involves the use of radar or other electronic devices which measure the speed
of moving objects, the prosecution shall establish, as part of its prima facie case, that the
evidence or testimony presented is not based upon a speed trap as defined in paragraph (2)
of subdivision (a) of Section 40802.
(c) When a traffic and engineering survey is required pursuant to paragraph (2) of subdivision
(a) of Section 40802, evidence that a traffic and engineering survey has been conducted
within five years of the date of the alleged violation or evidence that the offense was
committed on a local street or road as defined in paragraph (2) of subdivision (a) of Section
40802 shall constitute a prima facie case that the evidence or testimony is not based upon a
speed trap as defined in paragraph (2) subdivision (a) of Section 40802.
Willdan Engineering 2015 Engineering and Traffic Survey
102375/1000110006 30 City of Tustin